Installation & Maintenance

Manual

PERFORMANCE

ENGINEERED SOLUTIONS

TO MEET YOUR

ELEVATOR NEEDS

H Y D R A U L I C E L E V A T O R S
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 Table of Contents
Section Page Section Page
A Mission Statement & History 5 H Valves
B Correspondence 9 CemcoLift—CV-500 237
C User Manual & Safety Reminders EECO—UV5A 249
Under Oil Power Unit 15 EECO—UV7B 253
V-Belt Power Unit 21 Maxton UC1A 257
Warranty & Maintenance 27 Maxton UC2A 279
E Power Unit Miscellaneous Info. Maxton UC4M 301
Sight Gauge 35 Maxton UC4MR 323
Tank Heater 39 I Oil Cooler 331
Oil Information 49 J Pipe Rupture Valves
Tank Shut-Off 55 Maxton 345
High Pressure Switch 59 Blain 349
ISO Union 63 K Scavenger Pump
OSCAF Butterfly Valves 71 Leland Pump 353
Stockham Butterfly Valves 79 Quality Pump 357
Apollo High Pressure Ball Valves 91 L Starter
Victaulic Ball Valves 95 Siemen’s Solid State 361
Y-Strainer 101 M Controller
D Jacks ESI CPU Card 383
CemcoLift Jacks 107 ESI 1999 Code Compliancy 399
Applied Extruded Coating 127 ESI 2000 Code Compliancy 421
Wrapid Sleeve 131 MCE HMC-1000 445
ALGI Telescopic Jacks 137 MCE Motion 2000 619
F Pumps Otis 211M 623
IMO Under Oil Pump 163 N Battery Back-Up 729
IMO V-Belt Pump 173 O Door Operator
G Motors GAL 733
Imperial Installation Manual 183 Otis 767
LG Higen Under Oil Spec Sheet 189 P Door Protection
LG Higen V-Belt Spec Sheet 193 FCU47 777
LG Higen Installation Manual 197 Lambda 785
US Motors 223 Leading Edge 833
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CemcoLift 2008
 Table of Contents
Section Page
Q Limits, Selectors & Tape Selectors
Limits Only 839
Standard Limits & Selectors 851
Limits & Tape Selectors 861
Tape Selectors
CJ Anderson 879
ESI 883
MCE 887
Otis 891
R Structural Isometric Drawings
Dual Holeless 905
Dual Roped 909
Cantilever Roped 913
Cantilever Direct Pick-Up 917
Cantilever Offset Pick-Up 921 For Questions or Concerns,
In-Ground 925 please contact us at:

Platen Plate Assembly 929 www.cemcolift.com

Freight Platform Assembly 933 215-799-2900
1-800-Yo-Cemco
Spring Buffer Assembly 937
S Guide Shoes
CemcoLift 941
ELCO 945
ELPRO 953
ELSCO 963
T CemcoLift Product Information 1011
U Vendor Information 1037
V Job Specific Information 1039

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CemcoLift 2008
Mission Statement
& History
Thank you for
choosing
CemcoLift for
your elevator
needs

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Mission Statement: CemcoLift and its employees
are committed to excellence.
The delivery of value, superior quality products and services, innovative design and
manufacturing techniques in an environment where human endeavors are recognized
and rewarded will maintain our position as a leader in the elevator industry.

CemcoLift—Moving the world with tomorrow’s technology!

History: For over eight decades, CemcoLift has manufactured top quality elevator systems
and components for commercial, freight, service, and residential use. Our commit-
ment to quality began with William Corbett and the Corbett Elevator Company, which
originally began installing and maintaining elevators
throughout Philadelphia. In 1954, William Corbett hired
Walter Herrmann as his assistant. Thirteen years later,
Herrmann purchased the company and changed the name
to CEMCO (The Corbett Elevator Manufacturing Com-
pany). CemcoLift has been prospering since then, with facil-
ity expansions in 1982 and 1990. In 2001, further expansion
took place consolidating all administrative and manufactur-
ing activities in a new 276,000 square foot building in Hat-
field, PA.

The heart of CemcoLift's success lies in the dedicated professionals who assure a top
quality product from concept to completion. Each skilled craftsman and technician plays
an important role in the development of a CemcoLift system. Whether large or small,
each component is vital to the entire system. Each worker takes pride in contributing to
the CemcoLift team. Our employees take great care in the elevators they build, and the
people who ride them. The pride of the CemcoLift employees soared in 1986 when Cem-
coLift was chosen as the supplier of the elevator system for one of the most recognized
landmarks in the world: The Statue of Liberty.

From world recognized symbols of freedom to products that

provide freedom of access for the disabled CemcoLift's his-
tory is the foundation for CemcoLift to keep moving for-
ward.

Facility: CemcoLift has consolidated all its manufacturing op-

erations under one roof, providing contractors with
complete hydraulic elevator systems and components, mi-
croprocessor controllers, jack assemblies, pump units, car
slings and platforms, control valves, cabs, entrances and
accessories. Our newest state of the art facility in Hatfield, PA comprising over 276,000
square feet provides us with improved efficiency, a larger parts and component inventory
Page 7
CemcoLift 2008
 for production of standard and custom units. Our jack production capacity has been in-
creased substantially allowing us to offer the same quality products with shorter lead
times. Special rush applications can now be accommodated. In place in the new facility
are world-class quality control and Environmental Health and Safety policies, which en-
hance our position as an industry leader.

Market: CemcoLift provides vertical transportation systems for a wide variety of applica-
tions. We provide lift systems for commercial, freight, service/hospital, and resi-
dential use. Our commercial elevators, escalators, and moving walks are perfect for use
in hotels, shopping malls, offices, and many more commercial applications. We offer lift
systems to fit a wide variety of commercial applications. You can choose from our large
selection of standard packages, or have one custom designed.

If you require heavy cargo to be moved, our freight elevators can handle the job. Our dual
roped freight elevator can be used as an automotive lift, as a heavy material handler, in
convention centers to move materials efficiently, or just about anywhere large capacity
lifts are needed.

We recently installed a custom lift system in The Pennsylvania Convention Center when
the circus came to town. The Convention Center did not have a lift capable of carrying an
elephant. CemcoLift came to the rescue with a custom lift system to handle the task.

At CemcoLift, we believe in providing the right elevator for the right building. We have a
wide variety of standard elevators to choose from, or we can provide your business with a
custom lift solution. If your building requires a lift system and you have space limita-
tions, CemcoLift has the solution. CemcoLift's limited use / limited application elevators
are ideal for retrofit applications such as, schools, churches, condos, lodges, or libraries.
This CemcoLift line requires limited space and features a roped hydraulic design. We of-
fer a wide variety of standard lift systems, or customized packages to fit your needs.

Elevators aren't just for commercial use, anymore. Now, you can install a CemcoLift resi-
dential elevator in your home. Our residential line of elevators features roped hydraulics,
emergency lowering descents, commercial quality, an attractive cab selection with a wide
variety of colors to choose from, and smooth silent submersible motors/pumps. Our resi-
dential elevators are ideal for providing easy access from floor to floor, without seeming
out of place in a home. The strict specifications we place on residential elevators far ex-
ceed the safety codes.

CemcoLift offers parts and components for your lift projects. We offer a large inventory
and stock ready for shipment. Volume discounts are available for OEM's.

Every elevator system and component we produce has the CemcoLift seal of approval. All
systems are 100% pre-tested and pre-adjusted to assure smooth and accurate installa-
tions. Each system has to pass a series of rugged tests, before we ship them. If it meets
our high quality standards, we are confident it will exceed yours.

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CemcoLift 2008
Correspondence

These letters let you

know what to ex-
pect in the Final
Package and what
will be shipped to
the job site

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 Cemcolift Elevator Systems, Inc.
2801 Township Line Road
Hatfield, PA 19440
Phone: (800) 962-3626
Fax: (215) 703-0343

Dear Sir or Madam,

As a courtesy, the copies of the Installation & Maintenance Manual & Layouts provided
with your purchase are:

(1) Electronic Copy of the Manual

(1) Paper Copy of the Manual
(6) Paper Copies of the Layouts

Enclosed in this package are an electronic (CD) version of the Installation & Maintenance
Manual as well as (6) copies of the final layouts required for this job.

The paper copy of the manual has already been shipped to the worksite with the items
shipped from Cemcolift.

If you are in any need of additional materials, please see the items available & their costs
listed below:

• $400.00* for each Paper Manual ordered

• $400.00* for each CD Manual ordered
• $350.00* for any revisions to Final Drawings
• $350.00* a set for additional Layouts

If you have any questions, or need to request more manuals/layouts, please feel free to con-
tact us at 215-799-2900 or 1-800-962-3626.

Sincerely,

Commercial Engineering Department

Cemcolift Elevator Systems
*These prices are subject to change Engineering Administrator
S:\ComEngr\CemcoEngrData\Shop Sheet - O&M Tele: 215-799-2900
Data\Procedures
AFM—8/08
Fax: 215-703-0347
Version 08.A www.cemcolift.com

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 Cemcolift Elevator Systems, Inc.
2801 Township Line Road
Hatfield, PA 19440
Phone: (800) 962-3626
Fax: (215) 703-0343

Dear Sir or Madam,

As a courtesy, the copies of the Installation & Maintenance Manual & Layouts provided
with your purchase are:

(1) Electronic Copy of the Manual

(1) Paper Copy of the Manual
(6) Paper Copies of the Layouts

Enclosed in this package is the paper copy of the manual.

The electronic (CD) version of the Installation & Maintenance Manual as well as (6) copies
of the final layouts will be shipped to the office that purchased our equipment.

If you are in any need of additional materials, please see the items available & their costs
listed below:

• $400.00* for each Paper Manual ordered

• $400.00* for each CD Manual ordered
• $350.00* for any revisions to Final Drawings
• $350.00* a set for additional Layouts

If you have any questions, or need to request more manuals/layouts, please feel free to con-
tact us at 215-799-2900 or 1-800-962-3626.

Sincerely,

Commercial Engineering Department

Cemcolift Elevator Systems
*These prices are subject to change Engineering Administrator
S:\ComEngr\CemcoEngrData\Shop Sheet - O&M Tele: 215-799-2900
Data\Procedures
AFM—8/08
Fax: 215-703-0347
Version 08.A www.cemcolift.com

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CemcoLift 2008
User Manual

Under Oil
Unit

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CemcoLift 2008

Thank you for choosing CemcoLift
Elevator Systems for your elevator needs.
In this Installation & Maintenance Manual you will
find all the information you will need in order to ensure
a smooth installation and a long life for your elevator.
Power Unit
• Check to be sure that there is proper clearance
around the Power Unit and meets all local code
requirements.
• Check to be sure that the machine room is ven-
tilated properly.
• Check to be sure that all covers are installed in
their proper place on the Power Unit.
• Clean up any fluid leakage before working on
elevator equipment.
Jack
• Only qualified personnel should be inspecting
the jack.
• Routinely check all bolts and hardware to en-
sure they are fastened securely.
• At first sign of significant leakage, thoroughly
inspect the piston for defects and replace pack-
ing in accordance to the instructions provided in
this manual (See Jack Assembly).
Page 17
CemcoLift 2008
Owner’s
Manual
Before you begin…
Please Remember:
• Inspections should only be done by qualified
personnel and held to local regulations. Do
NOT attempt any alterations or inspections if
you are not qualified to do so.
• Make sure that all power and electricity are
OFF before attempting to service the elevator.
Safety is our #1 priority after customer satis-
faction.
• The elevator is only to be used for the purpose
that it was purchased for. Any type of over-
loading of the elevator can damage or shorten
its life-span.
• Make sure to replace hardware, seals and
other aspects of the machinery and cab as
needed in order to ensure reliability.
• Any alterations or changes to the surrounding
building that may influence the elevator,
should be discussed with the maintenance
company.
• The Elevator Owner must keep the Installa-
tion & Maintenance Manual in good condition,
up-to-date and available at all times.

Do not work on the machinery
or moving parts of the elevator
without first shutting off the
source of power.
JACKS
Check the plunger and cylinder periodi-
cally for signs of leakage or rust. The packing
gland requires regular monthly or semi-monthly
inspections to see that the packing does not allow
too much or too little oil to be pulled through the
packing gland with the plunger.
On a job where the packing is so tight that
the plunger is dry when it comes up through the
packing it will be found that smooth starts and
stops are almost impossible. When the elevator is
going to be parked for a considerable length of time
(say over a weekend), it is always best to park it at
the lowest landing thus eliminating the possibility
of the plunger rusting due to extensive exposure to
the atmosphere.
CONTROL
The controller should be inspected regu-
larly to see that the contacts are making up prop-
erly and not burning. Copper to copper contacts
should be cleaned. Carbon to copper contacts
should be inspected to see that all are making up
uniformly and if necessary, the carbons should be
raised to the proper positions, or turned over if
they are of the adjustable type. A general inspec-
tion should be made checking for broken springs,
sheared off cotters or other failures that could lead
to the shutting down of the elevator.
Failure of the unit to run is usually due to
a fault in a circuit. Check the main line fuses first.
If they are all right, then check the fuses on the
controller. Check the overload relay and make
sure that the contacts are made up. If there is
power to this point it should be possible to run the
car by manually operating the proper contactor.
If the machine runs by operating these
switches manually the trouble is in the control cir-
cuits. The trouble may be in an accessory switch
such as a limit or a door interlock or a switch or
relay on the controller proper. But using the wir-
ing diagrams furnished with the job and checking
the items one by one the trouble may be found and
corrected.
Page 18
CemcoLift 2008
General Care &
Maintenance
GUIDES
If the elevator is equipped with sliding
guide shoes, it is usually provided with automatic
rail lubricators. The reservoirs of the lubricators
should be kept full of Cemco Guide Rail Lubricant
or a good grade of SAE #20 Motor Oil. Sliding
guide shoes equipped with nylon gibs give very
satisfactory service without the use of rail lubrica-
tors, however, a thin film of something similar to
“slipit” applied four times a year will increase the
life of the gibs.
If the elevator is equipped with roller guide
shoes absolutely no rail lubricant should be used.
The rails should be kept clean, dry and free of for-
eign matter.
POWER UNIT
Maintain oil in tank at proper level as
shown on gauge. The oil level must be checked
with the car at the lowest landing. The recom-
mended oil is Gibraltar Premium Quality Anti-
Wear Hydraulic Oil. ISO Grade 32 is suggested for
all Standard Jack Assemblies and ISO Grade 68 is
suggested for all Telescopic Jack Assemblies (All
Union of California [West Coast Only] job may re-
quire special fluid).
The pump is equipped with a special me-
chanical oil seal and requires only periodic inspec-
tion. Pump and motor bearings are sealed and
require no lubrication. Valves are self lubricated
and need no additional lubrication.
NOTE
When ordering repair parts always give
the Cemco job serial number, which can be found
on the controller and the car crosshead.
 General Care &
Maintenance
Inspection
Guide Rails
Period

1 2 3
Mo Mo Mo

Guide Rail Guide or Motor Bear-

Metallic Slide Guide
ing Oil ● ● ●

Nylon Guides “Slip-It” or Motor Bearing Oil ● ●

Apply on original installation.
Reapplication may be necessary occasionally, to prevent squeaking or
scraping

Roller Guides Keeps Rails Clean

All bearings pre-lubricated and sealed

Door Operator Motor Bearing Oil ●

Apply sparingly

Cable Selector

Chain & Guides Motor Bearing Oil ● ●

Bearing with Fitting Bearing Grease ●

Hydraulic Machine

Drive Motor Motor Bearing Oil ● ●

Check Oil level with elevator car
Hydro Tank
at lowest landing ● ● ●

NOTE: If the elevator operation becomes very noisy as it nears the upper landing or if the car fails
to reach the upper landing, check oil level before attempting adjustments.

Page 19
CemcoLift 2008

A NEW, INNOVATIVE DESIGN WITH
PLUNGER SIZES FROM 1 7/8 IN. TO 15 7/8 IN.
OD
CEMCO Series CM Jack incorporates several fun-
damental design changes that offer both contractor
and use a superior elevating mechanism—easier to
install, easier to service, optimum reliability and
safety. CEMCO Jacks easily exceed all ANSI
A17.1 code requirements, and are currently avail-
able in standard sizes up to a 15 7/8 IN. plunger.
NEW CYLINDER HEAD DESIGN (PATENT
PENDING) HAS CAGED PRIMARY SEAL, SEC-
ONDARY SEAL & CLOSED WEEP OIL RECOV-
ERY SYSTEM
This unique flange-mounted design is ma-
chined from 60-45 ductile iron, and secured with a
sufficient number of bolts to a mating flange elec-
trically welded to the cylinder.
The CM Jack head also incorporates a
think shoulder that limits upward piston travel
and also minimizes possible packing damage.
But the ‘heart’ of the CM head is an exclu-
sive caged primary seal (Patent Pending) that per-
mits employing a secondary seal, and a method of
returning unwanted weep oil to the reservoir. This
unique sealing design comprises: a non-adjustable,
pressure balanced primary seal, phenolic bearing,
locking ring, secondary seal (also non-adjustable,
pressure balanced type), and a wiper ring to ex-
clude foreign materials. (A closed system without
contamination to the oil—both primary and secon-
dary seals are interchangeable). By employing a
tap in the phenolic bearing area and a run of plas-
tic tubing, any oil leaking past the primary seal
can be returned to the reservoir.
This revolutionary head design offers sev-
eral extremely important advantages:
• Longer seal life and less leakage since the pri-
mary seal is “caged” —minimizing crushing
pressures.
• Reduced friction for smoother elevator opera-
tion.
• A cleaner, safer operating environment since
weep oil isn’t dripped into the pit, but returned
to the reservoir—a CM Jack installation in
simply superior from any standpoint: ecologi-
cal, fire hazard, safety and sanitary.
• Easier servicing—if or when a CM Jack head
needs any maintenance, the head can be read-
ily removed and repacked on the bench.
Page 20
CemcoLift 2008
Parts
CM JACK CYLINDERS FABRICATED FROM
PREMIUM PIPE, CAN BE SHEATHED IN PVC
All CEMCO cylinders meet the standard
ANSI codes, being formed from either ASTM-A53
or ASTM-A106 pipe. Another distinctive design
feature of the CM Jack: the hydraulic fluid
threaded inlet is welded to the cylinder at the spe-
cific tangent to the outer pipe circumferences—
which creates less turbulence during pumping; ac-
cordingly, minimal piston misalignment.
The cylinder base contains a safety bulk-
head welded in place with an orifice, and the bot-
tom is closed with a forged cap welded to the cylin-
der end. Cylinder exteriors are cleaned and
painted.
An optional CEMCO feature is a PVC
“cuter liner”, if extra protection against chemical
or electrolytic action is specified or desired.
CM JACK PLUNGER—PRECISION PISTONS
FROM POLISHED SEAMLESS TUBING
All CEMCO plungers are machined from
seamless, drawn over-mandrel, steel tubing. They
are ground and polished to a minimum 12 micro-
inch finish, with the OD held to ± 0.003 in, over
the full length.
The top of the plunger incorporates a
heavy steel plate fillet welded into the plunger
wall. The plate is drilled and tapped to accept ma-
chined bolts that attach the load platform. Custom
attachments are available (Consult factory).
The bottom of the CEMCO plunger incor-
porates a steel stop ring welded to the plunger to
prevent the plunger from leaving the cylinder.
CM JACK MULTIPLE SECTIONS INCLUDE 2
UNIQUE COUPLING DESIGNS
For joining multiple-piece plungers, exclu-
sive CEMCO design is used in the CM Jack. This
unique joint incorporates threaded male and fe-
male couplings which automatically bulkhead the
upper and lower halves of the plunger. The make
coupling Is machined with three pilots plus a blunt
lead thread to assure ultimate concentricity and
angular alignment.
This bulk-headed, multi-pilot plunger cou-
pling design offers many advantages: the coupling
is easier to assemble, superior alignment results
and oil can’t leak inside the plunger.
This unique CM Jack is the superior eleva-
tor jack.
User Manual

V-Belt
Unit

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Page 22
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Thank you for choosing CemcoLift
Elevator Systems for your elevator needs.
In this Installation & Maintenance Manual you will
find all the information you will need in order to ensure
a smooth installation and a long life for your elevator.
Power Unit
• Check to be sure that there is proper clearance
around the Power Unit and meets all local code
requirements.
• Check to be sure that the machine room is ven-
tilated properly.
• Check to be sure that all covers are installed in
their proper place on the Power Unit.
• Clean up any fluid leakage before working on
elevator equipment.
Jack
• Only qualified personnel should be inspecting
the jack.
• Routinely check all bolts and hardware to en-
sure they are fastened securely.
• At first sign of significant leakage, thoroughly
inspect the piston for defects and replace pack-
ing in accordance to the instructions provided in
this manual (See Jack Assembly).
Page 23
CemcoLift 2008
Owner’s
Manual
Before you begin…
Please Remember:
• Inspections should only be done by qualified
personnel and held to local regulations. Do
NOT attempt any alterations or inspections if
you are not qualified to do so.
• Make sure that all power and electricity are
OFF before attempting to service the elevator.
Safety is our #1 priority after customer satis-
faction.
• The elevator is only to be used for the purpose
that it was purchased for. Any type of over-
loading of the elevator can damage or shorten
its life-span.
• Make sure to replace hardware, seals and
other aspects of the machinery and cab as
needed in order to ensure reliability.
• Any alterations or changes to the surrounding
building that may influence the elevator,
should be discussed with the maintenance
company.
• The Elevator Owner must keep the Installa-
tion & Maintenance Manual in good condition,
up-to-date and available at all times.

Do not work on the machinery
or moving parts of the elevator
without first shutting off the
source of power.
JACKS
Check the plunger and cylinder periodi-
cally for signs of leakage or rust. The packing
gland requires regular monthly or semi-monthly
inspections to see that the packing does not allow
too much or too little oil to be pulled through the
packing gland with the plunger.
On a job where the packing is so tight that
the plunger is dry when it comes up through the
packing it will be found that smooth starts and
stops are almost impossible. When the elevator is
going to be parked for a considerable length of time
(say over a weekend), it is always best to park it at
the lowest landing thus eliminating the possibility
of the plunger rusting due to extensive exposure to
the atmosphere.
CONTROL
The controller should be inspected regu-
larly to see that the contacts are making up prop-
erly and not burning. Copper to copper contacts
should be cleaned. Carbon to copper contacts
should be inspected to see that all are making up
uniformly and if necessary, the carbons should be
raised to the proper positions, or turned over if
they are of the adjustable type. A general inspec-
tion should be made checking for broken springs,
sheared off cotters or other failures that could lead
to the shutting down of the elevator.
Failure of the unit to run is usually due to
a fault in a circuit. Check the main line fuses first.
If they are all right, then check the fuses on the
controller. Check the overload relay and make
sure that the contacts are made up. If there is
power to this point it should be possible to run the
car by manually operating the proper contactor.
If the machine runs by operating these
switches manually the trouble is in the control cir-
cuits. The trouble may be in an accessory switch
such as a limit or a door interlock or a switch or
relay on the controller proper. But using the wir-
ing diagrams furnished with the job and checking
the items one by one the trouble may be found and
corrected.
GUIDES
If the elevator is equipped with sliding
guide shoes, it is usually provided with automatic
Page 24
CemcoLift 2008
General Care &
Maintenance
rail lubricators. The reservoirs of the lubricators
should be kept full of Cemco Guide Rail Lubricant
or a good grade of SAE #20 Motor Oil. Sliding
guide shoes equipped with nylon gibs give very
satisfactory service without the use of rail lubrica-
tors, however, a thin film of something similar to
“slipit” applied four times a year will increase the
life of the gibs.
If the elevator is equipped with roller guide
shoes absolutely no rail lubricant should be used.
The rails should be kept clean, dry and free of for-
eign matter.
HYDRAULIC MACHINE V-BELT DRIVE
Maintain oil in tank at proper level as
shown on gauge. The oil level must be checked
with the car at the lowest landing. The recom-
mended oil is Gibraltar Premium Quality Anti-
Wear Hydraulic Oil. ISO Grade 32 is suggested for
all Standard Jack Assemblies and ISO Grade 68 is
suggested for all Telescopic Jack Assemblies (All
Union of California [West Coast Only] job may re-
quire special fluid).
The pump is equipped with a special me-
chanical oil seal and requires only periodic inspec-
tion. Pump and motor bearings are sealed and
require no lubrication. Valves are self lubricated
and need no additional lubrication.
The V-Belts require regular inspection to
make sure they are not wearing or slipping. Im-
proper belt tension will result in shorter belt life.
Consult factory for suggested alternate brands of
oil.
V-Belt Drives are engineered to specific
horsepower and job requirements in accordance
with standard practices. Belts are always fur-
nished from the factory in double matched sets.
V-Belts and sheaves are of the latest de-
signed 3V and 5V sections with full “V” cross sec-
tion shape of proper angle and truncated for not
more than 15% of the belt depth to give 100% sup-
port to all load carrying belt cords.
NOTE
When ordering repair parts always give
the Cemco job serial number, which can be found
on the controller and the car crosshead.
CAUTION
Oil will shorten the life of the belts.
Do not use a belt dressing of any kind.
Air temperature should not exceed 140°F .
Always use a complete set of matched V-Belts.
 General Care &
Maintenance
Inspection
Guide Rails
INSTALLATION & MAINTENANCE Period
INSTRUCTIONS
1 2 3
1. Replace with a complete matched set of new
Mo Mo Mo
belts when renewal is necessary. DO NOT
USE OLD & NEW BELTS TOGETHER. Metallic Slide Guide Rail Guide
2. Move motor to permit placing the new belts in Guide or Motor Bearing ● ● ●
the grooves of both sheaves. DO NOT ROLL Oil
THE BELTS ON OR USE A TOOK TO FORCE
Nylon Guides “Slip-It” or Motor
BELTS OVER GROOVES.
Bearing Oil ● ●
3. Align– sheaves, grooves & shafts must be par-
allel. Apply on original installation.
4. Be sure all of the slack is on one side of the Reapplication may be necessary occa-
sheave. sionally, to prevent squeaking or scrap-
5. Tension the drive by moving the motor back ing
until only a slight bow appears on the slack
Roller Guides Keeps Rails Clean
side of the belts when they are operating. On
hydraulic machines, deflection of tight sides of
each belt at midpoint of their span should be All bearings pre-lubricated and sealed
approximately 1/4” with a force of 10 to 15 lbs.
Door Operator Motor Bearing Oil
on top (See Belt Manufacturers. Recommenda- ●
tions for more specific instructions).
6. After a few days, recheck the tension. Apply sparingly

Cable Selector

Chain & Guides Motor Bearing Oil

● ●
Bearing with Fit- Bearing Grease
ting ●
Hydraulic Machine

Drive Motor Motor Bearing Oil

● ●
Hydro Tank Check Oil level
with elevator car ● ● ●
at lowest landing

NOTE: If the elevator operation becomes very noisy as it

nears the upper landing or if the car fails to reach the
upper landing, check oil level before attempting adjust-
ments.

Page 25
CemcoLift 2008

A NEW, INNOVATIVE DESIGN WITH
PLUNGER SIZES FROM 1 7/8 IN. TO 15 7/8 IN.
OD
CEMCO Series CM Jack incorporates several fun-
damental design changes that offer both contractor
and use a superior elevating mechanism—easier to
install, easier to service, optimum reliability and
safety. CEMCO Jacks easily exceed all ANSI
A17.1 code requirements, and are currently avail-
able in standard sizes up to a 15 7/8 IN. plunger.
NEW CYLINDER HEAD DESIGN (PATENT
PENDING) HAS CAGED PRIMARY SEAL, SEC-
ONDARY SEAL & CLOSED WEEP OIL RECOV-
ERY SYSTEM
This unique flange-mounted design is ma-
chined from 60-45 ductile iron, and secured with a
sufficient number of bolts to a mating flange elec-
trically welded to the cylinder.
The CM Jack head also incorporates a
think shoulder that limits upward piston travel
and also minimizes possible packing damage.
But the ‘heart’ of the CM head is an exclu-
sive caged primary seal (Patent Pending) that per-
mits employing a secondary seal, and a method of
returning unwanted weep oil to the reservoir. This
unique sealing design comprises: a non-adjustable,
pressure balanced primary seal, phenolic bearing,
locking ring, secondary seal (also non-adjustable,
pressure balanced type), and a wiper ring to ex-
clude foreign materials. (A closed system without
contamination to the oil—both primary and secon-
dary seals are interchangeable). By employing a
tap in the phenolic bearing area and a run of plas-
tic tubing, any oil leaking past the primary seal
can be returned to the reservoir.
This revolutionary head design offers sev-
eral extremely important advantages:
• Longer seal life and less leakage since the pri-
mary seal is “caged” —minimizing crushing
pressures.
• Reduced friction for smoother elevator opera-
tion.
• A cleaner, safer operating environment since
weep oil isn’t dripped into the pit, but returned
to the reservoir—a CM Jack installation in
simply superior from any standpoint: ecologi-
cal, fire hazard, safety and sanitary.
• Easier servicing—if or when a CM Jack head
needs any maintenance, the head can be read-
ily removed and repacked on the bench.
Page 26
CemcoLift 2008
Parts
CM JACK CYLINDERS FABRICATED FROM
PREMIUM PIPE, CAN BE SHEATHED IN PVC
All CEMCO cylinders meet the standard
ANSI codes, being formed from either ASTM-A53
or ASTM-A106 pipe. Another distinctive design
feature of the CM Jack: the hydraulic fluid
threaded inlet is welded to the cylinder at the spe-
cific tangent to the outer pipe circumferences—
which creates less turbulence during pumping; ac-
cordingly, minimal piston misalignment.
The cylinder base contains a safety bulk-
head welded in place with an orifice, and the bot-
tom is closed with a forged cap welded to the cylin-
der end. Cylinder exteriors are cleaned and
painted.
An optional CEMCO feature is a PVC
“cuter liner”, if extra protection against chemical
or electrolytic action is specified or desired.
CM JACK PLUNGER—PRECISION PISTONS
FROM POLISHED SEAMLESS TUBING
All CEMCO plungers are machined from
seamless, drawn over-mandrel, steel tubing. They
are ground and polished to a minimum 12 micro-
inch finish, with the OD held to ± 0.003 in, over
the full length.
The top of the plunger incorporates a
heavy steel plate fillet welded into the plunger
wall. The plate is drilled and tapped to accept ma-
chined bolts that attach the load platform. Custom
attachments are available (Consult factory).
The bottom of the CEMCO plunger incor-
porates a steel stop ring welded to the plunger to
prevent the plunger from leaving the cylinder.
CM JACK MULTIPLE SECTIONS INCLUDE 2
UNIQUE COUPLING DESIGNS
For joining multiple-piece plungers, exclu-
sive CEMCO design is used in the CM Jack. This
unique joint incorporates threaded male and fe-
male couplings which automatically bulkhead the
upper and lower halves of the plunger. The make
coupling Is machined with three pilots plus a blunt
lead thread to assure ultimate concentricity and
angular alignment.
This bulk-headed, multi-pilot plunger cou-
pling design offers many advantages: the coupling
is easier to assemble, superior alignment results
and oil can’t leak inside the plunger.
This unique CM Jack is the superior eleva-
tor jack.
User Manual

Warranty &
Maintenance

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Page 28
CemcoLift 2008
This information is presented solely for the use of skilled hydraulic lift mechanics and is
used at their own risk. CEMCOLIFT, Inc. assumes no liability or expense arising from
use of this product and the user is referred to our warranty.

IMPORTANT NOTE
Please read and understand manual carefully and follow all instructions during assembly
of elevator equipment. Improper elevator operation and risk of injury could occur if you
fail to do so. The information presented herein is inteded for use by persons having skill
and experience in hydraulic elevator servicing and used at their own risk. We assume
no liability or expense due to injury, sickness, or death sustained by any person. We
also assume no liability for damage or destruction of property arising from information
herein. Written procedures are intended to be general in nature. All users are cautioned
to utilize every effort to work safely and in accordance with State and Federal OSHA
Safety Regulations. Appropriate personal safety equipment should be used at all times.

WARNING
All elevator products sold by CEMCOLIFT, Inc., are designed and manufactured in
accordance with ANSI A17.1 American Standard Safety Code for elevators and
escalators, including but not limited to the ANSI/NFPA 70, ANSI/AWS D1.1 or
AWS/D1.3. All elevator products sold by CEMCOLIFT, Inc., must be installed, serviced,
maintained, and/or operated by skilled elevator technicians, with not less than five (5)
years of successful experience with similar elevator installations. All elevator products
sold by CEMCOLIFT, Inc. must be installed in accordance with the requirements of the
ANSI A17.1 Code, except for more stringent requirements indicated or imposed by local
governing jurisdiction.

WARRANTY
A. All new equipment and components are warranted for one year from date of
purchase (shipment).
B. Extent of warranty is that equipment shall be free from defects in material and
workmanship and shall conform to drawings and/or specifications pertaining
thereto, which have been by, or approved in writing by, the seller.
C. The warranty is conditioned on written notice to the seller within warranty period
of the claimed defect.
D. Warranty is further conditioned upon reasonable opportunity afforded to the seller
to test or inspect claimed defect.
E. Limit of responsibility of seller under warranty shall be to repair or replace
defective item, at seller’s option, including reasonable transportation charges.
F. Warranty does not cover damage or defect caused by, or occurring in, transit or
shipment, improper installation, misuse, including exceeding rated capacities,
exposure to or use in abnormal conditions of temperature, moisture, dirt,
corrosive matter, etc.; lack of normal maintenance or repairs of tampering, repair
or alterations by other than authorized representative of the seller.
G. No other warranties are made, expressed or implied, and seller shall not be liable
beyond repair or replacement as above stated for any damages, direct or
consequential, general or special.

WARRANTY.DOC 7-16-01

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Page 30
CemcoLift 2008
 For 12 Month Period:

FLUID LOSS RECORD LOG Beginning:

(HYDRAULICS : OIL LEVEL VALUES) Ending:
Building Name: Contract Number:
Elevator Number:
Building Address:
Route Examiner:

IF OIL ADDED TO SYSTEM: EXPLAIN REASON (i.e. WHY? WHERE?)

DATE INITIAL AMOUNT OF OIL ADDED
*NOTE* ANY UNEXPLAINED LOSS OF OIL MUST BE REPORTED TO YOUR SU-
OIL CHECKED (9) (GALLONS)
PERVISOR IMMEDIATELY

_____/_____/_____

_____/_____/_____

_____/_____/_____

Page 31
_____/_____/_____

CemcoLift 2008
_____/_____/_____

_____/_____/_____

_____/_____/_____

_____/_____/_____

_____/_____/_____

_____/_____/_____

_____/_____/_____

_____/_____/_____

**USE THIS SPACE FOR UNEXPLAINED LOSS OF OIL & RETURN TO SUPERVISOR AT ONCE**
□ I believe the oil added is due to an underground leak.
□ We have performed a’No Load Leak Down Test” per ANSI A17.1 Rule 1005.2B & have placed the elevator out of service.
□ Unit failed a hydrostatic pressure test. Elevator placed out of service.
 For 12 Month Period:

FLUID LOSS RECORD LOG Beginning:

(HYDRAULICS : OIL LEVEL VALUES) Ending:
Building Name: Contract Number:
Elevator Number:
Building Address:
Route Examiner:

IF OIL ADDED TO SYSTEM: EXPLAIN REASON (i.e. WHY? WHERE?)

DATE INITIAL AMOUNT OF OIL ADDED
*NOTE* ANY UNEXPLAINED LOSS OF OIL MUST BE REPORTED TO YOUR SU-
OIL CHECKED (9) (GALLONS)
PERVISOR IMMEDIATELY

_____/_____/_____

_____/_____/_____

_____/_____/_____

Page 32
_____/_____/_____

CemcoLift 2008
_____/_____/_____

_____/_____/_____

_____/_____/_____

_____/_____/_____

_____/_____/_____

_____/_____/_____

_____/_____/_____

_____/_____/_____

**USE THIS SPACE FOR UNEXPLAINED LOSS OF OIL & RETURN TO SUPERVISOR AT ONCE**
□ I believe the oil added is due to an underground leak.
□ We have performed a’No Load Leak Down Test” per ANSI A17.1 Rule 1005.2B & have placed the elevator out of service.
□ Unit failed a hydrostatic pressure test. Elevator placed out of service.
 CemcoLift, Inc.
Hydraulic Commercial Elevator
Maintenance Chart
Job Name ______________________ Name of Installer _______________________ Rise __________________
Job # __________________________ Installation Date _______________________ Stops _________________
City ___________________________ Service Year __________________________ Car Speed _____________
State __________________________ Voltage ________________
Horsepower ____________

After completion of work, place check mark (9) in respective free space for service performed.
ON EVERY VISIT COMPLETE THE FOLLOWING:

September

November

December
1. See customer or his representative, correct all complaints

February
January

October
August
March

June
2. Inspect machine room equipment, and clean when necessary

April

May

July
3. Ride car, checking for unusual noise or operation
4. Check condition of car top, pit equipment, clean when necessary
5. Lubricate items as required Visits
Machine Room

Pump Unit - Valve M

Controller - Routine M
Oil Line - Leaks M
Oil Level & Temperature M
Pit M
Jack Q
Car & Hatch Switches M
Hoistway

Cables and Wedge Clamps SA

Guide Rails and Shoes Q
Car Frame and Safety M
Travel Cable SA
Hoistway Door & Interlocks M
Hall Stations & Indicators Q
Car Top M
Cab Steadiers SA
Cab Q
Car

Car Operating Panel Q

Car Gate M
Retiring Cam M
Power Car Door Operator M
Misc.

Initials
Instructions for use:
Code: M - Monthly Q - Quarterly SA - Semi Annually A - Annually
Important:
Work performed by other than a qualified elevator mechanic could void warranty.
See your warranty statement.
Note:
Where monthly inspections are recommended, the elevator maintenance company is to determine the
Page 33
frequency of use and the installation environment.
CemcoLift 2008
Maintenance Chart
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Power Unit
Miscellaneous
Sight Gauge

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 Level Gauges - SNA Series

Specifications
• Black Epoxy Coated Metal Shroud with Polyamid Sight Tube
• Suitable for Use with Mineral and Petroleum Based Hydraulic
Fluids and Lubricants.
• Maximum Operating Temperature 194˚F (90˚C)
• Thermometer Calibration from -14˚F (-10˚C) to 176˚F (80˚C)
• SNA 076 has M10 Bolts as Standard
• SNA 127, SNA 254, SNA305 have M12 Bolts as Standard
• Tightening Torque 70 in/lb (7.9 Nm)
• Two Piece Inspection Glass only in
Options
B conjunction with SNA 254
• SNA 305 has three windows

• Viton Seals
• Dial Thermometer Available with 7.9 in (200mm) or
11.8 in (300mm) Probe
• Other Special Seals Available upon Request
• Special Customized Scale Plates Available
• 1/2" UNC Bolts Available on SNA 127, 254 or 305 Please consult factory on the

L3

L1
• M12 Bolts Available on SNA 076 use of special fluids such as
• Special Lengths Available on Request biological fluids, diesel oils,
• Special plastic sight tubes available for improved UV gasoline, etc.
resistance or special fluids 100 0

0 0
200 0

0 F

Dimensions
A
SNA 076 SNA 127 SNA 254 SNA 305 D C

mm in mm in mm in mm in
A 45 1.77 45 1.77 45 1.77 45 1.77
B 34.5 1.34 34.5 1.34 34.5 1.34 34.5 1.34
C 8MAX 0.32MAX 8MAX 0.32MAX 8MAX 0.32MAX 8 0.32

L2
D 27 1.06 27 1.06 27 1.06 27 1.06
E M10 M12 M12 M12
E
L1 108 4.25 159 6.25 286 11.25 336 13.2
L2 76 3.00 127 5.00 254 10.00 305 12.0
L3 39 1.45 76 3.00 203 8.00 255 10.0 T1
T2
T1 200 7.88 200 7.88 200 7.88 200 7.88
T2 302 11.88 302 11.88 302 11.88 302 11.88

Ordering Information
SNA 127 B S T1 12 O60
ACCESSORIES

Type Thermo Switch

(see page A28 for details)
SNA
OMIT Without Thermo Switch
Series O60 TS-SNA/SNK-O-60
076 SNA 076 (3") O70 TS-SNA/SNK-O-70
127 SNA 127 (5") O80 TS-SNA/SNK-O-80
254 SNA 254 (10") Banjo Bolts
305 SNA 305 (12") 12 M 12 (Standard SNA 127, 254 & 305)
10 M 10 (Standard SNA 076)
Seal Material U 1/2" UNC (Available for 127, 254 & 305)
B BUNA NBR
V VITON FPM Thermometer
(Dial thermometer with probe T1/T2 for size M12
and for 1/2" UNC / UNF)
Design of Scale Plate O Without Thermometer
S With Stauff-Logo (Standard) T Capillary Tube Thermometer on Scale Plate
N No Logo T1 Dial Thermometer With 200 mm (7.9") Probe (7.9")
X Custom Design T2 Dial Thermometer With 300 mm (11.8") Probe (11.8")
TB Blue Capillary Tube Option

A26
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Power Unit
Miscellaneous
Tank Heater

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CEMCOLIFT ELEVATOR SYSTEMS
2801 TOWNSHIP LINE ROAD
HATFIELD, PENNSYLVANIA 19440-0500
TELE 215-799-2900
fax 215-703-0349

Indeeco Pipe Thread Immersion Tank

Heater Specification Sheet
Manufacturer: Indeeco (Industrial Engineering & Equipment Co.)
Catalog Number: 7121LB3776
Description: Pipe Threaded Immersion Heater
Application: Water/Other (250o Degrees Max.)
Elements Watt Density: 11.3 W/In2
Electrical Ratings: 750 KW—120 Volts—1 Phase—1 Circuit
Fitting: 1-1/4” NPT
Materials (Fitting/Element): 304 SST/304 SST
Outlet Box Rating: Weatherproof, Outdoor (Type 4 & 12)
Immersion Length (Dim. “B”): 18-1/2”

NEMA 4 with Single Pole Thermostat

3-1/2”

5-1/2”

7/8”
18-1/2” +/- 1/2”
4-1/2” 1-1/2” Max.

Page 41
CemcoLift 2008
 Pipe Thread Heaters
Construction Features
1" — 2-1/2" Pipe Thread Heaters
• Element bends repressed uniformly to insure insulation
integrity.
• One piece forging of hex, thread and riser assures reliability
of brass pipe thread fittings (1-1/4" through 2-1/2").
• Element spacers prevent hot spots.
• Permanent bus bars prevent loose connections.
• Risers on brass pipe threads allow easy access with pipe
wrench.
• UL label furnished on all standard copper, stainless steel
and Incoloy sheathed heaters.
• CSA approval also available.
Tubular Elements are welded or silver soldered into a hex
head pipe thread fitting. Elements have 80/20 nickel-
chromium resistance coils centered in a heavy gauge metal
tube surrounded by magnesium oxide insulation. Through
rolling, the magnesium oxide is packed to a rock-like density
for rapid heat transfer from the coil to the sheath. Elements
are annealed, bent and then repressed to insure magnesium
oxide integrity in the bent area.
1" and 1-1/4" pipe thread heaters have .312" diameter
elements for operation up to 277 volts. 2" and 2-1/2" pipe
thread heaters have .475" diameter elements suitable for
operation up to 600 volts.
Pipe Thread Fittings of forged brass, silver soldered to the
sheath, are furnished as standard with copper sheathed
heaters. Steel and stainless steel sheathed elements are
welded into fittings of like material.
Outlet Boxes are furnished on heaters without a built-in
thermostat. A 4" NEMA 1 octagon outlet box having
3/4" knockouts is standard.
2" NPT stock heaters (without thermostats) are furnished
with cast liquidproof outlet boxes.
6
www.indeeco.com
Page 42
CemcoLift 2008
Heaters with a built-in thermostat are normally furnished
with a NEMA 1 rectangular sheet metal enclosure having
combination 1/2"–3/4" knockouts. However, those heaters
drawing more than 40 amps are furnished with welded
steel outlet boxes having 1" or 1-1/4" hubs for electrical
connections.
Built-In Thermostats provide automatic temperature control
without the necessity of installing a separate well for the
thermostat bulb in the field and making electrical connec-
tions between the heater and control. The thermostat is
fully adjustable throughout its 60°–250° F range.
A Type DA Thermostat is provided on 1-1/4", 2" and 2-1/2"
pipe thread heaters. It comes complete with integral ON/OFF
switch, pilot light and external adjusting knob. It must be
mounted in a vertical plane, never “on its back.”
This thermostat comes in both two and three-pole models,
which have the following load-carrying capacities:
Capacity in KW
Voltage
Single Phase Three Phase
120 3.6 —
208 6.2 10.8
240 7.2 12.4
277 8.3 —
480 9.6 —
Heaters rated above these capacities require a magnetic
contactor, with the thermostat controlling the contactor
holding coil.
The thermostat’s pilot duty rating is 250 VA at 277 volts
maximum.
A Single-Pole, Single-Throw Thermostat is provided on
1" pipe thread heaters. It has a load-carrying capacity of
25 amps (up to 240 volts), 22 amps (up to 277 volts), and a
pilot duty rating of 125 VA (up to 277 volts). It is housed in
a zinc-plated handy box that can be mounted in either
a horizontal or vertical position.
Element Spacers made from Type 304 stainless steel main-
tain a uniform distance between elements, thus preventing
hot spots.
Epoxy Seals for a moderate resistant seal where fluid
temperatures do not exceed 250° F.
UL and CSA Listings are available. All standard copper,
Type 304 and 316 stainless steel and Incoloy sheathed
heaters are listed by the Underwriters Laboratories under
Reference E23541. These heaters, as well as steel sheathed
heaters, are also available with the CSA (Canadian Standards
Association) label under File No. LR11895. Some non-standard
constructions can be UL and CSA labeled. Consult factory for
availability.
800-243-8162
 INSTALLATION, OPERATING & MAINTENANCE
INSTRUCTIONS FOR FLANGE-MOUNTED &
PIPE THREAD IMMERSION HEATERS

GENERAL
INDEECO Flange-Mounted & Pipe Thread Immersion
Heaters are designed to provide years of trouble free
operation if properly installed and maintained. Please read
and follow these instructions for installing and maintaining the
heater.
Immersion Heaters are built with tubular electric resistance
elements soldered or welded to an ANSI flange, custom
fabricated rectangular flange, or NPT pipe thread fitting. The
heater can be installed in holding/storage tanks or in the
piping of circulating fluid systems. Instructions for Industrial
Control Panels are provided in 87-2000-83. For additional
product information and offerings, refer to INDEECO catalog
literature on Circulation Heaters, Immersion Heaters, or
Tubular Heating Elements.
ASME certified and stamped ANSI flanged immersion heaters
can be supplied by INDEECO when specified.
A variety of designs and sizes are available with process
temperatures up to 1200°F. Due to these high temperatures,
the heater design features must be closely matched to the
application. For end use applications, it is the responsibility of
the installer to verify suitability through testing and installation
of temperature regulating and temperature limiting controls.
The heating elements are available in various watt density
ratings. Outlet temperature, watt density and flow velocities
determine the element surface temperature. Life expectancy
of the heating element is directly related to its surface
temperature.
CAUTION
Failure to follow INDEECO recommendations could result
in premature failure and/or serious equipment damage.
Temperature regulating devices, temperature limiting
controls, low liquid level, or low flow controls are
recommended for use with Immersion Heaters, to control the
heating process and safeguard the heater from excessive
temperatures that can cause damage. Also on liquid
systems, damage to fluid could occur if the heater is allowed
to exceed the maximum film temperature recommended by
the manufacturer.
INDEECO Immersion heaters can be specially designed for
use in hazardous areas as specified in Article 500 through
516 of the National Electrical Code. Refer to the heater
nameplate for classification of the heater provided. See
section below labeled Hazardous Areas for specific
requirements.
It is the ultimate responsibility of the user to verify that
the construction materials provided in the INDEECO
Immersion Heater are suitable for use with the process
fluid. Specifically, corrosion issues must be reviewed.
Heater watt density and operating temperature must also
be properly matched to the application. INDEECO can
provide assistance if operating conditions are provided,
but cannot be responsible for heater failure due to
corrosion or excessive temperature.

INSTALLATION

CAUTION
INDEECO recommends installation be performed by
qualified personnel familiar with the National Electrical
Code and all local codes and standards. It is the
responsibility of the installer to verify the safety and
suitability of the installation
WARNING
DO NOT mount heaters in an atmosphere containing
combustible gases, vapors, dusts, or fibers unless properly
marked as suitable for the condition. Refer to section
below for special instructions for Hazardous Areas.

WARNING
Hazardous voltages are present in this equipment. Lock
out and tag the branch circuit disconnect switch before
working on this heater.
Handling and Storage
Care must be taken to avoid damage to the heater and
tubular elements during storage and handling.
Large heaters (6” ANSI and larger) are normally provided with
lifting lugs to assist with movement. For smaller heaters,
flange bolt holes may be used.
Protect the heater from weather damage during storage if
shipping packaging is not sealed. It is recommended to store
the heater in a cool dry area to help prevent the heating
elements from drawing moisture.
Mechanical Instructions
Site Selection
Review the NEMA Type rating of the heater. Contact the
factory if unsure of the rating. Do not install a heater in an
area not consistent with its rating.
Allow sufficient free space around heater installation site.
Work space for heater maintenance should be at least three
feet in front of the heater. The minimum pull space for the
Immersion Heater installation or removal from the vessel
should be at least equal to the overall length of the heater
plus two feet.
Electric heaters are capable of developing high temperatures.
Therefore, extreme care should be taken to
avoid mounting heaters in an atmosphere containing
combustible gases, vapors, dusts, or fibers unless properly
Page 43marked as suitable for the condition.
CemcoLift 2008
Heater Orientation
This heater has been constructed for a specific mounting
orientation. It must be mounted in this manner, to prevent
improper operation or damage.
Horizontal mounted heaters must have the monitoring
device(s) located above the element bundle. This orientation
is most common.
Vertical mounted heaters can be top or bottom mounted.
a. For top mounted heaters, the monitoring device(s)
must be located near the flange end of the heater.
b. For bottom mounted heaters the monitoring
device(s) must be located near the U-bend of the
element bundle.
CAUTION
Immersion Heaters with cross-baffles or over-
temperature thermocouples may require specific
orientation to match the vessel. Consult the factory
for specific mounting requirements.
WARNING
The heater bundle must always be completely
immersed in the fluid, regardless of orientation, to
prevent damage or failure of the heater.
Thermal expansion of the heating elements must be
considered when locating the heater. Thermal expansion of
the heating elements can be approximated as:
Heater Element
Length x .00001 x Sheath - 70°F
(Inches) Temp (°F)
If the heater is installed in a pressurized system, a relief valve
must be installed. As a minimum, the valve must be sized to
relieve at a rate equal to the rate that the heater can thermally
expand fluid trapped between the heater and a downstream
blockage.
Do NOT place a shutoff of any type between the pressure
relief valve and the heater, or on discharge pipes between the
relief valve and the atmosphere.
Flanged immersion heaters are supplied from the factory with
a non-asbestos nitrile bonded fiber flange gasket unless
otherwise specified. The user must confirm that the gasket is
suitable for the application.
Exercise care so as not to scratch or nick the mating surfaces
between the mounting flanges or threads on pipe fitting.
For flange mounted heaters, the user must supply high
strength studs or bolts and nuts, such as A-193 GR. B7 and
A194 GR. 2H, rated for the design conditions. Bolts must be
properly installed and tightened to prevent leaks.
Pipe thread heaters are installed by applying teflon tape or
pipe dope to the threads and tightening into an appropriate
threaded nozzle. Avoid over-tightening. Retighten as
required if a leak develops.
Horizontal element bundles must be adequately supported.
INDEECO recommends supports be provided every 24”,
starting at 36” from the heater flange.
Be sure that heating elements are completely immersed in
the fluid before energizing the heater.
Page
2 44
CemcoLift 2008
Insulation
WARNING
The surface of the Immersion Heater flange or pipe
thread fitting may be extremely hot. Avoid contact to
prevent personnel injury or fire.
The customer may prefer to add insulation to the Immersion
Heater flange or pipe thread fitting for personnel safety and
energy conservation.
WARNING
On heaters with extended terminal boxes and exposed
element tubes, do not insulate more than 2” above the
Immersion Heater flange. Dangerous over-heating of
the terminal box wiring could result.
Electrical Instructions
The potentially high operating and ambient temperatures of
Immersion Heaters require field wiring to the heater to be
carefully matched to the application to avoid serious injury or
damage to the equipment. The wiring must be de-rated for
the expected terminal box temperature.
The size and type of incoming field wiring will depend upon
the heater terminal box temperature, heater current draw per
conductor, number of conductors per conduit, and wire
insulation rating. Refer to the National Electrical Code.
The terminal box temperature is a function of the process
fluid temperature at the heater flange. For liquid systems, the
terminal box temperature can be estimated to be equal to the
fluid temperature minus 50°F. For gases, use the
temperature of the gas. Extended terminal boxes are
provided on high temperature heaters to allow moisture seals
on the heating elements, and to avoid costly high temperature
wire. Contact INDEECO if required for estimated terminal
box temperatures with extended terminal boxes.
Field supplied conductors must be sized for at least 125% of
the circuit current. Field supply wiring must be rated for
600Vac. Use copper conductors.
To calculate the circuit (in amps):
Single phase KW x 1000
Line current Line Voltage
Three phase KW x 1000
Line current 1.732 x Line Voltage
Wiring to the heater should be permanently installed in
metallic or non-metallic electrical grade conduit in accordance
with all applicable electrical codes, and should include a
grounding conductor if non-metallic conduit is used.
The electrical installation should include a service disconnect
switch in sight of the heater, as well as branch circuit over-
current protection and over-temperature protection (if not
provided with the heater).
Wiring recommendations noted on the wiring diagram when
application data is provided to INDEECO. An additional copy
of the wiring diagram is provided inside the heater terminal
box.
Where thermocouple extension wire is required between the
heater and control panel, verify it is connected with proper
polarity as shown on the wiring diagram. Failure to do so
may result in an uncontrolled heater. Refer to the wiring
diagram for the required wire type. Shielded wire is
recommended to reduce signal interference.
If the heater has a thermal cutoff, wire the cutoff back to the
terminal block in the panel per the wiring diagram. This is a
Class 1 circuit and can be in the same conduit as the power
wiring. If there are two or more heaters connect the cutoffs in
series as shown in the wiring diagram.
Confirm all unused conduit holes in the terminal box are
sealed with plugs suitable for the heater environment.
Replace any plastic shipping plugs if an opening is not used.
Attach a ground conductor to the stud located in the heater
terminal box or by other appropriate means per NEC Article
250.
OPERATION
WARNING
DO NOT TURN ON HEATER UNTIL TANK IS
COMPLETELY FULL OF FLUID. Permanent
damage may result to heating elements if the heater
is energized without fluid.
WARNING
This heater is designed to operate only up to the
maximum pressure and temperature rating of the
flange or plug. Where an ANSI flange is provided, the
rating will match ANSI B16.5. Consult the factory if in
doubt.
To operate this heater, start circulating pump (if applicable),
and energize the main supply disconnect. Set the controlling
device to the desired temperature.
During initial heating, it is recommended to slowly ramp up
the process set point and inspect the heating system for
problems.
DO NOT operate heaters at voltages in excess of that
marked on the heater. Excessive voltage can shorten heater
life or overload the branch circuit wiring.
MAINTENANCE
CAUTION
Troubleshooting and repairs should only be attempted
by qualified maintenance personnel.
Periodically check all electrical connections, including field
and factory-made connections for tightness, and all wiring for
deterioration at least once a year.
Periodically inspect for leakage and retighten Immersion
Heater flange bolts when required.
Inspect the terminal enclosure and conduit connections for
evidence of water leaks or moisture collection. Tighten
connections as required. Clean up any corrosion. Do not
continue using a heater with signs of damage.
Where the heater is installed in cold climates, consider safety
precautions to prevent damage due to freezing fluid when the
heater is not in service.
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Be sure the terminal box cover is properly installed at all
times to ensure personnel protection. Also, contaminants can
create leakage, (shock) hazards, permanent heater damage
or failure and should be avoided.
WARNING
Retighten all electrical connections that may have
loosened during shipment. Failure to do so may result in
damage to the heater or risk of fire.
It is recommended to perform an insulation resistance test
prior to energizing the equipment. If the value is less than 1
Meg Ohm using a 500Vdc or similar tester, refer to
Maintenance and Troubleshooting sections.
DO NOT operate heaters at sheath temperatures higher than
the recommended maximum. Excessive temperatures can
cause premature failure. Generally, sheath materials are
limited to the following maximum temperatures.
Sheath Maximum
Material Sheath Temperature
Copper 350° F
Steel 750° F
Stainless Steel 304 1400° F
Incoloy 800 1600° F
Monel 1000o F
DO NOT operate heaters at flow rates below the design flow
range if for use in circulating systems. Reduced flow can
shorten heater life or cause nuisance tripping of thermal
safeties.
INDEECO recommends that all safety interlocks be tested
during initial startup to ensure they properly disable the
heater.
After 10 days of operation, retighten all electrical connections.
Re-tighten heater flange bolts after the heater has completed
one or two heating cycles. Tighten pipe thread fitting if
required on pipe thread heaters.
CAUTION
Immersion Heaters with cross-baffles or over-
temperature thermocouples may require specific
mounting orientation. Do not rotate the Immersion
Heater without consulting with the factory.
Where buildup of solids on the heating elements, or
significant corrosion is expected, periodically remove the
Immersion Heater to inspect the heating elements. Do not
continue using a heater with signs of damage. Before
removing, note the orientation of the flange or pipe plug
relative to the vessel. Place a reference mark on the vessel
and Immersion Heater or use other methods, such as
drawing a sketch showing the conduit hub orientation, to
ensure proper orientation when re-installing.
 TROUBLESHOOTING
The nature of the magnesium oxide used to electrically
isolate the nickel chromium resistance wire in the heating
elements is such that over a long period of storage, they will
absorb considerable moisture from the atmosphere unless
hermetically sealed. It is recommended to perform an
insulation resistance test prior to energizing the equipment. If
the value is less than 1 Meg ohm using a 500Vdc or similar
tester, care must be taken to dry out the heater to prevent
failure. It is recommended that the elements be turned on at
a reduced voltage at first to boil off the moisture. Meg Ohm
readings may drop initially after a few minutes of operation,
indicating moisture being forced out of the elements. The
terminal enclosure lid should be left open during this period to
allow the moisture to escape.
HAZARDOUS AREAS
(where applicable)
WARNING – Explosion Hazard
INDEECO strongly recommends installation be performed
by qualified personnel familiar with the National Electrical
Code and all local codes and standards regarding
explosion-proof equipment. It is the responsibility of the
installer to verify the safety and suitability of the
installation.
Per Article 500-516 of the National Electrical Code, a
hazardous area is defined by a “Class”, “Division”, “Group”,
and “Temperature Code”. The Class can be I or II, where
Class I indicates that the hazard classification is due to the
presence of an explosive vapor. Class II indicates an
explosive dust. The division can be either 1 or 2. Division 1
indicates a hazard is ALWAYS considered to be present.
Division 2 means the hazard is only present under abnormal
conditions. The Group defines the explosiveness of the
hazard. The Temperature Code specifies the temperature
at which a hazard will ignite.
INDEECO can provide designs suitable for all of the above
conditions, but a heater should never be placed in an
environment not noted on the heater nameplate.
NEVER operate the heater in an atmosphere with an
ignition code temperature LOWER THAN the nameplate
rating. The user must determine the actual area
classification.
Special design considerations for electric heaters used in
hazardous locations:
1. Locate all electrical connections in an appropriate
enclosure.
2. Prevent surface temperatures of the heater from
exceeding the design ignition temperature.
INDEECO Immersion Heaters designed for Division 2
locations are provided with Nema Type 4 enclosures unless
otherwise specified, since the terminal box is free of arcing
or sparking devices. Heaters designed for Division 1
atmospheres are provided with an enclosure designed to
contain an explosion.
INDEECO
425 Hanley Industrial Court U St. Louis, MO 63144
Phone: (314) 644-4300 Fax: (314) 644-5332
www.indeeco.com
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If the heater has a manual-reset high limit thermostat, be sure
that the reset button is pressed in.
If the heater has a thermal cutoff, check for continuity and
replace if open.
The heating elements are not field-repairable. The only
recommended field repairs are to remove and replace the
faulty Immersion Heater, or to return the heater to the factory
for repair.
If reduced heat output is suspected, verify the condition of the
heating elements by using an ammeter to check the current
draw of each input line. All input lines should draw
approximately equal current, which should agree with
nameplate rating. If they do not, one or more of the heating
elements could be damaged.
When the design temperature of the process exceeds the
rated ignition temperature, it is critical that the heater and all
customer piping is properly insulated.
A hazardous area heater must be powered and controlled
by a heater control panel designed to provide necessary
over-temperature safety interlocks. Contact INDEECO if
assistance is required to properly control and protect the
heater.
Never apply power to a heater in a hazardous atmosphere
unless all terminal box covers are properly installed with all
cover bolts.
All conduits entering the heater terminal box must be sealed
within 18” of the heater using an explosion-proof conduit
seal. Any unused openings must be properly sealed with a
steel pipe plug. Follow the NEC for specific conduit
requirements such as the requirement for Rigid Conduit.
To ensure proper flamepath, all threaded conduits must use
rated fittings and be tight, with a minimum of 5 good threads
engaged for Groups C&D, and 7 threads for Group B
hazards. Any machined metal-to-metal surfaces on
terminal boxes must be handled carefully, to prevent
scratches, which may void the explosion-proof rating.
WARNING - Risk of Explosion
Operating the heater at a voltage higher than the
nameplate value may cause elevated temperatures
and amperage above the design ratings.
Heaters used to heat explosive products such as methane
at a temperature above their ignition temperature must
remain free of oxygen.
Proper grounding of equipment in hazardous areas is
critical to eliminate potential sources of sparking.
Replacement of electrical components should only be done
by authorized personnel familiar with the requirements of
maintaining electrical equipment in an explosion-hazard
area.
72-2010-83-2
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Power Unit
Miscellaneous
Oil Information

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 GIBRALTAR PREMIUM QUALITY
ANTI-WEAR HYDRAULIC OIL

Gibraltar Premium Quality Anti-Wear Hydraulic Oil is the trademark for a line of premium-
quality hydraulic oils, designed to meet the most stringent requirements of practically all major
manufacturers and users of hydraulic equipment. Gibraltar Premium Quality Anti-Wear Hydraulic
Oil derives its anti-wear properties from a zinc-dialkyldithiophosphate (ZDDP) additive with good
thermal and hydrolytic stability. This special additive is very effective in reducing vane and gear
pump wear, making Gibraltar Premium Quality Anti-Wear Hydraulic Oil the first choice for
hydraulic power transmission in systems operating at high loads, speeds, and temperatures. Its
good additive stability also allows the use of Gibraltar Premium Quality Anti-Wear Hydraulic Oil
in severe service hydraulic systems employing axial and radial piston pumps.

PROPERTIES

In addition to their anti-wear property and thermal and hydrolytic stability, Gibraltar Premium
Quality Anti-Wear Hydraulic Oils are characterized by low deposits formation, outstanding rust
protection, good demulsibility, and low air entrainment. Our oil contains additives to resist
oxidation and prevent rust corrosion. It is non-corrosive to metal alloys, except those containing
silver, and are fully compatible with common seal materials. Gibraltar Premium Quality Anti-
Wear Hydraulic Oil is also fortified with an anti-foam agent and a pour point depressant. With a
viscosity index (VI) of about 100, they resist wide changes in viscosity through out the commonly
encountered range of operating temperatures, and their low pour points assist in providing a ready
flow during cold-weather start-up.

WEAR PREVENTION

Gibraltar Premium Quality Anti-Wear Hydraulic Oil is effective in reducing the rate of wear
in vane, gear, and piston pumps and in other hydraulic system components where boundary
lubrication exists. In ASTM test method D2882, vane-type pump is operated at 1200 rpm for 100
hours at 79 C (175 F) pump inlet oil temperature, and 13 790 kpa (2000 psig) pressure. In this test,
pump vane and ring weight loss due to wear is determined average weight loss with Gibraltar
Premium Quality Anti-Wear Hydraulic Oil is only 25 mg, compared to a weight loss of more than
1000 mg for a conventional oil without anti-wear protection, a reduction of almost 98%.

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THERMAL AND HYDROLYTIC STABILITY

Many conventional anti-wear oils containing ZDDP may partially decompose under unusually
high temperature (thermal) conditions or in the presence of water (hydrolytic). The products of
thermal decomposition may appear in the system as a sticky sludge which can interfere with the
operation of close-tolerance components such as servo valves. Hydrolytic decomposition can
produce sulfur, which may be corrosive to metals in the system. Gibraltar Premium Quality Anti-
Wear Hydraulic Oil contain a special type of ZDDP with good thermal and hydrolytic stability,
which makes them suitable for systems where operating conditions may tend to create these types
of decomposition.

PERFORMANCE LEVEL SUMARY OF BENEFITS

Sperry Vickers 1-286-S, M-2950-S Excellent thermal and

oxidative stability
Denison HF-1, HF-2, HF-0

Racine Model 5, variable

volume vane pump Anti-wear protection

Cincinnati Milicron P-85, P-69

P-70
Excellent rust protection
DIN 51524, part 2
Jeffrey No. 87
Good demulsibility
Ford M-6C32
U.S. Steel 136, 127
Hydrolytic stability
B.F. Goodrich 0152

General Motors LH-04-1,

LH-06-1, LH-15-1 Superior filterability

AVAILABILITY
Gibraltar Premium Quality Anti-Wear Hydraulic Oil is available in ISO grades 32, 46, 68, 100,
150, 220 in 5 gallon pails, 30 gallon drums, 55 gallon drums and bulk.

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TYPICAL INSPECTIONS

ISO GRADE 32 (Standard jacks) 68 (Telescopic jacks)

Gravity, API 30.9 29.6
specific @ 15.6○C (60○F) 0.871 0.878
Density, kg/m3 868.9 875.8
Lb/gal 7.253 7.311

Viscosity, cSt @ 40○C 30.1 68

cSt @ 100○C 5.2 8.6
SSU @ 100○F 155 335
SSU @ 210○F 44.2 54

Viscosity Index 103 101

○
Pour Point, C -32 -29
○
F -25 -20
○
Flash Point, C 210 227
○
F 410 440
Color, ASTM D 1500 2.0 2.5

Rust Protection, ASTM D 665

a. Distilled water ______________no rust________________
b. Sea water ______________no rust________________

Hydrolytic stability, ASTM D

2619 cu mass loss, mg/cm2
Denison HF-O pump test
Cincinnati-Milacron spec. P-75
Vane pump test, ASTM D 2882
2.5% water, mg weight loss
0.17 0.17
______________approved______________
______________approved______________
______________15.0__________________

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Power Unit
Miscellaneous
Tank Shut-Off

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 GATE 105
BRONZE
125 lb. SWP-200 lb. WOG† • General Service
Solid Wedge Disc • Non-Rising Stem
Threaded Bonnet • Gland Packed • Threaded Ends
4” size has split wedge and bolted bonnet. It is not
covered in MSS SP-80.
SPECIFICATIONS
Conforms to: MSS SP-80. Type 1,
105
Class 125, Threaded Ends.
MATERIAL LIST
NO. PART MATERIAL SPECIFICATION
1 Body Bronze ASTM B 62
2 Bonnet Bronze ASTM B 62
3 Wedge Bronze ASTM B 62
4 Stem Bronze ASTM B 62
5 Stuff Nut Rod Br. CA 360
6 Check Nut Rod Br. CA 360
1
7 Gland Rod Br. CA 360
8 Wheel Nut Brass Commercial
9 Handwheel Mall. Iron Commercial
10 Packing Non-Asbestos
11 Name Plate Sh. Alum. Commercial
1
Not used on 1/2" and smaller.

DIMENSIONS - INCHES / MILIMETERS

Units Size A B C
Inches 1/4 1 3/4 3 5/8 2
MM 6.35 44.45 92.08 50.80
Inches 3/8 1 13/16 3 5/8 2
MM 9.53 46.05 92.08 50.80
Inches 1/2 2 3 5/8 2
MM 12.70 50.80 92.08 50.80
Inches 3/4 2 1/8 4 3/8 2 1/2
MM 19.05 53.98 111.13 63.50
Inches 1 2 9/16 5 2 3/4
MM 25.40 65.10 127.00 69.85
Inches 1 1/4 2 25/32 5 5/16 3 1/8
MM 31.75 70.64 134.95 79.38
Inches 1 1/2 2 13/16 6 11/32 3 1/2
MM 38.10 71.45 161.13 88.90
Inches 2 3 5/16 7 7/16 3 3/4
MM 50.80 84.15 188.93 95.25
Inches 2 1/2 4 3/16 9 1/8 4 3/4
MM 63.50 106.38 231.78 120.65
Inches 3 4 5/8 10 15/32 5 1/4
MM 76.20 117.48 265.91 133.35
Inches 4 5 1/2 15 1/2 5 1/4
MM 101.60 139.70 393.70 133.35
† Non-Shock

The information presented on this sheet is correct at the time of publication. Milwaukee Valve reserves the right to change www.milwaukeevalve.com
design, and/or material specifications without notice. For the most current information access www.milwaukeevalve.com
Page 57
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Power Unit
Miscellaneous
High Pressure
Switch

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 HIGH PRESSURE SWITCH WX

Features

Long life elastomer diaphragm

High quality snap action switch
Field adjustable
Compact design
Available in a wide range of configurations
Proven in the most demanding mobile hydraulic applications
NEMA 4, 13
Shown with Complete DIN – Electrical Option HR

Dimensions Operating Specifications

SET POINT .82"

ADJUSTMENT SCREW (21mm) Set Point Range 50 – 5000 PSI (1.38 – 289 Bar)
UNDER CAP 1.25" SQ
(USE 5/16 HEX WRENCH) (32mm)
Set Point Tolerance ±5 PSI or 5% (.34 Bar)

Maximum Operating Pressure 5000 PSI (344 Bar)

Proof Pressure 15000 PSI (1034 Bar)

Differential 3 – 10%

Current Rating 5 A @ 250 VAC

2.6" MAX
(66mm) 5 A @ 30 VDC (Resistive)
#8 – 32
TERMINALS Media Connection See Order Chart Below for Options

Circuit Form SPST-NO or SPST-NC

Electrical Connection See Order Chart Below for Options

Diaphragm Material Buna N

HEX VARIES WITH
MEDIA CONNECTION Cycle Life 1 Million

How to Order

Example: Part Number: WX – 2A – 0100J / EL

WX – 22 CA – 00 11 00 00 GJ / WL
EL

Media Connection Circuit Form Adjustment Range Set Point Electrical Options
1 1/4" NPT Male A SPST-NO 50 – 150 PSI Direction WL Wire Leads 18"
2 1/8" NPT Male B SPST-NC 140 – 400 PSI J Rising Adjustable QC 1/4" Spade Connection
4 7⁄16" SAE 37° Flare (-4) C SPDT 300 – 800 PSI G Falling Adjustable WP Weather Pack
6 7⁄16" SAE O-Ring (-4) 700 – 2500 PSI HR DIN43650A Connector
11 9⁄16" SAE O-Ring (-6) 2000 – 5000 PSI MP Metri-Pack
AT 10 A @ 125/250 VAC
0 - 100 PSI 5 A @ 30 VDC
GG Internal Ground
AU Gold Plate/Alloy
* Defaults to Screw Terminals for low currents

Refer to the optional specifications and media connection designations charts for pressure and vacuum switches for additional options available on this model.

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Power Unit
Miscellaneous
ISO Unions

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 Central Plastics Company
39605 Independence
Shawnee, OK 74801
PH: 800.654.3872
FX: 800.733.5993
www.centralplastics.com

150# & 3000# INSULATING

UNIONS
Ground Joint & O-Ring

Central’s insulating unions provide you with the strongest, tightest link in your piping system with
permanent, economical protection that stops galvanic and electrolytic corrosion caused by stray or
induced electrical currents.

Features:
150# & 3000# Ground Joint Insulating Unions

§ Ground Joint – Extra-wide seating surface

§ Precise Mating Tapers – High compression, gas-tight seal that will not loosen under strain or vibration.
§ Nut and Body – Made of high-test, malleable iron
§ Extra Heavy Shoulder – On swivel end and nut, increases strength to withstand pipe strains, vibration,
misaligned connections and wrench abuse.
§ Integral One-Piece Construction – Insulation is bonded and molded to metal body. No loose parts to
assemble, lose or misalign during field installation.
§ Precision Threading – Exact dimensions achieved by expert machining. Meets ANSI B2.1
§ Molded Nylon – Non-brittle to withstand extreme shock loads and impact without fracturing.
Chemically unaffected by most substances including gas, water, ammonia, petroleum oils and
o
greases at temperatures as high as 250 F. Additional protection against shorts caused by bridging of
foreign material provided by a return of nylon on the internal surface. Dielectric strength far beyond
the toughest requirements.
§ Also Available with one swivel end of brass
§ Size availability – (¼”, 3/8” in 3000# only), ½”, ¾”, 1”, 1 ¼”, 1 ½”, 2”

150# & 3000# O-Ring Flat Faced Type Insulating Unions

§ Confined O-Ring Seal – Allows union to be reused. Little torque required to make gas tight seal, yet
permits extremely high compression.
§ Brass Ring – Serves as a bearing surface for the nut, eliminating undue wear or binding on nylon
insulation when making-up.
§ Leak-Proof Seal – Confined gasket makes the seal completely leak-proof. Will not loosen under strain
or vibration.
§ Nut and Body – Made of high-test, malleable iron
§ Extra Heavy Shoulder – On tail piece, increases strength to withstand pipe strains, vibrations,
misaligned connections and wrench abuse.
§ Integral One-Piece Construction – Insulation is bonded and molded to metal body. No loose parts to
assemble, lose or misalign during field installation.
§ Precision Threading – Exact dimensions achieved by expert machining. Meets ANSI B2.1
§ Available octagon nut or handlebar nut
§ Size availability – ½”, ¾”, 1”, 1 ¼”, 1 ½”, 2”, (2 ½”, 3” in 3000# only)

Product Literature Sheet RP11/2004

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Power Unit
Miscellaneous
Butterfly Valves

OSCAF
Valves

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Power Unit
Miscellaneous
Butterfly Valves

Stockham
Valves

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Power Unit
Miscellaneous
Ball Valves

Apollo High
Pressure Ball
Valve

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 72-100 Series
Carbon Steel High Pressure Ball Valve
Threaded, 3000 psig WOG, Cold Non-Shock Body rating. (See referenced P/T chart)
150 psig Saturated Steam.
Vacuum Service to 29 inches Hg.
Federal Specification: WW-V-35C, Type: II, Composition: CS, Style: 3.
MSS SP-110; Ball Valves Threaded, Socket-Welding, Solder Joint, Grooved and Flared Ends.

FEATURES
• Barstock design • Adjustable packing gland
• RPTFE seats and stuffing box ring • Full port, except 2"
• Fire safe design when ordered with • Blow-out-proof stem design
graphite packing • Heavy duty lever
• Nitride corrosion protection

STANDARD MATERIAL LIST

1. Lever and grip Steel, zinc plated w/vinyl 7. Gland nut A108-CS
2. Stem A108-CS chrome plated 8. Stem packing RPTFE
3. Stem bearing RPTFE 9. Lever nut Steel, zinc plated
4. Retainer seal RPTFE 10. Body A108-CS
5. Seat (2) RPTFE 11. Retainer A108-CS
6. Ball A108-CS chrome plated 12. Seat holder A108-CS

VARIATIONS AVAILABLE: OPTIONS AVAILABLE:

72-140 Series (316 SS Ball & Stem) (SUFFIX) OPTION SIZES
-02- Stem Grounded 1/2" to 2"
-03- 1-1/4" CS Stem Extension 1" to 1-1/2"
-04- 2-1/4" CS Stem Extension 1" to 1-1/2"
-07- Steel Tee Handle 1/2" to 1-1/2"
-08- 90º Reversed Stem 1/2" to 2"
-10- SS Lever & Nut 1/2" to 1-1/2"
-14- Side Vented Ball (Uni-Directional) 1/2" to 2"
-15- Wheel Handle, Steel 1/2" to 1"
-19- Lock Plate 1/2" to 2"
-21- UHMWPE Trim (Non-PTFE) 1/2" to 2"
-24- Graphite Packing 1/2" to 2"
-45- Less Lever & Nut 1/2" to 2"
-56- Multifill Seats & Packing 1/2" to 2"
-60- Static Grounded Ball & Stem 1/2" to 2"
-64- 250# Steam Trim 1/2" to 2"
-77- Live Loaded 87A/88A Series (Gear & Actuated) 1/2" to 2"
-78- Delrin Seats, Graphite Packing 1/2" to 2"
-79- Nylon Seats, Graphite Packing 1/2" to 2"

CARBON STEEL HIGH PRESSURE BALL VALVE

NUMBER SIZE A B C D E Wt.
72-103-01 1/2" .62 1.46 2.87 2.50 5.62 1.98
72-104-01 3/4" .81 1.87 3.80 2.62 5.62 3.09
72-105-01 1" 1.00 2.12 4.15 3.12 6.62 4.87 For Pressure/Temperature Ratings,
72-106-01 1-1/4" 1.25 2.32 4.65 3.43 8.00 7.67 Refer to Page M-13, Graph No. 15
72-107-01 1-1/2" 1.50 2.64 5.23 3.56 8.00 10.50
72-108-01 2" 1.75 3.00 5.84 4.18 9.00 15.26
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A-6 COPYRIGHT ©2003 CONBRACO IND., INC. – PRINTED IN U.S.A.
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Power Unit
Miscellaneous
Ball Valves

Victaulic Ball
Valve

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Power Unit
Miscellaneous
Y-Strainer

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 ES-MS-251-DI

Model: 251-DI
Ductile Iron Screwed End Y Strainer
Sizes: 1⁄4" – 3" (8 – 80mm)
Pressure/Temperature - Non-Shock
Model Material Rating Typical Service
251-D1 Ductile iron 640psi @ 100ºF • Used extensively to strain foreign matter from pipelines and provide economical protection
450psi @ 650ºF for costly pumps, meters, valves, and other similar mechanical equipment.

251-DI Class 300 Features

• Machined seats in both body and cap align and lock the screen in place
to stop sediment bypass.

Construction
• Gasketed cap is used for easy disassembly and assembly. Many others use Loctite,
rendering disassembly virtually impossible
NOTE: Bolted covers are supplied on sizes 21⁄2" and 3".

Self-Cleaning
• Self-cleaning is accomplished by opening the plug or valve connected to the blowoff outlet.

Model 251-DI
Blowoff Outlets
• Outlets are NPT tapped
• Sizes of tapping are specified on next page
• Not normally furnished with plug. Plug available, specify with order

Capacity
• Generously proportioned bodies
• Open Area Ratio much greater than pipe size, ensuring low pressure drop

Screens
STANDARD (WATER) STEAM RECOMMENDATION
MODEL SIZES MATERIAL OPENING MATERIAL OPENING
251-DI 14
⁄ " - 3" 304SS .062 perf 304SS .045 perf

Materials
251-DI
Body Ductile Iron ASTM A536 Gr. 65-45-12
Cover Ductile Iron ASTM A536 Gr. 65-45-12

Pressure Drop
See Pressure Drop Charts in Technical Data Section in the Mueller Steam Specialty
Engineering binder.

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Dimensions and Weights

SIZE DIMENSIONS WEIGHT

A B C A
(NPT)
in. mm in. mm in. mm in. mm lbs. kgs.
14
⁄ 6 313⁄16 97 23⁄16 56 38
⁄ 10 2 .9
3⁄8 10 313⁄16 97 33⁄16 56 3⁄8 10 2 .9
1⁄2 15 313⁄16 97 23⁄16 56 3⁄8 10 2 .9
3⁄4 20 43⁄4 120 27⁄8 73 1⁄2 12 2.5 1.1
1 25 57⁄16 138 31⁄4 83 3⁄4 15 4 1.8 B
11⁄4 32 65⁄16 160 33⁄4 95 3⁄4 15 5 2.2
11⁄2 40 71⁄2 190 411⁄16 119 1 25 7.5 3.4
2 50 81⁄8 206 51⁄2 140 11⁄4 32 12 5.4
21⁄2 65 101⁄2 266 65⁄8 168 11⁄2 40 22 10
3 80 121⁄2 318 67⁄8 175 11⁄2 40 33 15 C
Apply for certified drawings. Model 251-DI

Mueller Steam Specialty product specifications in U.S. customary units and metric are approximate and are provided for reference only. For precise measure-
ments, please contact Mueller Steam Specialty Technical Service. Mueller Steam Specialty reserves the right to change or modify product design, construction,
specifications, or materials without prior notice and without incurring any obligation to make such changes and modifications on Mueller Steam Specialty products
previously or subsequently sold.

A Division of Watts Water Technologies, Inc. USA: 1491 NC Hwy 20 West St. Pauls, NC 28384; www.muellersteam.com
Tel: 910-865-8241 Fax: 910-865-6220
Toll Free Phone 1-800-334-6259 Toll Free Fax: 1-800-421-6772
ES-MS-251-DI 0715 © Mueller Steam Specialty, 2007
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 IOM-MS-YStrainers

Installation, Operation and Maintenance

“Y” Strainers

Typical flanged end "Y" strainer Before installing the “Y” strainer, be sure its pressure rating is correct
for the system. If the end connections are threaded or designed for sol-
dering or brazing, be sure the piping is straight and not at an angle or
offset. If the strainer has flanged ends, be sure the flanges of the con-
necting piping are square with the pipe so that no undue stresses are
put on the strainer or piping when tightening flange bolts. Tighten in
sequence, crossing to opposites.

For maximum efficiency, a differential pressure gauge installed across

the inlet and outlet will indicate pressure loss due to clogging and may
Body Cover Bolts be used as a guide to determine when cleaning is required. Normally,
when differential pressure reaches 5–10psi, screen must be cleaned. If
Screen
Cover the strainer is equipped with a blow-down valve, open and flush out
Gasket NPT tapping for drain plug until any sediment is removed. If the strainer is not fitted for blow-down
(Optional on some models) cleaning, (strainer must be off line), remove the cover or cap and clean
the screen. Reinstall the screen in the strainer in the same position as
before and tighten cover or cap. Replace the gasket if necessary.
Typical threaded "Y" strainer
Keeping a spare, clean screen will minimize shut down time.

Warning
Individuals performing removal and disassembly should be provided
with suitable protection from possibly hazardous liquids.
Note: Large size “Y” strainers are supplied with Breech-Lok screens.
To remove screen, rotate screen 45°, Breech-lok will disengage.
Body
Spare Parts
Screen To order replacement screens or gaskets, which are the only items nor-
Cap
mally required, you should specify the following:
Gasket (Tapping for NPT
drain plug optional on A. Size and model number of strainer or casting number as it appears
some sizes) on the body of the strainer
B. Specify the type of service. For example: water, steam, gas, oil, air.
The working pressure and temperature of the system and the parti-
Mounting Positions
cle size to be strained out should also be specified.

Vertical Horizontal

The cover of the "Y" side should face down

Limited Warranty: Mueller Steam Specialty warrants each product to be free from defects in material and workmanship under normal usage for a period of one year from the date of original shipment.
In the event of such defects within the warranty period, the Company will, at its option, replace or recondition the product without charge. This shall constitute the sole and exclusive remedy for breach of
warranty, and the Company shall not be responsible for any incidental, special or consequential damages, including without limitation, lost profits or the cost of repairing or replacing other property which is
damaged if this product does not work properly, other costs resulting from labor charges, delays, vandalism, negligence, fouling caused by foreign material, damage from adverse water conditions, chemi-
cal, or any other circumstances over which the Company has no control. This warranty shall be invalidated by any abuse, misuse, misapplication or improper installation of the product. THIS WARRANTY IS
IN LIEU OF ALL OTHER WARRANTIES, EXPRESS OR IMPLIED, INCLUDING ANY IMPLIED WARRANTIES OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE. Any implied warranties that
are imposed by law are limited in duration to one year.
Some States do not allow limitations on how long an implied warranty lasts, and some States do not allow the exclusion
or limitation of incidental or consequential damages. Therefore the above limitations may not apply to you. This Limited
Warranty gives you specific legal rights, and you may have other rights that vary from State to State. You should consult
applicable state laws to determine your rights.

USA: 1491 NC Hwy 20 West St.; Pauls, NC 28384; www.muellersteam.com A Division of Watts Water Technologies, Inc.
Tel: 910-865-8241 Fax: 910-865-6220
Toll Free Phone 1-800-334-6259 Toll Free Fax: 1-800-421-6772
Page 105
IOM-MS-YStrainers 0641 CemcoLift 2008
EDP# 1915978 © Mueller Steam Specialty, 2006
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Jack
Information
Manufactured
By CemcoLift

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 A Safer Cylinder…
A Safer Environment…
A Protected Investment…
CemcoLift’s sealed PVC (poly-vinyl-chloride) cylinder protection system, with fluid evacuation and
monitoring, can substantially reduce the risks associated with corrosion; risks that could include per-
sonal injury or environmental contamination. The PVC system is designed completely sealed and pre-
vents cylinder contact with underground contaminates. It also helps contain hydraulic fluid should an
underground leak ever occur.

The PVC system helps you monitor the health or your cylinder by allowing you to detect unwanted
liquids, such as condensation or hydraulic fluid, which could damage your cylinder. This is accom-
plished at your regular service time by evacuating the area between the cylinder and the PVC pipe.

The evacuation system, designed to operate at 30 psi max, uses two quick connect Hanson valves for
pressure and controlled drainage. Both valves are located on the top side of the pit plate. (See Figure 1)

Figure 1 – Topside Evacuation System Components

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Hanson Valve
The Hansen Valves are a two piece assembly using a ¼” NPT close nipple and a ¼” NPT Hansen
Valve. Both the pressure side and drainage (Evacuation) side use this fitting for quick connection. (See
Figure 2)

Figure 2 - Hansen Valve Assembly

Pressure Relief Valve

The pressure relief valve is calibrated to 30 psi and protects the Evacuation system from excessive
pressures. The valve is located on the 90° leg of the tee fitting on the pressure side. (See Figure 1)

Figure 3 – Pressure Relief Valve

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Internal Components
The internal components of the evacuation system are connected to the Drainage Manifold from the underside
of the pit plate using the hardware shown in Figure 4. The final configuration is shown in Figure 5.

Figure 4 – Underside Components

Figure 5 – Underside Assembly

(Pit Plate in picture is translucent to show relationship to topside components.)

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Figure 6 – Sealed PVC Evacuation Assembly

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Jack
Information
AEC-
Applied
Extruded
Coating

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 Data Sheet #700

Suggested Specifications for Elevator

Cylinder Pipe with Applied Extruded Coating
These specifications describe the adhesive undercoating applied to the outside surface of cylinder pipe, the polyethylene coating applied over
the undercoat, joint treating, handling and coating repair.
1.0 Pipe Surface Preparation
The bare cylinder pipe shall be preheated by burners to drive off all surface moisture prior to blast cleaning and undercoating. The dried pipe
OD shall then be blast-cleaned, using steel shot or grit, to a NACE No. 3 commercial blast cleaned surface finish.
2.0 Undercoat
The undercoat shall consist of a butyl rubber adhesive with sufficient properties to adhere to both the metal pipe OD and the plastic overcoat
sheath to effectively resist moisture penetration and migration. This butyl-type adhesive shall be applied to pipe at temperatures exceeding 265°
F, at a uniform, minimum thickness of 10 mils.
3.0 Overcoat Sheath
The overcoating shall be a virgin, high molecular weight polyethylene and hot extruded over the undercoating to a uniform thickness, entirely
free of surface blemishes, cracks, or voids, and also free of contamination from foreign substances. This polyethylene sheath shall have a
minimum thickness of 40 mils.
4.0 Bonding
The coated pipe shall be quenched following overcoating so at to achieve permanent bonding of the undercoat to the pipe, and also permanent
bonding of the polyethylene overcoat to the undercoat.
5.0 Inspecting
Immediately after bonding, the coated pipe shall be tested for defects using a holiday detector, per NACE RE-02-74 (8000 volts minimum).
6.0 Recommended Joint Treatment (In the field)
The joint shall be preheated with burner or torch to drive off all surface moisture, prior to apply a heat shrinkable pipe sleeve as supplied by
Canuso, Raychem or equal. The sleeve is to be centered on the joint and then wrapped around the joint, removing the release liner during
wrapping, but leaving the liner on the last 12 inches of sleeve.
The overlap area is to be heated with a torch, the operator pressing down firmly with a gloved hand to smooth out wrinkles and heated until
melted adhesive migrates to the outer edge of the sleeve. The remaining release liner shall then be removed to complete the circumferential
wrap. The overlap shall be heated and pressed into place.
The torch shall then be used to heat shrink all around the remaining diameter of the pipe. The sleeve shall be heated toward one end, and then
the other end and the joint finished off by applying long torch strokes to the overlap area.
7.0 Field Handling
Coated cylinder pipe requires careful handling during installation to minimize the possibility of damage to the coating. The installing contractor
shall use padded end hooks and nylon-type slings with spreader bars to position the coated pipe.
8.0 Coating Repairs (In the field)
The plastic overcoat on any elevator cylinder section may be repaired, if necessary, only with the use of heat-shrinkable sleeves described in
Section 6.0, “Recommended Joint Treatment”.
The damaged portion of the polyethylene overcoat shall be prepared for repair by removing all of the plastic sheath that is raised, or does not
adhere to the undercoating. Any sheath surface that will be under the sleeve used for repairing the damaged area shall be cleaned and all
foreign materials removed.
The repair procedure shall follow those procedures noted in Section 6.0 or as recommended by the sleeve manufacturer.
9.0 Bottom End Cap
The integrity of the entire elevator cylinder pipe system necessarily depends on the integrity of the seal between the bottom pipe and the pipe
cap. This end cap must be monolithic with the extruded coating, either by continuous extrusion or plastic welding, and holiday-tested the same
as the coated pipe, and also protected during transportation and handling.
The bottom end cap, therefore, shall be a high molecular weight polyethylene cap, welded to the bottom pipe section, and protected during
shipment by a cushioned, metallic oversheath.

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 PRIMARY PROPERTIES
Undercoating Adhesive
Compounded butyl rubber
Specific Gravity, 77 °F : 1.08 to 1.20
(ASTM D71)
Penetration, mm, 77 °F : 8 to 12
(ASTM D5)
Softening Point, °F : 140 to 170
(ASTM E28)
Adhesion-Cohesion : 60 lb. Cohesive failure

Polyethylene Overcoating
High molecular weight, stabilized for
UV protection
Density (pigmented) : 0.957 g/cm³ typical
(ASTM D1505)

Extruded Coating
Abrasion Resistance : no change (ASTM G6-69)
Adhesion: does not fail adhesively
Cathodic Disbonding : 30 days @ 77 °F = 0.15 in²
(ASTM G8-72)
Dielectric Strength : 700-800 v/mil
(ASTM D149-64)
Environmental Stress Crack Resistance :
100% Igepal CO-630; T°° > 1000 hrs
(ASTM 1693-70)
Resistance to Acids, Alcohol, Alkalies, Amines,
Bacteria, Fungus, Water and Weather; all
excellent ... Resistance to hydrocarbons and
oils from fair to good.

Temperature Range : -40°F to +180° F

Tensile Strength : 2700 psi (ASTM D638-72)
Water Penetration : remained constant
(ASTM G9-72)

Note: This property data believed to be reliable, but CEMCOlift does not guarantee its accuracy.

2801 Township Line Road - Hatfield, PA 19440

Tele 215-799-2900
Toll Free 800-962-3626
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Jack
Information
Wrapid
Sleeves

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Jack
Information
Manufactured
By ALGI

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Hydrauliköl - Empfehlung
Recommendation for hydraulic oil

Die Funktionsfähigkeit in hydraulischen Aufzügen ist, bedingt durch unterschiedlich hohe Schalthäufigkeit,
ständig wechselnden mechanischen und thermischen Belastungen ausgesetzt. Deshalb muss die
Hydraulikflüssigkeit hervorragende Gebrauchseigenschaften besitzen. Diese Eigenschaften sind nicht nur für
das Neuöl, also das ungebrauchte Hydrauliköl, wichtig, sondern sie müssen in den längeren Einsatzzeiten
erhalten bleiben.
Diese Eigenschaften sind:
— Sehr gutes Viskositäts-Temperatur-Verhalten. Dadurch werden Anlaufschwierigkeiten beim Anfahren
wegen zu hoher Viskosität des Öles, sowie Verschleiß wegen zu niedriger Viskosität vermieden.
— Hoher Korrosionsschutz auf Stahl und Buntmetall, auch wenn sich Kondenswasser im System bildet.
— Ausreichender Verschleißschutz.
— Kein ungünstiges Einwirken auf Elastomere, also kein Quellen, Schrumpfen oder Verhärten von
Dichtungen und Manschetten.
— Hohe Alterungsbeständigkeit, also keine Ablagerungen von Alterungsprodukten während der von uns
empfohlenen Wartungsintervalle.
Diese Eigenschaften werden von Hydraulikölen Typ HLP nach DIN 51 524 Teil 2 erfüllt. Wir empfehlen Ihnen
deshalb, nur Hydrauliköle vom Typ HLP nach DIN 51 524 Teil 2, einzusetzen. Die nachfolgenden Produkte
entsprechen dieser Spezifikation.
Um einen störungsfreien Betrieb der hydraulischen Anlage zu gewährleisten, sollte die Ölviskosität beim
Anfahren nicht über 230 cSt und bei Dauerbetrieb nicht unter 37 cSt liegen. In der Tabelle sind die
Öltemperaturbereiche angegeben, in denen die genannten Ölsorten obige Viskositäten aufweisen.
Alle aufgeführten Hydraulikflüssigkeiten werden aus Naturprodukten hergestellt. Die Alterung ist deshalb
letztlich unaufhaltbar. Durch Temperatureinflüsse, Luftsauerstoff, Verunreinigungen, Schmutz, Staub,
Feuchtigkeit und den daraus sich bildenden Säuren oder Laugen können sich die wichtigsten physikalischen
Eigenschaften verändern. Dies sind z.B. der Anstieg der Viskosität, dadurch erhöhte Reibung beim Anfahren,
Verminderung des Korrosionsschutzes, Rostpartikel können zu abrasivem Verschleiß führen, ebenso Staub und
Schmutz.

The fluid in hydraulic lifts is exposed to permanently chnaging mechanical and thermical strains caused by the
irregular operating of these lifts. Therfore the hydraulic fluid must show excellent operation properties. These are
not only required for the new oil (the oil, which has not yet been applied), but they must also been kept during
longer working periods.
These properties are:
— a very good viscosity-temperture behaviour.The initial start problems caused by a too high viscosity of the
oil as well as the wear and tear caused by a too low viscosity can be avoided.
— a high corrosion protewction on steel and nonferrous metals, also, if condenser water appears in the
system.
— a sufficient protection against wear and tear.
— no unfavourable effect on elastomers, no swelling, no shrinking or hardening of sealings and sleeves.
— a high aging resistance, no sedimentation of aging products during the service inrevals recommended by
us.
Hydraulic oils of the type HLP according ti DIN 51 524, part 2 have all these properties. Therefore we recommend
to allpy only hydraulic oils of the type HLP according to DIN 51 524, part 2.
The products mentioned below are corresponding to this specification.
In order to guarantee an operation without problems of this hydraulic lift, the oil viscosity should not be above 230
cSt at the initial start and not below 37 cSt at permanent operation. In the joint chart the ranges of the oil
temperatures are indicated, in wich the so-called oil grades show the abovementioned viscosities.
All hydraulic fluids are produced from natural products. Therefore the aging is not stop. The most important
physical properites can be changed by temperature influences, atmospheric oxygen, contaminations, pollution,
dust, humidity and by acids or leaches. These properties are e.g. the rising of the viscosity and resulting the
higher friction when staring, less corrosion protection, rust particles may cause wear and tear as well as dust and
pollution.

AZ 001.10 Page 139 Stand: Rev: Seite: von

Copyright by ALGI ! Änderungen vorbehalten ! Subject to change ! CemcoLift 2008
www.algi-lift.com Date: 17.04.02 Rev: 1 Page: 1 of 2
AZ 001.10 Page 140 Stand: Rev: Seite: von
Copyright by ALGI ! Änderungen vorbehalten ! Subject to change ! CemcoLift 2008
www.algi-lift.com Date: 17.04.02 Rev: 1 Page: 2 of 2
 BA - AZ 3 (E)
Operating Instructions Revision: 1
Date: 02.05.02
Sheet 1 of 2

Multi-stage cylinders

Table of contents TAZ ..-2.1- ... GL2 + GL3 dE

A Purpose TAZ .. ../-3.0- ... GL2 + GL3 dE
B Application range
C Definitions
D Responsibilities and procedure
E Jointly applicable documents
F Cylinder types, general

Issue Revision 0 Revision 1 Revision 2 Revision 3

prepared: 01.11.00 hblumen 02.05.02 hblumen
checked: 01.11.00 Vollmer 02.05.02 Vollmer
released: 01.11.00 Vollmer 02.05.02 Vollmer

Operating instructions

A. Purpose
These operating instructions contain the procedures for the instructions mentioned in the table of
contents. These operating instructions are intended to serve as a guide for fitters and owner-opera-
tors.

B. B. Application range
Applies exclusively to two-stage and three-stage hydraulic telescopic synchronous cylinders of the
following types:

TAZ EB -2.1- ... GL2 u. GL3 dE acc. to specification sheet AZ 07.02

TAZ EB ../-3.0- ... GL2 u. GL3 dE acc. to specification sheet AZ 07.03
TAZ BZ -2.1- ... GL2 u. GL3 dE acc. to specification sheet AZ 07.04
TAZ BZ../-3.0- ... GL2 u. GL3 dE acc. to specification sheet AZ 07.05
TAZ BF../ -3.0- ... GL2 u. GL3 dE acc. to specification sheet AZ 07.07
TAZ SF -2.1- ... GL2 u. GL3 dE acc. to specification sheet AZ 07.08
TAZ KF ../-3.0- ... GL2 u. GL3 dE acc. to specification sheet AZ 07.09
C. Begriffe
TAZ .. -2.1- ... dE Telescopic synchronous cylinder with damped limit stop series -2.1-
TAZ .. ../ -3.0- ... dE Telescopic synchronous cylinder with damped limit stop series ../-3.0-
D. D. Responsibilities and procedure
The shipping agent, the installation company and the owner-operator are responsible for ensuring
proper execution of the tasks performed in accordance with the instructions described under Item E.
E. E. Jointly applicable documents
MA - AZ 3 (E) Assembly instructions for multi-stage cylinders

BA - AZ 3 (E) ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich

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 BA - AZ 3 (E)
Operating Instructions Revision: 1
Date: 02.05.02
Sheet 2 of 2

Multi-stage cylinders
F. F. Cylinder types, general
The cylinders manufactured by our company are operated by means of hydraulic oil and can be used
in 1:1 systems depending on each design for central, one-sided or double-sided cylinder arrange-
ments.

Cylinder arrangements for 1:1 systems

BA - AZ 3 (E) ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich

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 Assembly Instructions Multi-stage cylinders
MA - AZ 3 (E) Revision: 1 Date: 02.05.2002 Sheet: 1 of 18
Table of contents
1.0 Cylinder, multi-stage 1.6 Operating material

1.1 Function description 1.7 Commissioning

1.2 Storage and transport 1.8 Maintenance and repair

1.8.1 Leakage
1.3 Installation and assembly 1.8.2 Leakage check
1.3.1 Reserve stroke 1.8.3 Seal replacement in case of external
1.3.2 Reserve stroke division in case of leakage
construction-related differences 1.8.4 Seal replacement in case of internal
1.3.3 Piston rod securing device leakage

1.4 Connection 1.9 Safety criteria

1.5 Pipe rupture valve

1.0 Cylinder, multi-stage

Here the multi-stage cylinders under Item B of the Operating Instructions BA - AZ 3 (E) are ap-
plicable.
1.1 Function description

The cylinder is considered to be a lifting tool in elevator construction in accordance with corre-
sponding regulations. It is operated by means of pressure application using hydraulic oil for the
driving-out operation. The driving-in operation is carried out due to the load of the elevator system
incl. the mobile components inside the elevator shaft.

For the 2-stage and 3-stage synchronous telescopic cylinders, all the telescopic pistons drive out
or in simultaneously so that there are no disturbing jolts over the complete stroke.

The synchronous running operation is achieved by switching the individual pistons in succession.
The pressure chambers of the individual pistons are in connection with the corresponding ring
chambers. The valve between the pressure spaces is designed as a non-return valve and prevents
oil passage flow during operation. It is used for compensating the stages.

During the upward drive, the pressure chamber 3 of the largest piston 3 is pressurised which results
in its being axially shifted. Due to this axial shifting, the oil in the ring chambers 1 + 2 is then pres-
sed into the pressure chambers 1 + 2 of the next piston so that this piston is also shifted. Due to this
synchronous running operation, all the pistons come evenly into the damped limit stop after dri-
ving past the conveying height and excess driving point.

During the downward drive, the oil then flows from the pressure chamber 3 of the largest piston
back into the pump unit. The oil in the pressure chambers 1 + 2 is pressed back into the ring cham-
bers 1 + 2.

The non-return valves open only when the pistons set down in the limit position (not upon setting
down on the buffers). As a result, shifts between the individual pistons due to any oil losses can be
compensated in order to ensure the synchronous running operation of the individual pistons.

MA - AZ3 (E) ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich
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Assembly Instructions Multi-stage cylinders
MA - AZ 3 (E) Revision: 1 Date: 02.05.2002 Sheet: 2 of 18

piston 1

piston 2

piston 3

ring chamber 1

pressure chamber 1

oil flow in upward drive

ring chamber 2

pressure chamber 2

non-return valve
pressure

pressure chamber 3

pressure line connection

Figure 1.1 (1) Function description

MA - AZ3 (E) ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich
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 Assembly Instructions Multi-stage cylinders
MA - AZ 3 (E) Revision: 1 Date: 02.05.2002 Sheet: 3 of 18
1.2 Storage and transport

The cylinders should only be subjected to horizontal storage for a short period of time since other-
wise the seals could be damaged. Immediate transport into the shaft and vertical storage is there-
fore a matter of top priority.
The unloading operation from the lorry should generally be carried out using a crane in accordance
with Figure 1.2 (1). If a crane is not available, the cylinder(s) should be allowed to roll off slowly
from the lorry using properly positioned boards, beams, or similar items. Under no circumstances
whatsoever - especially due to lack of time in order to provide these aids - is the unloading opera-
tion allowed to be carried out in the form of throwing down the cylinder since otherwise this may
result in surface damage to the honed piston rod(s).

Figure 1.2 (1) Unloading the cylinder(s)

1.3 Installation and assembly

Prior to the installation work and immediately following the delivery of the cylinder to the con-
struction site, the nameplate with the corresponding data (especially ALGI Comm. no., piston rod
diameter and total stroke must be checked with respect to the conditions existing at the construc-
tion site.

When bringing in the cylinder in accordance with Figure 1.3 (1), the transport equipment must be
attached below the cylinder head.

Figure 1.3 (1) Bringing in the cylinder

MA - AZ3 (E) ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich
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Assembly Instructions Multi-stage cylinders
MA - AZ 3 (E) Revision: 1 Date: 02.05.2002 Sheet: 4 of 18

It is important to make sure that the cylinders are positioned and aligned absolutely
perpendicular and parallel to the guide rails and are then properly fastened.

For the design "SF" with rigid flange, the bottom side of the flange plate has been machined. In
order to ensure that the travel of the piston rod(s) over the entire distance is carried out absolutely
perpendicular and parallel to the guide rails,

the substructure must be precisely aligned using a spirit level (see Figure 1.3
(2)).

Figure 1.3 (2) Aligning the cylinder

A corresponding check is recommended during each subsequent maintenance procedure.

MA - AZ3 (E) ALGI Alfred Giehl GmbH & Co. KG - Eltville / Kiedrich
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 Assembly Instructions Multi-stage cylinders
MA - AZ 3 (E) Revision: 1 Date: 02.05.2002 Sheet: 5 of 18
1.3.1 1.3.1 Reserve stroke

For TAZ cylinders, the values for the division of the total reserve stroke in lower
or upper excess driving distances (UÜFG or OÜFG) must be taken into account
according to the following formulas:

UÜFG = lower excess driving distance total

UÜFG = UÜF + PH + US

OÜFG = upper excess driving distance total TAZ ... GL2 dE (2-stage)
OÜFG ≥ UÜFG + OS

OÜFG = upper excess driving distance total TAZ ... GL3 dE (3-stage)
OÜFG ≥ UÜFGx2 + OS
OÜFG
FH = conveying height
GH = total stroke

FFB FFB
UÜFG UÜFG

Figure 1.3.1 (1) Lower or upper excess driving distances (UÜFG or OÜFG)

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Recommended reference values for lower or upper excess driving distances (UÜFG
or OÜFG) in accordance with EN 81-2
Cylinder Cylinder
TAZ ... GL2 dE TAZ ... GL3 dE
1:1 1:1
Lower excess driving distance UÜF 60 mm 60 mm
Buffer stroke PH (ACLA) 60 mm 60 mm
Lower safety US 30 mm 30 mm
Lower excess driving distance total 150 mm 150 mm
UÜFG

Upper excess driving distance OÜF 90 mm 210 mm

Damping distance cylinder 60 mm 90 mm
Upper safety TAZ... OS 50 mm 50 mm
Upper excess driving distance 200 mm 350 mm
OÜFG
Total reserve stroke cylinder 350 mm 500 mm

If these values are not strictly adhered to, difficulties during operation
are pre-
programmed.

1.3.2 1.3.2 Reserve stroke division in case of construction-related differences

If the distances between storeys increases or decreases, UÜFG and OÜFG must be calculated ac-
cording to the following formulas:

TAZ ... GL2 dE ( 2- stage)

UÜFG = GH - FH- OS
2

OÜFG = UÜFG + OS

TAZ ... GL3 dE ( 3- stage)

UÜFG = GH - FH - OS
3

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OÜFG = UÜFGx2 + OS

1.3.3 Piston rod securing device

When the cylinder has been correctly positioned, the piston rod securing device with its fastening
screws at the head end must be removed.

to be removed

Figure 1.3.4 (1) Removing the piston rod securing device

1.4 Connection
The cylinder is then connected via its connection to the hydraulic unit by means of an high pressure
hose or pipeline.
(+ Chapter ... Assembly Cylinder - Hydraulic unit).
1.5 Pipe rupture valve
For the TAZ EB/BZ -2.1- ... GL2/3 dE, the pipe rupture valve has been integrated in the bottom of
the cylinder ( + Assembly Instructions MA 1002).

For the types TAZSF -2.1- ... GL2/3 dE and TAZEB/BZBF/KF ../ -3.0 GL2/3 dE, the pipe rupture
valve RBV9 is flanged to the cylinder connection t ( + Assembly Instructions MA 1003).
1.6 Operating material
Hydraulic oils (biodegradable oils, synthetic esters) are used as operating material. Here we refer
to our hydraulic oil recommendation ( + specification sheet AZ 001.10 ). For further in-
formation on individual types of oil, please contact oil suppliers.
1.7 Commissioning

Generally speaking, it must be pointed out here that plasterwork tasks are often still being
carried out in the elevator shaft during the first trial runs. On various occasions, we no-
ticed that fine plaster droplets even got onto driven-out piston rods. If these droplets are
not removed and the piston rod is driven in again, this may cause to the wiper ring, seals,
etc. This must be prevented in any case.

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Before the cylinder is driven against the elevator cage, the cylinder must be bled of air at the indi-
vidual rod heads (open bleeder screws 1-2 revolutions) until the individual stages drive out evenly.
It is important to make sure that the 1st stage does run ahead. After the cylinder has been fastened
to the elevator cage, the elevator is only allowed to be driven to the lowest stopping location. The
elevator cage must then be lowered until the cylinder reaches the lower limit position (the buffers
are completely pressed together; in some cases, the buffers may have to be dismantled) in order to
compensate the individual stages. When this has been done, the elevator can then drive to the in-
dividual floors.

1st stage

2nd stage
Undo bleeder screw
1-2 revolutions

3rd stage

oil leakage connections

cylinder head

non-return valve

cylinder connection

Bild 1.7 (1)Commissioning

Bleeding the cylinder of air

Prior to intentional driving of the system against the upper cylinder stoppers, the
elevator cage must also be lowered until the individual stages have been compensa-
ted (if necessary, dismantle buffers). This also applies to subsequent TÜV accep-
tance inspections.
If the compensating of the stages is not carried out, it is possible that, due to a stage running ahead,
this stage may run into the stopper first (malfunction case). The pressure in the upper cylinder
chambers is then increased to such an extent that this could result in a permanent deformation of
the piston rods.
In this situation, the pressure relief valve on the control block is not allowed to be set higher in any
case.

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1.8 Maintenance and repair
This work is only allowed to be carried out by authorised personnel.
The following tasks must be carried out as:
a) Assembly check
· As already mentioned under Item 1.3 Installation and assembly, it is advisable to check the
cylinder(s) for absolutely perpendicular installation.
b) Visual check
· Piston rod for signs of damage
· Rod seals on cylinder head for sealed-tightness
· Cylinder connection for sealed-tightness

1.8.1 Leakage
The cylinders are basically free of any oil leakage problems, whereby complete oil leakage free-
dom cannot be guaranteed for various reasons. We recommend that oil leakage lines be connected
to the corresponding connections (Attention: thread length!) and that the oil leakage be conducted
into separate collecting tanks.
Emerging oil leakage can always be considered to be soiled and must not be refilled into the oil
tank without being correctly cleaned first,

1.8.2 Leakage inspection

In case of cylinder leakage, the external and/or the internal seals must be replaced.

External leakage:
Cases of external leakage refer to leaks occurring at the cylinder head or rod heads of the individual
stages. These leaks are indicated by a lowering of the elevator cage, extreme return flow of oil lea-
kage into the oil leakage tank or extreme return flow of oil leakage into the pump unit.

Internal leakage:
Cases of internal leakage refer to leaks occurring between the individual piston rods (internal pi-
ston seals) or at the non-return valves. The results in a shifting of the piston rods toward one
another.

Checking for internal leakage:

1. Drive the elevator approx. 2 m upward, turn off the main switch and close the ball valve.
2. Using a felt pen or similar item, place a mark approx. 50 mm above the individual rod heads
(see Figure 1.8.2 (1)) and then allow the elevator to remain in this position for approx. 30 mi-
nutes.

If the individual stages have been shifted toward one another despite the closed ball valve follo-
wing this period of time, an internal leakage is exists.

Figure 1.8.2(1) 1st stage downward, 2nd stage upward, 3rd stage shows no shifting. Here the pi
ston seal KD1 on the piston of the middle stage is defective or the non-return valve
R1 is defective (a dirt particle could also be jammed in the R1).

Figure 1.8.2(2) 1st and 2nd stages downward together (the mark on the 1st stage does shift toward
the 2nd stage and 3rd stage upward. Here the piston seal KD2 on the piston of the
3rd stage is defective or the non-return valve R2 is defective (a dirt particle could
also be jammed in the R2).

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1st stage

50 mm

2nd stage
mark

3rd stage

R1 KD1

R2 KD 2

Figure 1.8.2 (1) Internal leaage Figure 1.8.2 (2) Internal leakage
2nd stage 3rd stage

1.8.3 Seal replacement in case of external leakage

Prior to replacing any seals, the cylinder rods must be inspected over their entire length
and any form of damage be eliminated.

1. Move the elevator cage to a height so that the fastening screws that connect the elevator cage
to the top piston rod can be undone.
2. Place supports under the elevator cage and secure properly.
3. Undo the fastening screw to the elevator cage and then drive the piston rods all the way in using
the emergency discharge device on the control block. If the pressure is too low in order to drive
in the cylinder rods, they can be driven in by means of a hose attached to the pressure gauge
connection (R 1/4). Prior to attaching the hose, the pressure gauge shutoff valve must be closed
first.
4. Dismantle any existing guide yokes..
5. Undo the locking screws (on the side at bottom) on the individual rod heads.
6. Open the bleeder screws approx. 2-3 revolutions.
7. Unscrew the rod heads and replace the seals.

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wiper ring
support ring
groove ring seal

bleeder screw rod head

guide band

locking screw O-ring

guide bushing

Figure 1.8.3 (1) Seal replacement (external seal)

During installation of the new groove ring seals, these seals must be pushed onto the rod
before screwing on the rod head. The sealing ring (groove ring) must be facing downward
with the sealing lip (see Figure 1.8.3 (2)). During re-assembly, it is important make sure
that the support ring sits underneath the wiper ring.

Figure 1.8.3 (2) Installation position groove ring

For Turcon seals (special version), the two seals must be inserted in the rod head or insert
ring in advance.

TURCON-Rimseal
(blue)

TURCON-Stepseal
(grey) Figure 1.8.3(4) Instalation
Fogure 1.8.3 (3) TURCON Seal position TURCON Seal
(special version)

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8. Following the re-assembly procedure, the securing of the rod heads, the closing of the bleeder
screws, the rods can be driven against the elevator cage and fastened.
Remove the hose previously required on the pressure gauge first and then screw in the
pressure gauge firmly.

9. After the cylinder has been bled of air while under pressure and the supports (elevator cage se-
curing devices) have been removed, the cylinder must be driven all the way in in order to com-
pensate the stages prior to its first drive into the top stopping location.

1.8.4 Seal replacement in case of internal leakage (piston pipe bottom)

Prior to replacing any seals, the cylinder rods must be inspected over their entire length
and any form of damage be eliminated.

1. Move the elevator cage to height so that the fastening screws that connect the elevator cage to
top piston rod can be undone (Figure 1.8.4 (1)). Undo the fastening screws to the elevator cage.

2. Fasten the multi-purpose or electric pulling device centrically to the cylinder (for central sy-
stems under the elevator cage, and above the elevator cage for cylinders positioned laterally in-
side the shaft). The multi-purpose or electric pulling device should be fastened so that it can be
operated from underneath (working height). (Figure 1.8.4 (2))

3. Drive the elevator all the way up but not against the stopper and then fasten the elevator cage;
place supports or support bars underneath as required (Figure 1.8.4 (2)).

4. Drive the piston rods all the way in using the emergency discharge device on the control block.
If the pressure is too low in order to drive in the cylinder rods, they can be driven in by means
of a hose attached to the pressure gauge connection (R 1/4). Prior to attaching the hose, the pres-
sure gauge shutoff valve must be closed first.

5. Undo the locking screws (on the side at bottom) on the rod heads.

6. Open the bleeder screws approx. 2-3 revolutions.

7. Unscrew the rod head of the 2nd stage, pull out the 1st stage using an eyebolt or similar item
and place it down on a piece of wood laterally inside the shaft (Figure 1.8.4 (3)). The 1st stage
is designed as a plunger and does not have a bottom seal.
When pulling out the rods, it is important to make sure that they are held in mid-position
to the pipe since otherwise the cylinder pipe or the piston rods could be damaged inter-
nally.

8. Screw the rod head onto the 2nd stage and pull this stage out using a round sling (Figure 1.8.4
(4)). Wire slings should not be used. When the stage is being pulled out, the overflowing oil
must be sucked out of the ring chamber.

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Figure 1.8.4 (1) Figure 1.8.4 (2) Figure 1.8.4 (3) Figure 1.8.4 (4) Figure 1.8.4 (5)
Dismantling the piston rods

9. Then replace the seals on the piston pipe bottom of the 2nd stage.

9.1 TAZ ..-2.1- 11 to 113 GL2/3 dE until Feb. 1999 see Figure 1.8.4 (6) bis 1.8.4 (7)
Dismantle the locking ring and retaining and then replace the groove ring.
The groove ring must be facing upward with the sealing lip (Figure 1.8.4 (5)). After the
seal has been replaced, the piston or piston rod must be treated with Molykote grease
prior to re-assembly

piston pipe bottom

non-return valve locking screw

pressure spring guide band

washer groove ring

cotter pin retaining ring

locking ring
Figure 1.8.4 (7)
Figure 1.8.4 (6) TAZ.. -2.1- 11 to 113 GL2/3 dE Installation position groove
piston pipe bottom with groove ring ring

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TAZ..-2.1- 11 to 113 GL2/3 dE as of Feb. 1999 , see Figure 1.8.4 (8) and 1.8.4 (9)
There are two variants of seal packages for the piston pipe bottoms. Since Feb. 1999, Tur-
con seals are used for TAZ -2.1-. Here the complete piston pipe bottom should be replaced
since special knowledge and assembly tools are required in order to install the Turcon sealing
rings. To replace this part, the locking screw on the piston pipe bottom must be undone and the
piston pipe bottom then be unscrewed.
The 1st piston rod must be dismantled prior to unscrewing the piston pipe bottom of the
2nd stage. When the piston pipe bottom is being unscrewed, the piston rod will otherwise
fall down and therefore represents a considerable risk of injury.

drill tip, spot-drill

TURCON-seal
(grey)

TURCON-seal
(blue)

Figure 1.8.4 (8) TAZ.. -2.1- 11 to 113 GL2/3 dE

Piston pipe bottom with TURCON seal

Figure 1.8.4 (9)Installation position TURCON seal

Following the assembly of the new piston pipe bottom, a drill tip on the cylinder pipe is
spot-drilled by the thread of the locking screw and the locking screw installed.

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9.2 TAZ ..-3.0- 133 to 340 GL2/3 dE see Figure 1.8.4 (10) tos 1.8.4 (13)
Dismantle the locking ring or hexagon screw and the retaining ring and then replace the groove
ring.
The groove ring must be facing upward with the sealing lip (Figure 1.8.4 (7). For the
version with hexagon screws, these screws must locked with Loctite 242 and Activator
7649 during installation.

pressure spring pistaon pipe bottom

O-ring guide band

threaded ring groove ring

non-return valve retaining ring

locking ring

Figure 1.8.4 (10) Piston pipe bottom with groove ring and locking ring
TAZ .. -3.0- 133 GL3 dE 2. + 3. stage
TAZ .. -3.0- 170 GL2 dE 2nd stage
TAZ .. -3.0- 265 GL3 dE 2nd stage

hexagon screw
(lock with Loctite 242
andActivator 7649)

Figure1.8.4 (11) Piston pipe bottom with groove ring and hexagon screw
TAZ .. -3.0- 177 GL3 dE 2. + 3. stage
TAZ .. -3.0- 226 GL2 dE 2nd stage
TAZ .. -3.0- 340 GL2 dE 2nd stage

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For the version with Turcon seals, the seals sit in the retaining ring (Figure 1.8.4 (12)
and 1.8.4 (13)). Here the complete retaining ring should be replaced since special
knowledge and assembly tools are required in order to install the Turcon sealing rings.
The O-ring between the piston pipe bottom and retaining ring must be renewed.

O-ring

TURCON seal
(grey)

TURCON seal
(blue)

retaining ring

locking ring

Figure 1.8.4 (12) Piston pipe bottom with TURCO sael and locking ring
TAZ..-3.0- 133 GL3 dE 2nd stage (special version)

hexagon screw
(lock with Loctite 242
and Activator 7649)

Figure 1.8.4 (13) Piston pipe bottom with Turcon seal and hexagon screw
TAZ..-3.0- 265 GL3 dE 3rd stage

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9.3 TAZ .. 358 to 625 GL2/3 dE see Figure 1.8.4 (14)

Undo the locking screw on the guide piston, unscrew the guide piston and replace the groove
ring. The O-ring between the piston pipe and guide piston must be renewed.
The groove ring must be facing upward with the sealing lip (Figure 1.8.4 (7)).

ring

groove ring

guide band

O-ring

locking screw

guide piston

Figure 1.8.4 (14) Guide piston TAZ ..358 to 625 Gl2/3 dE

10. Check the non-return valve for sealed-tightness and the pressure spring for proper function.
Remove any dirt particles.
TAZ..-2.1- 11 to 113 GL2/3 dE see Figure 1.8.4 (6)
To replace the non-return valve, the locking screw on the piston pipe bottom must be undone
and the piston pipe bottom then be unscrewed.
The 1st piston rod must be dismantled prior to unscrewing the piston pipe bottom of the
2nd stage. When the piston pipe bottom is being unscrewed, the piston rod will other-
wise fall down and therefore represents a considerable risk of injury. The valve should
be completely renewed with the piston rod bottom. Following the assembly of the new piston
pipe bottom, a drill tip on the cylinder pipe is spot-drilled by the thread of the locking screw and
the locking screw installed (Figure 1.8.4 (8)).

TAZ.. ../-3.0- 133 to 625 GL2/3 dE see Figure 1.8.4 (10)

To replace the non-return valve, the threaded ring must be unscrewed. The valve should be
completely renewed with the threaded ring and the O-ring. During re-assembly, it is important
not to forget the pressure ring and the O-ring under the threaded ring.

11. 11. Screw on the rod head of the 3rd stage firmly, and then undo the rod head of the cylinder
pipe (only with 3-stage cylinders). Then fasten a pulley block to the rod head of the 3rd rod (Fi-
gure 1.8.4 (5)).

12. The seals of the 3rd rod are replaced as already mentioned under Item 9.

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13. Following the re-assembly procedure, the securing of the rod heads, the closing of the bleeder
screws, the rods can be driven against the elevator cage and fastened.
Remove the hose previously required on the pressure gauge first and then screw in the
pressure gauge firmly.

14. After the cylinder has been bled of air while under pressure and the supports (elevator cage
securing devices) have been removed, the cylinder must be driven all the way in in order to
compensate the stages prior to its first drive into the top stopping location.

1.9 Safety criteria

The following criteria refer to safety:

• perfect installation or commissioning

• correct bleeding of air

The criteria mentioned here must be observed in any case. In case of non-observance or intentional
neglect, risks exist for:

• life and limb of the operators and users of the elevator system
• the complete elevator system and other material assets of the owner-operator
• the safe operation of the system

All persons involved in setting up, commissioning, operating, servicing and repairing this elevator
system must be properly qualified and should observe these operating instructions precisely.

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Pumps

Under Oil

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intentionally
left blank.

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 ®

Instruction Manual
and
Parts List
for
A4PIC Series Pumps

WARNING

This Special Instruction Manual and General Instructions Manual, CA-1,

should be read thoroughly prior to pump installation, operation or
maintenance.

SRM00079 Rev. 0 December 2005

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 READ THIS ENTIRE PAGE BEFORE PROCEEDING
FOR THE SAFETY OF PERSONNEL AND TO PREVENT DAMAGE TO THE EQUIPMENT, THE
FOLLOWING NOMENCLATURE HAS BEEN USED IN THIS MANUAL:

DANGER
Failure to observe the precautions noted in this box can result in severe bodily
injury or loss of life.

WARNING
Failure to observe the precautions noted in this box can cause injury to personnel
by accidental contact with the equipment or liquids. Protection should be provided
by the user to prevent accidental contact.

CAUTION ATTENTION
Failure to observe the precautions noted in this box can cause damage or failure
of the equipment.

Non compliance of safety Safety instructions where Safety instructions which

instructions identified by
the following symbol
could affect safety for
persons:
electrical safety is
involved are identified by:
shall be considered for
reasons of safe operation
of the pump and/or
protection of the pump
itself are marked by the
sign:
ATTENTION

CONTENTS
Safety and Table of Contents .....................................................................................................A
A. General Instructions.............................................................................................................. 1
B. Introduction and Pump Model Identification........................................................................... 1
C. Description of Pump.............................................................................................................. 1
D. Ordering Instructions............................................................................................................. 1
E. Operating and Maintenance.................................................................................................. 1
F. Parts List and Torque Tables ................................................................................................ 2
G. Inspection ............................................................................................................................. 2
H. Pump Maintenance (Disassembly and Assembly Instructions).........................................3 - 4
I. Pump Assembly Drawing ...................................................................................................... 5

ATTENTION
If operation of this pump is critical to your business, we strongly
recommend you keep a spare pump or major repair kit in stock at all times.
As a minimum, a minor repair kit (o-rings, gaskets, shaft seal and bearings)
should be kept in stock so pump refurbishment after internal inspection can
be accomplished.

A
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A. GENERAL INSTRUCTIONS
The instructions found herein cover the disassembly, assembly and parts identification of
A4PIC series pumps.
NOTE: Individual contracts may have specific provisions that vary from this manual. For
further detailed information and technical assistance to questions not answered by
these manuals, please refer to Imo Pump, Technical/Customer Service Department, at
(704) 289-6511.
This manual cannot possibly cover every situation connected with the installation, operation, inspection,
and maintenance of the equipment supplied. Every effort was made to prepare the text of the manual so
that engineering and design data is transformed into the most easily understood wording. Imo Pump must
assume the personnel assigned to operate and maintain the supplied equipment and apply this instruction
manual have sufficient technical knowledge and experience to apply sound safety and operational
practices which may not be otherwise covered by this manual.
WARNING
If installation, operation and maintenance instructions are not correctly and strictly followed and
observed, injury to personnel or serious damage to pump could result. Imo Pump cannot accept
responsibility for unsatisfactory performance or damage resulting from failure to comply with instructions.

B. INTRODUCTION
This instruction manual covers series A4PIC Imo pumps. This series of pumps has been designed for
use in hydraulic elevator submerged applications. The model, construction and material of each pump
is identified on the pump nameplate. Definitions of model designators are identified in Figure 1.
X X XXX X

Design Modification Rotor Lead

A
Series Rotor Size: 187, 217, 236
4PIC (All Leads by Size)

Figure 1 – Definition of Model Designators

C. DESCRIPTION OF PUMP
The 4PIC series pumps are positive displacement, rotary screw pumps consisting of a precision bored
housing that encloses a driven screw (power rotor) and two intermeshing following screws (idler
rotors). These screws when rotating form a succession of closures or cavities. As they rotate, the fluid
is moved axially from the inlet to the outlet port in a continuous, uniform flow with minimum fluid
pulsation and pump noise.

D. ORDERING INSTRUCTIONS
To order a replacement pump, contact Imo service representative with the pump model number, serial
number and manufactured date. This information can be found on the pump’s nameplate.
E. OPERATION
E.1 LIQUID LIMITATIONS
Never operate with thin liquids such as solvents or water. The pump is designed for liquids
having the general characteristics of oil.

1
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 E.2 OPERATING LIMITATIONS
CAUTION ATTENTION
Operating conditions, such as speed, fluid viscosity, temperature inlet pressure, discharge
pressure, filtration, duty cycle, drive type, mounting, etc., are interrelated. Due to these vari-
able conditions, the specific application limits may be different from that of the operational
limitations. This equipment must not be operated without verifying the system’s operating
requirements are within the pump’s capabilities.

Under no circumstances are the operating limits (specified in Table 1 below) to be exceeded
without specific approval from Imo Pump.

Table 1 – Pump Operating and Structural Limits

MAXIMUM SPEED .............. 3600 RPM
VISCOSITY......................... 60 SSU (10.3 cSt) Minimum, if over 5000 SSU (1079 cSt) contact Imo Pump
NOTE: Consult factory for allowable operating viscosity at specific speeds and pressures.
DO NOT alter design viscosity without prior consultation with Imo Pump
TEMPERATURE .................... 0° to 180° F (-18° to 82° C) Maximum
INLET PRESSURES.............. 4PIC Pump types must be submerged to a depth of at least 6 in. (15.24
cm) from top of pump to top of fluid
DISCHARGE PRESSURE* .... See Elevator Pump Data Book
DRIVE .................................... Direct drive only
FILTRATION.......................... Always use inlet strainer supplied with pump
MOUNTING............................. Flange mounted

F. PARTS LIST AND TORQUE TABLES

Table 2 – Pump Parts List
IDP QTY DESCRIPTION IDP QTY DESCRIPTION
1 1 Power Rotor 10 2 SCHS DIN 912 M10 x 1.5 x 35 mm NYLO
2 1 Key 11 2 Idler Rotor(s)
3 1 Retaining Ring 12 1 Supporting Washer
4 1 Circlip 15 1 Strainer
5 1 Bearing 17 4 Hex Bolt(s)
6 1 Inboard Cover 20 1 Adapter
8 1 Rotor Housing 21 2 #4 Drive Screw
9 4 Lockwasher(s) 22 2 Nameplate

Table 3 – Fastener Descriptions and Torque Tightening Values

PUMP IDP DESCRIPTION TORQUE (English) TORQUE (Metric)
PIC 187 10 Cap Screw 35 ± 2 Ft. Lb. 47 ± 3 Nm
17 Hex Bolt 100 ± 5 lb. in. 12 ± 3 Nm
20 Adapter 75 ± 7 Ft. lb. 101 ± 3 Nm
PIC 217 10 Hex Bolt 35 ± 2 Ft. Lb. 47 ± 3 Nm
17 Hex Bolt 100 ± 5 lb. in. 12 ± 3 Nm
20 Adapter 95 ± 9 Ft. lb. 129 ± 3 Nm
PIC 236 10 Hex Bolt 35 ± 2 Ft. Lb. 47 ± 3 Nm
17 Hex Bolt 100 ± 5 lb. in. 12 ± 3 Nm
20 Adapter 95 ± 9 Ft. Lb. 129 ± 3 Nm

G. INSPECTION
The interval for inspection and replacement of worn parts varies with the properties of the pumped
liquid and can only be determined by experience. All parts of the 3SIC and 4SIC series pumps are
lubricated by the pumped fluids. Pumping liquid which contains abrasive materials or liquid that is
corrosive, will significantly reduce service life and call for shorter service intervals. A worn pump will
be noticeable by excessive vibration, noise, reduction in flow or reduction in pressure.
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H. PUMP MAINTENANCE
WARNING
Failure to observe precautions while installing, inspecting, and maintaining the pump can cause
injury to personnel from accidental handling, e.g.: Liquids that may harm skin or clothing, fire hazard
risks from flammable liquids, or injury from high pressure fluid jets.

DANGER
BEFORE working on equipment, be sure all power to the equipment is disconnected and locked-
out.

H.1 GENERAL COMMENTS

• Part number identifiers (IDPs) contained within parenthesis such as (8) refer to the circled
numbers shown on Assembly Drawings, Figures 2 and 3.
• Close all pump line valves.
H.2 TOOLS REQUIRED
The procedures described in this manual require common mechanics hand tools, a torque
wrench and a suitable lifting device (such as) slings, straps, etc.
H.3 PUMP DISASSEMBLY

CAUTION ATTENTION
Fluid leakage from disassembly of pump may make the floor slippery
and cause personal injury.
NOTE: The 4PIC pumps incorporate highly finished precision parts that must be handled
carefully to avoid damage to critical machined surfaces. The parts removed should be
tagged for identification and their exact positions in the pump carefully noted so that
new parts, or the removed parts, are properly replaced.
STEP 1. Remove Pump from Driver.
Remove bolts (17) and washers (9).
Slide pump out and away from driver. Place pump on workbench.
If replacing bearing, remove key (2) from power rotor (1) shaft keyway.
STEP 2. Remove Strainer (suction side).
Remove strainer retaining ring (3) and strainer (15)
Step 3. Remove Front cover and Rotor Set as a sub-assembly.
Use caution when removing front cover from the pump housing.
Pump should be placed on end (suction side down) on a solid flat surface when
performing this step.
During this step it is important to hold the idler rotors against the power rotor until the
entire sub-assembly can be placed on the work bench.
a) Remove cap screws (10).
b) Lift the front cover (6) with power rotor (1), idler rotors (11), ball bearing (5),
supporting washer (12) and circlip (4) from the housing. During removal, it is
necessary to hold the idler rotors (11) against the power rotor (1) until the sub-
assembly is placed on the work bench. At that time, the idler rotor (11) can be
disengaged from the power rotor (1).
NOTE: The ball bearing (5) should be replaced if it is pressed off the power rotor.

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 Step 4. Disassemble front cover, power rotor, bearing, circlip and support washer sub-
assembly.
a) Remove circlip (4) from front cover (6).
b) Remove support washer (12) from the power rotor.
c) Slide front cover (6) down and off of the power rotor (1).
d) Remove ball bearing (5) from the power rotor.
H.4 PUMP ASSEMBLY
NOTE: Prior to pump assembly, all parts should be cleaned and inspected for nicks, burrs or
gouges.
When ready for assembly, wipe all parts, including bolts, with SAE 30 lubricating oil.
NOTE: When performing Step 1, press only on bearing inner race when installing bearing if
bearing is being pressed on. If bearing is being heated for installation, heat to 180°F -
200°F, for installation.
STEP 1. Install bearing onto power rotor.
Press or shrink fit bearing (5) onto power rotor (1).
STEP 2. Install front cover.
Slide front cover (6) cover and up onto power rotor (1), until bearing (5) is seated in the
bearing bore of cover (6).
STEP 3. Install supporting washer.
Install supporting washer (12) onto power rotor (1) against inner race of bearing (5).
STEP 4. Install circlip.
Install circlip (4) into groove at coupling side of circlip (4) on power rotor (1).
NOTE: Use caution when removing front cover from the pump housing.
Pump should be placed on end (suction side down) on a solid flat surface when
performing this step.
During this step it is important to hold the idler rotors against the power rotor
until the entire sub-assembly is positioned with a minimum of the rotor set
length into the housing. This is to ensure that the idler rotors won’t disengage
from the power rotor.
STEP 5. Install front cover, power rotor, idle rotors, circlip and supporting washer sub-assembly
into the housing.
a) Carefully mesh the idler rotors (11) in proper position axially onto the power rotor
(1). While holding the idler rotors (11) in position against power rotor (1), carefully
lift the rotor set, front cover sub-assembly and install into housing (8). When the
rotor set is approximately 50% of its length into housing (8), you can release idler
rotors (11) and continue installation until front cover (6) is firmly seated on the
locating diameter of housing (8).
b) Install and torque cap screws (10) to required torque per Table 3, locking front cover
and rotor set sub-assembly into position on housing (8).
STEP 6. Install strainer.
Lay pump on its side. Install strainer (15) into position in housing (8). Install retaining ring (3) into
position in housing (8).
STEP 7. Install adapter.
If adapter (20) was removed, screw into place on housing (8) and torque to required
value per Table 3.
Pump should rotate free and smooth 360° of rotation.
STEP 8. Install pump into system.
Pump may now be installed into the system, install lock washers (4) and bolts (17). Torque bolts (17)
in accordance with Table 3.
The pump may now be operated in the normal manner.

4
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I. PUMP ASSEMBLY DRAWING

3 8 1 20 6 10 2
15

11 5 12 4

22

21

17 9

Figure 3 – Assembly Drawing SF 6349

IDP DESCRIPTION IDP DESCRIPTION

1 Power Rotor 10 SCHS DIN 912 M10 x 1.5 x 35 mm NYLO
2 Key 11 Idler Rotor(s)
3 Retaining Ring 12 Supporting Washer
4 Circlip 15 Strainer
5 Bearing 17 Hex Bolt(s)
6 Inboard Cover 20 Adapter
8 Rotor Housing 21 #4 Drive Screw
9 Lockwasher(s) 22 Nameplate

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 HOW NO

SRM00079 A4PIC Series Pumps Rev. 0 December 2005

W © 2005 Imo Pump All rights reserved.

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Pumps

V-Belt

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 ®

Instruction Manual
and
Parts List
for
Series G3DB/AG3DB Elevator Pumps

WARNING

This Instruction Manual and General Instructions Manual, CA-1, should

be read thoroughly prior to pump installation, operation or maintenance.

SRM00059 Rev. 4 (01-0229) May 2, 2001

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 READ THIS ENTIRE PAGE BEFORE PROCEEDING
FOR THE SAFETY OF PERSONNEL AND TO PREVENT DAMAGE TO THE EQUIPMENT, THE
FOLLOWING NOMENCLATURE HAS BEEN USED IN THIS MANUAL:

DANGER

Failure to observe the precautions noted in this box can result in severe bodily
injury or loss of life.

WARNING

Failure to observe the precautions noted in this box can cause injury to per-
sonnel by accidental contact with the equipment or liquids. Protection should
be provided by the user to prevent accidental contact.

CAUTION ATTENTION
Failure to observe the precautions noted in this box can cause damage or
failure of the equipment.

Non-compliance of safety Safety instructions Safety instructions which shall

instructions identified by the where electrical be considered for reasons of
following symbol could safety is involved safe operation of the pump
affect safety for persons: are identified by: and/or protection of the pump
itself are marked by the sign:
ATTENTION

ATTENTION
If operation of this pump is critical to your business, we strongly recommend
you keep a spare pump or major repair kit in stock at all times. As a minimum,
a minor repair kit (o-rings, gaskets, shaft seal and bearings) should be kept in
stock so pump refurbishment after internal inspection can be accomplished.

CONTENTS
Safety and Table of Contents ....................................................................................................... A
General Instructions ..................................................................................................................... 1
Ordering Instructions..................................................................................................................... 1
Introduction ................................................................................................................................... 1
Maintenance.................................................................................................................................. 3
Bearing and Mechanical Shaft Seal Disassembly ........................................................................ 4
Bearing and Mechanical Shaft Seal Resassembly ....................................................................... 5

Page A
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GENERAL INSTRUCTIONS
The instructions found herein cover the disassembly, assembly and parts identification of Series G3DB and
AG3DB pumps.
NOTE: Individual contracts may have specific provision that vary from this manual. Should any questions
arise which may not be answered by these instructions, refer to the General Instructions Manual,
CA-1, provided with your order. For further detailed information and technical assistance please
refer to Imo Pump, Technical Service Department at (704) 289-6511.
This manual cannot possibly cover every situation connected with the installation, operation, inspection and
maintenance of the equipment supplied. Every effort was made to prepare the text of the manual so that
engineering and design data is transformed into the most easily understood wording. Imo Pump must as-
sume the personnel assigned to operate and maintain the supplied equipment and apply this instruction
manual have sufficient technical knowledge and are experienced to apply sound safety and operational prac-
tices which may not be otherwise covered by this manual.

ORDERING INSTRUCTIONS
All correspondence pertaining to renewal parts for the equipment must refer to the instruction manual number
and should be addressed to the nearest Imo representative. The handling of renewal orders will be greatly
facilitated if the following directions are carefully observed:
1. Give the number of the instruction manual.
2. Give the model number of the pump for which the part is desired. This number appears on the nameplate.
3. Designate the desired part by the IDP number and name as listed in Table 1 and pump assembly drawing
in this instruction manual.
INTRODUCTION
This manual covers all sizes of type G3DB and AG3DB Imo pumps for hydraulic elevator service. Field repairs
are generally limited to replacing the mechanical seal and bearing. This manual provides instructions cover-
ing these operations.

INLET POSITION
To remove inlet head, remove the cap screws or bolts (10) and rotate the inlet head to the desired position,
taking care not to damage the gasket (8). A damaged gasket must be replaced. To reassemble, replace the
inlet head, lubricate the threads with oil and retorque the bolts (value given for the particular size pump in
Table 1, page 3.
PIPING
Piping to the pump must be independently supported and not allowed to impose strains on the pump. Such
strains, if imposed, may cause distortion and malfunction of the pump.
WARNING
Prior to adding oil and start-up of your new or replacement pump, clean the tank and flush all
lines free of debris that will have accumulated during fabrication and installation. One large
particle can fail the pump in a fraction of a second.
PRIMING
For those units that do not have an overhead tank, a priming connection in the suction line should be provided.
Prime the pump before initial start-up by pouring hydraulic fluid into the priming point or pump suction. Rotate
the pump slowly by hand until the rotors are wet and the suction line is as full of fluid as possible.
SUCTION LINE
All joints in the suction line must be tight and sealed to prevent air from being drawing into the pump with
negative suction pressure. Position the suction line and/or inlet head so the fluid cannot drain from the pump
while shut down.

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SUCTION STRAINER
A suction strainer with adequate flow rate and minimum pressure drop should be used to keep contamination
from entering the pump and system. The maximum pressure drop (when dirty) across the strainer plus all
other losses in the pump suction line at maximum fluid viscosity, including static lift, must not exceed the
suction lift capability of the pump. Regular cleaning of the suction strainer must be included in the mainte-
nance of the machine.

Note: Keeping the fluid and system clean is essential in achieving maximum pump life.

BELT DRIVEN PUMPS – ALIGNMENT

Mount the sheaves as close to the bearing retainer as possible. This minimizes the overhung load on the
shaft.
Align the sheaves with a straight edge so their faces are parallel with no offset. Misaligned sheaves can cause
noise, shorten belt life, and may reduce the bearing life of the pump and/or motor.
Apply belt tension according to the belt manufacturer’s recommendations. After tension is applied, recheck
sheave alignment. Do NOT overtension belts. While loose belts slip and wear excessively, excessive belt
tension may cause misalignment, belt failures, and in extreme cases, a shaft failure.
For smooth, quiet, high speed operation, sheaves must be balanced and shaft bores must be concentric with
belting grooves.
When matched belts are removed, they should be kept in sequence and replaced exactly in the grooves from
which they were removed.

DIRECT DRIVEN PUMPS – ALIGNMENT

All pump-driver sets must be checked for proper alignment when the unit is installed and after all piping has
been connected to the pump. Factory alignment will most likely be disturbed during shipment and installation.

A flexible coupling is not intended to permit permanent misalignment. Proper alignment must be established
and maintained to obtain maximum pump life. Follow these steps:

1. Install the pump and/or motor.

2. Before aligning the units, be sure that all stresses are removed from the pump and that the foot of the
pump case fully conforms to its support.
3. Set the coupling end face gap as specified by the coupling manufacturer.
4. Perform rough alignment of the face and rim of the coupling using feelers and a straight edge.
5. Perform the final alignment of the pump and driver shaft using dial indicators. Acceptable alignment has
been obtained when the F.I.R. is less than or equal to .005" in both the face (angularity) and the rim
(parallelism) checks while rotating both shafts together 360°.
6. In special cases, “hot alignment” when the pump and motor are at operating temperature may be required.

Periodically check the alignment of the pump and its driver. Realign as necessary. Maintaining proper align-
ment is necessary for quiet operation and maximum equipment life.

ROTATION
Before connecting the belts our coupling, check the driver rotation to be sure it matches the required rotation
of the pump. Extended reverse rotation may cause damage.
When the coupling is connected and shafts are correctly aligned, the pump should turn freely by hand.
On initial start-up, it is suggested that the driver be “jogged” quickly before continuous operation to be sure the
system and pump and motor are functioning properly and rotating in the intended direction.

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FLUID
Use only hydraulic fluid recommended for use with the pump. Supplementary oil additives are not recom-
mended. Regular checks should be made of the condition of the hydraulic fluid and the fluid level in the
reservoir, and establishing when the fluid is to be changed. When adding or replacing fluid, use enough fluid
to return the fluid level in the tank to its normal operating point. Be sure the fluid temperature is controlled so
that the minimum allowable viscosity at maximum operating conditions is not exceeded and that the maximum
viscosity at cold start does not cause the suction lift limits to be exceeded.
CAUTION
When replacing or adding fluid, be careful to keep foreign material from entering the fluid and system.
Check the fluid level in the tank before and after start-up to be sure it is within operating limits. If the fluid is
low, or drops as the system fills on start-up, add sufficient clean hydraulic fluid to the tank to bring the fluid to
its normal operating level.
VALVES
Before starting, check all valves to be sure they are in proper position and that there is no possibility of starting
the pump with a blocked suction or discharge line and that the pump is filled with oil.
Using a bleed point at the high point in the system, vent air from the system on start-up.
The relief valve should be about 5% above maximum system operating pressures. Do NOT set the relief valve
higher than the maximum pressure rating of the pump.

MAINTENANCE
GENERAL
If the installation and alignment instructions have been carefully followed, the pump should operate satisfacto-
rily with very little attention. Field maintenance is generally limited to the periodic maintenance checks and the
replacement of seals, gaskets and bearings. Major repair of elevator pumps in most cases is not economical.

IDP Description IDP Description

1 Case 16 Key
2 Rotor Housing 17 Bearing Retainer Plate
3 Pipe Plug 18 Retainer Bolt (4)
4 Tube 19 Idler Rotor (2)
5 Tube O Ring (2) 20 Idler Balance Piston Housing (2)
6 Housing O Ring 21 Thrust Plate
7 Cover O Ring 22 Spacer (2)
8 Gasket 23 Hex Bolt (2)
9 Inboard Cover (all except 350 size) 24 Lockwasher (2)
10 Cover Bolt (8) up to 250 size 25 Mechanical Seal
(16) above 250 size 26 Inlet Head
11 Power Rotor 27 Spacer Ring
13 Retaining Ring (2) 35 Seal Retaining Ring (250 size only)
14 Bearing Spacer 47 Balance Piston Housing (350 size only)
15 Bearing
All quantities are one except when noted in parentheses
Table 1 – List of Material

ROTOR SIZE
PART NO.
187 218 250 275 312 350
10 (inboard end) 35 ± 5 50 ± 5 70 ± 5 54 ± 5 78 ± 5 100 ± 5
10 (suction end) 90 ± 5 140 ± 5 145 ± 5 54 ± 5 78 ± 5 100 ± 5
18 18 ± 2 20 ± 2 20 ± 2 16 ± 5 38 ± 2 38 ± 2
23 10 ± 2 15 ± 2 15 ± 2 26 ± 2 30 ± 2 55 ± 5
Table 2 – Bolt Torque Values (LB-FT)
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 WARNING
When inspecting/servicing the shaft seal and/or bearing, the power rotor with these
components installed can be removed as a subassembly. If for any reason the pump is
disassembled further than this, it is possible the idler rotor balance piston housings
(20) may fall off. The idler rotor balance piston housings MUST be properly in place at
reassembly. If idler rotor balance piston housings are not properly installed on the idler
rotors, the pump WILL experience catastrophic failure.

Assembly Drawing

DISASSEMBLY OF BEARING AND MECHANICAL SHAFT SEAL

1. Remove the power rotor assembly.
Power rotor assembly consists of power rotor, bearing, bearing spacer, retaining rings and mechanical seal.
a. Remove coupling or sheave.
b. Remove hex bolts (18).
c. Remove bearing retainer (17).
d. Pull power rotor assembly out of pump case.
2. Remove the outer retaining ring from the power rotor with a screwdriver (13).
3. Remove the inner retaining ring from its groove by pulling back
the mechanical seal and prying with a screwdriver (13).
4. Press the bearing, spacer and stationary seat off the power rotor
(Figure 1).
5. Remove seal subassembly (Figure 3) and gasket from under the
stationary seat.
6. Inspect the shaft. If the shaft is pitted or badly scratched or the
retaining ring grooves damaged, replace the power rotor.
7. Discard the old seal, bearing and retaining rings.

Figure 1
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 REASSEMBLY OF BEARING AND MECHANICAL SHAFT SEAL

1. Clean the power rotor shaft and snap ring grooves prior to installing the new seal and bearing. Wash the
shaft in solvent to remove dirt and grease. Use only new bearing, seal and retaining rings.
2. Place the spring holder and spring on the shaft. Make sure that retaining ring (35) furnished on rotor size
250 and seal spacer (38) for rotor size 275 and 350 is installed on power rotor. Place the spring holder and
spring on rotor shaft.
3. Lubricate the shaft with clean hydraulic fluid.
4. Grasp the seal subassembly, using a rotating motion, gently slide the seal subassembly over the shaft.
Use care not to cut the flexible diaphragm and drive ring. A piece of shim stock wrapped around the power
rotor shaft to cover the snap ring grooves and shoulder of the seal diameter may be used for this purpose.
If shim stock is used, twist the seal subassembly in the same direction as the wrap of the shim stock when
installing it.
5. Insert seal gasket furnished with new mechanical seal into the bore of inboard end cover (46). Clean and
lubricate the face of the carbon ring in the mechanical seal and place the stationary seat and bearing
spacer on the power rotor.
6. Install inner retaining ring.
7. Place the ball bearing on the shaft. Using a hollow tube and pressing on the inner race, set the bearing
firmly against the inner retaining ring (Figure 2). Do not press the bearing on the outer race!
8. Check the mechanical seal. Referring to (Figure 3), the flexible diaphragm must show evenly above the
drive ring, and the drive lugs on the retainer must engage the drive ring to their full length. Adjust the
mechanical seal if necessary.
9. Install the outer retaining ring (13).
10. With a clockwise rotating motion insert power rotor assembly into pump.
11. Install bearing retainer (17).
12. Install hex bolts (18) and torque per Table 2.

Figure 3 – Mechanical Seal Assembly

Figure 2

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SRM00059 - G3DB/AG3DB Elevator Pumps Rev. 4 (01-0229) May 2, 2001

W © 2006 Imo Pump All rights reserved.
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Motors

Imperial Motors

Under Oil

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 AC Dry Hydraulic Elevator
Pump Motors 80 Starts per
Hour
Squirrel Cage Induction, Dripproof, Ball Bearing, Class B Insulation
40ºC Ambient, 3Ø, 60 Hz, WYE Start, Delta Run

Amps (A)
Full Elevator
Delta WYE
HP Load Frame Voltage Duty BTU
Full Locked KVA Locked
RPM No Load Per Hour
Load Rotor Code Rotor
1740 215T 200 46 23 270 G 89 1859
15 1735 215T 230/460 39.2/19.6 19/9.5 230/115 G 76/38 1859
1735 215T 575 15.7 7.6 92 G 31 1859
1750 254T 200 62 31 340 G 112 2263
20 1750 254T 230/460 54/27 27/13.5 296/148 G 98/49 2263
1750 254T 575 22 11 120 G 40 2263
1755 256T 200 73 31 420 G 139 2360
25 1755 256T 230/460 62/31 26.4/13.2 366/183 G 120/60 2360
1755 256T 575 25 10.6 146 G 48 2360
1760 284T 200 87 36 500 G 165 2774
30 1760 284T 230/460 74/37 31/15.5 430/215 G 142/71 2774
1760 284T 575 30 12.4 172 G 57 2774
1760 286T 200 112 42 670 G 221 3282
40 1760 286T 230/460 98/49 37/18.5 580/290 G 192/96 3282
1760 286T 575 39 14.5 230 G 76 3282
1760 324T 200 138 70 850 G 281 3869
50 1760 324T 230/460 118.8/59.4 62/31 740/370 G 244/122 3869
1760 324T 575 49 25 310 G 102 3869
1760 326T 200 162 70 1000 G 330 4477
60 1760 326T 230/460 143.2/71.6 64/32 920/460 G 304/152 4477
1760 326T 575 58 26 370 G 122 4477
1770 364T 200 210 87 1320 G 436 5253
75 1770 364T 230/460 180/90 72/36 1120/560 G 370/185 5253
1770 364T 575 72 29 450 G 149 5253
1780 365T 230/460 228/114 76/38 1590/795 G 524/262 6015
100
1780 365T 575 91 30 636 G 210 6015

Imperial Electric Contact: Dennis Rhodes

1503 Exeter Road Elevator Sales Engineer
Akron, OH 44306 Rhodesd@ImperialElectric.com
Phone: (330) 734-3600 Ext. 206
Fax: (330) 734-3601
www.ImperialElectric.com 05/25/2004 REV A

1503 Exeter Road ¤ Akron, OH 44306 ¤ Phone (330) 734-3600 ¤ Fax (330) 734-3601
Page 185
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 AC Dry Hydraulic Elevator
Pump Motors 1
0 Starts per
2
Hour
Squirrel Cage Induction, Dripproof, Ball Bearing, Class B Insulation
40ºC Ambient, 3Ø, 60 Hz, WYE Start, Delta Run

Amps (A)
Full Elevator
Delta WYE
HP Load Frame Voltage Duty BTU
Full Locked KVA Locked
RPM No Load Per Hour
Load Rotor Code Rotor
1760 215T 200 35.1 23 270 K 89 1295
10 1760 215T 230/460 28.4/14.4 19/9.5 230/115 K 76/38 1295
1760 215T 575 11.5 7.6 92 K 31 1295
1765 254T 200 50 31 340 J 112 1675
15 1765 254T 230/460 43.3/21.7 27/13.5 296/148 J 98/49 1675
1765 254T 575 17.7 11 120 J 40 1675
1765 256T 200 60.3 31 420 J 139 1868
20 1765 256T 230/460 52/26 26.4/13.2 366/183 J 120/60 1868
1765 256T 575 20.7 10.6 146 J 48 1868
1765 284T 200 75 36 500 H 165 2312
25 1765 284T 230/460 64/32 31/15.5 430/215 H 142/71 2312
1765 284T 575 25.9 12.4 172 H 57 2312
1770 286T 200 87.1 42 670 J 221 2517
30 1770 286T 230/460 76/38 37/18.5 580/290 J 192/96 2517
1770 286T 575 30.1 14.5 230 J 76 2517
1765 324T 200 115 70 850 J 281 3132
40 1765 324T 230/460 100.6/50.3 62/31 740/370 J 244/122 3132
1765 324T 575 41 25 310 J 102 3132
1770 326T 200 137 70 1000 J 330 3777
50 1770 326T 230/460 122.2/61.1 64/32 920/460 J 304/152 3777
1770 326T 575 50 26 370 J 122 3777
1775 364T 200 168 87 1320 J 436 4257
60 1775 364T 230/460 150/75 72/36 1120/560 J 370/185 4257
1775 364T 575 60 29 450 J 149 4257
1780 365T 230/460 178/89 76/38 1590/795 K 524/262 4511
75
1780 365T 575 71 30 636 K 210 4511

Imperial Electric Contact: Dennis Rhodes

1503 Exeter Road Elevator Sales Engineer
Akron, OH 44306 Rhodesd@ImperialElectric.com
Phone: (330) 734-3600 Ext. 206
Fax: (330) 734-3601
www.ImperialElectric.com 05/25/2004 REV A

1503 Exeter Road ¤ Akron, OH 44306 ¤ Phone (330) 734-3600 ¤ Fax (330) 734-3601
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Motors

LG Higen
Motors

Under Oil

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Motors

V-Belt

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Motors

LG Higen
Motors

Installation
Manual

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Motors

US Motors

Under Oil &

V-Belt

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 ELEVATORS
Special Application Three Phase
Submersible Elevator Motors Z-Flange & L32 Flange
APPLICATIONS:

GATE AND
DOOR
Z-Flanged motors designed for elevators in low rise buildings using Allweiler pumps (SUB 140, 210 & 280) or IMO pumps (3SIC-187, 3SIC-200,
3SIC-218, 3SIC-250 & 4SIC-275). L32 Flanged motors for Allweiler pumps (SUA 140, 210, 280 & 440). Compatibility current at time of publication.

FEATURES:

• Class F Insulation
• Zinc Plated Frame, 32 MM Shaft, Lifting Provisions On Brackets
• Stainless Steel Nameplate On Motor & Mylar For Wall Mount
• 70C Thermostat Located On Motor Frame
• Single Ball Bearing Design To Fit Most Allweiler & IMO Sub. Pumps
• 112" External Leads (Butt Splices At Approx. 12" & 47" From Housing)
AIR COMPRESSOR
• Triple Dip & Bake Impregnation
• Intermittent Duty (Rated 80 Starts/Hour In 50°C Oil or 120 Starts/Hour In 40°C Oil)
• CSA®† Certified (#LR39413) & UL®† Component Recognized (#E51488)
• Use P/N 399867000 For Loose L32 Flange For 160ZBS Frames
(List $77, Weight 15 lbs) DS-28
• Use P/N 399865000 For Loose Z Flange For 160LCS Frames

POWER TOOL
• Designed For Wye-Delta Starting (List $77, Weight 8.5 lbs) DS-28

Catalog Discount “C” Dim. Ship Wt. Full Load

HP RPM Voltage Frame Number List Symbol SF (inches) (lbs.) Amps Notes
15 3600 200 160LCS E15S1HZ $673 DS-3IM 1.00 14.1 101 52 L32
3600 230/460 160LCS E15S1BZ $673 DS-3IM 1.00 14.1 101 45.2/22.6 L32

VERTICAL PUMP
3600 575 160LCS E15S1GZ $673 DS-3IM 1.00 14.1 101 18.1 L32
3600 200 160ZBS EZ15S1HZ $673 DS-3IM 1.00 14.1 101 52 Z
3600 230/460 160ZBS EZ15S1BZ $673 DS-3IM 1.00 14.1 150 45.2/22.6 Z
3600 575 160ZBS EZ15S1GZ $673 DS-3IM 1.00 14.1 101 18.1 Z
20 3600 200 160LCS E20S1HZ $689 DS-3IM 1.00 14.1 110 72 L32

KITS & ACCESSORIES

3600 230/460 160LCS E20S1BZ $689 DS-3IM 1.00 14.1 110 62/31 L32
3600 575 160LCS E20S1GZ $689 DS-3IM 1.00 14.1 113 24.6 L32
3600 200 160ZBS EZ20S1HZ $689 DS-3IM 1.00 14.1 102 72 Z
3600 230/460 160ZBS EZ20S1BZ $689 DS-3IM 1.00 14.1 100 62/31 Z
3600 575 160ZBS EZ20S1GZ $689 DS-3IM 1.00 14.1 110 24.6 Z

CONVERSION CENTER
25 3600 200 160LCS E25S1HZ $740 DS-3IM 1.00 14.1 113 82 L32
3600 230/460 160LCS E25S1BZ $740 DS-3IM 1.00 14.1 113 70/35 L32
3600 575 160LCS E25S1GZ $740 DS-3IM 1.00 14.1 113 28.3 L32
3600 200 160ZBS EZ25S1HZ $740 DS-3IM 1.00 14.1 100 82 Z
3600 230/460 160ZBS EZ25S1BZ $740 DS-3IM 1.00 14.1 111 70/35 Z
3600 575 160ZBS EZ25S1GZ $740 DS-3IM 1.00 14.1 108 28.3 Z

REFERENCE DATA
30 3600 200 160LCS E30S1HZ $830 DS-3IM 1.00 14.1 114 100 L32
3600 230/460 160LCS E30S1BZ $830 DS-3IM 1.00 14.1 114 86/43 L32
3600 575 160LCS E30S1GZ $830 DS-3IM 1.00 14.1 145 35 L32
3600 200 160ZBS EZ30S1HZ $830 DS-3IM 1.00 14.1 111 100 Z
3600 230/460 160ZBS EZ30S1BZ $830 DS-3IM 1.00 14.1 111 86/43 Z
3600 575 160ZBS EZ30S1GZ $830 DS-3IM 1.00 14.1 109 35 Z
40 3600 200 160LCS E40S1HZ $935 DS-3IM 1.00 17.4 113 121 L32

INDEX
3600 230/460 160LCS E40S1BZ $935 DS-3IM 1.00 17.4 112 106/53 L32
3600 575 160LCS E40S1GZ $935 DS-3IM 1.00 17.4 142 42 L32
3600 200 160ZBS EZ40S1HZ $935 DS-3IM 1.00 17.5 144 121 Z
3600 230/460 160ZBS EZ40S1BZ $935 DS-3IM 1.00 17.5 112 106/53 Z
3600 575 160ZBS EZ40S1GZ $935 DS-3IM 1.00 17.5 141 42 Z
50 3600 200 160LCS E50S1HZ $1,368 DS-3IM 1.00 17.4 157 148 L32
3600 230/460 160LCS E50S1BZ $1,368 DS-3IM 1.00 17.4 112 130/65 L32
3600 575 160LCS E50S1GZ $1,368 DS-3IM 1.00 17.4 112 52 L32
3600 200 160ZBS EZ50S1HZ $1,368 DS-3IM 1.00 17.5 112 148 Z
3600 230/460 160ZBS EZ50S1BZ $1,368 DS-3IM 1.00 17.5 156 130/65 Z
3600 575 160ZBS EZ50S1GZ $1,368 DS-3IM 1.00 17.5 112 52 Z

Note L32 L32 Flange Note Z Z Flange

† All non-Emerson Electric Co. marks shown within this document are properties of their other respective owners

Page 225
www.emersonmotors.com CemcoLift 2008 341
 US ELECTRICAL MOTORS 908000

Motor Wiring Diagram

12 Lead, Dual Voltage, Wye Start / Delta Run, Both Voltages
or
6 Lead, Single Voltage, Wye Start / Delta Run

Per NEMA MG1 1998-1.76, "A Wye Start, Delta Run motor is one arranged
for starting by connecting to the supply with the primary winding initially
connected in wye, then reconnected in delta for running condition." This is
accomplished by a special Wye-Delta starter configuration using six leads
from the motor and is intended to limit the inrush current required to start the
motor.

Motors designed by US Motors for Wye start, Delta Run may also be used
for across the line starting using only the Delta connection. Damage will
occur if the motor is operated with load for more than 30 seconds on the Wye
without transition to Delta.

To reverse direction of rotation, interchange leads L1 & L2.

Each lead may have one or more cables comprising that lead. In such case,
each cable will be marked with the appropriate lead number.

Connection Plate: 908000 Revised: 12/13/99 REP

Connection Decal: 958400 Revised: 10/13/00 REP

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 ELEVATORS
Special Application Three Phase, Open Dripproof (ODP)
Dry Hydraulic Elevator Motor
APPLICATIONS:
GATE AND
DOOR

Designed for elevators where dry hydraulic motors are required, usually five stories or less.

FEATURES:
AIR COMPRESSOR

• NEMA®† and CSA®† Certified • 60 Hertz

• 1800 RPM • Class F Insulation
• NEMA®† Design B • 1.15 Service Factor
• 80 Starts Per Hour • Intermittent Duty Rated For Operation in a 40°C Ambient Temperature
• F1 Assembly • Ball Bearing Design
POWER TOOL

Catalog Discount “C” Dim. Ship Wt. Full Load

HP RPM Voltage Frame Number List Symbol SF (inches) (lbs.) Amps Notes
20 1800 200 254T DH20S2HF $1,001 DS-3ID 1.00 22.6 150 58
1800 230/460 254T DH20S2BF $1,001 DS-3ID 1.00 22.6 150 52/26
1800 575 254T DH20S2GF $1,101 DS-3ID 1.00 22.6 150 20.1
VERTICAL PUMP

25 1800 200 256T DH25S2HF $1,448 DS-3ID 1.00 23.2 160 72

1800 230/460 256T DH25S2BF $1,448 DS-3ID 1.00 23.2 160 65/32
1800 575 256T DH25S2GF $1,568 DS-3ID 1.00 23.2 160 25.2
30 1800 200 284T DH30S2HF $1,745 DS-3ID 1.00 24.9 225 84
1800 230/460 284T DH30S2BF $1,745 DS-3ID 1.00 24.9 225 73/36
KITS & ACCESSORIES

1800 575 284T DH30S2GF $1,885 DS-3ID 1.00 24.9 225 29.6
40 1800 200 286T DH40S2HF $2,031 DS-3ID 1.00 24.9 250 111
1800 230/460 286T DH40S2BF $2,031 DS-3ID 1.00 24.9 250 96/48
1800 575 286T DH40S2GF $2,136 DS-3ID 1.00 24.9 250 39
50 1800 200 324T DH50S2HF $2,509 DS-3ID 1.00 27.3 420 133
CONVERSION CENTER

1800 230/460 324T DH50S2BF $2,509 DS-3ID 1.00 27.3 420 116/58
1800 575 324T DH50S2GF $2,694 DS-3ID 1.00 27.3 420 47
60 1800 200 326T DH60S2HF $3,017 DS-3ID 1.00 27.3 460 160
1800 230/460 326T DH60S2BF $3,017 DS-3ID 1.00 27.3 460 139/69
1800 575 326T DH60S2GF $3,177 DS-3ID 1.00 27.3 460 56
REFERENCE DATA

75 1800 230/460 364T DH75S2BF $3,711 DS-3ID 1.00 28.7 580 185/92
1800 575 364T DH75S2GF $3,921 DS-3ID 1.00 28.7 580 70
100 1800 230/460 365T DH100S2BF $4,544 DS-3ID 1.00 29.7 600 235/118
1800 575 365T DH100S2GF $4,694 DS-3ID 1.00 29.7 600 94
125 1800 230/460 404T DH125S2BF $4,955 DS-3ID 1.00 32.6 750 288/144
1800 575 404T DH125S2GF $5,105 DS-3ID 1.00 32.6 750 114
INDEX

† All non-Emerson Electric Co. marks shown within this document are properties of their other respective owners

Page 227
342 CemcoLift 2008 www.emersonmotors.com
Renewal Parts Section 700 Page 4-S Page 1 of 1

FRAMES 182 THRU 405 - OPEN DRIPPROOF

TYPES: A, A2, A4, AE, AEF, AEF1, AEF4, AF, AF1, AF4, AFI, AFI1, D, D1, D2, D3, D4, DE, DE1, DE4, DEF, DEF1, DEF4,
DF, DF1, DF3, DF4, DFI, DFI1, DFI4, DI, DI1, DI4, FD, FD1, FD4, FDF, FDF1, FDF4, FR, FRF1, R, R1, R2, R4, RE, RE1,
REF, REF1, REI, RF, RF1, RI, RI1

ITEM ITEM
NO. QTY NAME OF PART NO. QTY NAME OF PART
1 4 Screw 21 2 Screw
2 1 Gasket 22 4 Sem
3 1 Outlet Box Cover 23 1 Air Deflector(Pulley End)
4 2 Screw 24 1 Pipe Plug
5 1 Gasket 25 1 Pipe Plug
6 1 OutLet Box Base 26 1 Pulley End Bracket
7 4 Screw 26A 1 Bracket ('C' Style & R-1)
8 2 Screw 27 1 Snap Ring
9 1 Bracket Plug 28 1 Locknut & Lockwasher
10 4 Sem Ball Bearing (Pulley End)
29 1
Refer to section 775)
11 1 Air Deflector (Short End)
30 1 Slinger (Pulley End)
12 1 Pipe Plug
31 1 Bearing Cap (Pulley End) (R-1)
13 1 Pipe Plug
Rotor Assembly
14 1 Short End Bracket 32 1
(Includes Items 32A & 32B)
15 1 Disc Spring (Short End) 32A 1 Rotor Shaft
16 1 Ball Bearing (Short End) 32B 1 Rotor Core
17 1 Bearing Cap (Short End) 33 1 Wound Stator Assembly
18 1 Slinger (Short End) 34 1 Eyebolt
19 1 Key 35 1 Water Slinger
20 4 Screw 36 1 Snap Ring

WARNING: BEARINGS: PRICES:

Any disassembly or repair work on explosionproof motors will
void the Underwriters Laboratories, Inc. label unless done by
the manufacturer, or a facility approved by the Underwriters
Laboratories, Inc. Refer to your nearest U.S. Elecrical Motors
office for assistance.
Refer to motor nameplate for the Parts stocking distributors: refer to
bearing numbers. USEM renewal parts numerical index.
All Others: refer to your nearest USEM
parts distributor.
reference: Renewal Parts Section 700, Page 4

Home Email

Copyright © 2005 Emerson Electric Co. All rights reserved

Page 228
CemcoLift 2008
http://www.usmotors.com/service/renewal/RP004.asp 8/8/2008
 US ELECTRICAL MOTORS 137033

Motor Wiring Diagram

12 Lead, Dual Voltage, Wte Start / Delta Run, Both Voltages

Per NEMA MG1 1998-1.76, "A Wye Start, Delta Run motor is one arranged
for starting by connecting to the supply with the primary winding initially
connected in wye, then reconnected in delta for running condition." This is
accomplished by a special Wye-Delta starter configuration using six leads
from the motor and is intended to limit the inrush current required to start the
motor.

Motors designed by US Motors for Wye start, Delta Run may also be used
for across the line starting using only the Delta connection. Damage will
occur if the motor is operated with load for more than 30 seconds on the Wye
without transition to Delta.

To reverse direction of rotation, interchange leads L1 & L2.

Each lead may have one or more cables comprising that lead. In such case,
each cable will be marked with the appropriate lead number.

Connection Plate: 137033 Revised: 12/13/99 REP

Connection Decal: 344138 Revised: 10/13/00 REP

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CemcoLift 2008
 Installation, Operation &
Maintenance Instructions E
N
For your safety, read and retain this manual G
L
I
S
H

GEARMOTORS

HORIZONTAL
MOTORS

TITAN MOTORS

VARIABLE SPEED DRIVES VERTICAL MOTORS

Emerson Motor Company

8050 West Florissant Ave.
PO Box 36912
St. Louis, MO 63136
Send for free brochure by product name Page 230 448888 Rev. 01/04
CemcoLift 2008
 SAFETY FIRST
High voltage and rotating parts can cause serious or fatal injury.
Safe installation, operation and maintenance must be performed by
E qualified personnel. Familiarization with, and adherence to, NEMA MG2, the National
N Electrical Code (NEC), and local codes is required. It is important to observe safety
G precautions to protect personnel from possible injury.
L
I PERSONNEL SHOULD BE INSTRUCTED TO:
S
H 1. Be familiar with the equipment and read all instructions thoroughly before installing or working
on equipment.
2. Avoid contact with energized circuits or rotating parts.
3. Disconnect all power sources before initiating any maintenance or repair.
4. Act with care in accordance with prescribed procedures in handling and lifting this equipment.
5. Be sure unit is electrically grounded in accordance with code requirements.
6. Be sure equipment is properly enclosed or protected to prevent access by children or other
unauthorized personnel to prevent possible accidents.
7. Be sure shaft key is fully captive before unit is energized.
8. Avoid contact with capacitors until safe discharge procedures have been completed.
9. Provide proper guarding for personnel against rotating parts and applications involving high
inertia loads which can cause overspeed.
10. Avoid extended exposure to equipment with high noise levels.

INSPECTION AND HANDLING

Inspect unit to make sure no damage has occurred during shipment. Check nameplate for correct
speed, horsepower, voltage, hertz and phase for conformance with power supply and equipment.
Units should be lifted using all eyebolts or lugs if provided. These
eyebolts or lugs are provided for lifting this unit only and must not
be used to lift any additional weight. Lifting angle, from shank of eyebolt, must not exceed
30 degrees for machines with single and 45 degrees for machines with multiple lifting means.
Replacement eyebolts must be per ASTM A489 or equivalent. All eyebolts must be securely
tightened. Be careful not to touch overhead power lines with lifting equipment. Failure to
observe this warning may result in serious personal injury.

STORAGE
Units should be stored indoors, in a clean, dry location & winding should be protected from exces-
sive moisture absorption. NOTE: If motors are to be stored for over one year, refer to Emerson Motor
Company. If motors are to be stored for over one year and if gear and belt transmission units are to
be stored for over six months, refer to Emerson Motor Company.

LOCATION
Use only UL Listed Hazardous Location Motors for service in
Hazardous Locations as defined in Article 500 of the NEC. Units
should be located in a clean, well-ventilated area. Units should be located in a suitable
enclosure or protected to prevent access by children or other unauthorized personnel to
prevent possible accidents.

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INSTALLATION / MOUNTING
Mount unit on a firm, flat surface sufficiently rigid to prevent vibration. Drive belts and chains should
be tensioned in accordance with supplier recommendations. Couplings should be properly aligned
and balanced. For belt, chain and gear drive selection refer to the drive or equipment manufactur- E
er. For application of drive equipment refer to applicable information in NEMA MG1. N
G
Motors have been dynamically balanced using a half key the same length as the full key shipped L
with the motor. If pulley length keyway is less than this length, rework long key by removing one-half I
of excess length between pulley and end of key to maintain balance. S
Do not restrict motor ventilation. Unless otherwise specified on nameplate, motor is designed for H
operation in accordance with NEMA MG1 “Usual Service Conditions” which states an ambient tem-
perature range of -15º C to 40º C (5º F to 104º F). Standard grease lubricated units are suitable for
operation within this temperature range. Special lubricants may be required for ambient temperatures
outside of this range. Note: Motors operating under rated load and allowable ambient conditions may
feel hot when touched; this is normal and should not be cause for concern. When in doubt, measure
frame surface temperature and confer with nearest office. Enclosed motors normally have conden-
sation drain openings. Insure that drain openings are properly located and open (plugs removed) for
the motor mounting position. Drain openings should be at lowest point of end brackets, frame hous-
ing and terminal housing when the motor is installed. This may require modification of motor to
accomplish. If unit appears wet, and/or has been stored in a damp location, dry out thoroughly and
check for adequate insulation resistance to ground before operating.
Guards should be provided for all exposed rotating parts to
prevent possible personal injury. Keep fingers and foreign objects
away from ventilation and other openings. Applications involving high inertia loads may
damage this equipment due to motor overspeed during coast shutdown. Such applications
should be referred to Emerson Motor Company.
Do not force drive coupling or other equipment onto shaft, as
bearing damage may result.

POWER SUPPLY AND CONNECTIONS

The power supply must agree with values on nameplate. Terminal voltage should not vary more
than ±10% of nameplate voltage at rated frequency. Unbalanced line voltage, greater than one per-
cent, can cause overheating. Do not exceed the rated load amperes on the nameplate. Starting con-
trols and overload protection should be properly sized in accordance with the NEC and the control
manufacturer's recommendations.
Motor connections should be made by following instructions on connection diagram. Determine direc-
tion of rotation before connecting driven equipment. If direction of rotation label is supplied, operate only
in specified direction. Rotation may be reversed on three phase motors by interchanging any two line
connections. On single phase motors interchange leads per connection diagram on motor. Wiring of
units, controls and grounding shall be in accordance with local and NEC requirements.
Failure to properly ground unit may cause serious injury to
personnel. Where unexpected starting could be hazardous to
personnel, do not use automatic reset starting devices.

USE OF VARIABLE FREQUENCY DRIVES

Electric motors can be detrimentally affected when applied with variable frequency drives (VFD's).
The non-sinusoidal waveforms of VFD's have harmonic content which causes additional motor
heating; and high voltage peaks.

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 Other effects of VFD's on motor performance include reduced efficiency, increased load current,
vibration and noise. Standard motors utilized with VFD's must be limited to those application consid-
erations defined in NEMA MG-1 Part 30. Refer to PDS #811-215 available at www.usmotors.com.
E NEMA MG-1 Part 31 defines performance and application considerations for Definite-Purpose
N Inverter Fed Motors. To insure satisfactory performance and reliability, U.S. Electrical Motors offers
G and recommends nameplated inverter duty motor products which meet the requirements of NEMA
L MG-1 Part 31. The use of non-inverter duty motors may result in unsatisfactory performance or pre-
I mature failure, which may not be warrantable under the Terms and Conditions of Sale. Contact your
S
Emerson Motor Company Field Sales Engineer for technical assistance for motor selection, appli-
H
cation and warranty details.

OIL LUBRICATION
Most oil lubricated units are shipped without oil. Refer to Instruction Manual with unit for specific type
and grade of oil to be used, change interval and level. If lubrication instructions specify synthetic oil,
do not substitute.
For applications in the food and drug industry (including animal
food), consult the petroleum supplier for lubricants that are
acceptable to the Food and Drug Administration and other governing bodies.

MAINTENANCE
Inspect units at regular intervals. Keep units clean and ventilation openings clear of dust, dirt or other
debris. Lubricate units per this operating instruction folder and instruction plate on unit. Excessive
lubrication may damage the unit. Do not over grease.
Disconnect all power sources to the unit and discharge all parts
which may retain an electrical charge before attempting any
maintenance or repair. Screen and covers must be maintained in place when unit is in
operation. Failure to observe this warning may result in personal injury.
U.L. Listed Motors for use in Hazardous Locations: Repair of these motors must be made by
the manufacturer or manufacturer's authorized service station approved to repair U.L. Listed
Motors. The U.L. listing applies to the electric motor only and not the belt or gear
transmissions or other devices that may be connected to the motor.

COOLING TOWER DUTY MOTORS

During installation, insure drain plugs are removed from lower drain holes in bracket and outlet box.
All upper drain holes must be plugged at all times. External umbrella seal must be in place for shaft
up applications. Motors with Bearing numbers “XXXX-2RS” are double sealed and not to be relu-
bricated.

VARIDRIVE UNITS
Do not turn speed control hand wheel while unit is not operating; this may cause damage to the unit.
Hand wheel position is a relative speed indication only. Use direct speed sensing accessory for pre-
cise speed indication. Units equipped with electric remote speed indicator accessory are not cali-
brated at the factory and must be calibrated at site. Refer to calibration instructions with the unit.
VARIDRIVES equipped with ENDOLUBE construction do not require lubrication of the sliding
Varidisc. Operate VARIDRIVE through its entire speed range weekly.

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 Do not force control wheel beyond speed limits shown on the
nameplate. The mechanism and belt are designed for the rated
speed and horsepower shown on the nameplate. Operation beyond these limits may result in
damage to the belt and mechanism and possible injury to personnel. The covers on the frame
E
case must not be removed or left off while unit is in operation. Do not attempt to disassemble N
or repair the driven pulley discs because high spring tension may be released causing injury G
to personnel. Refer to authorized Service Center. Refer to VARIDRIVE Installation and L
Maintenance Manual for complete belt changing instructions. For additional detailed I
information, request specific product installation and maintenance manual. S
H
GREASE LUBRICATION INSTRUCTIONS
Units are prelubricated at the factory and do not require initial lubrication. Relubricating interval
depends upon speed, type of bearing and service. Refer to Table 1 for suggested regreasing inter-
vals. Operating conditions may dictate more frequent lubrication. Motor must be at rest and electri-
cal controls should be locked open to prevent energizing while motor is being serviced (refer to sec-
tion on Safety). If motor is being taken out of storage, refer to storage procedures.
To relubricate bearings, remove the drain plug. Inspect grease drain and remove any blockage with
a mechanical probe taking care not to damage bearing.
Under no circumstances should a mechanical probe be used while
the motor is in operation. Add new grease at the grease inlet, refer
to Table 1 for replenishment quantities. New grease must be compatible with grease in the
motor (See Caution Note). Run the motor for 15 to 30 minutes with the drain plug removed
to allow purging of any excess grease. Shut off unit and replace the drain plug. Return motor
to service. Some motors have sealed bearings and are not regreasable.
Over greasing can cause excessive bearing temperatures, premature lubricant breakdown
and bearing failure. Care should be exercised against over greasing.

Table 1
Recommended Grease Replenishment Quantities & Intervals
(For lubrication of units in service)
Bearing Bearing Grease
Number-Common Number-AFBMA FL Oz. Lubrication Interval
62XX 63XX XXBC02 XXBC03 3600 RPM 1800 RPM 1200 RPM
6203-6207 6303-6306 17-35 17-30 0.2 2 Years 3 Years 3 Years
6208-6212 6307-6309 40-60 35-45 0.4 1 Year 2 Years 2 Years
6213-6215 6310-6311 65-75 50-55 0.6 1 Year 2 Years 2 Years
6218-6220 6312-6315 80-100 60-75 1.0 6 Mos. 1 Year 2 Years
6221-6228 6316-6320 105-140 80-100 1.8 6 Mos. 1 Year 1 Year

For motors mounted vertically or in hostile environments, reduce intervals shown by 50 percent.
Refer to motor nameplate for bearings provided on a specific motor.
For bearings not listed in table above, the amount of grease required may be calculated by the
formula:
G=0.11 x D x B
Where;
G = Quantity of grease in fluid ounces.
D = Outside diameter of bearing in inches.
B = Width of bearing in inches.
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 Table 2
RECOMMENDED GREASES
THE FOLLOWING GREASES ARE INTERCHANGEABLE WITH THE GREASE AS PROVIDED IN
E UNITS SUPPLIED FROM FACTORY (UNLESS STATED OTHERWISE ON A LUBRICATION
N NAMEPLATE PROVIDED ON MOTOR).
G
L MANUFACTURER GREASE (NLGI No. 2)
I EXXON CORP. POLYREX - EM
S
H CHEVRON U.S.A. INC. SRI NO. 2

Greases of different bases (lithium, polyurea, clay, etc.) may not be

compatible when mixed. Mixing such greases can result in reduced
lubricant life and premature bearing failure. When necessary, prevent such intermixing by
disassembling the motor, removing all old grease from bearings and housings (including all
grease fill and drain holes). Inspect and replace damaged bearings. Fill bearing housings and
bearing approximately 30% full of new grease. Remove any excess grease extending beyond
the edges of the bearing races and retainers. Refer to Table 2 for recommended greases.

WARRANTY
LIMITED WARRANTY
All U.S.E.M. products are warranted against defects in workmanship and materials for 12 months
from date of installation, not to exceed 18 months from date of shipment from EMC. Some of
U.S.E.M's products carry a warranty period longer than 12 months. Please refer to the current price
catalog or to EMC for details on specific products. This limited warranty does not apply to any prod-
uct which has been subject to misuse, misapplication, neglect (including without limitation, inade-
quate maintenance), accident, improper installation, modification, adjustment, or repair. This consti-
tutes EMC's only warranty in connection with this sale and is in lieu of all other warranties, expressed
or implied, written or oral. THERE ARE NO IMPLIED WARRANTIES OF MERCHANTABILITY OR
FITNESS FOR A PARTICULAR PURPOSE THAT APPLY TO THIS SALE. No employee, agent,
dealer or other person is authorized to give any warranties on behalf of EMC nor to assume for EMC
any other liability in connection with any of its products.

EXCLUSIVE REMEDY
EMC's liability shall be limited exclusively to repairing or replacing any product found by EMC to be
defective, or at EMC's option, to refund the purchase price of its product. Such product shall be
returned, freight prepaid, to the nearest U.S.E.M. authorized service station or EMC factory. It is
agreed that such replacement, repair, or refund be the sole and exclusive remedies available from
EMC. EMC shall not be liable for damages of any sort whatsoever beyond these exclusive reme-
dies including incidental and consequential damages regardless of whether any claim is based upon
contract, negligence, strict liability, tort, warranty, or other basis. The repair or replacement of the
product, or the refund of the purchase price, at EMC's option, constitutes fulfillment of all liabilities
of EMC to the buyer for defective products.

RENEWAL PARTS AND WARRANTY SERVICE

When inquiring for renewal parts, call the nearest U.S. Electrical Motors Parts Stocking Distributor.
For warranty service, call the nearest U.S. Electrical Motors Authorized Service Station. Give them
complete Nameplate data, including identification number, etc.
Request installation and maintenance manuals by product name.

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FOR SERVICE CALL:
NEAREST U.S.E.M. AUTHORIZED SERVICE STATION OR U.S.E.M. PRODUCT
SERVICE ST. LOUIS, MO 1-800-566-1418
E
VISIT OUR WEB SITE N
G
www.usmotors.com
L
I
S
H
SALES REGION PHONE TOLL-FREE FAX
EMERSON MOTOR COMPANY
ST. LOUIS, MO 888 - 637 - 7333 314 - 553 - 2087
INTERNATIONAL SALES 314 - 553 - 4157 N/A 314 - 553 - 2135
MONTREAL, QUEBEC/CAN. 514 - 332 - 1880 800 - 361 - 5509 514 - 332 - 5912
MARKHAM, ONTARIO/CAN. 905 - 475 - 4670 N/A 905 - 475 - 4672
MONTERREY, MEXICO 011 - 52818 - 389 - 1300 N/A 011 - 52818 - 389 - 1310
CARACAS, VENEZUELA 582 - 237 - 7522 N/A 582 - 232 - 9727
BOGOTÁ, COLOMBIA 571 - 439 - 5420 N/A 571 - 439 - 5417

Notes
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
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______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________

7-En
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CemcoLift 2008
Valves

CemcoLift
Valves

CV-500

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Page 238
CemcoLift 2008
 E L E V A T O R S Y S T E M S

CV-500 Hydraulic Control Valve

Hydraulic Control Valve
TITLE : CV-500
CAD. Bill Heller DATE DWG # CV500 Manual.vsd E L E V A T O R S Y S T E M S
2801 Township Line Road - Hatfield, PA 19440
Page 239
Chris Herrmann
ENGR. 11.29.06 REV. DATE Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343
Bill Payton
CemcoLift 2008 Web http://www.cemcolift.com
 CV-500 Hydraulic Control Valve

Features

The CV-500 valve performs all necessary control functions for the operation of a hydraulic elevator
in both directions. The salient features of the CV-500 are as follows:

Smooth Up Start Operation

y Allows motor to reach full running speed before load is As the pump starts, the CV-500 Valve bypasses the full pump
applied to pump. output to the tank. This allows the pump motor to reach full
y One adjustment for soft start and acceleration. speed at minimum load.

Up Transition (UT)
y Smooth adjustable transition over broad pressure range
Up Leveling (UL)
y Maintains leveling speed regardless of change in system
pressure, oil viscosity, or pump output.
y Non-critical adjustable leveling speed.
Up Stop (US)
y Provides smooth up stop which is solenoid operated and
adjustable
Manual Lowering Valve (MLV)
y Push-button manual lowering provided at leveling speeds,
with adjustable minimum pressure ball check option.
Check Valve
y Locks the elevator on a column of oil while the car is
stopped.
Down Speed Compensator (DSC)
y The Down Speed Compensator Adjuster (DSC) regulates
the down speed, regardless of the load on the elevator. It is
to be used on a Roped Hydraulic application, due to the
requirement of an over speed governor.
Low Pressure Adjuster (LPA)
y The purpose of the LPA adjuster is to prevent the manual
lowering of the hydraulic plunger on a Roped Hydraulic
elevator when the car is on safety.
The BP Piston then closes at an adjustable rate and forces a
smooth, ever increasing flow to the elevator driving machine.
When the car reaches the slow-down switch at the next floor, the
BP Piston then opens at an adjustable rate, smoothly slowing
the car to a pre-determined, stabilized leveling speed. The
leveling speed remains constant regardless of the load on the
car until the car reaches floor level.
The leveling switch opens the stop solenoid (UDS), allowing the
BP port to bypass the entire pump output to the tank, bringing
the car to a smooth stop. NOTE - Pump Motor must be timed to
run approximately 1 to 1/2 second after the car has stopped.
The BP Piston is now in the open position ready for the next up
start.
Lowering the elevator is accomplished by energizing solenoids
DMS and DLS. When DMS is de-energized by a slow down
switch, the down piston closes at an adjustable, smooth rate,
slowing the car to a pre-determined, adjustable leveling speed.
DLS is de-energized at floor level. Recommended slow down
distance is approximately 6" for direct acting and 7" for roped
hydraulic for every 25 foot-per-minute of car speed.
Additional Features
y Light weight heat treated high strength aluminum body with
demountable 2" NPT pipe flanges using socket head cap
screws. Pipe Wrenches NOT required.
y Pump inlet and cylinder outlet center-lines are compatible
with UV5 series valves for easy upgrade.
y Fully adjustable pressure relief valve. (PRV)
y Ultra fine pitch adjustors allow for extremely sensitive
control.

Page - 1

Hydraulic Control Valve

TITLE : CV-500
CAD. Bill Heller DATE DWG # CV500 Manual.vsd E L E V A T O R S Y S T E M S
2801 Township Line Road - Hatfield, PA 19440
ENGR.
Chris Herrmann
11.29.06 REV. DATE Page 240 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343
Bill Payton CemcoLift 2008 Web http://www.cemcolift.com
 CV-500 Hydraulic Control Valve

Ratings

Fluid
y For oil service, Texaco Rando HD32 / HD68 turbine oil,
viscosity 150 SSU / 300 SSU with a minus pour point is
recommended.

Pressure

y Rated at: 90PSI (620kPa) minimum, 800 PSI (5510kPa)

maximum.

Temperature
y 21 C (70 F) Minimum, 65 C (150 F) Maximum

WARNING: Removing the temperature strip could void the

warranty of this valve.

Note:

The best valve operation is achieved when the oil

temperature range is within 30 F from minimum to
maximum.

Examples:

70 F to 100 F
100 F to 130 F
120 F to 150 F

y Oil temperatures above 150 F will cause the additives in the

hydraulic oil to break down
y All valve adjustments must be made at the minimum
operating oil temperature

Size
y All CV-500 valves must be sized to bypass the entire
capacity of the pump output at MINIMUM pressure.

Page - 2

Hydraulic Control Valve

TITLE : CV-500
CAD. Bill Heller DATE DWG # CV500 Manual.vsd E L E V A T O R S Y S T E M S
2801 Township Line Road - Hatfield, PA 19440
ENGR.
Chris Herrmann
11.29.06 REV. DATE Page 241 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343
Bill Payton CemcoLift 2008 Web http://www.cemcolift.com
 CV-500 Hydraulic Control Valve

Note: "A" Port Screened Input for the Up Section, Down

Closing Adjustor "DC" Screened Input for the Down
Section.

IMPORTANT!

All Hoistway Switches, Vanes and/or Cams must be set at

their approximate locations before attempting Automatic
Operation.

Page - 3

Hydraulic Control Valve

TITLE : CV-500
CAD. Bill Heller DATE DWG # CV500 Manual.vsd E L E V A T O R S Y S T E M S
2801 Township Line Road - Hatfield, PA 19440
ENGR.
Chris Herrmann
11.29.06 REV. DATE Page 242 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343
Bill Payton CemcoLift 2008 Web http://www.cemcolift.com
 CV-500 Hydraulic Control Valve
PRE-SET ALL ADJUSTERS.
With an empty car (no load / min.PSI) and the oil temperature
at the minimum operating temperature, adjust in sequence adjustments #1 thru #5.

Up Pre-Setting
1 Bypass (BP) - CCW to stop, then CW 2 turns. (Open) Up Transition for Roped Cars - CCW to stop.
2 Up Start (UA) - CW 8 turns (Closed)
3 Up Leveling (UL) - CCW to stop. CW = Clockwise
4 Up Transition (UT) - CCW to stop. CCW = Counter Clockwise
5 Up Stop (US) - (Soft Stop) CCW to stop. (Facing the Adjustor)

Up Leveling Solenoid (ULS)

Up Dump Solenoid (UDS)

Up Adjustments
1 Bypass Flow Adjustor (BP) 3 Up Leveling Adjustor (UL)
y No load at lower floor. y Car at lower floor, no load.
y Electrically Disconnect UDS coil. y Disconnect ULS.
y Start Pump. y With Pump running, turn UL in CW until a leveling speed of
y Turn BP in CW until car moves. 10 to 12fpm is obtained.
y Let car rise until it is clear of any leveling or stopping vanes, y Reconnect ULS.
then turn BP out until car stops plus 1/2 turn CCW. y 1 foot in 5 seconds = 12fpm.
y Reconnect UDS. y CW = Faster leveling speed CCW= Slower leveling speed.
Notes:
4 Up Transitioning Adjustor (UT)
After sizing the Bypass Piston, check the threads showing on
the Bypass Adjustor. There must be no less than 6 threads y Car at lower floor, no load. Send car up. Turn UT "IN" CW for
past the locknut and no more than 11 threads past the locknut. smoother transition (slow Down).
If less that 6 threads, install a smaller Bypass Piston. If more y Adjust UT to suit Conditions.'
than 11 threads, install a larger Bypass Piston. y Slow-down switch should be set to give 3" to 4" inches of
stabilized leveling.
y Do NOT adjust valve to suit switch, adjust switch or vane to
2 Up Start Adjustor (UA) suit valve.
y Car at lower floor.
y Start Pump. 5 Up Stop Adjustor (US)
y Turn UA out CCW for up acceleration.
y (Soft Stop) Turn US in CW for softer stop.
y Car should reach full speed in 2 1/2 feet.
y DO NOT DRAG OUT ACCELERATION. Note:

Pump motor must be timed to run approximately 1/2 second

after the car has stopped.
Page - 4

Hydraulic Control Valve

TITLE : CV-500
CAD. Bill Heller DATE DWG # CV500 Manual.vsd E L E V A T O R S Y S T E M S
2801 Township Line Road - Hatfield, PA 19440
ENGR.
Chris Herrmann
11.29.06 REV. DATE Page 243 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343
Bill Payton CemcoLift 2008 Web http://www.cemcolift.com
 CV-500 Hydraulic Control Valve
HPRV Adjustment

HPRV
Must be adjusted after all other adjustments are set.

The HPRV is located on the top of the valve body as shown.

Turn the adjustor in CW for higher relief pressure, CCW for lower relief pressure.

The HPRV has been set to the calibrated maximum system pressure and sealed.

The HPRV must be recalibrated and adjusted to relieve at 145% of the full load working pressure
per ANSI A17.1 / B44 and/or local ordinances, then resealed with the elevator examiner's seal.

Notes:

If the maximum system pressure is not available at the time the CV-500 is shipped, then the
HPRV will be set at 450 PSI and sealed.

When setting the HPRV, the pressure reading must be taken from "A" port.

Page - 5

Hydraulic Control Valve

TITLE : CV-500
CAD. Bill Heller DATE DWG # CV500 Manual.vsd E L E V A T O R S Y S T E M S
2801 Township Line Road - Hatfield, PA 19440
ENGR.
Chris Herrmann
11.29.06 REV. DATE Page 244 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343
Bill Payton CemcoLift 2008 Web http://www.cemcolift.com
 CV-500 Hydraulic Control Valve
Pre- Set All Adjusters
With an empty car - no load ( minimum PSI ) and the oil temperture at the minimum
operating temperature adjust in sequence adjustments #5 thru #12.

Down Pre-Setting
6 Down Closing (DC) - CCW to stop. 10 Down Acceleration (DA) - CCW to stop.
7 Down Leveling (DL) - CCW to stop, then CW 6 turns. 11 Down Speed Control (DSC) - CCW to stop.
8 Down Full Speed (DM) - CCW to stop, then CW 6 turns. 12 Low Pressure Adjustor (LPA) - See Page 7 for Instructions.
9 Down Transition (DT) - CW To Stop

Down Adjustments
6 Down Closing Adjustor (DC)
y See Page 7 for settings.
y DC is a screened input, clogging will affect all other down
adjustments
7 Down Leveling Adjustor (DL)
y Car at upper landing, electrically disconnect DMS coil.
y Energize DLS coil. Car should start moving down slowly
("Pilot Flow")
y Turn DC in CW (slowly) until car moves faster.
y Adjust DL for 10-12fpm.
y Recycle car several times to determine Down Start & Stop,
Stop should be firm.
y Turn DC in CW (1/6th turn at a time) for softer stop.
y Be sure Stop is correct as DC affects all other lowering
adjustments.
y CCW = faster leveling speed; CW = slower leveling speed.
8 Down Speed Adjustor (DM)
y Car at upper landing, energize DMS and DLS coils (Car
should lower)
y Turn DM out CCW to obtain contract speed.
Note:
When DM is set for contract speed, if less than 4 threads are
showing, replace the Down V Guide with the next smaller size. See
the Down V Guide sheet for sizing. Then readjust DL & DM.
9 Down Transition Adjustor (DT)
y Usually remains closed.
y Recycle car and observe down transition.
y If too abrupt, loosen locknut and turn DT out CCW 1/6th of a
turn at a time.
y Down level speed will increase as DT becomes effective,
maintain down level speed at 10-12fpm.
10 Down Acceleration Adjustor (DA)
y Car at upper landing, energize DMS and DLS coils (Car
should accelerate at max rate to full speed).
y Turn DA in CW for slower acceleration; CCW for faster
acceleration.
11 Down Speed Compensator Adjustor (DSC)
y Empty car, energize both DMS and DLS coils.
y Turn adjustor in CW until car slows, then CW one more
turn.
y Observe down speed.
y You do not need full load, only a partial load to set DSC.
Page - 6

Hydraulic Control Valve

TITLE : CV-500
CAD. Bill Heller DATE DWG # CV500 Manual.vsd E L E V A T O R S Y S T E M S
2801 Township Line Road - Hatfield, PA 19440
ENGR.
Chris Herrmann
11.29.06 REV. DATE Page 245 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343
Bill Payton CemcoLift 2008 Web http://www.cemcolift.com
 CV-500 Hydraulic Control Valve
Down Adjustments (cont'd.)
12 Low Pressure Adjustor (LPA) 13 Manual Lowering (ML)
The LPA must be the last adjustment made in the down y Push manual lowering button to lower car at leveling speed.
adjustment sequence. Do not preset the LPA until you are ready
to make the final adjustment. The LPA adjustor will affect the Caution:
manual lowering, so it is most important that the preset and the If persons are riding the car during manual lowering, stay clear
final adjustment of the LPA is made in sequence. of car door.
y Preset LPA CW to stop. Safety Note:
y Depress the manual lowering button ML.
y Turn the LPA CCW until the car moves down at All electrical power must be off during manual lowering.
approximately leveling speed.
y LPA is set.

The purpose of the LPA adjustor is to prevent the manual

lowering of the hydraulic plunger on a roped hydraulic elevator
when the car is on safety.

DC Adjustment

The adjustment of DC is the most important adjustment in the down section of the CV-500 valve. All other down adjustments will
be affected. If DC is not adjusted correctly, then DT cannot be adjusted correctly and the down stop will not be consistent.

Down Closing (DC) Down Transition (DT)

1 Car at top of hoistway, preset DC adjustor CCW to stop. y 8 turns CW closes DT. The DT adjustor is only used to
2 Energize the DLS coil DO NOT energize the DMS coil. soften the down transition, this is done by turning the DT
3 With the DLS coil energized, the car will move down on pilot adjustor CCW.
flow. Adjusting DC by turning CW will permit the car to move
down faster.
4 Adjust DL so the leveling speed of the car is approximately 10-
12fpm. Turning DL CCW increases leveling speed. Turning DL
CW decreases leveling speed (After DC is set, check the
leveling speed.)
Further Clarification of the Adjustment of DC

With DLS energized, adjust DC CW until the car just begins to move. The car must STOP INSTANTLY AFTER THE DLS IS DE-
ENERGIZED. There CAN NOT BE ANY HESITATION on the stopping of the car (no slide). Repeat the process of energizing and de-
energizing the DLS coil to insure that the car moves and stops as described above.

This adjustment is within 1/2 of a turn of being correct or incorrect.

Page - 7

Hydraulic Control Valve

TITLE : CV-500
CAD. Bill Heller DATE DWG # CV500 Manual.vsd E L E V A T O R S Y S T E M S
2801 Township Line Road - Hatfield, PA 19440
ENGR.
Chris Herrmann
11.29.06 REV. DATE Page 246 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343
Bill Payton CemcoLift 2008 Web http://www.cemcolift.com
 CV-500 Hydraulic Control Valve
CV-500 Valve Quick Adjustment Procedure
Up Direction
Adjustment &
Adjustment Wrench Size Coil State
Preset (Box) (Allen) Energized Procedure / Comments
Sequence *De-energized
CCW -- CW Lock Nut -- Adjustor
UDS
1 BP stop -- 2 9/16" -- 3/16" CW to car moves; CCW to car stops + 1/2
* ULS Bypass Flow Adjustor (BP)

UA * UDS
2 0
-- stop 3/8" -- 3/32" CCW = faster; CW = slower
ULS
* Up Start Adjustor (UA)
UDS
3
UL
-- 0 7/16" -- 3/32" * CCW = slower; CW = faster
stop
ULS Up Leveling Adjustor (UL)

UT * UDS
4 -- 0 7/16" -- 3/32" CW = slower (softter)
stop
ULS Up Transition Adjustor (UT)

US * UDS
5 -- 0 7/16" -- 3/32" CCW = slower; CW = faster
stop
ULS Up Stop Adjustor (US)

Down Direction
Adjustment &
Adjustment Wrench Size Coil State
Preset (Box) (Allen) Energized Procedure / Comments
Sequence * De-energized
CCW -- CW Lock Nut -- Adjustor

DC DMS
1A stop
-- 0 3/8" -- 3/32" CW = slower close
* DLS Down Closing Adjustor (DC)

DL DMS CCW = faster; CW = slower

1B stop
-- 6 none -- 3/16" (DL Increases with DT)
DLS
* Down Leveling Adjustor (DL)
DMS
2
DM
-- 6 none -- 3/16" * CCW = faster; CW = slower
stop
DLS
* Down Speed Adjustor (DM)
DMS CCW = slower (softter)
3 0 -- DT stop 3/8" -- 3/32" (DL Increases with DT)
* DLS Down Transition Adjustor (DT)

DA * DMS
4 -- 0 3/8" -- 3/32" CW = slower
stop
* DLS Down Acceleration (DA)

DSC * DMS
5 stop
-- 0 7/16" -- 3/32" CCW = faster; CW = slower
* DLS Down Speed Compensator (DSC)

HPRV * UDS
1 -- 3 1/2" -- 3/16" CCW = lower; CW = higher
stop
* ULS High Pressure Relief Adjustor (HPRV)

LPA DMS Depress ML manual lowering button.

2 0 --
stop
3/8" -- 3/32"
DLS Turn LPA CCW until car moves.
Low Pressure Adjustor (LPA)
Page - 8

Hydraulic Control Valve

TITLE : CV-500
CAD. Bill Heller DATE DWG # CV500 Manual.vsd E L E V A T O R S Y S T E M S
2801 Township Line Road - Hatfield, PA 19440
ENGR.
Chris Herrmann
11.29.06 REV. DATE Page 247 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343
Bill Payton CemcoLift 2008 Web http://www.cemcolift.com
 CV-500 Hydraulic Control Valve
Wrench Size Part

Remove All Adjustors

5/8" Box
Remove Low Pressure Adjustor (LPA)

Remove Inlet and Outlet Flanges

3/8" Allen
Remove BP & Down

1/4" Allen Remove UL - DSC Flanges

Remove Solenoid Coils

3/4" Box
Remove PRV

3/16" Allen Remove Solenoids

7/16" & 1/2" Box Down Seal Disc

5/32" Allen Remove UL - DSC Spools

Remove Seal Cap Low Pressure

9/16" Box
Replace check Piston, O-Ring

3/8" Box Lock nut for Low Pressure Adjustor

Tool LIst Size / Description

Box Wrenches 3/4", 5/8", 9/16", 1/2", 7/16", 3/8"

Allen Wrenches 3/8", 1/4", 3/16", 5/32", 3/32"

0-1000 PSI
Pressure Gauge
Parker Quick Disconnect Series 60-H1-62

Page - 9

Hydraulic Control Valve

TITLE : CV-500
CAD. Bill Heller DATE DWG # CV500 Manual.vsd E L E V A T O R S Y S T E M S
2801 Township Line Road - Hatfield, PA 19440
ENGR.
Chris Herrmann
11.29.06 REV. DATE Page 248 Tel (215)703-0358 - (800)962-3626 - Fax (215)703-0343
Bill Payton CemcoLift 2008 Web http://www.cemcolift.com
Valves

EECO Valves

UV5A

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Page 250
CemcoLift 2008
The EECO Advantage!
PMENT
UI

The UV5A-T & UV5A-TC

C
Q

O
VATO R E

RP
O R AT I O
Compensated Valve
E
EL

N
USA

This Is The Valve You’ve

Been Waiting For!
Temperature Compensation
With Optional
Down Speed Control
Now Makes The
UV5A
An Exceptional Value!

Temper atur e & Pr essur e Compensation

Continuing its 55 year tradition of providing the elevator industry with innovative quality products, EECO now
offers a revolutionary improvement of our UV5A control valve. The Compensated UV5A-T is our standard valve,
now equipped with full temperature compensation over its entire operational temperature range (80° to 150° F).
Modifications to the valve body as well as improvements to its internal parts have drastically simplified UV5A-T
down adjustments as well as making it the quietest valve on the market.
Also available is the optional UV5A-TC Temperature AND Pressure Compensated valve. The pressure com-
pensation system is built into a redesigned down piston assembly and maintains Constant Down Speed between
no load and full load conditions. No field adjustments are required.
Existing UV-5A control valves currently in service can now be upgraded to include both temperature com-
pensation and/or constant down speed assemblies using simple field modification kits.

F eatur es
Smooth Up Start Allows the pump motor to reach full running speed before load is applied to the motor. Provides a single
adjustment for soft start and smooth acceleration.
Up Tr
Tr ansition Provides unvarying transition through a wide pressure range.
Up Lev
Lev eling Maintains leveling speed regardless of change of system pressure, oil temperature & viscosity or pump output.
Up Stop Provides smooth up stop which is solenoid operated and adjustable.
Low
Low ering Valv
Valve
e Provides controlled down acceleration, precise contract down speed, down transition, adjustable leveling
speed and soft stop. Tool-less manual lowering feature is standard.
Check Valv
Valve
e Locks the elevator on a column of oil while the car is stopped.
A dditional Featur
Features
es High temperature Viton seals now standard on all EECO valves. Lightweight, heat-treated, high strength
aluminum body. All control adjustments are made from the front of the valve. Moving parts are restricted to
sliding sealed pistons. The 251
Page valve has a fully adjustable pressure relief valve.
CemcoLift 2008
7
 UV5A-T & TC Valve Data & Request For Quote
Valve Specifications
PRESSURE: CSA-B44/UL Minimum/Maximum: 90 - 800 PSI (6.2 - 55.2 bar). Please specify if pressures less than 90 PSI (down to 50 psi) or greater than 800 PSI
(up to 1100 PSI) are required.
FLOW RATE: Minimum 10 GPM to maximum 200 GPM (38 -760 l/min). Please specify if flow rates greater than 200 GPM are required.
OPERATING TEMPERATURE: 80° F (27° C) minimum to 150° F (65° C) maximum.
GAGE PORTS: “Ram”(jack) and “Pump” gage ports are 1/8” NPT and are provided on top of the valve. Optional quick connect/disconnect fittings as well as
0-1000 PSI liquid filled pressure gages can be installed and/or supplied with the valve upon request (See below).
OIL SPECIFICATIONS: Recommended oil: A good brand of grade 32 turbine oil with a viscosity of 150 SSU at 100° F (38° C). Other oils: The UV5A-T/TC is
also compatible with grade 46 as well as biodegradable (vegetable) oil.
LINE CONNECTION: Factory standard for each of the three valve ports is 2” NPT or 2” victaulic.
STANDARD CSA-B44/UL APPROVED SOLENOID COIL OPTIONS: 110 VAC
208 VAC
220 VAC/110 VDC (Dual voltage coil)
440 VAC/220 VDC (Dual voltage coil)
(For other coil options, please contact EECO)

UV5A-T Or UV5A-TC Valve Quotation/Order Form

❑ Request For Quote ❑ Order, PO #
Company Telephone ( )
Contact Fax ( )
Date Date Required

1. Quantity Required 2 8. Line Connections 2 Pump Jack Return

2. Coil Voltage 2
Volts
2” NPT 3 ❑ ❑ ❑
2” Victaulic 3 ❑ ❑ ❑
3. Existing valve (If any): EECO UV5A (Size)
9. Jack Port Left Hand 3 ❑ Right Hand 4 ❑ (Contact EECO)
Other (Mfg, model, size)
10. Constant Down Speed (UV5A-TC) 4 Yes ❑ No ❑
4. Static Pressure 1 or Empty Car Weight (lbs)
(psi), Empty car at 11. Pressure Gage Quick Disconnect 4
Jack ❑ Pump ❑
bottom landing. Plunger Diameter (in)
or Circumference (in) 12. 0-1000 psi Liquid Filled Pressure Gage 4 Yes ❑ No ❑
13. Low Pressure Switch 4 Yes ❑ No ❑
5. Flow Rate (GPM) 1 or Car Speed (FPM) Up
Also need plunger 14. Roped Application Options
info in #4 above. Down
If different
System to close ‘down piston’ at
6. Max Operating or Capacity (lbs) 0 psi (very low pressure) 4 Yes ❑ No ❑
Pressure (PSI) Also need empty car
Required for UV5A-TC.
weight info in #4 above. Manual Lowering Valve With Built-in
Low Pressure Check Valve 4 Yes ❑ No ❑
7. Total Travel (ft) 1
Required for sizing, 2 Required, 3 Standard, 4 Optional

Please fax this form to EECO at (323) 245-9771

PMENT
UI C
Q
Ele vator Equipment
O
E VA R E

RP
TO

O R AT I O

Corporation
EL

USA

Your One Source For Quality Hydraulic Elevator Products & Systems
Serving The Elevator Trade Since 1946
Corporate Headquarters, 4035 Goodwin Avenue, P. O. Box 39714, Los Angeles, CA 90039 ◆ Telephone: (323) 245-0147 ◆ Fax: (323) 245-9771
Indiana Division, 2230 N. W. 12th Street, Richmond, IN 47374 ◆ P. O. Box 1544, Richmond, IN 47375 ◆ Telephone: (765) 966-7761 ◆ Fax: (765) 966-7299
Customer Service: (888) 577-EECO (3326) ◆ e-mail: Page 252
sales@eeco-mail.com ◆ Web Site: www.elevatorequipment.com
Copyright © 2001 Elevator Equipment Corporation, All Rights Reserved CemcoLift 2008 AD00-0007-2 Rev. 6-20-01
Valves

EECO Valves

UV7B

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The EECO Advantage!
PMENT
UI

UV-7B Hydraulic
C
Q

O
VATO R E

RP
O R AT I O
Elevator Control Valve
E
EL

N
USA

UV -7B Valv e F eatur es

The fully unitized UV-7B hydraulic elevator control valve performs all the necessary functions for
the operation of a hydraulic elevator in both directions of travel. These functions include:

Smooth Star t allows the pump motor to Additional

reach full running speed before load is applied to
the pump. Provides a single adjustment for soft
start and smooth acceleration.
Up Transition provides unvarying transition
through a wide pressure range.
Up Le veling maintains leveling speed
regardless of change of system pressure, oil vis-
cosity or pump output.
Up Stop provides smooth up stop which is
solenoid operated and adjustable.
Lowering
Lowering Valve provides controlled down
acceleration, precise contract down speed, down
transition, adjustable leveling speed and soft
stop. Tool-less manual lowering feature is stan-
dard.
Additional Features include a lightweight,
heat-treated, high strength aluminum body.
Moving parts are restricted to sliding sealed
pistons. The valve has a fully adjustable pressure
relief valve.
Ratings
Certified by both CSA-B44 & UL.
UL and CSA rated at 50 psi (3.4 bar)
minimum and 500 psi (34.5 bar) maximum. The
temperature range is 80O F (27O C) minimum,
150O F (65O C) maximum.
For oil service, use of a good grade of turbine
oil with a viscosity of 150 ssu at 100O F (38O C)
and a minus pour point is recommended.

Check
Check Valve locks the elevator on a col- Size all UV-7B valves to bypass the entire
umn of oil while the car is stopped. Page 255 capacity of the pump at minimum pressure.
CemcoLift 2008
8
 UV-7B Hydraulic Elevator Control Valve
PERFORMANCE CHART FOR UNCOMPENSATED VALVES

PRESSURE:
CSA-B44/UL Minimum/Maximum: 50 - 500 PSI (3.5 - 34.5 bar)

FLOW RATE:
Minimum 75 gpm to maximum 375 gpm (284 -1419.5 l/min) B44
(For higher flow rates contact EECO) C US

OPERATING TEMPERATURE:
80O F (27O C) minimum to 150O F (65O C) maximum

GAGE PORTS:
Gage ports are 1/8” NPT and are provided at the locations labeled
Ram Gage and Pump Gage on the top of the valve. Optional quick
connect/disconnect fittings as well as 0-1000 psi liquid filled
pressure gages can be supplied with the valve upon request.

OIL SPECIFICATIONS:
Recommended oil: A good grade of turbine oil with a viscosity of
150 ssu at 100O F (38O C). Other oils: The UV-7B is also
compatible with biodegradable (vegetable) oil.

STANDARD CSA/UL APPROVED SOLENOID COIL OPTIONS:

110 VAC
208 VAC
220 VAC
110 VDC
220 VDC
(For other coil options, please contact EECO)

To order, or for additional information please call us at (888) 577-EECO (3326)

PMENT
UI C
Q
Ele vator Equipment
O
E VA R E

RP
TO

O R AT I O

Corporation
EL

USA

Your One Source For Quality Hydraulic Elevator Products & Systems
Corporate Headquarters, 4035 Goodwin Avenue, P.O. Box 39714, Los Angeles, CA 90039 ◆ Telephone: (323) 245-0147 ◆ Fax: (323) 245-9771
Indiana Division, 2230 N. W. 12th Street, Richmond, IN 47374 ◆ P.O. Box 1544, Richmond, IN 47375 ◆ Telephone: (765) 966-7761 ◆ Fax: (765) 966-7299
Customer Service: (888) 577-EECO (3326) ◆ e-mail: sales@eeco-mail.com ◆ Web Site: www.elevatorequipment.com
Page 256
Copyright © 2000 Elevator Equipment Corporation, All Rights Reserved CemcoLift 2008 AD99-0006-2 Rev 8-18-00
Valves

Maxton Valves

UC1A

Page 257
CemcoLift 2008
 This page
intentionally
left blank.

Page 258
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
HYDRAULIC CONTROLLERS Phone: (775) 782-1700
FAX: (775) 782-1701
UC1A, UC2AB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

Front View

UA US UL UT UA US UL UT

UC1/1A/2/2A
JACK
JACK JACK
JACK

TANK TANK
TANK TANK

PUMP PUMP
PUMP PUMP

UC1A B44 UC2A B44

Specifications Standard Features

Standard Flow range 85 – 360 gpm (332 – 1363 I/min) Unit body construction.
Operating Pressure Steel sleeve inserts in valve body.
Minimum 50 psi (3.4 bar) Victaulic or threaded line connections.
Maximum 530 psi (36.5 bar) Feedback control for stall free operation.
See Application Flow Charts Individualized adjustments.
Line Connections Integrated relief valve.
Jack Port (flange) 2, 2 ½” NPT or Victaulic High efficiency solenoids.
Tank Port (flange) 2, 2 ½” NPT or Victaulic 115 VAC solenoid coils.
Pump Port (flange) 2, 2 ½” NPT or Victaulic Factory tested prior to shipping.
24 month limited warranty.
Gauge Ports Pump Pressure: “A” Port (1/8” NPT)
System pressure: “B” Port (1/8” NPT)
Pressure Switch: “S” Port (1/8” NPT)
Operating Temperature 80° – 150° F (26° – 65° C) Additional Standard Features,
Oil Type Hyd. ISO VG 32 UC2AB44
150 SUS @ 100° F (38° C) Regulated Down Speed Control.

Solenoid Coils Encapsulated CSA / UL Listed Optional Features

Explosion Proof Coil Cover
3” Victaulic Flanges
Low Pressure Switch
Solenoid Coils
12 / 24 VDC Coils
Overall Dimensions 12 / 24 VDC – 115 VAC Dual Voltage Coils
Width 13 inches (330mm) Height 12 3/8 inches (314mm) 230 VAC Coils
Depth 11 1/4 inches (286mm) Weight 45 lbs. (20.4kg) 115 VDC Coils

Copyright 2004 Maxton Mfg. All Rights Reserved Page 25913 S:\CATALOG\WORD\SPECS1A2A.DOC REV 01/2004
CemcoLift 2008 11
 1728 Orbit Way
Minden, Nevada 89423-4114
EXTERIOR DIMENSIONS Phone: (775) 782-1700
UC1AB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

Top View

UC1A B44
DL
JACK

JACK

UC1/1A/2/2A
3 1/2"
11 1/4" (89mm)
(286mm)
PUMP

S
F 8"
(BELOW) (203mm)

4 1/2"
(114mm)

TANK

3 1/8" 4 3/4"
(79mm) (121mm)

Front View

UA US UL UT

12 3/8"
(314mm)
JACK

TANK 5 3/8"
(137mm)

1 29/32"
(48mm)

PUMP
4 3/4"
(121mm)
7 7/8"
(200mm)
13"
(330mm)

Copyright 2004 Maxton Mfg. All Rights Reserved 15 S:\CATALOG\WORD\1AED.DOC REV 01/2004
Page 260
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
EXTERIOR DIMENSIONS Phone: (775) 782-1700
FAX: (775) 782-1701
UC2AB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

Top View

UC2A B44
DSR

DL
JACK

JACK
BA
3 1/2"
11 1/4" (89mm)
(286mm)
PUMP

S
F 8"
(BELOW) (203mm)

4 1/2"
(114mm)

TANK

3 1/8" 4 3/4"
(79mm) (121mm)

Front View

UA US UL UT

12 3/8"
(314mm)
JACK

TANK 5 3/8"
(137mm)

1 29/32"
(48mm)

PUMP
4 3/4"
(121mm)
7 7/8"
(200mm)
13"
(330mm)

Copyright 2004 Maxton Mfg. All Rights Reserved 16 S:\CATALOG\WORD\2AED.DOC REV 01/2004
Page 261
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
ADJUSTMENT PROCEDURE Phone: (775) 782-1700
UC1, UC1A, UC2, UC2AB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

THE INFORMATION PRESENTED HEREIN IS FOR USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS

SPECIAL CONSIDERATIONS:
Make all adjustments at minimum pressure (no load on elevator) except where noted. “IN” is ALWAYS (CW) clockwise. “OUT” is ALWAYS (CCW)
counterclockwise. The control block adjusters have seal nuts, not lock nuts. Adjust nut only to set seal friction (friction will maintain adjustment).
When adjustment procedure calls for coils to be disconnected, disconnect them electrically. Do not remove them physically. Make adjustments with
a minimum oil temperature of 80˚ F, not to exceed 100˚ F maximum. Maxton recommends the use of a 5-micron filtration system.
GAUGE PORTS: OPERATIONAL DATA:
Gauge ports 1/8 pipe size are provided at points A, B and S. Min. / Max. Pressure: 50-530 psi (3.4-36.5 bar)
A Port: Pump pressure (RELIEF, WORKING PRESSURE). Min. / Max. Rated Flow: 85-360 gpm (322-1363 l / min.)
B Port: Jack pressure (STATIC, DOWN RUNNING). Operating Temperature: 80˚-150˚ F (26˚-65˚ C)
S Port: Low pressure switch port. Optimal Temp. Range. 100˚-130˚ F (38˚-54˚ C)
Note: The minimum operating pressure at port B should be at least Oil Type: Hyd. ISO VG 32

50 psi (3.4 bar) as car is moving down full speed with no load. See
flow chart.
Note: Consult factory when applications exceed pressure ratio
over 2.5 to 1, example ( Max. / Min. :280 / 100 )
UP SECTION ADJUSTMENTS
1 BPS Disconnect the US coil, turn UA IN (CW), register an up call
and turn BPS IN (CW) until the car just moves. Next, turn the
BPS adjuster OUT (CCW) until it stops the movement of the
car, then OUT 1/ 2 turn more. Snug lock nut on BPS adjuster
and stop pump. Reconnect the US coil.
2 UA Register an up call (pump running, U & US coils energized, car
should not move), slowly turn UA OUT (CCW) to attain full up
speed within 24 to 36 inches. Lower car to lowest landing.
3 UL Disconnect the U coil. Turn UL adjuster IN (CW) to stop and
register an up call. Leveling speed should be 3 to 5 fpm. (If not,
readjust LS*). Turn UL adjuster OUT (CCW) to attain 9 to 12
fpm leveling speed. Reconnect the U coil and lower the car to
lowest landing.
4 UT Register an up call and turn UT IN (CW) so that the car slows
to provide 4 to 6 inches of stabilized up leveling. Repeat steps
3 and 4 as necessary.
UC1/1A/2/2A
150 SUS @ 100˚ F (38˚ C)
DOWN SECTION ADJUSTMENTS
7D Register a down call to set proper down speed with down speed
adjuster D as required. Send car to upper landing.
8 DA Start by turning DA adjuster IN (CW) to stop. Register a down
call and turn the DA adjuster slowly OUT (CCW) until the car
accelerates smoothly. Send car to upper landing.
9 DT Register a down call and turn DT IN (CW) so that the car slows
to provide 4 to 6 inches of stabilized down leveling. Send car to
upper landing.
10 DL Disconnect D coil. Register a down call, hold D adjuster in place
and set down level speed at 6 to 9 fpm with the DL adjuster.
Tighten both D & DL lock nuts (snug tight). Reconnect D coil.
11 DS Turn DS IN (CW), when necessary, for a softer stop.

5 US With US adjuster fully OUT (CCW), car should stop 1/4" to 3/8"
below floor. After a normal up run, turn US IN (CW) as needed
to bring car to floor level. The pump must be timed to run no ML MANUAL LOWERING: Turn ML screw OUT (CCW) to lower car
more than ½ second after the car has reached the floor. downward at leveling speed when necessary.

6 With empty car at bottom floor, disconnect U & US coils and R RELIEF:
register a call. The car must not move. If movement occurs, a. Land car in pit and install pressure gauge in A port.
check BPS and US. b. Register an up call with a fully loaded car, making note of
Maximum operating pressure.
LS* Dot on the LS adjuster should be referenced to the line c. Turn UA adjuster OUT (CCW) to stop. Turn RELIEF adjuster
between F / S. When necessary, disconnect the U coil and turn OUT (CCW) two turns.
the UL adjuster IN (CW) to stop. Move the LS adjuster slightly d. Close the manual shut off valve to the jack.
toward S for slower or F for faster leveling speeds. Set coarse e. Register an up call, observe pressure gauge and turn
adjustment from 3 to 5 fpm with the LS adjuster, then repeat RELIEF IN (CW) to increase pressure. Final setting should
step 3. be in accordance with local code requirement not to exceed
150% of maximum operating pressure.
ADDITIONAL ADJUSTMENT INFORMATION f. Tighten the lock nut (snug tight).
g. Restart to check the pressure relief setting. Seal as required.
FOR THE UC2 / UC2A ON THE BACK SIDE h. Open the manual shut off valve to the jack.
I. Readjust UA for proper Up acceleration.
DEFAULT SETTINGS DEFAULT SETTINGS
CONTROL BLOCK CONTROL BLOCK
US UP STOP OUT (CCW) to stop. (faster rate). DT DOWN TRANSITION OUT (CCW) to stop. (faster rate)
UL UP LEVEL IN (CW) to stop. (slower speed). DA DOWN ACCELERATION OUT (CCW) to stop. (faster rate)
UA UP ACCELERATION IN (CW) to stop. (slower rate). DS DOWN STOP OUT (CCW) to stop. (faster rate)
UT UP TRANSITION OUT (CCW) to stop. (faster rate). ML MANUAL LOWERING IN (CW) to stop.
R RELIEF (factory set) APPROX 450 psi (CW increases pressure) VALVE BODY
VALVE BODY D DOWN SPEED OUT (CCW) 4 threads above lock nut. (faster speed)
BPS BY-PASS SIZING OUT (CCW) to stop (delays up start) DL DOWN LEVEL OUT (CCW) 2 threads above lock nut. (faster speed)
LS* LEVEL SPEED (factory set) DOT ON LINE (set 3-5 fpm)

Copyright 2004 Maxton Mfg. All Rights Reserved 17 S:\CATALOG\WORD\1A2AAP.DOC REV 01/2004
Page 262
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
ADJUSTMENT PROCEDURE Phone: (775) 782-1700
FAX: (775) 782-1701
UC1, UC1A, UC2, UC2AB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

THE INFORMATION PRESENTED HEREIN IS FOR THE USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS

UC2 – UC2A CONTROLLERS ONLY

The UC2 – UC2A is pressure compensated, to provide a constant rate of speed in the down direction, regardless of
varying loads. Speed will not vary more than five percent.
To adjust UC2 – UC2A follow the same procedure used in adjusting the UC1 / UC1A with the following exceptions.

Systems with operating pressure LESS than 175 psi when Systems with operating pressure MORE than
The car is traveling down empty. 175 psi when car is traveling down empty.

The DOWN SPEED REGULATOR (DSR) adjuster is located on (1) Turn DOWN SPEED REGULATOR (DSR) adjuster IN (CW)
the side of the bottom closure next to the BA adjuster. to stop then back out (CCW) two full turns.

(1) Turn DSR in (CW) to stop at the start of the down section (2) Following the Regulator adjustment procedure, adjust the
adjustment. Set the down speed 10% higher than normal, down section as instructed.
with no load on the elevator, then adjust the down direction in the
normal manner.
(2) After the down section has been adjusted completely, and the NOTE: The flow capacity of the UC2 and the UC2A
unloaded car is operating 10% above its rated or normal speed, controllers is 10% less than the UC1 and the UC1A.
turn the DSR adjuster OUT (CCW) to slow the car to its normal
operating speed.

The Balance Adjuster (BA) located on the side of the bottom closure is factory set.
Front View Top View
UC1A UC2A

UA US UL UT

JACK

TANK

BA

PUMP DSR

ATTENTION: All Maxton Valves MUST be installed with the solenoids in the upright (vertical) position.

COIL OPERATING SEQUENCE US

US For up travel, energize when pump starts and de-energize to stop. With US
energized and pump running, car will move up at leveling speed. For “soft stop”, UL

pump should run no more than one half second after US de-energizes. UT DA

U Energize with US coil to run up at contract speed. De-energize at slowdown DOWN

D
FULL SPEED
distance from floor. Slowdown distance = 2 inches for each 10 fpm of car D
PUMP

speed NOT to exceed 6 inches for every 25 fpm of car speed.

DL
If necessary increase slowdown distance to achieve 4-6 inches US UP

of stabilized up leveling. FULL SPEED

U
DL Energize to move car at leveling speed. De-energize to stop.
UA
DT
D Energize with DL coil to run down at contract speed. De-energize at slowdown BPS
DL
distance from floor. Slowdown distance = 2 inches for each 10 fpm of car
speed NOT to exceed 6 inches for every 25 fpm of car speed.
DS
If necessary increase slowdown distance to achieve 4-6 inches
of stabilized down leveling. ELECTRO-MAGNETIC COILS
U = UP COIL D = DOWN COIL
US = UP STOP COIL DL = DOWN LEVEL COIL

CAUTION: On Wye - Delta Up Start do not energize U and US Coils until motor is running on Delta
Copyright 2004 Maxton Mfg. All Rights Reserved 18263
Page S:\CATALOG\WORD\1A2AAP2.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
EXPLODED VIEW Phone: (775) 782-1700
UC1AB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

205900
2138A0 COIL COVER
SCREW 280520
206400 DOWN
SCREW CLOSURE ASSY

WARNING &
MANUAL
LOWERING
* 238100 2159A0 LABEL
SCREW SCREW
*

UC1/1A/2/2A
*
WHITE 28149A 206900
TEFLON SEAL UP BLOCK COILS SLEEVE

208000 230 VAC (GREEN)

208100 115 VDC (BLACK)
227000 ASSY

208200 115 VAC (RED)

*

SOLENOID COILS
281630
* COILS BASE
PLATE ASSY
280120 280090
BPS CLOSURE SHORT ADJ ASSY
ASSY
* 212900
SCREW *
28098A * 28017B
PISTON RING
* DOWN + 282920
LOCK RING

& EXPANDER SOLENOID TUBE

PISTON &
(1) 213000

ASSY ASSY
GUIDE ASSY + 292950
BALL CAGE
KIT
238100 + 29298B-2
* SCREW SOLENOID
SEAT KIT
28292A
280470
* * SOLENOID TUBE
MANUAL
ASSY W / STUD
28006A LOWERING
28014B 2159A0 SCREW ASSY
28098A * BPS PISTON UP / DOWN
SEAT ASSY
SCREW
PISTON RING & GUIDE ASSY
& EXPANDER
28148A
ASSY
DOWN 280070
CONTROL ADJ. SCREW ASSY
* BLOCK ASSY LONG

*
* * 28010A
216100 CHECK
* SEAT
ASSY
204200
DIFFUSER

208900
BPS SPRING
*
208800
SPRING

28006A * *
UP / DOWN
SEAT ASSY
*
FLANGE TYPE
2” VIC 203600
2 ½ VIC 203500
3” VIC 2035A0 280480
2” THD 205600 CHECK
2 ½ THD 205800 CLOSURE
ASSY
206600
SCREW 235200
PIPE PLUG
*
2141A0
Notes: * SET SCREW

* = ITEMS INCLUDED IN SEAL KIT #291510, 213100

*
(REFER TO SEAL RING LOCATIONS SHEET UC1, UC1A, UC2, UC2AB44 FOR PART NUMBER) REGULATOR STUD
+ = ITEMS INCLUDED IN SOLENOID KIT #29292A,
(UC1A SHOWN) (REFER TO THE UC2A EXPLODED VIEW FOR THE UC2A DOWN VALVE SECTION)
Copyright 2004 Maxton Mfg. All Rights Reserved
Page 19
264 S:\CATALOG\WORD\1AEV.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
EXPLODED VIEW PARTS LIST Minden, Nevada 89423-4114
Phone: (775) 782-1700
UC1, UC1A, UC2, UC2AB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com
PART # DESCRIPTION PART # DESCRIPTION PART # DESCRIPTION
28149A UP CONTROL BLOCK ASSEMBLY BPS SECTION (Continued) CHECK SECTION (Continued)
280070 Adjuster screw assembly (long) BPS closure assy (continued) 28010A Check seat assembly (Continued)
203400 Seal nut 201200 BPS closure 2010A0 Check seat
227000 * Teflon seal 201800 BPS adjuster screw 210370 Seal ring
200700 Adjuster screw 210600 * Seal ring
280090 Adjuster screw assembly (short) 28014B BPS piston & guide assembly 205000 VALVE BODY
203400 Seal nut 204000 Sleeve 28030A Regulator assembly
227000 * Teflon seal 210000 * Seal ring 2053A0 Up leveling speed adjuster
200900 Adjuster screw (short) 2038B0 BPS piston rod 210700 * Seal ring
Up control block miscellaneous 210200 * Seal ring 2030A0 Regulator
282920 + Solenoid tube assembly 2023A0 Piston 218800 Spring
29298B-2 + Solenoid seat kit 28098A * Piston ring & expander assy 212200 Spring
292950 + Ball cage kit 2057A0 * Seal ring 214200 Spring boss
210800 * Seal ring 2011B0 BPS guide (standard) 281610 Up / Down strainer assembly
244500 Seal plug 2118A0 Lock nut 2107LC * Seal ring
210500 * Seal ring 204200 BPS Diffuser 216100 Strainer
2110LC * Seal ring 208900 Spring, BPS diffuser Valve body miscellaneous
238000 Ball 28006A Up / Down seat assembly 203500 Flange, 2½" Victaulic (Shown)
243300 Spring 209300 Snap ring 203600 Flange, 2" Victaulic
239509 Orifice (max UT) (Steel) 2006A0 Up seat 2035A0 Flange, 3" Victaulic
2379A0 Screw, (¼-28 button head) 219200 Seal ring 205600 Flange, 2" Threaded
2105LC * Seal ring 205800 Flange, 2½" Threaded
210140 * Seal ring DOWN SECTION 2105LC * Seal ring
Relief block assembly 280520 Down closure assembly 2107LC * Seal ring
Note: Available in complete up block assy only. 205100 Lock nut 213700 Pipe plug
206700 Lock nut 235200 Pipe plug
28148A DOWN CONTROL BLOCK ASSY 205200 Down closure 213100 Regulator stud
280070 Adjuster screw assy (long) 213700 Pipe plug 2141A0 Set screw
203400 Seal nut 202900 Down leveling speed adjuster
227000 * Teflon seal 210600 * Seal ring
200700 Adjuster screw 203700 Down speed adjuster MISCELLANEOUS
280470 Manual lowering screw assembly 210500 * Seal ring 205900 Coils cover
203400 Seal nut 206400 Screw (Down closure)
227000 * Teflon seal 28017B Down piston & guide assy (std...) 206500 Screw (BPS closure)
204700 Manual lowering screw 2038A0 Down piston rod 206600 Screw (flanges, Check closure)
230000 Roll pin 210200 * Seal ring 208000 Solenoid coil 230 VAC (Green)
Down control block miscellaneous 2023A0 Piston 208100 Solenoid coil 115 VDC (Black)
282920 + Solenoid tube 28098A Piston ring & expander assy 208200 Solenoid coil 115 VAC (Red)
28292A + Solenoid tube w / stud 2057A0 * Seal ring 213000 Lock ring
29298B-2 + Solenoid seat kit 28017B4 Down guide (std.) 210400 * Seal ring (flanges)
292950 + Ball cage kit 2118A0 Lock nut 212900 Screw (regulator cap)
210800 * Seal ring 204000 Sleeve 2138A0 Screw (up block)
244500 Seal plug 210000 * Seal ring 213900 Screw (up block)
263900 * Seal ring 28006A Up / Down seat assembly 215900 Screw (up & down blocks)
210500 * Seal ring 209300 Snap ring 206900 Coil sleeve
208700 Spring 2006A0 Down seat 238100 Screw (base plate)
238000 Ball 219200 Seal ring 237400 3/8" Washer (coil cover)
238100 Screw (10/32 button head) CHECK SECTION 205100 Jam Nut
2379A0 Screw (¼-28 button head) 280480 Check closure assembly
225700 Cap plug 204800 Check closure
239513 Orifice (max DS) 210300 * Seal ring
2105LC * Seal ring 208800 Spring, check piston
28011B Check piston & guide assy (std.)
281630 COILS BASE PLATE ASSEMBLY 2021A0 Lock nut
216300 Coils base plate 200200 Spacer Notes: - REFER TO THE UC2A EXPLODED
VIEW PARTS LIST FOR THE UC2A
207700 Grommet 2025A0 Check piston DOWN VALVE SECTION.
207900 Ground screw 2057A0 * Seal ring
247300 Washer 2011B0 Check guide (std.) * = PARTS INCLUDED IN
281510 Check linkage assembly SEAL KIT # 291510
BPS SECTION 210200 * Seal ring
+ = PARTS INCLUDED IN
280120 BPS closure assembly 28010A Check seat assembly SOLENOID KIT # 29292A
2067A0 Lock nut 2095A0 Snap ring

Copyright 2004 Maxton Mfg. All Rights Reserved 20 S:\CATALOG\WORD\1A2AEVPL.DOC REV 01/2004
Page 265
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
EXPLODED VIEW Phone: (775) 782-1700
UC2AB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

206400 28017B
SCREW DOWN PISTON &
281980 GUIDE ASSY
2006A00
DOWN CLOSURE DOWN SEAT
ASSY

* 28098A
PISTON RING & *
EXPANDER 218400
ASSY RESTRICTOR
SEAT

UC1/1A/2/2A
*
204000
SLEEVE
SPECIFICATION
LABEL

* 202900
DOWN LEVEL
ADJUSTER

28148A2A
203700 DOWN BLOCK
ASSY
* DOWN
SPEED
ADJ

281960 “S” PORT

RESTRICTOR
PISTON 281950
RESTRICTOR
PISTON RING &
EXPANDER ASSY

219300
SLEEVE
*
NOTES:
*= ITEMS INCLUDED IN SEAL KIT #291510
220300 (REFER TO SEAL RING LOCATIONS SHEET
SPRING UC1, UC1A, UC2, UC2AB44 FOR PART
NUMBERS)
281990
DSR STRAINER
* (REFER TO THE UC1A EXPLODED VIEW
ASSY PARTS LIST FOR ALL OTHER ASSEMBLIES
* WITH THE EXCEPTION OF THE DOWN
VALVE SECTION.

*
28191D
RESTRICTOR
CLOSURE ASSY
28190A
BA ADJUSTER
ASSY

* *
*
206400 28189A
SCREW DSR ADJUSTER
ASSY

Copyright 2004 Maxton Mfg. All Rights Reserved 21 266

Page S:\CATALOG\WORD\2AEV.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
EXPLODED VIEW PARTS LIST Minden, Nevada 89423-4114
Phone: (775) 782-1700
UC2AB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email info@maxtonvalve.com

PART# DESCRIPTION PART# DESCRIPTION PART# DESCRIPTION

28148A-2A DOWN CONTROL BLOCK ASSY DOWN SECTION RESTRICTOR SECTION

280070 Adjuster screw assy (long) 281980 Down closure assembly 28191D Restrictor closure assy
203400 Seal nut 205100 Lock nut 2191D0 Restrictor closure
227000 * Teflon seal 206700 Lock nut 2105LC * Seal ring
200700 Adjuster screw 205200 Down closure 210300 * Seal ring
280470 Manual lowering screw assy 210000 * Seal ring 220400 Spring
203400 Seal nut 204000 Sleeve 220300 Restrictor spring
227000 * Teflon seal 203700 Down speed adjuster 218100 Pressure line
204700 Manual lowering screw 210600 * Seal ring 217300 Snap ring
230000 Roll pin 202900 Down leveling speed adjuster 2182B0 Cap (pressure line)
Down control block miscellaneous 210500 * Seal ring 2176B0 Poppit
282920 + Solenoid tube 28017A Down piston & guide assy (std.) 210700 * Seal ring
28292A + Solenoid tube w / stud 2038A0 Down piston rod 218300 Roll pin
29298B-2 + Solenoid seat kit 210500 * Seal ring 217700 90 deg. male connector
292950 + Ball cage kit 2023A0 Piston 212400 Ball
210800 * Seal ring 28098A * Piston ring & expander assy 212200 Spring
244500 Seal plug 2057A0 * Seal ring 239504 Orifice
263900 * Seal ring 2017B0 Down piston guide (std.) 210200 * Seal ring
210500 * Seal ring 2118A0 Lock nut
208700 Spring 281840 Down / Restrictor seat assy 28190A Balance adjuster assy
238000 Ball 209300 Snap ring 203400 Seal nut
238100 Screw (10/32 button head) 2006A0 Down seat 227000 * Teflon seal
2379A0 Screw (¼-28 button head) 219200 Seal ring 2190A0 BA adjuster screw
225700 Cap plug 218400 Restrictor seat 28189A DSR adjuster assy
239513 Orifice (max DS) 2189A0 Regulator adjuster
2105LC * Seal ring Notes: * = PARTS INCLUDED IN 210200 * Seal ring
SEAL KIT #291510 217900 Regulator cap
230000 Roll pin
+ = PARTS INCLUDED IN 225700 Vinyl cap (DSR)
SOLENOID KIT #29292A 233000 Lock nut

REFER TO THE UC1A 281960 Restrictor piston assy

EXPLODED VIEW PARTS 219600 Restrictor piston
LIST FOR ALL OTHER 281950 Piston ring & expander assy
ASSEMBLIES WITH THE 219300 Sleeve
EXCEPTION OF THE 210300 * Seal ring
DOWN VALVE SECTION.
Miscellaneous
219900 DSR strainer
206400 Screw

Copyright 2004 Maxton Mfg. All Rights Reserved 22267

Page S:\CATALOG\WORD\2AEVPL. DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
OPERATING SEQUENCE Phone: (775) 782-1700
FAX: (775) 782-1701
UC1, UC1A, UC2, UC2A,B44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

CAR AT REST–SOLENOID COILS DE–ENERGIZED

The car at rest is held by a hydraulic fluid system locked in place by a check valve, solenoid pilot valves and a
manual-lowering valve.

UP DIRECTION

When an up call is registered and the pump starts, the up solenoid (U) and the up stop solenoid (US) are
simultaneously energized closing the ball checks US and UT. The pump output flows through the up valve and

UC1/1A/2/2A
back to the reservoir.

Hydraulic fluid from the pump travels through the up strainer, to the up acceleration adjustment (UA), then the
control side of the up piston. The control side of the up piston is larger in area than the area of the up piston
exposed to the pump pressure; therefore, the up piston begins to move towards the up valve restricting the
opening in the up valve, raising the pump pressure. As the pump pressure increases above that on the jack
side of the check valve, the check valve is opened allowing fluid to flow to the jack cylinder causing the jack to
move in the up direction. The elevator then accelerates to full speed as the up piston closes the up valve.

Upon reaching a predetermined distance below the floor to which the car is traveling (2 inches for each 10 fpm
of car speed NOT to exceed 6 inches for every 25 fpm of car speed), the up solenoid (U) is de-energized,
allowing fluid from the control side of the up piston to flow through the up transition adjustment (UT), then to
the up leveling speed regulator (LS) orifice which is held open by a mechanical linkage attached to the check
valve. The control fluid then returns to the reservoir and the up piston moves toward the open position. As the
up piston moves, opening the up valve, hydraulic fluid begins flowing to the reservoir, reducing the pump
pressure. As the pump pressure is reduced, the check valve begins closing, also, partially closing the (LS)
orifice in the up leveling speed regulator.

When the flow through the (LS) orifice equals in quantity, the flow through the up acceleration adjustment (UA)
and the up leveling adjustment (UL), the car will be in leveling speed. Upon reaching a point slightly before the
floor (usually 3/8 of an inch to ¼ of an inch), the up stop solenoid (US) is de-energized. This allows fluid to flow
through the up stop adjustment (US), causing the up piston to fully open, permitting the total pump output to
flow to the reservoir, causing the car to stop. After the car comes to a complete stop, the pump motor is
electrically timed out and stops. If, during up movement, the car has been overloaded or hits an obstruction,
the fluid on the control side of the piston is evacuated to the reservoir through the relief valve, causing the up
piston to cycle open and by-pass the entire pump output.

Copyright 2004 Maxton Mfg. All Rights Reserved 25 S:\CATALOG\WORD\1A2AOPSQU.DOC REV 01/2004
Page 268
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
OPERATING SEQUENCE Phone: (775) 782-1700
UC1, UC1A, UC2, UC2AB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

CAR AT REST – SOLENOID COILS DE-ENERGIZED

The car at rest is held by a hydraulic fluid system locked in place by a check valve, solenoid pilot valves and a
manual-lowering valve.

DOWN DIRECTION

When a down call is registered, the down leveling solenoid (DL) and the down valve solenoid (D) are
simultaneously energized, allowing fluid from the control side of the piston and fluid from the down control
adjustments, down stop (DS) and down transition (DT), to flow through the down acceleration adjustment (DA)
and back to the reservoir. This reduces the pressure on the control side of the down piston. The pressure
acting on the area of the down piston exposed to the jack pressure causes the down piston to open the down
valve. The down valve will remain in the open position as long as the flow of control fluid passing through the
down acceleration adjustment (DA) exceeds the flow through the down transition (DT) and the down stop
adjustment (DS). The maximum down speed is controlled by a mechanical stop limiting the down piston travel
(adjustment D).

Upon reaching a predetermined distance above the floor to which the car is traveling (2 inches for every 10
fpm of car speed) the down solenoid (D) is de-energized. The fluid input to the control side of the down piston
from the jack continues, as the control side of the piston is larger in area than the area exposed to jack
pressure. This causes the down piston to start closing the down valve. A control rod follows the movement of
the piston, uncovering control porting and allowing fluid to flow through the down transition adjustment (DT),
stops the motion of the piston, placing the down valve in the leveling position. The rate of movement of the
down piston from the open position to the leveling position is controlled by the down transition (DT) adjustment.
Upon reaching a point slightly before floor level, (usually 3/8 of an inch to ¼ of an inch), the down solenoid (DL)
is de-energized, causing the fluid coming through the down transition (DT) and the down stop (DS) adjuster to
be diverted to the control side of the down piston, moving the down piston to the fully closed position of the
down valve.

The final closing rate of the down valve is controlled by the down stop adjustment (DS). Opening the down stop
adjustment (DS) will cause the car to stop more firmly, as control fluid is sent to the control side of the down
piston at a more rapid rate.

DOWN DIRECTION UC2 & UC2A

Constant down speed is controlled by the down speed regulator adjustment (DSR), which regulates the
movement of the down piston and down valve in the event of increased jack pressure. This continuous
regulation causes a constant rate of flow in the down direction from the jack through the down valve and back
to the reservoir regardless of varying loads on the elevator. With the above exception, the UC2 and UC2A
valves operate in general as the UC1 and UC1A valves.

Copyright 2004 Maxton Mfg. All Rights Reserved 26 S:\CATALOG\WORD\1A2AOPSQD.DOC REV 01/2004
Page 269
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
HYDRAULIC SCHEMATIC Phone: (775) 782-1700
FAX: (775) 782-1701
UC1AB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

UP CONTROL BLOCK DOWN CONTROL BLOCK

RELIEF US U D DL
SOLENOID SOLENOID SOLENOID SOLENOID

1 4 5
3

UC1/1A/2/2A
2

6 7

MANUAL
LOWERING

UA US UL UT DT DS DA

DL

"B" PORT

NOTE: 11
THE DOWN VALVE
IS ROTATED 90°
FOR CLARITY JACK

"S" PORT
8
12

BPS 10 9 "A" PORT

13

14
PUMP
(BELOW)

TANK

1 MAXIMUM UA ORIFICE 6 DT BALL CHECK 11 DOWN PISTON & GUIDE ASS'Y

2 UT BALL CHECK 7 DS BALL CHECK 12 CHECK PISTON & GUIDE ASS'Y
3 US BALL CHECK 8 DOWN STRAINER ASS'Y 13 CHECK LINKAGE
4 MAXIMUM DT ORIFICE 9 UP STRAINER ASS'Y 14 LS ADJUSTER (ABOVE)
5 MAXIMUM DS ORIFICE 10 BPS PISTON & GUIDE ASS'Y

Copyright 2004 Maxton Mfg. All Rights Reserved 27270

Page S:\CATALOG\WORD\1ASCHAT.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
HYDRAULIC SCHEMATIC Phone: (775) 782-1700
UC2AB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

DOWN CONTROL BLOCK

D DL
SOLENOID SOLENOID

NOTE:
SEE UC1A HYDRAULIC
SCHEMATIC FOR UP
SECTION. 1

MANUAL
LOWERING

DT DS DA

DL

CHECK
3
JACK BYPASS
TANK
VALVE
VALVE

NOTE: 6
THE CHECK VALVE
IS ROTATED 90°
FOR CLARITY.
8

PUMP
5

1 MAXIMUM DS ORIFICE 6 RESTRICTOR PISTON ASS'Y

2 DS BALL CHECK 7 DOWN SPEED REGULATOR ADJUSTER (DSR)
3 DOWN STRAINER ASS'Y 8 BALANCE ADJUSTER (BA)
4 DOWN PISTON & GUIDE ASS'Y
5 RESTRICTOR ORIFICE

Copyright 2004 Maxton Mfg. All Rights Reserved 28271

Page S:\CATALOG\WORD\2ASCHAT.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
TROUBLE SHOOTING PROCEDURES Phone: (775) 782-1700
FAX: (775) 782-1701
UC1, UC1A, UC2, UC2AB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

CAUTION:

• The information contained herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off
and that the elevator is resting on the bumpers (zero system pressure).

UC1/1A/2/2A
The possible problems and causes are listed in likelihood and ease of checking.

The first section of the guide deals with the UP SECTION, while the second deals with the DOWN
SECTION.

It is important to use the following reference materials in conjunction with the trouble shooting procedures.

• UC1, UC1A, UC2, UC2AB44 Operating Sequence

• UC1, UC1A, UC2, UC2AB44 Adjustment Procedure

Copyright 2004 Maxton Mfg. All Rights Reserved Page 29

272 S:\CATALOG\WORD\1A2ATSP1.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
TROUBLE SHOOTING PROCEDURES Phone: (775) 782-1700
UC1, UC1A, UC2, UC2AB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off
and that the elevator is resting on the bumpers (zero system pressure).

UP SECTION

PUMP RUNS, CAR DOES NOT MOVE

• Check valve for proper sizing in accord with adjustment instruction.
• Make sure gate valves are open in system as required.
• If car is resting on bumpers, make sure main down piston is not open by manually closing it with the
D (Down Speed adjuster). Turn D (Down Speed) adjuster in clockwise (CW) to stop, then back out
counterclockwise (CCW) to it’s normal position (count number of turns in and out to avoid lengthy
adjustment).
• Turn US (Up Stop) adjuster in (CW) fully.
1. If car moves, check for proper voltage to coils.
2. If voltage is correct, remove US solenoid assembly. Visually inspect parts for foreign
material and / or damage. Ball cage must operate freely within the solenoid tube.
3. If car does not move, repeat procedure with UT (Up Transition) adjuster and U solenoid
assembly.
• Remove BPS closure and piston. Examine piston ring for debris and / or damage, it must expand
after it has been manually compressed. Clean or free if necessary. Check piston ring for ring groove
wear. Make sure the large recycle spring grips the shoulder of the piston tightly.

SLOW UP ACCELERATION
• Turn UA (Up Acceleration) adjuster out (CCW).
• Check belts and pulleys on pump and motor to make sure they are not slipping.
• Remove control block and check up control fluid strainer for lint. If clogged, remove debris (in this
case oil in the system must be filtered).
• Check relief valve for proper setting. Refer to Adjustment Procedures.
• Turn UT (Up Transition) and US (Up Stop) adjusters in (CW) fully. If car then accelerates properly,
check both U and US solenoid assemblies for damage to seats, debris and free movement of Ball
cage.
• Check motor for proper HP rating and line voltage for excessive voltage drop.

UP ACCELERATION ROUGH
• Check jack packing and guide shoes for excessive tightness.
• Check valve for proper sizing.

UP SPEED SLOW
• Check belts and pulleys on pump and motor to make sure they are not slipping.
• Check relief valve for proper setting.
• Turn UT (Up Transition) adjuster in (CW). If this corrects the problem:
1. Check for proper coil voltage on up coils.
2. Check both U and US solenoid assemblies for damage to seats, debris and free movement
of Ball cage.
• Check motor for proper HP rating and line voltage for excessive voltage drop.

Copyright 2004 Maxton Mfg. All Rights Reserved 30 S:\CATALOG\WORD\1A2ATSP2.DOC REV 01/2004
Page 273
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
TROUBLE SHOOTING PROCEDURES Phone: (775) 782-1700
FAX: (775) 782-1701
UC1, UC1A, UC2, UC2AB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off
and that the elevator is resting on the bumpers (zero system pressure).

UP SECTION (CONTINUED)

CAR OVERSHOOTS FLOOR

• Turn the UT (Up Transition) adjuster out (CCW) more.

UC1/1A/2/2A
• Remove the US solenoid assembly and check for foreign material and / or damage. Solenoid parts
must operate freely within solenoid tube.
• Check hatch slow down switch and stopping circuit to make sure there is no delay (one second lost
means a three foot delay at 180 feet per minute).

CAR STALLS OR LEVELING SPEED VARIES IN LEVELING ZONE

• Make sure the US (Up Stop) and U (Up) coils are connected in proper operating sequence. Refer to
Adjustment Procedure.
• Make sure the LS (Leveling Speed) adjuster dot is referenced to the line between F and S.
• Check Relief for proper setting.
• If car will not adjust using LS (Leveling Speed) adjuster, turn US (Up Stop) adjuster in (CW). Be sure to
count the number of turns for later readjustment. Then:
1. Check for proper coil voltage.
2. Remove the US solenoid assembly and check for foreign material and / or damage. Solenoid
parts must operate freely within solenoid tube.
3. Replace solenoid seat.
4. Readjust (US) back to original position.
• Remove BPS closure and piston. Examine piston ring for debris and / or damage, it must expand after
it has been manually compressed. Clean or free if necessary. Check piston ring for ring groove wear.
Make sure the large recycle spring grips the shoulder of the piston tightly.

HARSH UP STOP
• Turn US (Up Stop) adjuster in (CW) for smoother stop.
• Check that the pump continues to run after car has stopped for at least one second. As a check to
determine adequate pump time, turn US (Up Stop) adjuster (CW) all the way. Car should then level and
stop above the floor. If not, there is not enough pump time.
• Check jack and guide shoes for excessive tightness. If jack packing and guide shoes are in good
condition, a soft stop will be accomplished by following the standard Adjustment Procedure.

Copyright 2004 Maxton Mfg. All Rights Reserved Page31

274 S:\CATALOG\WORD\1A2ATSP3.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
TROUBLE SHOOTING PROCEDURES Phone: (775) 782-1700
UC1, UC1A, UC2, UC2AB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the
elevator is resting on the bumpers (zero system pressure).

DOWN SECTION
CAR WILL NOT LOWER
• Check coil voltage.
• Check line shut off valve and tank shut off valve.
• Turn DS (Down Stop) adjuster in clockwise (CW) to stop.
• Turn DA (Down Acceleration) out counterclockwise (CCW) more.
• Turn DT (Down Transition) adjuster in (CW) slowly. If car will not lower, turn ML (Manual Lowering) screw out
(CCW) all the way. If car lowers with ML screw open, first check for proper coil voltage. If voltage is correct,
then check both D and DL solenoid assemblies for debris and / or damage. Solenoid parts must operate
freely within solenoid tube.
• Replace solenoid seat.
• Remove Down closure and piston. Examine piston ring for debris and / or damage, it must expand after it has
been manually compressed. Clean or free if necessary. Check piston ring for ring groove wear.
• Check piston guide and seat for freedom of movement.

SLOW DOWN START

• Turn DA (Down Acceleration) adjuster out (CCW).
• Turn DS (Down Stop) adjuster in (CW).
• Remove D solenoid assembly. Check for debris and / or damage. Solenoid parts must operate freely within
solenoid tube.
• Replace solenoid seats.
• Check jack packing and guide shoes for any binding.

HARSH OR BOUNCY START

• Bleed air from jack.
• Check for tight packing or guide shoe friction.

FAST DOWN START

• Turn DA (Down Acceleration) adjuster in (CW).

CAR COMES DOWN IN LEVELING SPEED ONLY

• Check coil voltage to D (Down Valve) solenoid.
• Land car and remove D solenoid assembly. Check for debris and / or damage. Solenoid parts must operate
freely within solenoid tube.
• Replace solenoid seats.

MAIN DOWN SPEED TOO SLOW

• Make sure gate valves are open between valve and jack and between valve and tank.
• Turn D (Down Speed) adjuster out (CCW).
• Replace solenoid seats.
• Remove down closure and piston. Check piston ring on Down piston for debris and / or damage, it must
expand after it has been manually compressed. Check piston ring for groove wear. Install pressure gauge at
“B” port. Check pressure during full down speed, no load and compare to flow chart. If there is any abnormal
pressure drop, check for restriction in piping from valve to jack and from valve to tank.
• Check flow capacities of pipe between valve and jack and between valve and tank (must not exceed 15 feet
per second).

Copyright 2004 Maxton Mfg. All Rights Reserved 32275

Page S:\CATALOG\WORD\1A2ATSP4.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
TROUBLE SHOOTING PROCEDURES Phone: (775) 782-1700
FAX: (775) 782-1701
UC1, UC1A, UC2, UC2AB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off
and that the elevator is resting on the bumpers (zero system pressure).

DOWN SECTION (CONTINUED)

DOWN TRANSITION TOO SLOW

• Turn DT (Down Transition) out (CCW). This will necessitate readjusting the DA (Down Acceleration)

UC1/1A/2/2A
adjustment.
• Remove D solenoid assembly and check for debris and / or damage. Ball cage must operate freely within
solenoid tube.
• Replace solenoid seat.
• Check slow down switch and relays for possible delay.
• Check down control fluid strainer (under control block) assembly for lint. If clogged, remove debris (in this
case oil in the system should be filtered).

NO DOWN LEVELING SPEED

• Turn DA (Down Acceleration) adjuster out (CCW).
• Turn ML (Manual Lowering) screw out (CCW).
• If car lowers:
1. Check voltage to DL solenoid coil.
2. Remove DL solenoid assembly and check for debris and / or damage. Ball cage must operate freely
within solenoid tube.
3. Replace solenoid seat.
• If car does not lower, turn DT in (CW) until normal leveling speed is attained..

DOWN STOP TOO SMOOTH OR INACCURATE

• Turn DS (Down Stop) adjuster out (CCW). This will necessitate readjusting the DA (Down Acceleration)
adjustment.
• Remove DL solenoid assembly and check for debris and / or damage. Ball cage must operate freely within
solenoid tube.
• Check slow down switch and relays for possible delay.
• Check down control fluid strainer (under control block) assembly for lint. If clogged, remove debris (in this
case oil in the system should be filtered).

DOWN STOP TOO ROUGH

• Turn DS (Down Stop) adjuster in (CW).
• Check for tight jack packing or guide shoes.

CAR WILL NOT STOP IN DOWN DIRECTION

• Make sure coils are not energized.
• Turn DT (Down Transition) adjuster out (CCW) fully.
• Remove D solenoid assembly and check for debris and / or damage. Ball cage must operate freely within
solenoid tube.
• Replace solenoid ball cage.
• Replace solenoid seat.
• Remove valve closure and check piston guides to make sure they operate freely within their respective seats.
• Check down control fluid strainer (under control block) assembly for lint. If clogged, remove debris (in this
case oil in the system should be filtered).

Copyright 2004 Maxton Mfg. All Rights Reserved 33

Page 276 S:\CATALOG\WORD\1A2ATSP5.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
TROUBLE SHOOTING PROCEDURES Phone: (775) 782-1700
UC1, UC1A, UC2, UC2AB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off
and that the elevator is resting on the bumpers (zero system pressure).

DOWN SECTION (CONTINUED)

CAR DRIFTS DOWN SLOWLY

• Send car to upper floor. Open main power disconnect switch.
• Close pit valve. If car still drifts, the leak is in the jack assembly.
• Back out seal nut on ML (Manual Lowering) screw one half turn. Turn ML screw in (CW) fully and
re-tighten seal nut to ensure a good seat.
• Turn DA (Down Acceleration) adjuster in clockwise (CW) fully. If leak stops, this indicates a leak at
the down solenoids. Replace D and DL solenoid seats. Refer to solenoid kit# 29292A.
• To test leak at check valve:
1. Install gauge at “A” port and close gate valve between pump and tank.
2. Close bypass piston with BPS adjuster.
3. Turn UA (Up Acceleration) and UL (Up Leveling) adjusters in (CW) fully. Count the number
of turns to avoid lengthy readjustments.
4. If pressure builds at “A” port, this indicates a leaking check valve. To dismantle the Check
piston and guide assembly, insert an Allen wrench into the end of the assembly rod and
remove the flex lock nut. Check the assembly rod and seal rings for debris and / or damage.
5. Examine Check valve seat for damage.
6. Remove the snap ring holding the Check valve seat and examine the seal ring under the
seat for debris and / or damage.
7. If leak is not indicated at check valve, remove down closure and piston. Check seal ring and
seat for debris and / or damage.

ADDITIONAL PROCEDURE FOR UC2A (UC2)

FULL DOWN SPEED TOO SLOW

• In examining flow charts, the down flow capacity of the UC2A (UC2) valve is 10 percent less than
the UC1A (UC1) valve.

CAR DRIFTS DOWN SLOW

• Before dismantling the down section except when the problem is pinpointed to the control block,
turn DSR (Down Speed Regulator) in (CW) fully. If this stops the leak, examine the Regulator
Poppit for debris and / or damage.

DOWN SPEED VARIES

• Adjusting with BA (Balance Adjustment) adjuster, turn in (CW) for slower and out (CCW) for faster.
This adjustment must be made with a full load.

BA ADJUSTER NOT AT FACTORY SETTING

• Call Maxton Technical Support with valve serial number.

Copyright 2004 Maxton Mfg. All Rights Reserved 34 S:\CATALOG\WORD\1A2ATSP6.DOC REV 01/2004
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Valves

Maxton Valves

UC2A

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 HYDRAULIC CONTROLLERS UC1A, UC2AB44- JANUARY 2006

Front View

UA US UL UT UA US UL UT

JACK
JACK JACK
JACK

TANK TANK
TANK TANK

PUMP PUMP
PUMP PUMP

UC1A B44 UC2A B44

Specifications Standard Features

Standard Flow range 85 – 360 gpm (332 – 1363 I/min) Unit body construction.
Operating Pressure Steel sleeve inserts in valve body.
Minimum 50 psi (3.4 bar) Victaulic or threaded line connections.
Maximum 530 psi (36.5 bar) Feedback control for stall free operation.
See Application Flow Charts Individualized adjustments.
Line Connections Integrated relief valve.
Jack Port (flange) 2, 2 ½” NPT or Victaulic High efficiency solenoids.
Tank Port (flange) 2, 2 ½” NPT or Victaulic 115 VAC solenoid coils.
Pump Port (flange) 2, 2 ½” NPT or Victaulic Factory tested prior to shipping.
24 month limited warranty.
Gauge Ports Pump Pressure: “A” Port (1/8” NPT)
System pressure: “B” Port (1/8” NPT)
Pressure Switch: “S” Port (1/8” NPT)
Operating Temperature 80° – 150° F (26° – 65° C) Additional Standard Features,
Oil Type Hyd. ISO VG 32 UC2AB44
150 SUS @ 100° F (38° C) Regulated Down Speed Control.

Solenoid Coils Encapsulated CSA / UL Listed Optional Features

Explosion Proof Coil Cover
3” Victaulic Flanges
Low Pressure Switch
Solenoid Coils
12 / VDC Coils
Overall Dimensions 12 / VDC – 115 VAC Dual Voltage Coils
Width 13 inches (330mm) Height 12 3/8 inches (314mm) 230 VAC Coils
Depth 11 1/4 inches (286mm) Weight UC1A 47 lbs, UC2A 50 lbs 115 VDC Coils

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

Page 281 S:\CATALOG\WORD\1A2ASPECS.DOC REV 01/2006 13

CemcoLift 2008
 EXTERIOR DIMENSIONS UC1A - JANUARY 2006

Top View

UC1A B44
DL
JACK

JACK
3 1/2"
11 1/4" (89mm)
(286mm)
PUMP

S
F 8"
(BELOW) (203mm)

4 1/2"
(114mm)

TANK

3 1/8" 4 3/4"
(79mm) (121mm)

Front View

UA US UL UT

12 3/8"
(314mm)
JACK

TANK 5 3/8"
(137mm)

1 29/32"
(48mm)

PUMP
4 3/4"
(121mm)
7 7/8"
(200mm)
13"
(330mm)

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 EXTERIOR DIMENSIONS UC2AB44 - JANUARY 2006

Top View

UC2A B44
DSR

DL
JACK

JACK
BA
3 1/2"
11 1/4" (89mm)
(286mm)
PUMP

S
F 8"
(BELOW) (203mm)

4 1/2"
(114mm)

TANK

3 1/8" 4 3/4"
(79mm) (121mm)

Front View

UA US UL UT

12 3/8"
(314mm)
JACK

TANK 5 3/8"
(137mm)

1 29/32"
(48mm)

PUMP
4 3/4"
(121mm)
7 7/8"
(200mm)
13"
(330mm)

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 ADJUSTMENT PROCEDURE UC1, UC1A, UC2, UC2AB44 - JANUARY 2006

THE INFORMATION PRESENTED HEREIN IS FOR USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS

SPECIAL CONSIDERATIONS:
Make all adjustments at minimum pressure (no load on elevator) except where noted. “IN” is ALWAYS (CW) clockwise. “OUT” is ALWAYS (CCW)
counterclockwise. The control block adjusters have seal nuts, not lock nuts. Adjust nut only to set seal friction (friction will maintain adjustment).
When adjustment procedure calls for coils to be disconnected, disconnect them electrically. Do not remove them physically. Make adjustments with
a minimum oil temperature of 80˚ F, not to exceed 100˚ F maximum. Maxton recommends the use of a 5-micron filtration system.
GAUGE PORTS: OPERATIONAL DATA:
Gauge ports 1/8 pipe size is provided at points A, B and S. Min. / Max. Pressure: 50-530 psi (3.4-36.5 bar)
A Port: Pump pressure (RELIEF, WORKING PRESSURE). Min. / Max. Rated Flow: 85-360 gpm (322-1363 l / min.)
B Port: Jack pressure (STATIC, DOWN RUNNING). Operating Temperature: 80˚-150˚ F (26˚-65˚ C)
S Port: Low pressure switch port. Optimal Temp. Range. 100˚-130˚ F (38˚-54˚ C)
Note: The minimum operating pressure at port B should be at least Oil Type: Hyd. ISO VG 32
50 psi (3.4 bar) as car is moving down full speed with no load. See 150 SUS @ 100˚ F (38˚ C)
flow chart.
* SAFETACH performance meter validates valve adjustment by providing Note: Consult factory when applications exceed pressure ratio
direct speed and acceleration (g-force) readouts. www.safetach.com over 2.5 to 1, example (Max. / Min. :280 / 100 )

UP SECTION ADJUSTMENTS (Start with car at lower landing) DOWN SECTION ADJUSTMENTS (Start with car at upper landing)
1 BPS Disconnect the US coil, turn UA IN (CW), register an up call 7D Register a down call to set proper down speed with down speed
and turn BPS IN (CW) until the car just moves. Next, turn the adjuster D as required. Send car to upper landing.
BPS adjuster OUT (CCW) until it stops the movement of the *(Read high speed).
car, then OUT 1/ 2 turn more. Snug lock nut on BPS adjuster
and stop pump. Reconnect the US coil. 8 DA Start by turning DA adjuster IN (CW) to stop. Register a down
call and turn the DA adjuster slowly OUT (CCW) until the car
2 UA Register an up call (pump running, U & US coils energized, car accelerates smoothly. Send car to upper landing.
should not move), slowly turn UA OUT (CCW) to attain full up
*(Accel 0.04g-0.09g).
speed within 24 to 36 inches. * (Accel 0.04g-0.09g).
9 DT Register a down call and turn DT IN (CW) so that the car slows
3 UL Disconnect the U coil. Turn UL adjuster IN (CW) to stop and to provide 4 to 6 inches of stabilized down leveling. Send car to
register an up call. Leveling speed should be 3 to 5 fpm. (If not,
upper landing. * (Decel 0.04g-0.09g).
readjust LS*). Turn UL adjuster OUT (CCW) to attain 9 to 12
fpm leveling speed. Reconnect the U coil and lower the car to
10 DL Disconnect D coil. Register a down call, hold D adjuster in place
lowest landing. *(Read leveling speed). and set down level speed at 6 to 9 fpm with the DL adjuster.
Tighten both D & DL lock nuts (snug tight). Reconnect D coil.
4 UT Register an up call and turn UT IN (CW) so that the car slows
to provide 4 to 6 inches of stabilized up leveling. Repeat steps
* (leveling speed 6 to 9 fpm).
3 and 4 as necessary. *(Decel 0.04g-0.09g). 11 DS Turn DS IN (CW), when necessary, for a softer stop.
5 US With US adjuster fully OUT (CCW), car should stop 1/4" to 3/8"
* (Stop 0.04g-0.09g).
below floor. After a normal up run, turn US IN (CW) as needed
ML MANUAL LOWERING: Turn ML screw OUT (CCW) to lower car
to bring car to floor level. *(Stop 0.04g-0.09g). The pump must downward at leveling speed when necessary.
be timed to run no more than ½ second after the car has
reached the floor. R RELIEF:
a. Land car in pit and install pressure gauge in A port.
6 With empty car at bottom floor, disconnect U & US coils and b. Register an up call with a fully loaded car, making note of
register a call. The car must not move. If movement occurs, Maximum operating pressure.
check BPS and US. c. Turn UA adjuster OUT (CCW) to stop. Turn RELIEF adjuster
OUT (CCW) two turns.
LS* Dot on the LS adjuster should be referenced to the line d. Close the manual shut off valve to the jack.
between F / S. When necessary, disconnect the U coil and turn e. Register an up call, observe pressure gauge and turn
the UL adjuster IN (CW) to stop. Move the LS adjuster slightly RELIEF IN (CW) to increase pressure. Final setting should
toward S for slower or F for faster leveling speeds. Set coarse be in accordance with local code requirement not to exceed
adjustment from 3 to 5 fpm with the LS adjuster, then repeat 150% of maximum operating pressure.
step 3. * (Level Speed Test 3 to 5 fpm). f. Tighten the lock nut (snug tight).
g. Restart to check the pressure relief setting. Seal as required.
ADDITIONAL ADJUSTMENT INFORMATION h. Open the manual shut off valve to the jack.
I. Readjust UA for proper Up acceleration.*(Accel 0.04g-0.09g).
FOR THE UC2 / UC2A ON THE BACK SIDE
DEFAULT SETTINGS DEFAULT SETTINGS
CONTROL BLOCK CONTROL BLOCK
US UP STOP OUT (CCW) to stop. (faster rate). DT DOWN TRANSITION OUT (CCW) to stop. (faster rate)
UL UP LEVEL IN (CW) to stop. (slower speed). DA DOWN ACCELERATION OUT (CCW) to stop. (faster rate)
UA UP ACCELERATION IN (CW) to stop. (slower rate). DS DOWN STOP OUT (CCW) to stop. (faster rate)
UT UP TRANSITION OUT (CCW) to stop. (faster rate). ML MANUAL LOWERING IN (CW) to stop.
R RELIEF (factory set) APPROX 450 psi (CW increases pressure) VALVE BODY
VALVE BODY D DOWN SPEED OUT (CCW) 4 threads above lock nut. (faster speed)
BPS BY-PASS SIZING OUT (CCW) to stop (delays up start) DL DOWN LEVEL OUT (CCW) 2 threads above lock nut. (faster speed)
LS* LEVEL SPEED (factory set) DOT ON LINE (set 3-5 fpm)

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 ADJUSTMENT PROCEDURE UC1, UC1A, UC2, UC2AB44 - JANUARY 2006
THE INFORMATION PRESENTED HEREIN IS FOR THE USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS

UC2 – UC2A CONTROLLERS ONLY

The UC2 – UC2A is down speed regulated to provide a constant rate of speed in the down direction, regardless of varying
loads. Speed will not vary more than five percent.
To adjust UC2 – UC2A follow the same procedure used in adjusting the UC1 / UC1A with the following exceptions.

Systems with operating pressure LESS than 175 psi when Systems with operating pressure MORE than
The car is traveling down empty. 175 psi when car is traveling down empty.

The DOWN SPEED REGULATOR (DSR) adjuster is located on (1) Turn DOWN SPEED REGULATOR (DSR) adjuster IN (CW)
the side of the bottom closure next to the BA adjuster. to stop then back out (CCW) two full turns.

(1) Turn DSR in (CW) to stop at the start of the down section (2) Following the Regulator adjustment procedure, adjust the
adjustment. Set the down speed 10% higher than normal, down section as instructed.
with no load on the elevator, then adjust the down direction in the
normal manner.
(2) After the down section has been adjusted completely, and the NOTE: The flow capacity of the UC2 and the UC2A
unloaded car is operating 10% above its rated or normal speed, controllers is 10% less than the UC1 and the UC1A.
turn the DSR adjuster OUT (CCW) to slow the car to its normal
operating speed.

The Balance Adjuster (BA) located on the side of the bottom closure is factory set.
Front View Top View
RELIEF ADJ.
UC1A UC2A
LS ADJ.

BPS ADJ.
UA US UL UT

JACK

TANK

BA

PUMP DSR

ATTENTION: All Maxton Valves MUST be installed with the solenoids in the upright (vertical) position.

COIL OPERATING SEQUENCE US

US For up travel, energize when pump starts and de-energize to stop. With US
energized and pump running, car will move up at leveling speed. For “soft stop”, UL

pump should run no more than one half second after US de-energizes. UT DA

U Energize with US coil to run up at contract speed. De-energize at slowdown DOWN

D
FULL SPEED
distance from floor. Slowdown distance = 2 inches for each 10 fpm of car D
PUMP

speed NOT to exceed 6 inches for every 25 fpm of car speed.

DL
If necessary increase slowdown distance to achieve 4-6 inches US UP
FULL SPEED
of stabilized up leveling.
U
DL Energize to move car at leveling speed. De-energize to stop.
UA
DT
D Energize with DL coil to run down at contract speed. De-energize at slowdown BPS
DL
distance from floor. Slowdown distance = 2 inches for each 10 fpm of car
speed NOT to exceed 6 inches for every 25 fpm of car speed.
DS
If necessary increase slowdown distance to achieve 4-6 inches
of stabilized down leveling. ELECTRO-MAGNETIC COILS
U = UP COIL D = DOWN COIL
US = UP STOP COIL DL = DOWN LEVEL COIL

CAUTION: On Wye - Delta Up Start do not energize U and US Coils until motor is running on Delta

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 EXPLODED VIEW UC1AB44 - JANUARY 2006

205900
2138A0 COIL COVER
SCREW 280520
206400 DOWN
SCREW CLOSURE ASSY

WARNING &
MANUAL
LOWERING
* 238100 215900 LABEL
SCREW SCREW
*
*
WHITE 28149A 206900
TEFLON SEAL UP BLOCK

208000 230 VAC (GREEN)

COILS SLEEVE

208100 115 VDC (BLACK)

227000 ASSY

208200 115 VAC (RED)

SOLENOID COILS
*
281630
COILS BASE
* PLATE ASSY
280120 280090
BPS CLOSURE SHORT ADJ ASSY
ASSY
* 212900
SCREW *
28098A * 28017E
PISTON RING + 282920
* DOWN
LOCK RING

& EXPANDER SOLENOID TUBE

(1) 213000

PISTON &
ASSY ASSY
GUIDE ASSY + 292950
BALL CAGE
KIT
238100 + 29298B-2
SCREW SOLENOID
* SEAT KIT
28292A
280470
* * SOLENOID TUBE
MANUAL
ASSY W / STUD
28006A LOWERING
28014B 215900 SCREW ASSY
UP / DOWN
28098A * BPS PISTON
SEAT ASSY
SCREW
PISTON RING & GUIDE ASSY
& EXPANDER
28148A
ASSY
DOWN 280070
CONTROL ADJ. SCREW ASSY
* BLOCK ASSY LONG
28011A
* CHECK PISTON
ASSY
* * 28010A
216100 CHECK
* SEAT
ASSY
204200
DIFFUSER

208900
BPS SPRING
*
208800
SPRING

28006A * *
UP / DOWN
SEAT ASSY
*
FLANGE TYPE
2” VIC 203600
2 ½ VIC 203500
3” VIC 2035A0 280480
2” THD 205600 CHECK
2 ½ THD 205800 CLOSURE
ASSY
206600
SCREW 235200
PIPE PLUG
*
2141A0
Notes: * SET SCREW

* = ITEMS INCLUDED IN SEAL KIT #291510, 213100

*
(REFER TO SEAL RING LOCATIONS SHEET UC1, UC1A, UC2, UC2AB44 FOR PART NUMBER) REGULATOR STUD
+ = ITEMS INCLUDED IN SOLENOID KIT #29292A,
(UC1A SHOWN) (REFER TO THE UC2A EXPLODED VIEW FOR THE UC2A DOWN VALVE SECTION)

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 EXPLODED VIEW UC1AB44 PARTS LIST- JANUARY 2006

PART # DESCRIPTION PART # DESCRIPTION PART # DESCRIPTION

28149A UP CONTROL BLOCK ASSEMBLY BPS SECTION (Continued) CHECK SECTION (Continued)
280070 Adjuster screw assembly (long) BPS closure assy (continued) 28010A Check seat assembly (Continued)
203400 Seal nut 201200 BPS closure 2010A0 Check seat
227000 * Teflon seal 201800 BPS adjuster screw 210370 Seal ring
200700 Adjuster screw 210600 * Seal ring
280090 Adjuster screw assembly (short) 28014B BPS piston & guide assembly 205000 VALVE BODY
203400 Seal nut 204000 Sleeve 28030A Regulator assembly
227000 * Teflon seal 210000 * Seal ring 2053A0 Up leveling speed adjuster
200900 Adjuster screw (short) 2038B0 BPS piston rod 210700 * Seal ring
Up control block miscellaneous 210200 * Seal ring 2030A0 Regulator
282920 + Solenoid tube assembly 2023A0 Piston 218800 Spring
29298B-2 + Solenoid seat kit 28098A * Piston ring & expander assy 212200 Spring
292950 + Ball cage kit 2057A0 * Seal ring 214200 Spring boss
210800 * Seal ring 2011E4 BPS guide (standard) 281610 Up / Down strainer assembly
244500 Seal plug 2118A0 Lock nut 2107LC * Seal ring
210500 * Seal ring 204200 BPS Diffuser 216100 Strainer
2110LC * Seal ring 208900 Spring, BPS diffuser Valve body miscellaneous
238000 Ball 28006A Up / Down seat assembly 203500 Flange, 2½" Victaulic (Shown)
243300 Spring 209300 Snap ring 203600 Flange, 2" Victaulic
239509 Orifice (max UT) (Steel) 2006A0 Up seat 2035A0 Flange, 3" Victaulic
2379A0 Screw, (¼-28 button head) 219200 Seal ring 205600 Flange, 2" Threaded
2105LC * Seal ring 205800 Flange, 2½" Threaded
210140 * Seal ring DOWN SECTION 2105LC * Seal ring
Relief block assembly 280520 Down closure assembly 2107LC * Seal ring
Note: Available in complete up block assy only. 205100 Lock nut 213700 Pipe plug
206700 Lock nut 235200 Pipe plug
28148A DOWN CONTROL BLOCK ASSY 205200 Down closure 213100 Regulator stud
280070 Adjuster screw assy (long) 213700 Pipe plug 2141A0 Set screw
203400 Seal nut 202900 Down leveling speed adjuster
227000 * Teflon seal 210600 * Seal ring
200700 Adjuster screw 203700 Down speed adjuster MISCELLANEOUS
280470 Manual lowering screw assembly 210500 * Seal ring 205900 Coils cover
203400 Seal nut 206400 Screw (Down closure)
227000 * Teflon seal 28017B Down piston & guide assy (std...) 206500 Screw (BPS closure)
204700 Manual lowering screw 2038A0 Down piston rod 206600 Screw (flanges, Check closure)
230000 Roll pin 210200 * Seal ring 208000 Solenoid coil 230 VAC (Green)
Down control block miscellaneous 2023A0 Piston 208100 Solenoid coil 115 VDC (Black)
282920 + Solenoid tube 28098A Piston ring & expander assy 208200 Solenoid coil 115 VAC (Red)
28292A + Solenoid tube w / stud 2057A0 * Seal ring 213000 Lock ring
29298B-2 + Solenoid seat kit 2017E4 Down guide (std.) 210400 * Seal ring (flanges)
292950 + Ball cage kit 2118A0 Lock nut 212900 Screw (regulator cap)
210800 * Seal ring 204000 Sleeve 2138A0 Screw (up block)
244500 Seal plug 210000 * Seal ring 213900 Screw (up block)
263900 * Seal ring 28006A Up / Down seat assembly 215900 Screw (up & down blocks)
210500 * Seal ring 209300 Snap ring 206900 Coil sleeve
208700 Spring 2006A0 Down seat 238100 Screw (base plate)
238000 Ball 219200 Seal ring 237400 3/8" Washer (coil cover)
238100 Screw (10/32 button head) CHECK SECTION 205100 Jam Nut
2379A0 Screw (¼-28 button head) 280480 Check closure assembly
225700 Cap plug 204800 Check closure
239513 Orifice (max DS) 210370 * Seal ring
2105LC * Seal ring 208800 Spring, check piston
28011A Check piston & guide assy (std.)
281630 COILS BASE PLATE ASSEMBLY 2021A0 Lock nut
216300 Coils base plate 200200 Spacer Notes: - REFER TO THE UC2A EXPLODED
VIEW PARTS LIST FOR THE UC2A
207700 Grommet 2025A0 Check piston DOWN VALVE SECTION.
207900 Ground screw 2057A0 * Seal ring
247300 Washer 2011E0 Check guide (std.) * = PARTS INCLUDED IN
281510 Check linkage assembly SEAL KIT # 291510
BPS SECTION 210200 * Seal ring
+ = PARTS INCLUDED IN
280120 BPS closure assembly 28010A Check seat assembly SOLENOID KIT # 29292A
2067A0 Lock nut 2095A0 Snap ring

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 EXPLODED VIEW UC2AB44 - JANUARY 2006

206400 28017B
SCREW 281980
DOWN PISTON &
DOWN CLOSURE
GUIDE ASSY
ASSY 2006A00
DOWN SEAT

* 28098A
PISTON RING &
EXPANDER 218400
ASSY * RESTRICTOR
SEAT

*
204000
SLEEVE
SPECIFICATION
LABEL

* 202900
DOWN LEVEL
ADJUSTER
28148A2A
DOWN BLOCK
ASSY
203700
* DOWN
SPEED
ADJ

281960 281950 “S” PORT

RESTRICTOR RESTRICTOR
PISTON PISTON RING &
EXPANDER ASSY

219300
SLEEVE

NOTES:
* = ITEMS INCLUDED IN SEAL KIT #291510
*
220300 (REFER TO SEAL RING LOCATIONS SHEET
SPRING UC1, UC1A, UC2, UC2AB44 FOR PART
281990 NUMBERS)
DSR STRAINER (REFER TO THE UC1A EXPLODED VIEW
ASSY * PARTS LIST FOR ALL OTHER ASSEMBLIES
WITH THE EXCEPTION OF THE DOWN
VALVE SECTION.
*
28191D
RESTRICTOR *
CLOSURE ASSY
28190A
BA ADJUSTER
ASSY

* *
* 28189A
206400
SCREW DSR ADJUSTER
ASSY

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 EXPLODED VIEW UC2AB44 PARTS LIST - JANUARY 2006

PART# DESCRIPTION PART# DESCRIPTION PART# DESCRIPTION

28148A-2A DOWN CONTROL BLOCK ASSY DOWN SECTION RESTRICTOR SECTION

280070 Adjuster screw assy (long) 281980 Down closure assembly 28191D Restrictor closure assy
203400 Seal nut 205100 Lock nut 2191D0 Restrictor closure
227000 * Teflon seal 206700 Lock nut 2105LC * Seal ring
200700 Adjuster screw 205200 Down closure 210300 * Seal ring
280470 Manual lowering screw assy 210000 * Seal ring 220400 Spring
203400 Seal nut 204000 Sleeve 220300 Restrictor spring
227000 * Teflon seal 203700 Down speed adjuster 218100 Pressure line
204700 Manual lowering screw 210600 * Seal ring 217300 Snap ring
230000 Roll pin 202900 Down leveling speed adjuster 2182B0 Cap (pressure line)
Down control block miscellaneous 210500 * Seal ring 2176B0 Poppit
282920 + Solenoid tube 28017A Down piston & guide assy (std.) 210700 * Seal ring
28292A + Solenoid tube w / stud 2038A0 Down piston rod 218300 Roll pin
29298B-2 + Solenoid seat kit 210500 * Seal ring 217700 90 deg. male connector
292950 + Ball cage kit 2023A0 Piston 212400 Ball
210800 * Seal ring 28098A * Piston ring & expander assy 212200 Spring
244500 Seal plug 2057A0 * Seal ring 239504 Orifice
263900 * Seal ring 2017E0 Down piston guide (std.) 210200 * Seal ring
210500 * Seal ring 2118A0 Lock nut
208700 Spring 281840 Down / Restrictor seat assy 28190A Balance adjuster assy
238000 Ball 209300 Snap ring 203400 Seal nut
238100 Screw (10/32 button head) 2006A0 Down seat 227000 * Teflon seal
2379A0 Screw (¼-28 button head) 219200 Seal ring 2190A0 BA adjuster screw
225700 Cap plug 218400 Restrictor seat 28189A DSR adjuster assy
239513 Orifice (max DS) 2189A0 Regulator adjuster
2105LC * Seal ring Notes: * = PARTS INCLUDED IN 210200 * Seal ring
SEAL KIT #291510 217900 Regulator cap
230000 Roll pin
+ = PARTS INCLUDED IN 225700 Vinyl cap (DSR)
SOLENOID KIT #29292A 233000 Lock nut

REFER TO THE UC1A 281960 Restrictor piston assy

EXPLODED VIEW PARTS 219600 Restrictor piston
LIST FOR ALL OTHER 281950 Piston ring & expander assy
ASSEMBLIES WITH THE 219300 Sleeve
EXCEPTION OF THE 210300 * Seal ring
DOWN VALVE SECTION.
Miscellaneous
281990 DSR strainer
206400 Screw

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 SEAL RING LOCATIONS UC1, UC1A, UC2, UC2AB44 - JANUARY 2006

2107LC
210200 210700 210400 210000 210300
210370

263900 210800

210600

(1) 210500

(1) 2110LC

WHITE
TEFLON SEAL
227000 (4)

(1) 210000

210800 (1)
2105LC (5)
2105LC
(2) 210600
210600 (1) 210500 211000
2110LC 2057A0
Notes: - SEAL RINGS SHOWN IN ACTUAL SIZE.
(1) 210000 Dip in oil prior to installation.
210500 (1)

(5) 210500 236000 (4)

28098A
PISTON RING 210800 (4)
(3) 210700 & EXPANDER
ASSY
2057A0 (1) 2057A0 (1)

WHITE
TEFLON SEAL
227000 (3)

(2) 2107LC

2105LC (9)

2057A0 (1)

210400 (1)
(1) 210400

(1) 210400

(1) 210370

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 OPERATING SEQUENCE UC1, UC1A, UC2, UC2AB44 - JANUARY 2006

CAR AT REST–SOLENOID COILS DE–ENERGIZED

The car at rest is held by a hydraulic fluid system locked in place by a check valve, solenoid pilot valves and a
manual-lowering valve.

UP DIRECTION

When an up call is registered and the pump starts, the up solenoid (U) and the up stop solenoid (US) are
simultaneously energized closing the ball checks US and UT. The pump output flows through the up valve and
back to the reservoir.

Hydraulic fluid from the pump travels through the up strainer, to the up acceleration adjustment (UA), then the
control side of the up piston. The control side of the up piston is larger in area than the area of the up piston
exposed to the pump pressure; therefore, the up piston begins to move towards the up valve restricting the
opening in the up valve, raising the pump pressure. As the pump pressure increases above that on the jack
side of the check valve, the check valve is opened allowing fluid to flow to the jack cylinder causing the jack to
move in the up direction. The elevator then accelerates to full speed as the up piston closes the up valve.

Upon reaching a predetermined distance below the floor to which the car is traveling (2 inches for each 10 fpm
of car speed NOT to exceed 6 inches for every 25 fpm of car speed), the up solenoid (U) is de-energized,
allowing fluid from the control side of the up piston to flow through the up transition adjustment (UT), then to
the up leveling speed regulator (LS) orifice which is held open by a mechanical linkage attached to the check
valve. The control fluid then returns to the reservoir and the up piston moves toward the open position. As the
up piston moves, opening the up valve, hydraulic fluid begins flowing to the reservoir, reducing the pump
pressure. As the pump pressure is reduced, the check valve begins closing, also, partially closing the (LS)
orifice in the up leveling speed regulator.

When the flow through the (LS) orifice equals in quantity, the flow through the up acceleration adjustment (UA)
and the up leveling adjustment (UL), the car will be in leveling speed. Upon reaching a point slightly before the
floor (usually 3/8 of an inch to ¼ of an inch), the up stop solenoid (US) is de-energized. This allows fluid to flow
through the up stop adjustment (US), causing the up piston to fully open, permitting the total pump output to
flow to the reservoir, causing the car to stop. After the car comes to a complete stop, the pump motor is
electrically timed out and stops. If, during up movement, the car has been overloaded or hits an obstruction,
the fluid on the control side of the piston is evacuated to the reservoir through the relief valve, causing the up
piston to cycle open and by-pass the entire pump output.

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 OPERATING SEQUENCE UC1, UC1A, UC2, UC2AB44 - JANUARY 2006

CAR AT REST – SOLENOID COILS DE-ENERGIZED

The car at rest is held by a hydraulic fluid system locked in place by a check valve, solenoid pilot valves and a
manual-lowering valve.

DOWN DIRECTION

When a down call is registered, the down leveling solenoid (DL) and the down valve solenoid (D) are
simultaneously energized, allowing fluid from the control side of the piston and fluid from the down control
adjustments, down stop (DS) and down transition (DT), to flow through the down acceleration adjustment (DA)
and back to the reservoir. This reduces the pressure on the control side of the down piston. The pressure
acting on the area of the down piston exposed to the jack pressure causes the down piston to open the down
valve. The down valve will remain in the open position as long as the flow of control fluid passing through the
down acceleration adjustment (DA) exceeds the flow through the down transition (DT) and the down stop
adjustment (DS). The maximum down speed is controlled by a mechanical stop limiting the down piston travel
(adjustment D).

Upon reaching a predetermined distance above the floor to which the car is traveling (2 inches for every 10
fpm of car speed) the down solenoid (D) is de-energized. The fluid input to the control side of the down piston
from the jack continues, as the control side of the piston is larger in area than the area exposed to jack
pressure. This causes the down piston to start closing the down valve. A control rod follows the movement of
the piston, uncovering control porting and allowing fluid to flow through the down transition adjustment (DT),
stops the motion of the piston, placing the down valve in the leveling position. The rate of movement of the
down piston from the open position to the leveling position is controlled by the down transition (DT) adjustment.
Upon reaching a point slightly before floor level, (usually 3/8 of an inch to ¼ of an inch), the down solenoid (DL)
is de-energized, causing the fluid coming through the down transition (DT) and the down stop (DS) adjuster to
be diverted to the control side of the down piston, moving the down piston to the fully closed position of the
down valve.

The final closing rate of the down valve is controlled by the down stop adjustment (DS). Opening the down stop
adjustment (DS) will cause the car to stop more firmly, as control fluid is sent to the control side of the down
piston at a more rapid rate.

DOWN DIRECTION UC2 & UC2A

Constant down speed is controlled by the down speed regulator adjustment (DSR), which regulates the
movement of the down piston and down valve in the event of increased jack pressure. This continuous
regulation causes a constant rate of flow in the down direction from the jack through the down valve and back
to the reservoir regardless of varying loads on the elevator. With the above exception, the UC2 and UC2A
valves operate in general as the UC1 and UC1A valves.

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 HYDRAULIC SCHEMATIC UC1AB44 - JANUARY 2006
UP CONTROL BLOCK DOWN CONTROL BLOCK

RELIEF US U D DL
SOLENOID SOLENOID SOLENOID SOLENOID

1 4 5
3
2

6 7

MANUAL
LOWERING

UA US UL UT DT DS DA

DL

"B" PORT

NOTE: 11
THE DOWN VALVE
IS ROTATED 90°
FOR CLARITY JACK

"S" PORT
8
12

BPS 10 9 "A" PORT

13

14
PUMP
(BELOW)

TANK

1 MAXIMUM UA ORIFICE 6 DT BALL CHECK 11 DOWN PISTON & GUIDE ASS'Y

2 UT BALL CHECK 7 DS BALL CHECK 12 CHECK PISTON & GUIDE ASS'Y
3 US BALL CHECK 8 DOWN STRAINER ASS'Y 13 CHECK LINKAGE
4 MAXIMUM DT ORIFICE 9 UP STRAINER ASS'Y 14 LS ADJUSTER (ABOVE)
5 MAXIMUM DS ORIFICE 10 BPS PISTON & GUIDE ASS'Y

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 HYDRAULIC SCHEMATIC UC2AB44 - JANUARY 2006

DOWN CONTROL BLOCK

D DL
SOLENOID SOLENOID

NOTE:
SEE UC1A HYDRAULIC
SCHEMATIC FOR UP
SECTION. 1

MANUAL
LOWERING

DT DS DA

DL

CHECK
3
JACK BYPASS
TANK
VALVE
VALVE

NOTE: 6
THE CHECK VALVE
IS ROTATED 90°
FOR CLARITY.
8

PUMP
5

1 MAXIMUM DS ORIFICE 6 RESTRICTOR PISTON ASS'Y

2 DS BALL CHECK 7 DOWN SPEED REGULATOR ADJUSTER (DSR)
3 DOWN STRAINER ASS'Y 8 BALANCE ADJUSTER (BA)
4 DOWN PISTON & GUIDE ASS'Y
5 RESTRICTOR ORIFICE

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44 - JANUARY 2006

CAUTION:

• The information contained herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off
and that the elevator is resting on the bumpers (zero system pressure).

The possible problems and causes are listed in likelihood and ease of checking.

The first section of the guide deals with the UP SECTION, while the second deals with the DOWN
SECTION.

It is important to use the following reference materials in conjunction with the trouble shooting procedures.

• UC1, UC1A, UC2, UC2AB44 Operating Sequence

• UC1, UC1A, UC2, UC2AB44 Adjustment Procedure

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44 - JANUARY 2006

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off
and that the elevator is resting on the bumpers (zero system pressure).

UP SECTION

PUMP RUNS, CAR DOES NOT MOVE

• Check valve for proper sizing in accordance with adjustment instruction.
• Make sure gate valves are open in system as required.
• If car is resting on bumpers, make sure main down piston is not open by manually closing it with the
D (Down Speed adjuster). Turn D (Down Speed) adjuster in clockwise (CW) to stop, then back out
counterclockwise (CCW) to it’s normal position (count number of turns in and out to avoid lengthy
adjustment).
• Turn US (Up Stop) adjuster in (CW) fully.
1. If car moves, check for proper voltage to coils.
2. If voltage is correct, remove US solenoid assembly. Visually inspect parts for foreign
material and / or damage. Ball cage must operate freely within the solenoid tube.
3. If car does not move, repeat procedure with UT (Up Transition) adjuster and U solenoid
assembly.
• Remove BPS closure and piston. Examine piston ring for debris and / or damage, it must expand
after it has been manually compressed. Clean or free if necessary. Check piston ring for ring groove
wear. Make sure the large recycle spring grips the shoulder of the piston tightly.

SLOW UP ACCELERATION
• Turn UA (Up Acceleration) adjuster out (CCW).
• Check belts and pulleys on pump and motor to make sure they are not slipping.
• Remove control block and check up control fluid strainer for lint. If clogged, remove debris (in this
case oil in the system must be filtered).
• Check relief valve for proper setting. Refer to Adjustment Procedures.
• Turn UT (Up Transition) and US (Up Stop) adjusters in (CW) fully. If car then accelerates properly,
check both U and US solenoid assemblies for damage to seats, debris and free movement of Ball
cage.
• Check motor for proper HP rating and line voltage for excessive voltage drop.

UP ACCELERATION ROUGH
• Check jack packing and guide shoes for excessive tightness.
• Check valve for proper sizing.

UP SPEED SLOW
• Check belts and pulleys on pump and motor to make sure they are not slipping.
• Check relief valve for proper setting.
• Turn UT (Up Transition) adjuster in (CW). If this corrects the problem:
1. Check for proper coil voltage on up coils.
2. Check both U and US solenoid assemblies for damage to seats, debris and free movement
of Ball cage.
• Check motor for proper HP rating and line voltage for excessive voltage drop.

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44 - JANUARY 2006

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off
and that the elevator is resting on the bumpers (zero system pressure).

UP SECTION (CONTINUED)

CAR OVERSHOOTS FLOOR

• Turn the UT (Up Transition) adjuster out (CCW) more.
• Remove the US solenoid assembly and check for foreign material and / or damage. Solenoid parts
must operate freely within solenoid tube.
• Check hatch slow down switch and stopping circuit to make sure there is no delay (one second lost
means a three foot delay at 180 feet per minute).

CAR STALLS OR LEVELING SPEED VARIES IN LEVELING ZONE

• Make sure the US (Up Stop) and U (Up) coils are connected in proper operating sequence. Refer to
Adjustment Procedure.
• Make sure the LS (Leveling Speed) adjuster dot is referenced to the line between F and S.
• Check Relief for proper setting.
• If car will not adjust using LS (Leveling Speed) adjuster, turn US (Up Stop) adjuster in (CW). Be sure to
count the number of turns for later readjustment. Then:
1. Check for proper coil voltage.
2. Remove the US solenoid assembly and check for foreign material and / or damage. Solenoid
parts must operate freely within solenoid tube.
3. Replace solenoid seat.
4. Readjust (US) back to original position.
• Remove BPS closure and piston. Examine piston ring for debris and / or damage, it must expand after
it has been manually compressed. Clean or free if necessary. Check piston ring for ring groove wear.
Make sure the large recycle spring grips the shoulder of the piston tightly.

HARSH UP STOP
• Turn US (Up Stop) adjuster in (CW) for smoother stop.
• Check that the pump continues to run after car has stopped for at least one half second. As a check to
determine adequate pump time, turn US (Up Stop) adjuster (CW) all the way. Car should then level and
stop above the floor. If not, there is not enough pump time.
• Check jack and guide shoes for excessive tightness. If jack packing and guide shoes are in good
condition, a soft stop will be accomplished by following the standard Adjustment Procedure.

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

Copyright 2005 Maxton Mfg. All Rights Reserved Page 297 S:\CATALOG\WORD\1A2ATSP3.DOC REV 01/2006 31
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 TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44 - JANUARY 2006

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off and that the
elevator is resting on the bumpers (zero system pressure).

DOWN SECTION
CAR WILL NOT LOWER
• Check coil voltage.
• Check line shut off valve and tank shut off valve.
• Turn DS (Down Stop) adjuster in clockwise (CW) to stop.
• Turn DA (Down Acceleration) out counterclockwise (CCW) more.
• Turn DT (Down Transition) adjuster in (CW) slowly. If car will not lower, turn ML (Manual Lowering) screw out
(CCW) all the way. If car lowers with ML screw open, first check for proper coil voltage. If voltage is correct,
then check both D and DL solenoid assemblies for debris and / or damage. Solenoid parts must operate
freely within solenoid tube.
• Replace solenoid seat.
• Remove Down closure and piston. Examine piston ring for debris and / or damage, it must expand after it has
been manually compressed. Clean or free if necessary. Check piston ring for ring groove wear.
• Check piston guide and seat for freedom of movement.

SLOW DOWN START

• Turn DA (Down Acceleration) adjuster out (CCW).
• Turn DS (Down Stop) adjuster in (CW).
• Remove D solenoid assembly. Check for debris and / or damage. Solenoid parts must operate freely within
solenoid tube.
• Replace solenoid seats.
• Check jack packing and guide shoes for any binding.

HARSH OR BOUNCY START

• Bleed air from jack.
• Check for tight packing or guide shoe friction.

FAST DOWN START

• Turn DA (Down Acceleration) adjuster in (CW).

CAR COMES DOWN IN LEVELING SPEED ONLY

• Check coil voltage to D (Down Valve) solenoid.
• Land car and remove D solenoid assembly. Check for debris and / or damage. Solenoid parts must operate
freely within solenoid tube.
• Replace solenoid seats.

MAIN DOWN SPEED TOO SLOW

• Make sure gate valves are open between valve and jack and between valve and tank.
• Turn D (Down Speed) adjuster out (CCW).
• Replace solenoid seats.
• Remove down closure and piston. Check piston ring on Down piston for debris and / or damage, it must
expand after it has been manually compressed. Check piston ring for groove wear. Install pressure gauge at
“B” port. Check pressure during full down speed, no load and compare to flow chart. If there is any abnormal
pressure drop, check for restriction in piping from valve to jack and from valve to tank.
• Check flow capacities of pipe between valve and jack and between valve and tank (must not exceed 15 feet
per second).

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44 - JANUARY 2006

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off
and that the elevator is resting on the bumpers (zero system pressure).

DOWN SECTION (CONTINUED)

DOWN TRANSITION TOO SLOW

• Turn DT (Down Transition) out (CCW). This will necessitate readjusting the DA (Down Acceleration)
adjustment.
• Remove D solenoid assembly and check for debris and / or damage. Ball cage must operate freely within
solenoid tube.
• Replace solenoid seat.
• Check slow down switch and relays for possible delay.
• Check down control fluid strainer (under control block) assembly for lint. If clogged, remove debris (in this
case oil in the system should be filtered).

NO DOWN LEVELING SPEED

• Turn DA (Down Acceleration) adjuster out (CCW).
• Turn ML (Manual Lowering) screw out (CCW).
• If car lowers:
1. Check voltage to DL solenoid coil.
2. Remove DL solenoid assembly and check for debris and / or damage. Ball cage must operate freely
within solenoid tube.
3. Replace solenoid seat.
• If car does not lower, turn DT in (CW) until normal leveling speed is attained..

DOWN STOP TOO SMOOTH OR INACCURATE

• Turn DS (Down Stop) adjuster out (CCW). This will necessitate readjusting the DA (Down Acceleration)
adjustment.
• Remove DL solenoid assembly and check for debris and / or damage. Ball cage must operate freely within
solenoid tube.
• Check slow down switch and relays for possible delay.
• Check down control fluid strainer (under control block) assembly for lint. If clogged, remove debris (in this
case oil in the system should be filtered).

DOWN STOP TOO ROUGH

• Turn DS (Down Stop) adjuster in (CW).
• Check for tight jack packing or guide shoes.

CAR WILL NOT STOP IN DOWN DIRECTION

• Make sure coils are not energized.
• Turn DT (Down Transition) adjuster out (CCW) fully.
• Remove D solenoid assembly and check for debris and / or damage. Ball cage must operate freely within
solenoid tube.
• Replace solenoid ball cage.
• Replace solenoid seat.
• Remove valve closure and check piston guides to make sure they operate freely within their respective seats.
• Check down control fluid strainer (under control block) assembly for lint. If clogged, remove debris (in this
case oil in the system should be filtered).

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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 TROUBLE SHOOTING PROCEDURES UC1, UC1A, UC2, UC2AB44 - JANUARY 2006

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off
and that the elevator is resting on the bumpers (zero system pressure).

DOWN SECTION (CONTINUED)

CAR DRIFTS DOWN SLOWLY

• Send car to upper floor. Open main power disconnect switch.
• Close pit valve. If car still drifts, the leak is in the jack assembly.
• Back out seal nut on ML (Manual Lowering) screw one half turn. Turn ML screw in (CW) fully and
re-tighten seal nut to ensure a good seat.
• Turn DA (Down Acceleration) adjuster in clockwise (CW) fully. If leak stops, this indicates a leak at
the down solenoids. Replace D and DL solenoid seats. Refer to solenoid kit# 29292A.
• If leak is present, replace with valve exchange, new valve, or contact Maxton technical support.

ADDITIONAL PROCEDURE FOR UC2A (UC2)

FULL DOWN SPEED TOO SLOW

• In examining flow charts, the down flow capacity of the UC2A (UC2) valve is 10 percent less than
the UC1A (UC1) valve.

CAR DRIFTS DOWN SLOW

• Before dismantling the down section except when the problem is pinpointed to the control block,
turn DSR (Down Speed Regulator) in (CW) fully. If this stops the leak, examine the Regulator
Poppit for debris and / or damage.

DOWN SPEED VARIES

• Adjusting with BA (Balance Adjustment) adjuster, turn in (CW) for slower and out (CCW) for faster.
This adjustment must be made with a full load.

BA ADJUSTER NOT AT FACTORY SETTING

• Call Maxton Technical Support with valve serial number.

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

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Valves

Maxton Valves

UC4M

Page 301
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 This page
intentionally
left blank.

Page 302
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 1728 Orbit Way
Minden, Nevada 89423-4114
HYDRAULIC CONTROLLERS Phone: (775) 782-1700
FAX: (775) 782-1701
UC4, UC4MB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

Jack Tank Tank Jack

Pump Pump
UC4M B44 UC4 B44

UC4/4M/4MR
Specifications Standard Features
Standard Flow range 20 – 185 gpm (76 – 700 I/min) Unit body construction.
Operating Pressure Steel sleeve inserts in valve body.
Minimum 50 psi (3.4 bar) Feedback control for stall free operation.
Maximum 800 psi (55 bar) Individualized adjustments.
Line Connections Integrated relief valve.
Jack, Tank Port 2” NPT High efficiency solenoids.
Pump Port (flange) 2” NPT or Victaulic 115 VAC solenoid coils.
Factory tested prior to shipping.
Gauge Ports Pump Pressure: “A” Port (1/8” NPT) 24 month limited warranty.
System pressure: “B” Port (1/8” NPT)
Pressure Switch: “S” Port (1/8” NPT)

Optional Features
Operating Temperature 80°– 150° F (26°– 65° C) Explosion Proof Coil Cover
Oil Type Hyd. ISO VG 32 Thread to Victaulic Adapters (2”)
150 SUS @ 100° F (38° C) Low Pressure Switch
Tank Discharge Filter
Solenoid Coils
Solenoid Coils Encapsulated CSA / UL Listed 12 / 24 VDC Coils
12 / 24 VDC – 115 VAC Dual Voltage Coils
230 VAC Coils
Overall Dimensions 115 VDC Coils
Width 8 7/16 inches (214mm) Height 10 1/2 inches (268mm)
Depth 9 3/16 inches (233mm) Weight 27 lbs. (12.2kg)

Copyright 2004 Maxton Mfg. All Rights Reserved Page35

303 S:\CATALOG\WORD\44MSPECS.DOC REV 01/2004
CemcoLift 2008 9
 1728 Orbit Way
Minden, Nevada 89423-4114
EXTERIOR DIMENSIONS Phone: (775) 782-1700
UC4, UC4M, UC4MRB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

Top View

UC4M
SHOWN

CENTER LINE OF PUMP CENTER LINE OF PUMP

PUMP

1 1/2” (38mm)

9 3/16”
(233mm)

6 5/8”
(168mm)
5 1/16”
(129mm)

ADJUSTER MAX LENGTH

Front View

10 1/2”
(267mm)

4 1/4”
(108mm)

2 3/16” (55mm)

3 13/16” 3 13/16”
(97mm) (97mm)

4 5/8” (117mm)

8 7/16” (214mm)

Copyright 2004 Maxton Mfg. All Rights Reserved 36 S:\CATALOG\WORD\4MRED.DOC REV 01/2004
Page 304
CemcoLift 2008

GUIDE CONFIGURATIONS
UC4, UC4M, UC4MRB44
1728 Orbit Way
Minden, Nevada 89423-4114
Phone: (775) 782-1700
FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email info@maxtonvalve.com

E1 E2
BPS GUIDE DN / CHK GUIDE

E1 GUIDE CONFIGURATION

UC4/4M/4MR
E2 E3
BPS GUIDE DN / CHK GUIDE

E2 GUIDE CONFIGURATION

E4 E4
BPS GUIDE DN / CHK GUIDE

STD GUIDE CONFIGURATION

Copyright 2004 Maxton Mfg. All Rights Reserved 37

Page 305 S:\CATALOG\WORD\44MRGC.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
ADJUSTMENT PROCEDURE Minden, Nevada 89423-4114
Phone: (775) 782-1700
UC4, UC4MB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email info@maxtonvalve.com

THE INFORMATION PRESENTED HEREIN IS FOR USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS

SPECIAL CONSIDERATIONS:
Make all adjustments at minimum pressure (no load on elevator) except where noted. “IN” is ALWAYS (CW) clockwise. “OUT” is ALWAYS (CCW)
counterclockwise. The control plate adjusters have seal nuts, not lock nuts. Adjust nut only to set seal friction (friction will maintain adjustment).
When adjustment procedure calls for coils to be disconnected, disconnect them electrically. Do not remove them physically. Make adjustments
with a minimum oil temperature of 80˚ F, not to exceed 100˚ F maximum. Maxton recommends the use of a 5 micron filtration system.
GAUGE PORTS: OPERATIONAL DATA:
Gauge ports 1/8 pipe sizes are provided at points A, B and S. Min. / Max. Pressure: 50-800 psi (3.4-55 bar)
A Port: Pump pressure (RELIEF, WORKING PRESSURE). Min. / Max. Rated Flow: 20-185 gpm (76-700 l / min.)
B Port: Jack pressure (STATIC, DOWN RUNNING). Operating Temperature: 80˚-150˚ F (26˚- 65˚ C)
S Port: Low pressure switch port. Optimal Temp. Range. 100˚-130˚ F (38˚- 54˚ C)
Note: The minimum operating pressure at port B should be at Oil Type: Hyd. ISO VG 32
least 50 psi (3.4 bar) as car is moving down full speed with no 150 SUS @ 100˚ F (38˚ C)
load. See flow chart.
Note: Consult factory when applications exceed pressure
ratio over 2.5 to 1, example (Max. / Min. :280 / 100)
UP SECTION ADJUSTMENTS DOWN SECTION ADJUSTMENTS
1 BPS Disconnect the US coil, turn UA IN (CW) register an up call 7D Register a down call to set proper down speed with down speed
and turn BPS IN (CW) until the car just moves. Next, turn the adjuster D as required. Tighten the lock nut (snug) & send car to
BPS adjuster OUT (CCW) until it stops the movement of the upper landing.
car, then OUT 1/ 2 turn more. Snug lock nut on BPS adjuster
and stop pump. NOTE: If car does not move with BPS fully IN 8 DA Start by turning DA and DL adjusters IN (CW) to stop. Register

UC4/4M/4MR
(CW), the valve may be oversized for the job (consult factory a down call and, turn the DA adjuster slowly OUT (CCW) until
for proper valve sizing). Reconnect the US coil. the car accelerates smoothly. Send car to upper landing.

2 UA Register an up call (pump running, U & US coils energized, car

should not move), slowly turn UA OUT (CCW) to attain full up
speed within 24 to 36 inches. Lower car to lowest landing.
3 UL Disconnect the U coil. Turn UL adjuster IN (CW) to stop and
register an up call. Leveling speed should be 3 to 5 fpm. (If not,
readjust LS*). Turn UL adjuster OUT (CCW) to attain 9 to 12
fpm leveling speed. Reconnect the U coil and lower the car to
lowest landing.
9 DT Register a down call and turn DT IN (CW) so that the car slows
to provide 4 to 6 inches of stabilized down leveling. Send car to
upper landing.
10 DL Disconnect D coil. Register a down call and set down leveling
speed at 6 to 9 fpm with the DL adjuster. Tighten the lock nut
(snug). Reconnect D coil.

4 UT Register an up call and turn UT IN (CW) so that the car slows

to provide 4 to 6 inches of stabilized up leveling. Repeat steps 11 DS Turn DS IN (CW), when necessary, for a softer stop.
3 and 4 as necessary.

5 US With US adjuster fully OUT (CCW), car should stop 1/4" to 3/8" ML MANUAL LOWERING: Turn ML screw OUT (CCW) to lower car
below floor. After a normal up run, turn US IN (CW) as needed downward at leveling speed when necessary.
to bring car to floor level. The pump must be timed to run no
more than ½ second after the car has reached the floor. R RELIEF:
a. Land car in pit and install pressure gauge in A port.
6 With empty car at bottom floor, disconnect U & US coils and b. Register an up call with a fully loaded car, making note of
register a call. The car must not move. If movement occurs, Maximum operating pressure.
check BPS and US. c. Turn UA and RELIEF adjuster OUT (CCW) to stop.
d. Close the manual shut off valve to the jack.
e. Register an up call, observe pressure gauge and turn
LS* Dot on the LS adjuster should be referenced to the line RELIEF IN (CW) to increase pressure. Final setting should
between F / S. When necessary, disconnect the U coil and turn be in accordance with local code requirement not to
the UL adjuster IN (CW) to stop. Move the LS adjuster slightly exceed 150% of maximum operating pressure.
toward S for slower or F for faster leveling speed. Set coarse f. Tighten the lock nut (snug).
adjustment from 3 to 5 fpm with the LS adjuster, then repeat g. Restart to check the pressure relief setting. Seal as
step 3. required.
h. Open the manual shut off valve to the jack
i. Readjust UA for proper Up Acceleration.
DEFAULT SETTINGS DEFAULT SETTINGS
CONTROL PLATE CONTROL PLATE
US UP STOP OUT (CCW) to stop. (faster rate) DT DOWN TRANSITION OUT (CCW) to stop. (faster rate)
UL UP LEVEL IN (CW) to stop. (slower speed) DA DOWN ACCELERATION OUT (CCW) to stop. (faster rate)
UA UP ACCELERATION IN (CW) to stop. (slower rate) DS DOWN STOP OUT (CCW) to stop. (faster rate)
UT UP TRANSITION OUT (CCW) to stop. (faster rate) ML MANUAL LOWERING IN (CW) to stop.
VALVE BODY VALVE BODY
BPS BY-PASS SIZING OUT (CCW) to stop. (delays up start) D DOWN SPEED OUT (CCW) 4 threads above lock nut. (faster speed)
LS* LEVEL SPEED (factory set) DOT ON LINE (set 3-5 fpm) DL DOWN LEVEL OUT (CCW) 4 threads above lock nut. (faster speed)
R RELIEF (factory set) APPROX 450 psi (CW increases pressure)

Copyright 2004 Maxton Mfg. All Rights Reserved 39 S:\CATALOG\WORD\44MAP.DOC REV 01/2004
Page 306
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
ADJUSTMENT PROCEDURE Phone: (775) 782-1700
UC4, UC4MB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com
SOLENOIDS
COIL ** (UNDER)

COVER UC4 COVER

“S” PORT

PUMP US D
“A” PORT

O
SUB CHECK SEAT *UP STRAINER
O
U DL *DOWN STRAINER
SERIAL #
SERIAL #

Front View
Top View
SYSTEM
PUMP (JACK)
“B” PORT

SOLENOIDS
** COIL
“S” PORT
(UNDER)
COVER COVER

UC4M D US
PUMP
“A” PORT
O
*UP STRAINER SUB CHECK SEAT
O
*DOWN STRAINER DL U
SERIAL #
SERIAL #

Front View

SYSTEM
Top View
(JACK)
“B” PORT PUMP

ATTENTION: All Maxton Valves MUST be installed with the solenoids in the upright (vertical) position.
When replacing a Maxton UC3 / UC3AM or UC4 / UC4M series valve, the pump flange assembly
must also be replaced. It is subject to the same wear and tear as the valve.
*Strainer access is provided from the top of the control plate.
**The coil cover, sleeves, and base plate are an integral part of the valve assembly.

COIL OPERATING SEQUENCE

US For up travel, energize when pump starts and de-energize to stop. With US
US
energized and pump running, car will move up at leveling speed. For “soft stop”,
pump should run no more than one half second after US de-energizes.
UL
UT DA
U Energize with US coil to run up at contract speed. De-energize at slowdown
distance from floor. Slowdown distance = 2 inches for each 10 fpm of car DOWN
speed NOT to exceed 6 inches for every 25 fpm of car speed. FULL SPEED D
If necessary increase slowdown distance to achieve 4-6 inches D
PUMP

of stabilized up leveling. DL
US UP
FULL SPEED

DL Energize to move car at leveling speed. De-energize to stop. U

D Energize with DL coil to run down at contract speed. De-energize at slowdown UA

DT
distance from floor. Slowdown distance = 2 inches for each 10 fpm NOT to exceed BPS
DL
6 inches for every 25 fpm of car speed.
If necessary increase slowdown distance to achieve 4-6 inches DS
of stabilized down leveling.
ELECTRO-MAGNETIC COILS
U = UP COIL D = DOWN COIL
US = UP STOP COIL DL = DOWN LEVEL COIL

CAUTION: On Wye - Delta Up Start do not energize U and US Coils until motor is running on Delta

Copyright 2004 Maxton Mfg. All Rights Reserved 40 S:\CATALOG\WORD\44MAP2.DOC REV 01/2004
Page 307
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
EXPLODED VIEW Phone: (775) 782-1700
FAX: (775) 782-1701
UC4MB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

UT Reg. 237500
ORIFICE COIL COVER WARNING &
(BLACK) MANUAL
SPECIFICATION LOWERING
max UT LABEL
ORIFICE + 282920 LABEL
(STEEL) SOLENOID
TUBE ASSY
max UA
ORIFICE 28170D
(BLUE) UP STRAINER
ASSY
max US
+ 292950
ORIFICE
BALL CAGE
(BLUE)
KIT * 208200 115 VAC (RED)
OPTIONAL: 2354B0
* 208000 230 VAC (GREEN) COIL COVER
29298A-2 208100 115 VDC (BLACK) STUD
Max DT 208300 12 VDC (BLACK)
SOLENOID +
ORIFICE 2080A0 VDC – 120 VAC (BLUE)
SEAT KIT
(STEEL)
28170B 244600
DOWN SEAL PLUG
STRAINER
212900
ASSY
* 206900
SCREW COIL SLEEVE
213000 *
LOCK
RING *
2139B0
SCREW
*

UC4/4M/4MR
238100 28390B
28347W BASE PLATE
UP LEVELING
2348W0
SCREW
* ASSY
REGULATOR 2379A0
ASSY SEAL RETAINER SCREW
PLATE

* *
28346MW
* CONTROL
PLATE ASSY
282990
2394MW MANUAL
VALVE BODY LOWERING
SCREW ASSY
* *
28338E4
BPS PISTON &
283410 GUIDE ASSY
BPS SEAT
ASSY
* * 28371B
PISTON
RING ASSY
283240 DOWN
283070
LEVEL ADJ. ASSY
DOWN / CHECK
SEAT ASSY
28350B
REGULATOR
*283330
ROD ASSY BPS ADJUSTER
ASS”Y 2319B0
DIFFUSER
*

* 283250 DOWN
SPEED ADJ. ASSY

283580
2” THD
FLANGE *
(SHOWN)
28328MW
OPTIONAL: CLOSURE
ASSY
*
283430
234200 2” VIC 28317E4
SCREW FLANGE ASSY DOWN / CHECK 232900
PISTON & GUIDE SCREW RELIEF ADJ. 283010
SCREW ASSY
ASSY
* 28371B (Available in complete
PISTON closure assy only)
Notes: RING ASSY
= ITEMS INCLUDED IN SEAL KIT #291540,
*(REFER TO SEAL RING LOCATIONS SHEET UC4, UC4M, UC4MRB44 FOR PART NUMBERS)
+ = ITEMS INCLUDED IN SOLENOID KIT #292920
(REFER TO THE APPLICATION FLOW CHART FOR GUIDE SELECTION (STANDARD GUIDES SHOWN))

Copyright 2004 Maxton Mfg. All Rights Reserved Page41308 S:\CATALOG\WORD\4MEV.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
EXPLODED VIEW PARTS LIST Phone: (775) 782-1700
FAX: (775) 782-1701
UC4MB44 Web: www.maxtonvalve.com
Email: info@maxtonvalve.com
PART # DESCRIPTION PART # DESCRIPTION PART # DESCRIPTION
28346MW CONTROL PLATE ASSEMBLY VALVE CLOSURE ASSY (Continued) VALVE BODY (Continued)
280070 Adjuster screw assembly BPS adjuster assy (continued) 28338E4 BPS Piston & guide assy (std.)
203400 Seal nut 224600 Spring guide 233800 BPS piston
227000 * Teflon seal 2323C0 Spring 28371B * Piston ring & expander assy
200700 Adjuster screw 235100 Poppit 2320A0 BPS piston sleeve (w / pin)
282990 Manual lowering assembly 233600 Seal ring 232100 * Seal ring
229900 Manual lowering screw 2353C0 Seal retainer 231600 Snap ring
233600 * Seal ring 283240 Down leveling adjuster assembly 233900 Spring
225700 Vinyl Cap 233100 Snap ring 2340E4 BPS guide (standard)
230000 Handle (roll pin) 233000 Lock nut 283430 Pump flange assy, 2" Victaulic
28170D Up strainer assembly 232400 Down leveling adjuster screw 232100 * Seal ring
2170D0 Up strainer cap 210500 * Seal ring 2362A0 Snap ring
2363A0 Transfer line with screen 210200 * Seal ring 236100 Check return
210500 * Seal ring 224600 Spring guide 234300 Flange, 2" Victaulic
237200 * Seal ring 232300 Spring 235700 Spring
28170B Down strainer assembly 232200 Sleeve 235600 Return check rod
2170C0 Down strainer cap 283250 Down speed adjuster assembly 283580 Pump flange assy, 2" Threaded
2170B0 Down strainer base with screen 233000 Lock nut 232100 * Seal ring
210500 * Seal ring 232500 Down speed adjuster screw 2362A0 Snap ring
236900 Ball, 1/4" 210200 * Seal ring 236100 Check return
237200 * Seal ring 237000 Spring 235800 Flange, 2" Threaded
28390B Coils base plate assembly 237300 Spring guide 235700 Spring
2390B0 Coils base plate 283010 Relief adjuster assembly 235600 Return check rod
207700 Grommet Note: Available in complete closure assy only. 28347W Regulator assembly
207900 Ground screw 233000 Lock nut 2053W0 Up leveling speed adjuster
247300 Washer 230400 Relief cartridge 210700 * Seal ring
UT Regulator 237200 * Seal ring 2347W0 Regulator
2379S0 Screw (1/4-28 button head) 230100 Relief adjuster screw 212200 Spring
210800 Seal Ring 210500 * Seal ring 214200 Spring boss
234400 Spring 230200 Spring boss
213400 Ball 3/16" 230300 Spring 28350B Regulator rod assembly
Control plate assy miscellaneous 230500 Ball retainer 235200 Pipe plug
282920 + Solenoid tube assembly 236900 Ball 214100 Set screw
29298A2 + Solenoid seat kit Valve closure assy miscellaneous 2350B0 Regulator rod
292950 + Solenoid ball cage kit 235200 Pipe plug (A & B ports)
2348W0 Seal retainer plate 2379A0 Screw (1/4 -28 button head)
2105LC * Seal ring 210800 * Seal ring MISCELLANEOUS
2385LC * Seal ring 238000 Ball 206900 Coil sleeve
210140 * Seal ring 244500 Seal plug 208000 Solenoid coil 230 VAC (Green)
210190 * Seal ring 210500 * Seal ring 208100 Solenoid coil 115 VDC (Black)
238100 Screw (# 10-32) 208700 Spring 208200 Solenoid coil 115 VAC (Red)
210800 * Seal ring 213000 Lock ring
244500 Seal plug 2394MW VALVE BODY 212900 Screw (regulator cap)
244600 Seal plug 2139B0 Screw (control plate)
210500 * Seal ring 283070 Down / Check seat assembly 2319B0 Diffuser
208700 Spring 230900 Snap ring 232900 Screw (valve closure)
238000 Ball, 5/16" 230700 Down / Check seat 234200 Screw (pump flange)
2379A0 Screw (¼-28 button head) 231200 Spacer 2354B0 Coils cover stud
238100 Screw (# 10-32 button head) 230600 Seal ring 237500 Coils cover
263900 * Seal ring 28317E4 Down / Check piston & guide assy 2376A0 Jam nut (coil cover)
239503 Orifice (max UA / US) (Blue) 232100 * Seal ring 237700 Washer (coil cover)
239504 Orifice (max UT) (Steel) 232000 Down piston sleeve 238100 Screw (baseplate)
239513 Orifice (max DT) (Steel) 2317A0 Down piston 235200 Pipe Plug
239515 Orifice (UT Reg.) (Black) 28371B * Piston ring & expander assy
231600 Snap ring
28328MW VALVE CLOSURE ASSEMBLY 231500 Spring Notes: - REFER TO APPLICATION FLOW
CHART FOR GUIDE SELECTION.
283330 * BPS adjuster assembly 2314E4 Down / Check guide assy (std.)
233100 Snap ring 204500 * Seal ring E1: 28338E1 (BPS piston assembly)
233000 Lock nut 230800 Seal retainer ring 28317E2 (Down piston assembly)
E2: 28338E2 (BPS piston assembly)
233300 BPS adjuster screw 204600 Snap ring 28317E3 (Down piston assembly)
210200 * Seal ring 283410 Up seat assembly
* = PARTS INCLUDED IN
210500 * Seal ring 230900 Snap ring
SEAL KIT # 291540
234100 BPS seat + = PARTS INCLUDED IN
230600 Seal ring SOLENOID KIT # 292920

Copyright 2004 Maxton Mfg. All rights reserved. 42 309

Page S\CATALOG\WORD\4MEVPL.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
EXPLODED VIEW Phone: (775) 782-1700
FAX: (775) 782-1701
UC4B44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

WARNING &
MANUAL
LOWERING 237500
LABEL UT Comp.
COIL COVER ORIFICE
(GREY)
SPECIFICATION
LABEL max UT
ORIFICE
28170D
(STEEL)
UP STRAINER
ASSY
max UA
ORIFICE
(BLUE)
2354B0 *
max US
COIL COVER
STUD 208200 115 VAC (RED)
* ORIFICE
(BLUE)
OPTIONAL:
208000 230 VAC (GREEN) + 282920 Max DT
208100 115 VDC (BLACK)
208300 12 VDC (BLACK)
SOLENOID ORIFICE
2080A0 VDC – 120 VAC (BLUE) TUBE ASSY (STEEL)
+ 292950
212900
28170B BALL CAGE
206900 SCREW
KIT
COIL SLEEVE * DOWN
STRAINER
ASSY + 29298A-2 233500
SOLENOID LOCK
SEAT KIT RING
*
2139B0

*
SCREW *
28346W

UC4/4M/4MR
CONTROL 2348W0
28390B PLATE ASSY SEAL RETAINER
BASE PLATE PLATE *28347W
ASSY 238100 UP LEVELING
SCREW REGULATOR
* ASSY

*
* 2379A0
SCREW
282990
MANUAL 2394W0
* LOWERING VALVE BODY
SCREW ASSY
*

28338E4
BPS PISTON &
GUIDE ASSY 283410
BPS SEAT
ASSY * 28350B
REGULATOR
ROD ASSY
*28371 PISTON 283240 DOWN
RING ASSY 2319B0
DIFFUSER LEVEL ADJ. ASSY

*283330
BPS ADJUSTER
ASS”Y
283070 *
DOWN / CHECK
SEAT ASSY
283250 DOWN
SPEED ADJ. ASSY

*
* 283580
* 28328W 2” THD
CLOSURE FLANGE ASSY
ASSY (SHOWN)
28317E4 OPTIONAL:
232900 234200
283010 RELIEF ADJ. DOWN / CHECK 283430
SCREW SCREW
SCREW ASSY PISTON & GUIDE 2” VIC
(Available in complete ASSY FLANGE ASSY
closure assy only)
*28371 PISTON
Notes: RING ASSY

* = ITEMS INCLUDED IN SEAL KIT #291540,

(REFER TO SEAL RING LOCATION SHEET UC4, UC4M, UC4MRB44 FOR PART NUMBERS)
+ = ITEMS INCLUDED IN SOLENOID KIT #292920,
(REFER TO THE APPLICATION FLOW CHART FOR GUIDE SELECTION (STANDARD GUIDES SHOWN))
Copyright 2004 Maxton Mfg. All Rights Reserved 43 S:\CATALOG\WORD\4EV.DOC REV 01/2004
Page 310
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
EXPLODED VIEW PARTS LIST Phone: (775) 782-1700
UC4B44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com
PART # DESCRIPTION PART # DESCRIPTION PART # DESCRIPTION
28346W CONTROL PLATE ASSEMBLY VALVE CLOSURE ASSY (Continued) VALVE BODY (Continued)
280070 Adjuster screw assembly BPS adjuster assy (continued) 28338E4 BPS Piston & guide assy (std.)
203400 Seal nut 224600 Spring guide 233800 BPS piston
227000 * Teflon seal 2323C0 Spring 28371B * Piston ring & expander assy
200700 Adjuster screw 235100 Poppit 2320A0 BPS piston sleeve (w / pin)
282990 Manual lowering assembly 233600 Seal ring 232100 * Seal ring
229900 Manual lowering screw 2353C0 Seal retainer 231600 Snap ring
233600 * Seal ring 283240 Down leveling adjuster assembly 233900 Spring
225700 Vinyl Cap 233100 Snap ring 2340E4 BPS guide (standard)
230000 Handle (roll pin) 233000 Lock nut 283430 Pump flange assy, 2" Victaulic
28170D Up strainer assembly 232400 Down leveling adjuster screw 232100 * Seal ring
2170D0 Up strainer cap 210500 * Seal ring 2362A0 Snap ring
2363A0 Transfer line with screen 210200 * Seal ring 236100 Check return
210500 * Seal ring 224600 Spring guide 234300 Flange, 2" Victaulic
237200 * Seal ring 232300 Spring 235700 Spring
28170B Down strainer assembly 232200 Sleeve 235600 Return check rod
2170C0 Down strainer cap 283250 Down speed adjuster assembly 283580 Pump flange assy, 2" Threaded
2170B0 Down strainer base with screen 233000 Lock nut 232100 * Seal ring
210500 * Seal ring 232500 Down speed adjuster screw 2362A0 Snap ring
236900 Ball, 1/4" 210200 * Seal ring 236100 Check return
237200 * Seal ring 237000 Spring 235800 Flange, 2" Threaded
28390B Coils base plate assembly 237300 Spring guide 235700 Spring
2390B0 Coils base plate 283010 Relief adjuster assembly 235600 Return check rod
207700 Grommet Note: Available in complete closure assy only. 28347W Regulator assembly
207900 Ground screw 233000 Lock nut 2053W0 Up leveling speed adjuster
247300 Washer 230400 Relief cartridge 210700 * Seal ring
UT Regulator 237200 * Seal ring 2347W0 Regulator
2379S0 Screw (1/4-28 button head) 230100 Relief adjuster screw 212200 Spring
210800 Seal Ring 210500 * Seal ring 214200 Spring boss
234400 Spring 230200 Spring boss
213400 Ball 3/16" 230300 Spring 28350B Regulator rod assembly
Control plate assy miscellaneous 230500 Ball retainer 235200 Pipe plug
282920 + Solenoid tube assembly 236900 Ball 214100 Set screw
29298A2 + Solenoid seat kit Valve closure assy miscellaneous 2350B0 Regulator rod
292950 + Solenoid ball cage kit 235200 Pipe plug (A & B ports)
2348W0 Seal retainer plate 2379A0 Screw (1/4 -28 button head)
2105LC * Seal ring 210800 * Seal ring MISCELLANEOUS
2385LC * Seal ring 238000 Ball 206900 Coil sleeve
210140 * Seal ring 244500 Seal plug 208000 Solenoid coil 230 VAC (Green)
210190 * Seal ring 210500 Seal ring 208100 Solenoid coil 115 VDC (Black)
238100 Screw (# 10-32) 208700 Spring 208200 Solenoid coil 115 VAC (Red)
210800 * Seal ring 233500 Lock ring
244500 Seal plug 2394W0 VALVE BODY 212900 Screw (regulator cap)
244600 Seal plug 283070 Down / Check seat assembly 2139B0 Screw (control plate)
210500 * Seal ring 230900 Snap ring 2319B0 Diffuser
208700 Spring 230700 Down / Check seat 232900 Screw (valve closure)
238000 Ball, 5/16" 231200 Spacer 234200 Screw (pump flange)
2379A0 Screw (¼-28 button head) 230600 Seal ring 2354B0 Coils cover stud
238100 Screw (# 10-32 button head) 28317E4 Down / Check piston & guide assy 237500 Coils cover
263900 * Seal ring 232100 * Seal ring 2376A0 Jam nut (coil cover)
239503 Orifice (max UA / US) (Blue) 232000 Down piston sleeve 237700 Washer (coil cover)
239504 Orifice (max UT) (Steel) 2317A0 Down piston 238100 Screw (baseplate)
239513 Orifice (max DT) (Steel) 28371B Piston ring & expander assy 235200 Pipe Plug
239515 Orifice (UT Reg.) (Black) 231600 Snap ring
231500 Spring
28328W VALVE CLOSURE ASSEMBLY 2314E4 Down / Check guide assy (std.) Notes: - REFER TO APPLICATION FLOW
CHART FOR GUIDE SELECTION.
283330 * BPS adjuster assembly 204600 Snap Ring
233100 Snap ring 204500 * Seal ring E1: 28338E1 (BPS piston assembly)
233000 Lock nut 230800 Seal retainer ring 28317E2 (Down piston assembly)
E2: 28338E2 (BPS piston assembly)
233300 BPS adjuster screw 28317E3 (Down piston assembly)
210200 * Seal ring 283410 Up seat assembly
210500 * Seal ring 230900 Snap ring * = PARTS INCLUDED IN
SEAL KIT # 291540
234100 BPS seat + = PARTS INCLUDED IN
230600 Seal ring SOLENOID KIT # 292920

Copyright 2004 Maxton Mfg. All rights reserved. 44 311

Page S\CATALOG\WORD\4EVPL.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
SEAL RING LOCATIONS Phone: (775) 782-1700
FAX: (775) 782-1701
UC4, UC4M, UCMRB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

232100 211000
210200

210500 (1)
237200 (1)

211300
237200 (1)

210500 (1)

210500 (5) 238500

236000 (4)
263900
210800 (4)

263900 (5)

UC4/4M/4MR
210700 (3)
236000 210700 210500 204500

210140 233600 237200

210800 (13)
210800 (7)

2105LC (9)
21014LC (9)
21019LC (1)
2385LC (2) 210800
2105LC (8)
210190

232100 (1)

28371B (1)
2107LC (1)
PISTON RING &
EXPANDER
ASSY

210200 (2)

283330 BPS
232100 (1) ADJUSTER
ASSY
210500 (2)

210200 (1)

232100 (1) 237200 (1)

204500 (1)

28371B (1)
PISTON RING &
210500 (1)
EXPANDER
ASSY

(UC4M SHOWN)

Copyright 2004 Maxton Mfg. All Rights Reserved 45 S:\CATALOG\WORD\4MRSRL.DOC REV 01/2004
Page 312
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
OPERATING SEQUENCE Phone: (775) 782-1700
FAX: (775) 782-1701
UC4, UC4M, UCMRB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

CAR AT REST–SOLENOID COILS DE–ENERGIZED

The car at rest is held by a hydraulic fluid system locked in place by a check valve, solenoid pilot valves and a
manual-lowering valve.

UP DIRECTION

When an up call is registered and the pump starts, the up solenoid (U) and the up stop solenoid (US) are
simultaneously energized; closing ball checks US and UT, the pump output flows through the up valve and
back to the reservoir.

Hydraulic fluid from the pump travels through the up control fluid strainer to the by-pass sizing adjustment, then
the control side of the up piston. The control side of the up piston is larger in area than the area of the up
piston exposed to the pump pressure; therefore, the up piston begins to move rapidly towards the up valve,
restricting the opening in the up valve, raising the pump pressure. When the pump pressure reaches a point
slightly below the pressure on the jack side of the check valve, the fluid coming through the by-pass sizing
adjustment is shut off. Then, the fluid from the up acceleration adjustment (UA), which also comes from the
control fluid strainer, causes a continuing movement of the up valve. Fluid begins flowing from the up control
fluid strainer through a ball check to the down piston holding it firmly in position. This allows the guide end of

UC4/4M/4MR
the down check assembly to act independently as a check valve. As the pump pressure increases above that
on the jack side of the check valve, the check valve is opened, allowing fluid to flow to the jack cylinder,
causing the jack to move in the up direction. The elevator then accelerates to full speed as the up piston closes
the up valve.

Upon reaching a predetermined distance below the floor to which the car is traveling (2 inches for each 10 fpm
of car speed NOT to exceed 6 inches for every 25 fpm of car speed), the up solenoid (U) is de-energized,
allowing fluid from the control side of the up piston to flow through the up transition adjustment (UT), then to
the up leveling speed regulator (LS) orifice which is held open by a mechanical linkage attached to the check
valve. The control fluid then returns to the reservoir and the up piston moves toward the open position. As the
up piston moves, opening the up valve, hydraulic fluid begins flowing to the reservoir, reducing the pump
pressure. As the pump pressure is reduced, the check valve begins closing, also, partially closing the (LS)
orifice in the up leveling speed regulator.

When the flow through the (LS) orifice equals in quantity, the flow through the maximum up acceleration
adjustment (UA) and the up leveling adjustment (UL), the car will be in leveling speed. Upon reaching a point
slightly before the floor (usually 3/8 of an inch to 1/4 of an inch), the up stop solenoid (US) is de-energized.
This allows fluid to flow through the up stop adjustment (US), causing the up piston to fully open, permitting the
total pump output to flow to the reservoir, causing the car to stop. After the car comes to a complete stop, the
pump motor is then electrically timed out and stops. If, during up movement, the car has been overloaded or
hits an obstruction, the fluid on the control side of the up piston is evacuated to the reservoir through the relief
valve, causing the up piston to cycle open and by-pass the entire pump output.

Copyright 2004 Maxton Mfg. All Rights Reserved 47 S:\CATALOG\WORD\44MROPSQU.DOC REV 01/2004
Page 313
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
OPERATING SEQUENCE Phone: (775) 782-1700
UC4, UC4M, UCMRB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

CAR AT REST – SOLENOID COILS DE-ENERGIZED

The car at rest is held by a hydraulic fluid system locked in place by a check valve, solenoid pilot valves and a
manual-lowering valve.

DOWN DIRECTION

When a down call is registered, the down leveling solenoid (DL) and the down valve solenoid (D) are
simultaneously energized, allowing fluid from the control side of the down piston and fluid from the down
control adjustments, down stop (DS) and down transition (DT), to flow through the down acceleration
adjustment (DA) and back to the reservoir. This reduces the pressure on the control side of the down piston.
The pressure acting on the area of the down piston exposed to the jack pressure causes the down piston to
open the down valve. The down valve will remain in the open position as long as the flow of control fluid
passing through the down acceleration adjustment (DA) exceeds the flow through the down transition (DT) and
the down stop (DS) adjustments. The maximum down speed is controlled by a mechanical stop limiting the
down piston travel (Down Adjustment (D)).

Upon reaching a predetermined distance above the floor to which the car is traveling (6 inches for each 25 feet
per minute of car speed) the down solenoid (D) is de-energized. The fluid input to the control side of the down
piston from the jack continues, as the control side of the piston is larger in area than the area exposed to jack
pressure. This causes the down piston to start closing. A control rod follows the movement of the piston,
uncovering control porting and allowing fluid to flow through the down level adjustment (DL), which when equal
in quantity to the flow through the down transition adjustment (DT), stops the motion of the piston, placing the
down valve in the leveling position. The rate of movement of the down piston from the open position to the
leveling position is controlled by the down transition adjustment (DT). Upon reaching a point slightly before
floor level, (usually 3/8 of an inch to 1/4 of an inch), the down leveling solenoid (DL) is de-energized, causing
the fluid coming through the down transition (DT) and the down stop (DS) adjusters to be diverted to the
control side of the down piston, moving the down piston to the fully closed position of the down valve.

The final closing rate of the down valve is controlled by the down stop adjustment (DS). Opening the down
stop adjustment (DS) will cause the car to stop more firmly, as control fluid is sent to the control side of the
down piston at a more rapid rate.

DOWN DIRECTION UC4MR

Constant down speed is controlled by the down speed regulator adjustment (DSR) which regulates the
movement of the down piston and down valve in the event of increased jack pressure. This continuous
regulation causes a constant rate of flow in the down direction from the jack through the down valve and back
to the reservoir regardless of varying loads on the elevator. The UC4MR valve does not require the down stop
adjustment (DS) as does the UC4 and UC4M valves. With the above exception, the UC4MR valve operates in
general as the UC4 and UC4M valves.

Copyright 2004 Maxton Mfg. All Rights Reserved 48 S:\CATALOG\WORD\44MROPSQD.DOC REV 01/2004
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 1728 Orbit Way
Minden, Nevada 89423-4114
HYDRAULIC SCHEMATIC Phone: (775) 782-1700
FAX: (775) 782-1701
UC4MB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

D SOLENOID US SOLENOID
1

10
DL SOLENOID U SOLENOID
VALVE CONTROL PLATE

11 UTC

2
3

UTC 6
12 5 4

MANUAL
LOWERING

UC4/4M/4MR
DT DS DA UT UA UL US

18

13
VALVE BODY & CLOSURE

PUMP 8
17 (BELOW)
14

16 15
JACK TANK

RELIEF
D
DL BPS

1 BALL CHECK SEAT ASSEMBLY 7 UT BALL CHECK (VALVE BODY) 13 DOWN STRAINER
2 MAXIMUM UT ORIFICE 8 US BALL CHECK 14 UP STRAINER
3 UT BALL CHECK (CONTROL PLATE) 9 DT BALL CHECK 15 BPS PISTON & GUIDE ASS'Y
4 MAXIMUM US ORIFICE 10 MAXIMUM DT ORIFICE 16 DOWN / CHECK PISTON & GUIDE ASS'Y
5 MAXIMUM UA ORIFICE 11 MAXIMUM DS ORIFICE 17 REGULATOR ROD
6 UA BALL CHECK 12 DS BALL CHECK 18 LS ADJUSTER

Copyright 2004 Maxton Mfg. All Rights Reserved Page 315

49 S:\CATALOG\WORD\4MSCHAT.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
HYDRAULIC SCHEMATIC Phone: (775) 782-1700
UC4B44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

US SOLENOID D SOLENOID
1

10
U SOLENOID DL SOLENOID
VALVE CONTROL PLATE

UTC
11

2
3

6 UTC

5 12
4

MANUAL
LOWERING

US UL UA UT DA DS DT

18

13
VALVE BODY & CLOSURE

8 PUMP
(BELOW) 17
14

15 16
TANK JACK

RELIEF
D
BPS DL

1 BALL CHECK SEAT ASSEMBLY 7 UT BALL CHECK (VALVE BODY) 13 DOWN STRAINER
2 MAXIMUM UT ORIFICE 8 US BALL CHECK 14 UP STRAINER
3 UT BALL CHECK (CONTROL PLATE) 9 DT BALL CHECK 15 BPS PISTON & GUIDE ASS'Y
4 MAXIMUM US ORIFICE 10 MAXIMUM DT ORIFICE 16 DOWN / CHECK PISTON & GUIDE ASS'Y
5 MAXIMUM UA ORIFICE 11 MAXIMUM DS ORIFICE 17 REGULATOR ROD
6 UA BALL CHECK 12 DS BALL CHECK 18 LS ADJUSTER

Copyright 2004 Maxton Mfg. All Rights Reserved

Page50
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 1728 Orbit Way
Minden, Nevada 89423-4114
TROUBLE SHOOTING PROCEDURES Phone: (775) 782-1700
FAX: (775) 782-1701
UC4, UC4M, UC4MRB44 Web: www.maxtonvalve.com
UC3A, UC3AM Email info@maxtonvalve.com

CAUTION:

• The information contained herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect
switch off and that the elevator is resting on the bumpers (zero system pressure).

UC4/4M/4MR
The possible problems and causes are listed in order of likelihood and ease of checking.

The first section of the guide deals with the UP SECTION, while the second deals with the DOWN
SECTION.

It is important to use the following reference materials in conjunction with the trouble shooting procedures:

• UC4, UC4MB44 Operating Sequence

• UC4, UC4MB44 Adjustment Procedure

Copyright 2004 Maxton Mfg. All Rights Reserved 59 S:\CATALOG\WORD\4TSP1.DOC REV 01/2004
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 1728 Orbit Way
Minden, Nevada 89423-4114
TROUBLE SHOOTING PROCEDURES Phone: (775) 782-1700
UC4, UC4M, UC4MRB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
UC3A, UC3AM Email: info@maxtonvalve.com

CAUTION:
• The information contained herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect
switch off and that the elevator is resting on the bumpers (zero system pressure).

UP SECTION

PUMP RUNS, CAR DOES NOT MOVE

• Check valve for proper sizing in accord with adjustment procedures.
• Make sure gate valves are open in system as required.
• Turn US (Up Stop) adjuster in clockwise (CW) until it stops.
(1) If car moves, check for proper voltage to coils.
(2) If voltage is correct, remove US solenoid assembly. Visually inspect parts for foreign
material and / or damage. Ball cage must operate freely within the solenoid tube.
(3) Replace solenoid seat.
(4) Remove control plate and transfer line, check up control fluid strainer on transfer line
for lint. If clogged remove debris (in this case oil in the system must be filtered).
• If car does not move, remove valve closure. Examine bypass piston ring for damage.

SLOW UP ACCELERATION
• Turn UA (Up Acceleration) adjuster out counterclockwise (CCW).
• Check belts and pulleys on pump and motor to make sure they are not slipping.
• Remove control plate and check up control fluid strainer for lint, especially the bottom of
strainer. If clogged, remove debris (in this case oil in the system must be filtered.
• Remove valve closure. Examine bypass piston ring for damage.
• Check relief valve for proper setting. Refer to adjustment procedures.
• Turn UT (Up Transition) and US (Up Stop) adjusters in (CW) fully. If car then accelerates
properly, check both U and US solenoid assemblies for damage to seats, debris and free
movement of ball cage.
• Check motor for proper HP rating and line voltage for excessive voltage drop.

UP ACCELERATION ROUGH
• Check jack packing and guide shoes for excessive tightness.
• Check valve for proper sizing.
• Turn US (Up Stop) and UT (Up Transition) adjusters in (CW) fully (count the number of
turns to avoid lengthy readjustment).

(1) Register an up call; if problem continues replace BPS adjuster.

(2) If car accelerates properly, or stalls in BPS sizing operation, either the US or UT ball
check assembly must be replaced. Turn either US or UT adjuster out (CCW) one at a
time and register an up call. When valve does not respond properly, replace respective
ball check assembly or consult MAXTON regarding replacement.

Copyright 2004 Maxton Mfg. All Rights Reserved 60 S:\CATALOG\WORD\4TSP2.DOC REV 01/2004
Page 318
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 1728 Orbit Way
Minden, Nevada 89423-4114
TROUBLE SHOOTING PROCEDURES Phone: (775) 782-1700
FAX: (775) 782-1701
UC4, UC4M, UC4MRB44 Web: www.maxtonvalve.com
UC3A, UC3AM Email info@maxtonvalve.com

CAUTION:
• The information contained herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch
off and that the elevator is resting on the bumpers (zero system pressure).

UP SECTION (CONTINUED)

UP SPEED SLOW
• Check belts and pulleys on pump and motor to make sure they are not slipping.
• Check relief valve for proper setting.
• Check for proper voltage on up coils
• Check motor for proper HP rating and line voltage for excessive voltage drop.
• Check both U and US solenoid for damage to seats, debris and free movement of ball
cage.

CAR OVERSHOOTS FLOOR

• Turn the UT (Up Transition) adjuster out (CCW) more.
• Remove the US solenoid assembly and check for foreign material and / or damage.

UC4/4M/4MR
Solenoid parts must operate freely within solenoid tube.
• Check hatch slow down switch and stopping circuit to make sure there is no delay (one
second lost means a three foot delay at 180 feet per minute).
• Replace the BPS adjuster.

CAR STALLS OR LEVELING SPEED VARIES IN LEVELING ZONE

• Make sure the US (Up Stop) and U (Up) coils are connected in proper operating sequence.
Refer to Adjustment Procedure.
• Make sure LS (Leveling Speed) adjuster dot is referenced to the line between F and S.
• Check relief valve for proper setting.
• If car will not adjust using LS (Leveling Speed) adjuster, turn US (Up Stop) adjuster in
(CW), then if car moves;
(1) Check for proper coil voltage.
(2) Remove US (Up Stop) solenoid assembly and check for debris and / or damage.
Solenoid parts must operate freely within the solenoid tube.
(3) Replace the solenoid seat.
• Remove the valve closure, examine bypass piston for damage.

HARSH UP STOP
• Turn US (Up Stop) adjuster in (CW) for smoother stop.
• Check that the pump continues to run after car has stopped for at least one second. As a
check to determine adequate pump time, turn US (Up Stop) adjuster in (CW) fully. Car
should then level and stop above the floor. If not, there is not enough pump time.
• Check for tight packing or guide shoes. If jack packing and guide shoes are in good condition, a
soft stop will be accomplished by following the standard Adjustment Procedures.

Copyright 2004 Maxton Mfg. All Rights Reserved 61319

Page S:\CATALOG\WORD\4TSP3.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
TROUBLE SHOOTING PROCEDURES Phone: (775) 782-1700
UC4, UC4M, UC4MRB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
UC3A, UC3AM Email: info@maxtonvalve.com

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch
off and that the elevator is resting on the bumpers (zero system pressure).

DOWN SECTION
CAR WILL NOT LOWER
• Check coil voltage.
• Check line shut off valve and tank shut off valve.
• Turn DS (Down Stop) adjuster in clockwise (CW) to stop.
• Turn DA (Down Acceleration) adjuster out counterclockwise (CCW) more.
• Turn DT (Down Transition) adjuster in (CW) slowly. If car will not lower, turn ML (Manual
Lowering) screw out (CCW) all the way. If car lowers with ML screw open, first check for
proper coil voltage. If voltage is correct, then check both D and DL solenoid assemblies for
debris and / or damage. Solenoid parts must operate freely within the solenoid tube.
• Replace the solenoid seat.
• Check down piston ring for damage
• Check piston guide and seat for freedom of movement.

SLOW DOWN START

• Turn DA (Down Acceleration) adjuster out (CCW).
• Turn DS (Down Stop) adjuster in (CW).
• Remove D solenoid assembly. Check for debris and / or damage. Ball cage must operate
freely within solenoid tube.
• Replace solenoid seats.
• Check jack packing and guide shoes for any binding.

HARSH OR BOUNCY START

• Bleed air from jack.
• Check for packing or guide shoe friction.

FAST DOWN START

• Turn DA (Down Acceleration) adjuster in (CW).

CAR COMES DOWN IN LEVELING SPEED ONLY

• Check coil voltage to D (Down valve) solenoid.
• Land car and remove D solenoid assembly. Check for debris and /or damage. Ball cage must
operate freely within solenoid tube.
• Replace solenoid seats.

MAIN DOWN SPEED TOO SLOW

• Make sure gate valves are open between valve and jack and between valve and tank.
• Turn D (Down speed) adjuster out (CCW).
• Replace solenoid seats.
• Check down piston for damage.
• Install pressure gauge at “B” port. Check pressure during full down speed and compare to
flow chart. If there is any abnormal pressure drop, check for restriction in piping from valve to
jack and from valve to tank.
• Check flow capacities of pipe between valve and jack and between valve and tank.

Copyright 2004 Maxton Mfg. All Rights Reserved 62 S:\CATALOG\WORD\4TSP4.DOC REV 01/2004
Page 320
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
TROUBLE SHOOTING PROCEDURES Phone: (775) 782-1700
FAX: (775) 782-1701
UC4, UC4M, UC4MRB44 Web: www.maxtonvalve.com
UC3A, UC3AM Email info@maxtonvalve.com

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch
off and that the elevator is resting on the bumpers (zero system pressure).

DOWN SECTION (CONTINUED)

DOWN TRANSITION TOO SLOW

• Turn DT (Down Transition) adjuster out (CCW).
• Remove D solenoid assembly and check for debris and / or damage. Ball cage must
operate freely within solenoid tube.
• Replace solenoid seat.
• Check slow down switch and relays for possible delay.
• Check down control fluid strainer assembly for lint. If clogged remove debris (in this case
oil in the system should be filtered).

UC4/4M/4MR
NO DOWN LEVELING SPEED
• Turn DA (Down Acceleration) adjuster out (CCW).
• Turn ML (Manual Lowering) screw out (CCW).
• If car lowers:
(1) Check voltage to DL solenoid coil.
(2) Remove DL solenoid assembly and check for debris and / or damage. Ball cage must
operate freely within solenoid tube.
(3) Replace solenoid seat.
• If car does not lower, remove valve closure, check down leveling spool and spring to
make sure it is not sticking (or broken) and is assembled in proper order.

DOWN STOP TOO SMOOTH OR INACCURATE

• Turn DS (Down Stop) adjuster out (CCW). This will necessitate readjusting the DA (Down
Acceleration) adjustment.
• Remove DL solenoid assembly and check for debris and / or damage. Ball cage must
operate freely within solenoid tube.
• Check hatch switches and relays for possible delay.
• Check down control fluid strainer assembly (under control plate) for lint. If clogged
remove debris (in this case oil in the system should be filtered).

DOWN STOP TOO ROUGH

• Turn DS (Down Stop) adjuster in (CW).
• Check for tight jack packing or guide shoes.

Copyright 2004 Maxton Mfg. All Rights Reserved 63 S:\CATALOG\WORD\4TSP5.DOC REV 01/2004
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CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
TROUBLE SHOOTING PROCEDURES Phone: (775) 782-1700
UC4, UC4M, UC4MRB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
UC3A, UC3AM Email: info@maxtonvalve.com

CAUTION:
• The information herein is for use by skilled hydraulic elevator professionals.
• Before disassembly of the valve, make sure the power is off by turning the main disconnect switch off
and that the elevator is resting on the bumpers (zero system pressure).

DOWN SECTION (CONTINUED)

CAR WILL NOT STOP IN DOWN DIRECTION

• Make sure coils are not energized.
• Turn DT (Down Transition) adjuster out (CCW) fully.
• Remove D solenoid assembly and check for debris and / or damage. Ball cage must
operate freely within solenoid tube.
• Replace solenoid ball cage.
• Replace solenoid seat.
• Remove valve closure and check piston guides to make sure they operate freely within
their respective seats.
• Check down control fluid strainer assembly (under control plate) for lint. If clogged remove
debris (in this case oil in the system should be filtered).

CAR DRIFTS SLOWLY DOWN

• Send car to upper floor. Open main power disconnect switch.
• Close pit valve. If car still drifts the leak is in the jack assembly.
• Turn ML (Manual Lowering) screw out (CCW) and then turn in (CW) fully to insure a good
seat.
• Turn DA (Down Acceleration) adjuster in clockwise (CW) fully. If leak stops, this indicates a
leak at the down solenoids. Replace D and DL solenoid seats. Refer to Solenoid Kit
#292920.
• If leak does not stop, this indicates a leak at the down guide seal. Remove Down / Check
guide and examine seal on guide for damage and / or debris. Examine Down / Check seat.
It must be free from nicks or scratches on the small internal radius.

Copyright 2004 Maxton Mfg. All Rights Reserved 64 S:\CATALOG\WORD\4TSP6.DOC REV 01/2004
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Valves

Maxton Valves

UC4MR

Page 323
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intentionally
left blank.

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 1728 Orbit Way
Minden, Nevada 89423-4114
HYDRAULIC CONTROLLERS Phone: (775) 782-1700
FAX: (775) 782-1701
UC4MRB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

Introduction
The UC4MR hydraulic controller was designed to meet changing application trends. The greater variation in temperature
and pressure seen in today’s market demand much more from the valve design. The first steps of improvement are to
regulate the area of greatest variation (down main speed). The UC4MR valve will allow the user to have direct adjustment
control of loaded and unloaded down main speeds without applying a load.

Jack Tank

UC4/4M/4MR
Pump
Specifications Standard Features
Standard Flow range 20 – 185 gpm (76 – 700 I/min) Unit body construction.
Operating Pressure Steel sleeve inserts in valve body.
Minimum 175 psi (12 bar) Feed back control for stall free operation.
Maximum 800 psi (55 bar) Individualized adjustments.
Regulated down speed control.
Line Connections Integrated relief valve.
Jack, Tank Port 2” NPT Push button manual lowering.
Pump Port (flange) 2” NPT or Victaulic Low pressure cutoff manual lowering.
High efficiency solenoids.
Gauge Ports Pump Pressure: “A” Port (1/8” NPT) 115 VAC solenoid coils.
System pressure: “B” Port (1/8” NPT) Factory tested prior to shipping.
Pressure Switch: “S” Port (1/8” NPT) 24 month limited warranty.

Optional Features
Operating Temperature 80°– 150° F (26°– 65° C) Explosion Proof Coil Cover
Oil Type Hyd. ISO VG 32 Thread to Victaulic Adapters (2”)
150 SUS @ 100° F (38° C) Low Pressure Switch
Tank Discharge Filter
Solenoid Coils
Solenoid Coils Encapsulated CSA / UL Listed 12 / 24 VDC Coils
12 / 24 VDC – 115 VAC Dual Voltage Coils
230 VAC Coils
Overall Dimensions 115 VDC Coils
Width 8 7/16 inches (214mm) Height 10 1/2 inches (268mm)
Depth 9 3/16 inches (233mm) Weight 27 lbs. (12.2kg)

Copyright 2004 Maxton Mfg. All Rights Reserved 51 S:\CATALOG\WORD\MRSPECS.DOC REV 01/2004
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10
 1728 Orbit Way
Minden, Nevada 89423-4114
ADJUSTMENT PROCEDURE Phone: (775) 782-1700
FAX: (775) 782-1701
UC4MRB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

THE INFORMATION PRESENTED HEREIN IS FOR USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS

SPECIAL CONSIDERATIONS:
Make all adjustments at minimum pressure (no load on elevator) except where noted. “IN” is ALWAYS (CW) clockwise. “OUT” is ALWAYS (CCW)
counterclockwise. The control plate adjusters have seal nuts, not lock nuts. Adjust nut only to set seal friction (friction will maintain adjustment).
When adjustment procedure calls for coils to be disconnected, disconnect them electrically. Do not remove them physically. Make adjustments
with a minimum oil temperature of 80˚ F, not to exceed 100˚ F maximum. Maxton recommends the use of a 5 micron filtration system.
GAUGE PORTS: OPERATIONAL DATA:
Gauge ports 1/8 pipe sizes are provided at points A, B and S. Min. / Max. Pressure: 175-800 psi (12-55 bar)
A Port: Pump pressure (RELIEF, WORKING PRESSURE). Min. / Max. Rated Flow: 20-185 gpm (76-700 l / min.)
B Port: Jack pressure (STATIC, DOWN RUNNING). Operating Temperature: 80˚-150˚ F (26˚-65˚ C)
S Port: Low pressure switch port. Optimal Temp. Range. 100˚-130˚ F (38˚-54˚ C)
Note: The minimum operating pressure at port B should be at Oil Type: Hyd. ISO VG 32
least 175 psi (12 bar) as car is moving down full speed with no 150 SUS @ 100˚ F (38˚ C)
load. See flow chart.
Note: Consult factory when applications exceed pressure ratio
over 2.5 to 1, example (Max. / Min: 280 / 100)
UP SECTION ADJUSTMENTS DOWN SECTION ADJUSTMENTS
1 BPS Disconnect the US coil, turn UA IN (CW) register an up call 7 DSR Register a down call and turn DSR OUT (CCW) until the car
and turn BPS IN (CW) until the car just moves. Next, turn the reaches approx. 5% above contract speed. NOTE: You may
BPS adjuster OUT (CCW) until it stops the movement of the need to turn DT IN (CW) until the car begins down acceleration.
car, then OUT 1/ 2 turn more. Snug lock nut on BPS adjuster In order to achieve desired speed, D may need to be turn OUT
and stop pump. NOTE: If car does not move with BPS fully IN (CCW).
(CW), the valve may be oversized for the job (consult factory

for proper valve sizing). Reconnect the US coil.
2 UA Register an up call (pump running, U & US coils energized, car
should not move), slowly turn UA OUT (CCW) to attain full up
speed within 24 to 36 inches. Lower car to lowest landing.
3 UL Disconnect the U coil. Turn UL adjuster IN (CW) to stop and
register an up call. Leveling speed should be 3 to 5 fpm. (If not,
readjust LS*). Turn UL adjuster OUT (CCW) to attain 9 to 12
fpm leveling speed. Reconnect the U coil and lower the car to
lowest landing.
UC4/4M/4MR
8D Register a down call to set your actual contract speed with D
adjuster (CW slower). Tighten the lock nut (snug) & send car to
upper landing.
9 DL Disconnect D coil. Register a down call and set down leveling
speed at 6 to 9 fpm with the DL adjuster. Tighten the lock nut
(snug tight). Reconnect D coil.
10 DT Register a down call and turn DT IN (CW) so that the car slows
to provide 4 to 6 inches of stabilized down leveling. NOTE: A
minor re-adjustment of DL may be necessary. Send car to
upper landing.

4 UT Register an up call and turn UT IN (CW) so that the car slows 11 DA Turn DA IN (CW) until desired rate of acceleration is achieved.
to provide 4 to 6 inches of stabilized up leveling. Repeat steps Full down speed should be attained within 24 to 36 inches.
3 and 4 as necessary.
ML MANUAL LOWERING: Push ML button to lower car downward
at leveling speed when necessary.
5 US With US adjuster fully OUT (CCW), car should stop 1/4" to 3/8"
below floor. After a normal up run, turn US IN (CW) as needed R RELIEF:
to bring the car to floor level. The pump must be timed to run a. Land car in pit and install pressure gauge in A port.
no more than ½ second after the car has reached the floor. b. Register an up call with a fully loaded car, making note of
Maximum operating pressure.
6 With empty car at bottom floor, disconnect U & US coils and c. Turn UA and RELIEF adjuster OUT (CCW) to stop.
register a call. The car must not move. If movement occurs, d. Close the manual shut off valve to the jack.
check BPS and US. e. Register an up call, observe pressure gauge and turn
RELIEF IN (CW) to increase pressure. Final setting should
be in accordance with local code requirement not to
LS* Dot on the LS adjuster should be referenced to the line exceed 150% of maximum operating pressure.
between F / S. When necessary, disconnect the U coil and turn f. Tighten the lock nut (snug tight).
the UL adjuster IN (CW) to stop. Move the LS adjuster slightly g. Restart to check the pressure relief setting. Seal as
toward S for slower or F for faster leveling speed. Set coarse required.
adjustment from 3 to 5 fpm with the LS adjuster, then repeat h. Open the manual shut off valve to the jack
step 3. i. Readjust UA for proper Up Acceleration.
DEFAULT SETTINGS DEFAULT SETTINGS
CONTROL PLATE CONTROL PLATE
US UP STOP OUT (CCW) to stop. (faster rate) DT DOWN TRANSITION OUT (CCW) to stop. (faster rate)
UL UP LEVEL IN (CW) to stop. (slower speed) DA DOWN ACCELERATION OUT (CCW) to stop. (faster rate)
UA UP ACCELERATION IN (CW) to stop. (slower rate)
UT UP TRANSITION OUT (CCW) to stop. (faster rate) ML MANUAL LOWERING Push Button
VALVE BODY VALVE BODY
BPS BY-PASS SIZING OUT (CCW) to stop. (delays up start) D DOWN SPEED OUT (CCW) 4 threads above lock nut. (faster speed)
LS* LEVEL SPEED (factory set) DOT ON LINE (set 3-5 fpm) DL DOWN LEVEL OUT (CCW) 4 threads above lock nut. (faster speed)
R RELIEF (factory set) APPROX 450 psi (CW increases pressure) DSR DOWN SPEED REGULATOR IN 1 thread above jam nut

Copyright 2004 Maxton Mfg. All Rights Reserved 53 S:\CATALOG\WORD\MRAP.DOC REV 01/2004
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 1728 Orbit Way
Minden, Nevada 89423-4114
ADJUSTMENT PROCEDURE Phone: (775) 782-1700
UC4MRB44 FAX: (775) 782-1701
Web: www.maxtonvalve.com
Email: info@maxtonvalve.com

SOLENOIDS
(UNDER)
COVER
“S” PORT
** COIL
COVER
Front View Top View
D US

PUMP
“A” PORT SUB
*UP STRAINER CHECK
SEAT

*DOWN STRAINER DL U
SERIAL #

SERIAL #

SYSTEM
JACK
“B” PORT
PUMP

* Strainer access is provided from the top of the control plate.

** The COIL COVER, SLEEVES, and BASE PLATE are an integral part of the valve assembly and must not be removed during normal operation

US

UL
UT DA

DOWN
FULL SPEED D
D
PUMP

DL
US UP
FULL SPEED

UA
DT
BPS
DL

DS

ELECTRO-MAGNETIC COILS
U = UP COIL D = DOWN COIL
US = UP STOP COIL DL = DOWN LEVEL COIL

ATTENTION: All Maxton Valves MUST be installed with the solenoids in the upright (vertical) position.
When replacing a Maxton UC3 / UC3AM or UC4 / UC4M series valve, pump flange
assembly must also be replaced. It is subject to the same wear and tear as the valve.

COIL OPERATING SEQUENCE

US For up travel, energize when pump starts and de-energize to stop. With US energized and pump running, car will move up at leveling
speed. For “soft stop”, pump should run no more than one half second after US de-energizes.

U Energize with US coil to run up at contract speed. De-energize at slowdown distance from floor. Slowdown distance = 2 inches for each
10 fpm of car speed NOT to exceed 6 inches for every 25 fpm of car speed. If necessary increase slowdown distance to achieve 4-6
inches of stabilized up leveling.

DL Energize to move car at leveling speed. De-energize to stop.

D Energize with DL coil to run down at contract speed. De-energize at slowdown distance from floor. Slowdown distance = 2 inches for
each 10 fpm NOT to exceed 6 inches for every 25 fpm of car speed. If necessary increase slowdown distance to achieve 4-6 inches
of stabilized down leveling.

CAUTION: On Wye - Delta Up Start do not energize U and US Coils until motor is running on Delta
Copyright 2004 Maxton Mfg. All Rights Reserved 54 S:\CATALOG\WORD\MRAP2.DOC REV 01/2004
Page 327
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 1728 Orbit Way
Minden, Nevada 89423-4114
EXPLODED VIEW Phone: (775) 782-1700
FAX: (775) 782-1701
UC4MRB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

237500
max UT COIL COVER
Max DT WARNING &
ORIFICE
ORIFICE MANUAL
(STEEL)
(STEEL) SPECIFICATION LOWERING
LABEL LABEL
max UA
ORIFICE + 282920
(BRASS) SOLENOID
TUBE ASSY
max US
ORIFICE 28170D
(RED) UP STRAINER
ASSY
+ 292950
BALL CAGE 208200 115 VAC (RED)
KIT * OPTIONAL: 2354BO
208000 230 VAC (GREEN) COIL COVER
* 208100 115 VDC (BLACK) STUD
29298A-2 208300 12 VDC (BLACK)
SOLENOID + 2080A0 VDC – 120 VAC (BLUE)
SEAT KIT
244600
SEAL PLUG
212900
SCREW
28170B * 206900
DOWN
STRAINER COIL SLEEVE
213000
*
LOCK
RING
ASSY
*

2139BO
*
SCREW
*

UC4/4M/4MR
28390B
BASE PLATE
238100
SCREW
* ASSY
2348MRW
28347W SEAL RETAINER 2379A0
UP LEVELING PLATE SCREW
REGULATOR
ASSY
* *
28346MRW
CONTROL 2379S0
PLATE ASSY SEAL SCREW
2394MRW
VALVE BODY

*
28338MR
BPS PISTON &
GUIDE ASSY
283410
BPS SEAT
ASSY
* 28371B
PISTON
RING ASSY
283070 *283330
DOWN / CHECK BPS ADJUSTER
SEAT ASSY ASS”Y
28350B
REGULATOR 283240 DOWN
ROD ASSY LEVEL ADJ. ASSY
2319B0
285010 DIFFUSER
* DSR ADJ ASSY

*
283250 DOWN 283010 RELIEF
SPEED ADJ. ASSY ADJ.
283580
2” THD SCREW ASSY
FLANGE (Available in
(SHOWN) complete closure
assy only)
OPTIONAL: 28328MRW
283430 CLOSURE
2” VIC FLANGE ASSY
234200
232900
SCREW
28317E4 SCREW 285060
* 28371B
DOWN / CHECK
PISTON & GUIDE PISTON
PUSH BUTTON
MANUAL LOWERING
*
ASSY RING ASSY ASSY
Notes:
* = ITEMS INCLUDED IN SEAL KIT #291540,
(REFER TO SEAL RING LOCATIONS SHEET UC4, UC4M, UC4MRB44 FOR PART NUMBERS)
+ = ITEMS INCLUDED IN SOLENOID KIT #292920,
(REFER TO THE APPLICATION FLOW CHART FOR GUIDE SELECTION (STANDARD GUIDES SHOWN))
Copyright 2004 Maxton Mfg. All Rights Reserved 55 S:\CATALOG\WORD\MREV.DOC REV 01/2004
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 1728 Orbit Way
Minden, Nevada 89423-4114
EXPLODED VIEW PARTS LIST Phone: (775) 782-1700
FAX: (775) 782-1701
UC4MRB44 Web: www.maxtonvalve.com
Email: info@maxtonvalve.com
PART # DESCRIPTION PART # DESCRIPTION PART # DESCRIPTION
28346MW CONTROL PLATE ASSEMBLY VALVE CLOSURE ASSY (Continued) VALVE BODY (Continued)
280070 Adjuster screw assembly 283240 Down leveling adjuster assembly Up seat assembly (cont.)
203400 Seal nut 233100 Snap ring 230600 Seal ring
227000 Teflon seal 233000 Lock nut 28338MR BPS piston & guide assy (std.)
200700 Adjuster screw 232400 Down leveling adjuster screw 232100 * Seal ring
28170D Up strainer assembly 210500 * Seal ring 2320A0 BPS piston sleeve (w / pin)
2170D0 Up strainer cap 210200 * Seal ring 28371B * Piston ring & expander assy
2363A0 Transfer line with screen 232300 Spring 2338MR BPS piston
210500 * Seal ring 232200 Sleeve 231600 Snap ring
237200 * Seal ring 283250 Down speed adjuster assembly 251500 Control rod
28170B Down strainer assembly 233000 Lock nut 233100 Snap ring
2170C0 Down strainer cap 232500 Down speed adjuster screw 251400 Control tube
2170B0 Down strainer base with screen 210200 * Seal ring 2339B0 Spring
210500 * Seal ring 237000 Spring 233600 Seal ring
236900 Ball, 1/4" 237300 Spring guide 2340E4 BPS guide (standard)
237200 * Seal ring 285010 DSR adjuster assembly 283430 Pump flange assy, 2" Victaulic
28390B Coils base plate assembly 250200 DSR adjuster screw 232100 * Seal ring
2390B0 Coils base plate 250100 DSR cartridge 2362A0 Snap ring
207700 Grommet 250400 Sleeve 236100 Check return
207900 Ground screw 250300 Spring 234300 Flange, 2" Victaulic
247300 Washer 251700 Roll pin 235700 Spring
UT Regulator 251800 Spacer 235600 Return check rod
2379S0 Screw (1/4-28 button head) 250500 Lock nut 283580 Pump flange assy, 2" Threaded
210800 Seal ring 210200 * Seal ring 232100 * Seal ring
234400 Spring 233600 * Seal ring 2362A0 Snap ring
213400 Ball 3/16" 237200 * Seal ring 236100 Check return
DT Regulator 238500 Seal ring 235800 Flange, 2" Threaded
2379A0 Screw (1/4-28 button head) 283010 Relief adjuster assembly 235700 Spring
210800 Seal ring Note: Available in complete closure assy only. 235600 Return check rod
234400 Spring 233000 Lock nut 28347W Regulator assembly
213400 Ball 3/16" 230400 Relief cartridge 2053W0 * Up leveling speed adjuster
Control plate assy miscellaneous 237200 * Seal ring 210700 Seal ring
282920 + Solenoid tube assembly 230100 Relief adjuster screw 2347WO Regulator
29298A2 + Solenoid seat kit 210500 * Seal ring 212200 Spring
292950 + Solenoid ball cage kit 230200 Spring boss 214200 Spring boss
2348WO Seal retainer plate 230300 Spring
2105LC * Seal ring 230500 Ball retainer 28350B Regulator rod assembly
2385LC * Seal ring 236900 Ball 235200 Pipe plug
210140 * Seal ring Valve closure assy miscellaneous 214100 Set screw
210190 * Seal ring 235200 Pipe plug (A & B ports) 2350B0 Regulator rod
238100 Screw (# 10-32) 2379A0 Screw (¼-28 button head)
210800 * Seal ring 210800 * Seal ring MISCELLANEOUS
244500 Seal plug 244500 Seal plug 206900 Coil sleeve
244600 Seal plug 210500 * Seal ring 208000 Solenoid coil 230 VAC (Green)
210500 * Seal ring 208700 Spring 208100 Solenoid coil 115 VDC (Black)
208700 Spring 238000 Ball, 5/16" 208200 Solenoid coil 115 VAC (Red)
238000 Ball, 5/16" 236900 Ball, 1/4" 213000 Lock ring
2379A0 Screw (¼-28 button head) 251000 Spring 212900 Screw (regualtor cap)
238100 Screw (# 10-32 button head) 2394MRW VALVE BODY 2139B0 Screw (control plate)
263900 * Seal ring 283070 Down / Check seat assembly 2319B0 Diffuser
239503 Orifice (max UA, US) (Blue) 230900 Snap ring 232900 Screw (valve closure)
239504 Orifice (max UT) (Steel) 230700 Down / Check seat 234200 Screw (pump flange)
239513 Orifice (max DT) (Steel) 231200 Spacer 2354B0 Coils cover stud
239515 Orifice (UT Reg.) (Black) 230600 Seal Ring 237500 Coils cover
28317E4 * Down / Check piston & guide assy 2376A0 Jam nut (coil cover)
232100 Seal ring 237700 Washer (coil cover)
28328MRW VALVE CLOSURE ASSEMBLY 232000 Down piston sleeve 238100 Screw (baseplate)
285060 Manual lower push button assy 2317A0 * Down piston 2352A0 Pipe plug
238500 * Seal ring 28371B Piston ring & expander assy
210800 * Seal ring 231500 Snap ring
283330 * BPS adjuster assembly 231500 Spring
233100 Snap ring 204600 Snap ring Notes:- REFER TO APPLICATION FLOW
233300 BPS adjuster screw 2314E4 Down / Check guide assy (std.) CHART FOR GUIDE SELECTION.
210200 * Seal ring 204500 * Seal ring
E1: 28338E1MR (BPS piston assembly)
210500 * Seal ring 230800 Seal retainer ring
28317E2MR (Down piston assembly)
224600 Spring guide 283410 Up seat assembly
E2: 28338E2MR (BPS piston assembly)
2323C0 Spring 230900 Snap ring 28317E3MR (Down piston assembly)
235100 Poppit 234100 BPS seat
233600 Seal ring * = PARTS INCLUDED IN
2353C0 Seal retainer SEAL KIT # 291540
+ = PARTS INCLUDED
IN SOLENOID KIT # 292920

Copyright 2004 Maxton Mfg. All rights reserved. 56

Page 329 S:\CATALOG\WORD\MREVPL.DOC REV 01/2004
CemcoLift 2008
 1728 Orbit Way
Minden, Nevada 89423-4114
HYDRAULIC SCHEMATIC Phone: (775) 782-1700
FAX: (775) 782-1701
UC4MRB44 Web: www.maxtonvalve.com
Email info@maxtonvalve.com

D SOLENOID 1
US SOLENOID

DL SOLENOID U SOLENOID
VALVE CONTROL PLATE

DTC UTC

2
3

DTC 6
UTC

5 4

UC4/4M/4MR
DT DA UT UA UL US

10
18

13
PUMP 8
VALVE BODY & CLOSURE

17 (BELOW)
14

16 15
JACK TANK
12

MANUAL
LOWERING

RELIEF
D
DL DSR BPS

1 BALL CHECK SEAT ASSEMBLY 7 UT BALL CHECK (VALVE BODY) 13 DOWN STRAINER
2 MAXIMUM UT ORIFICE 8 US BALL CHECK 14 UP STRAINER
3 UT BALL CHECK (CONTROL PLATE) 9 Not Applicable 15 BPS PISTON & GUIDE ASS'Y
4 MAXIMUM US ORIFICE 10 MAXIMUM DT ORIFICE 16 DOWN / CHECK PISTON & GUIDE ASS'Y
5 MAXIMUM UA ORIFICE 11 Not Applicable 17 REGULATOR ROD
6 UA BALL CHECK 12 DS BALL CHECK 18 LS ADJUSTER
Copyright 2004 Maxton Mfg. All Rights Reserved 57 330
Page S:\CATALOG\WORD\MRSCHAT.DOC REV 01/2004
CemcoLift 2008
Oil Cooler

Manufactured
by CemcoLift

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 OIL COOLER
The Cemcolift Oil Cooler was specifically designed for the hydraulic elevator industry. This
unit is a must when installing elevators utilizing large submersible motors in a high traffic
environment.

The need for an Oil Cooler can be recognized by high oil temperatures, which results in less
than desirable elevator operation.

With its 1/4 H.P. 115 VAC 1ø cooling fan and high efficiency fin design, adding to the ease
of installation, makes for one of the best hydraulic elevator oil coolers on the market today.

FEATURES:
x Pressure tested at 300 PSI
x Designed to transfer the most BTU’s with minimal pressure drop
x Full collared fins, ensures great heat transfer (17,800 BTU/HR)
x Cooling elements constructed of copper tubes and aluminum fins for the ultimate
thermal efficiency and versatility
x 12 ga. Painted steel mounting assembly, combined with two completely adjustable
mounting brackets, ensures ease of installation
x Powerful 1/4 HP 1ø 115 VAC 3.2 AMPS cooling fan motor delivering 1069 CFM of air
flow across the cooling fins
x External adjustable thermostat with a direct contact sensing unit to monitor the exact
oil temperature at all times
x Compact design ensures ease of mounting when space is a factor (16” deep)
x Easily adapted to existing units where the hydraulic control valve is above the oil reser-
voir
x Pre-wired 15’ conductor power cord with 120 VAC 15 AMP plug, eliminating special
electrical connections
x Standard units come with 3/4” NPT inlet and outlet connections for complete compati-
bility with existing systems
x No special tools or welding is needed for the installation of this unit
x Maximum distance for remote location is 25 ft.

Cemcolift Elevator Systems, Inc.

2801 Township Line Road ʕ Hatfield, PA 19440
Phone: (800) 962-3626 ʕ Fax: (215) 703-0343
Website: www.cemcolift.com
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 SUB CEMCO
BULLET ASSEMBLY NUMBER DESCRIPTION

1 Sheet Metal CM-11368 P/A PAN OIL COOLER MOUNTING BRKT

2 CM-10052 PAN OIL COOLER SUPP SIDE 10GA 12"x12"
CM-10051 PAN OIL COOLER 10GA 14-1/2"x18-3/4"x27"

3 Unitstruts S1B STRUT COOLER 14GA 1-5/8"x13/16"x24"

4 R39
5 R6L
6 R6D
7 RU1
8 R4D
9 R08
10 RL1-2191
HHCS 3/8"-16x1" GR 5 ZN
WASHER SPLIT LOCK 3/8" ZN
WASHER FLAT USS 3/8" ZN
NUT STRUT 3/8" NO SPRG
HHCS 3/8"-16x1-1/2" GR 5 ZN
NUT HEX 3/8"-16 GR 5 ZN
PUMP UNIT TANK FOOT-RUBBER

11 Electrical Box EBM JUNCTION BOX 6"x6"x4" W/COVER & KO

12 RL1-2293 CONNECTOR ROMEX 3/8"
13 RL1-2214 LUG BLACKBURN L70 GROUND
14 CM-11183 DIN RAIL MNTG 3" / 3 SLOTS
15 R58 PHMS 10-32x1/2" SLOT ZN
16 006-002 WASHER SPLIT LOCK 10-32 ZN
17 R6R WASHER FLAT 10-32 ZN
18 R0C NUT HEX 10-32 ZN
BULK EWO1 CORD SOW 16GA 3 CONDUCTOR x 250'
19 CM-11184 CORD SOW 16GA TO MOTOR 28"
20 CM-11185 CORD SOW 16GA TO COOLER 19"
21 CM-11186 CORD SOW 16GA TO SWITCH 26"
22 CM-11187 CORD SOW 16GA 3 CONDUCTOR x 14'
23 RL1-2374 TERMINAL FORK 18RA-8F
24 ESX1 WIRE JOINT TB RC55
25 CL-11303 CONTACTOR CA7-16-10-120-NO
26 HBL HUBBELL PLUG HBL5266C MALE

27 Switch E9K SWITCH TEM A-B #837-A4A

28 RL1-2293 CONNECTOR ROMEX 3/8"
29 R58 PHMS 10-32x1/2" SLOT ZN
30 006-002 WASHER SPLIT LOCK 10-32 ZN
31 R6R WASHER FLAT 10-32 ZN
32 R0C NUT HEX 10-32 ZN

33 Motor/Pump CL-10987 MOTOR AND PUMP (OC-200) 7P087

34 MOTOR AND PUMP (OC-200) 7P087
35 CL-10993 FIT 3/8"NPT-1/2"JIC M EL90 2103-6-8
36 MR1 HHCS 5/16"-18x1" GR 5 ZN
37 R60 WASHER FLAT USS 5/16" ZN
38 R61 WASHER SPLIT LOCK 5/16" ZN
39 R00 NUT HEX 5/16"-18 GR 5 ZN

40 Radiator CL-11675 RADIATOR OIL COOLER AOC-24-203233

41 RL1-2293 CONNECTOR ROMEX 3/8"
42 RL1-2323 ISOLATION MOTOR MOUNT RL TANK
43 RO7 NUT HEX 1/4"-20 GR 5 ZN
44 R6C WASHER FLAT USS 1/4" ZN
45 R6K WASHER SPLIT LOCK 1/4" ZN
46 PFL PIPE PLUG SQ HD MI 150 3/4"
47 CM-11182 LABEL OIL LEVEL MUST REMAIN ABOVE
48 inlet label
49 outlet label

Hose CL-10996 HOSE HYD NO-SKIVE 1/2" 301-8

50 CM-11181 HOSE HYD NO-SKIVE 1/2"x24"
51 CM-11659 HOSE HYD SKIVE 1/2"x12"
52 CL-10994 FIT 1/2"NPT-1/2"HOSE M 10143-8-8
53 CL-10995 FIT 1/2"JIC-1/2"HOSE F 10643-8-8

54 Return Line CL-12020 PIPE RED BUSH MI 150 1/2" - 3/4"

55 CL-10992 PIPE RED EL90 MI 150 3/4"-1/2"
56 PPZ1 PIPE CLOSE S40 3/4" BLK
57 PIM PIPE UNION MI 150 3/4"
58 PC8 PIPE CPLG MI 150 3/4"
59 PDA PIPE EL90 MI 150 3/4"
60 PJE2 PIPE T1E P&O S40 3/4"x24"
61 R64 WASHER FLAT USS 1" ZN
62 filter w/check valve manifold
63 PEW1 PIPE TBE P&O S40 3/4"x3"

64 Suction Line CL-10988 VALVE CHECK 1/2" (OC-200) 47715K23

65 CL-12091 PIPE T1E P&O S40 1/2"x6"
66 CL-11002 PIPE TBE P&O S40 1/2"x22"
67 CL-10992 PIPE RED EL90 MI 150 3/4"-1/2"
68 PC8 PIPE CPLG MI 150 3/4"
69 PEW1 PIPE TBE P&O S40 3/4"x3"
70 PIM PIPE UNION MI 150 3/4"
71 PPZ1 PIPE CLOSE S40 3/4" BLK
72 R64 WASHER FLAT USS 1" ZN

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Pipe Rupture
Valves
Maxton PRVs

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 OSV SAFETY VALVE (PIPE RUPTURE) & SHUT OFF VALVE- JANUARY 2006

Introduction
The Maxton OSV Safety Valve (Pipe Rupture) Shut off Valve is designed to provide protection
against supply line failure or over speed in the down direction. The OSV can be adjusted to stop the
elevator in the event of an over speed condition caused by a broken supply line or an abnormally
high rate of flow between the OSV and the power unit. The OSV complies with ASME A17.1-2000.

(MS)

Front View

Specifications Standard Features

Standard Rated Contract Flow
Works on pressure drop, no electricity
OSV E1 20 - 100 gpm (76 - 379 l/min) is required.
OSV STD 100 - 300 gpm (379 - 1136 l/min) Incorporates a manual shut off for use
as a pit shut off valve.
Operating Pressure Adjustable closing rate.
Minimum 50 psi (3.4 bar) Unit body construction.
Maximum 800 psi (55 bar) Steel sleeve inserts in valve body.
Victaulic or threaded line connections.
Line Connections Individualized adjustments.
Jack Port (Flange) 2, 2½” NPT or Victaulic
Tank Port (Flange) 2, 2½” NPT or Victaulic Factory tested prior to shipping.
Operating Temperature 80°-150° F (26° - 65° C) 24 month limited warranty.
Oil Type Hyd. ISO VG 32
150 SUS @ 100° F (38° C)
Overall Dimensions Optional Features
Width 11 1/4 inches (286mm) Height 10 1/8 inches (257mm) 3" Victaulic flanges
Depth 6 9/16 inches (167mm) Weight 28 lbs. (12.7kg)

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

Page 347 S:\CATALOG\WORD\OSVSPECS.DOC REV 01/2006 65

CemcoLift 2008
 OSV SAFETY VALVE (PIPE RUPTURE) & SHUT OFF VALVE- JANUARY 2006
THE INFORMATION CONTAINED HEREIN IS FOR USE BY SKILLED HYDRAULIC ELEVATOR PROFESSIONALS

CAUTION Top View

Never adjust the OSV while the car is
in motion. (Stay out of the pit when the
car is running.)

Manual shut off (MS) must be fully

open (CCW) during normal operation.

When utilizing the OSV as a pit valve,

turn Manual Shut Off in (CW) to stop.

Once tripped or after opening the

Manual Shut Off, the OSV must be
reset to a normal open position by
making an up run.

Maxton recommends the OSV have a

threaded connection to the jack.
Front View 10-1/8
INITIAL SETTINGS (257mm)

TS TRIPPING SPEED OUT (CCW) to stop.

CR CLOSING RATE OUT (CCW) to stop.

MS MANUAL SHUT OFF OUT (CCW) to stop.

ADJUSTMENT PROCEDURES
NOTE: To achieve accurate settings, OSV adjustments should be conducted with a fully loaded car.
Whenever possible, run car to an intermediate floor during adjustments and tests. It may be advisable to adjust
for a slightly faster down transition to insure floor stop.

1. Set car speed by opening the Down Valve (main control valve) or increase the load to achieve contract down
speed +25% (contract speed = full down speed with rated load).

2. Return car to the upper floor; turn TS in (CW) one turn. Exit the pit and register a down call. Repeat this
procedure until the valve actuates. Lock jam nut.

3. Return the car to the upper floor, turn CR in (CW) three turns initially. Exit the pit and register a down call.
Repeat this procedure using one-turn increments to obtain a comfortable, firm stop.

4. Seal adjustments TS and CR as required by local code.

5. Adjust the down valve and down transition back to normal settings (contract speed = full down speed with rated
load).

1728 ORBIT WAY - MINDEN - NEVADA - 89423-4114 - PHONE: 775-782-1700 - FAX: 775-782-1701 - WEB: maxtonvalve.com - EMAIL: info@maxtonvalve.com

Page 348 S:\CATALOG\WORD\OSVAP.DOC REV 01/2006 66

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Pipe Rupture
Valves
Blain PRVs

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R 10 Elevator Rupture Valve Aufzugs-Rohrbruchventil
Valve parachute pour ascenseur Válvula paracaidas para ascensor
EN ISO 9001

GB D

The rupture valve R 10 can be mounted in Das Rohrbruchventil R 10 kann direkt am

any position directly onto the cylinder inlet
connection Z.
In the event of failure in the main cylinder line
or where the down speed exceeds allowable
limits, the R 10 valve closes, bringing the car to
a smooth stop.
F E
R 10 AA Standard
La valve parachute R 10 peut être fixée en
quelconque position directement au vérin Z.
A la suite d'une rupture de conduite hydraulique
ou bien, d'une vitesse de descente excessive la
cabine sera freinée en douceur par la fermeture
de la valve R 10.
Attention: Danger des blessures de personnes! Les paramètres standards
ne doivent êtres changés que par le personnel qualifié de l'ascenseur. Avant
de remplacer des pièces à l'interieur, veuillez vous assurer que la ligne de
cylindre est fermée, que l'approvisionement électrique est coupé et que la
pression dans la soupape est réduite à zero.
Alternative connections • Alternative Anschlüsse • Connexions altern atives • Conexiones alternativas
B44 EN 81-2
Zylinderanschluß Z in beliebige Einbaulage
angebaut werden. Wenn sich der Aufzug wegen
eines Rohrbruchs in der Zylinderleitung oder
sonst über der vorgesehenen Betriebsgeschwin-
digkeit absenkt, wird der Aufzug durch gedämpf-
tes Schließen zum Stillstand gebracht.
La válvula paracaidas R 10 se acopla en cualquier
posición directamente a la conexión del cilindro Z.
R 10L Cuando el ascensor desciende a causa de la rotura
Z de tubos en el conducto del cilindro principal, o
R 10L AA sobrepasa la velocidad de marcha prevista, la
válvula R 10 cerrará y la cabina parará suavemente.
90°
R 10 AA + DK + ES
T
Advertencia: Peligro de daños a personas! Sólo personal cualificado
debería revisar las válvulas. La manipulatión por inexpertos podría causar
daños serios del equipo. Para la revisíon de la parte interior, hay que
asegurarse de que esté desconectado del suministro eléctrico y el resto de
presión en la válvula se haya reducido a cero.

L
Any connections 90°
Jeder Anschluss 90°
Cualquier conexión 90°
Quelconque connexion 90°

R10L _ _

Recommended size • Empfohlene Grösse • Grandeur recommandé • Tamaño recomendádo

R10 R10 A B L D E F V DK
kg
Qc P max. 90° SAE Victaulic l m n o p Tube
G o. G o. Øe in in
l/min. US gpm bar psi a b Optional dM
Ød
eM ØV mm V mm d (AA)
NPT NPT d e DN fM f1 f2 f3
ØV V

4 - 90 1,0 - 23 100 1500 ½'' 18 88 53 40 9 11 6 0,9

M 42 M 28 1,05 1,5
5 - 100 1,3 - 26 100 1500 ¾'' 18 ¾'' 32 52 x 2 44 36 x 2 26 19 M 10 36 47,6 22,2 26,7 38 105 62 50 11 11 1,6

101 - 175 27 - 45 100 1500 1'' 21 1'' 32 M 42 M 28 25 M 10 38 52,4 26,2 1,31 1,5 105 62 50 11 11 6 1,6
52 x 2 44 36 x 2 26 33,4 38
M 42 M 42 1,90 1,5
176 - 425 46 - 110 100 1500 1½'' 26 1½'' 35 52 x 2 44 52 x 2 26 38 M 12 44 70 35,7 48,3 38 143 94 60 11 11 6 3,4

426 - 800 111 - 208 100 1500 2'' 28 2'' 38 M 56 M 56 51 M 12 45 77,8 42,9 2,37 1,5 167 108 80 20 17 8 7
65 x 2 44 65 x 2 40 60,3 38
M 63 M 63 2,87 1,5
801 - 1225 209 - 318 80 1200 2½'' 30 2½'' 45 78 x 2 50 78 x 2 40 64 M 12 50 89 50,8 73,0 38 196 121 100 19 18 8 13

1226 - 2100 319 - 546 60 900 3'' 34 3'' 45 M 63 M 63 76 M 16 50 106,4 62 3,50 1,5 240 149 120 22 21 10 21
78 x 2 50 78 x 2 40 88,9 38

Examples:
3/4" - 3"
B E
5-2100 l/min B E D E D D E
1,3-546 gpm
Z R10 T
Adaptor BE
Inch - mm
B-E Pipe or hose EV100
Rohr oder Schlauch
3/4" - M36x2 Tube ou tube flexible
1" - M36x2 3/4" - 3"
Tuba o tuba flexible
1 1/2" - M36x2
1" - M52x2 5-2100 l/min B F0 F F F0 F0 F
1 1/2" - M52x2 1,3-546 gpm
2" - M52x2 Z T
1 1/2" - M65x2 R10
2" - M65x2
2" - M78x2 EV100
2 1/2" - M78x2

Pfaffenstrasse 1 Tel. 07131 2821-0 Manufacturers of the Highest Quality:

Boellinger Hoefe Fax 07131 485216 Control Valves for Elevators
74078 Heilbronn http://www.blain.de Page 351
Tank Heaters - Hand Pumps
Germany e-mail:info@blain.de CemcoLift 2008 Pipe Rupture Valves - Ball Valves
GmbH
Elevator Rupture Valve
GB
Warning: Only qualified personell should service hydraulic valves. Unauthorised
manipulation may result in injury or damage to equipment. Prior to servicing
internal parts, ensure that the electrical power is switched off and residual
pressure in the system is reduced to zero.
Options
2 Through adjustment '2' the R 10 can be preset to lower the car to the
bottom floor after it has been slowed down by the closing of the R 10, to
allow the escape of passengers.
DK For twin cylinder systems the connecting of pilot ports 'DK' ensures
that both R 10 valves close almost simultaneously. See in table 'DK Tube'
on first page.
ES The rupture valve can be fitted with an electrical limit switch ES
which is actuated when the valve closes and serves to initiate a warning
signal or to shut down the elevator.
Adjustment
1 'Closing flow' Qc. By screwing inwards, the valve closes with increased
oil flow.
Deceleration is less than 1 g and for safety reasons is a non adjustable,
built in feature of the R 10 valve.
The rupture valve reopens through an 'Up' command.
2 'Lowering Speed' (optional). By screwing inwards, the lowering speed
is increased.
Testing
The R 10 must be tested with load to ensure closing of the valve
between nominal and 0,3 m/sec (60 fpm) above nominal down speed
of the car.
When the down flow is approximately equal to the adjusted closing flow,
the R 10 will take several seconds to close.
When the down flow is in great excess of the adjusted closing flow, the R
10 will close in 1-2 seconds.
Aufzugs-Rohrbruchventil R 10
D
Warnung: Verletzungsgefahr! Neueinstellungen und Wartung dürfen nur
durch qualifiziertes Aufzugspersonal durchgeführt werden. Vor der Wartung
innerer Teile ist sicherzustellen, daß der elektrische Strom des Aufzuges
abgeschaltet und der Druck im Ventil auf Null reduziert worden ist.
Optionen
2 Das Ventil R 10 kann mittels Einstellung '2' so eingestellt werden,
daß der Aufzug nach der Abbremsung langsam in die unterste Haltestelle
absenkt, zur Evakuierung von Personen.
DK Bei Doppelkolben-Anlagen sichert eine Steuerleitungsverbindung
zwischen Anschlüssen 'DK' das fast gleichzeitige Schließen beider Ventile.
Siehe Tabelle 'DK Tube' auf Seite 1.
ES Ein oben auf dem R 10-Ventilflansch montierter elektrischer Schalter
ES wird beim Schließen des R 10 betätigt, um eine Warnung auszulösen
oder den Aufzug abzuschalten.
Einstellung
1 'Schließmenge' Qc. Hineindrehen bewirkt eine größere Schließmenge.
Die Abbremsung durch das R 10 Ventil ist weniger als 1 g und aus Sicher-
heitsgründen nicht verstellbar.
Das R 10 Ventil öffnet sich selbsttätig bei einer Hubfahrt.
2 Einstellung 'Absenkung' (Option). Hineindrehen bewirkt eine schnellere
Absenkgeschwindigkeit.
Prüfung
Das R 10 Ventil soll mit Last geprüft werden, zur Vergewisserung, daß
sich das Ventil zwischen der Nenngeschwindigkeit und 0.3 m/sek. über
der Nenngeschwindigkeit schließt.
Wenn der Durchfluß abwärts ungefähr der Schließmenge entspricht, wird
das R 10 nach einigen Sekunden schließen.
Wenn der Durchfluß abwärts weit mehr als die eingestellte Schließmenge
beträgt, wird das R 10 in 1-2 Sekunden schließen.

Valve parachute pour ascenseur Válvula paracaidas para ascensor

A option F Opciones
2 A l'aide du réglage '2' la valve R 10 peut être programmée de telle
façon qu'après le freinage la cabine puisse descendre lentement jusqu'à
l'étage inférieur pour permettre l'évacuation des passagers.
DK Pour les systèmes d'ascenseur à deux vérins, les connections pilotes
entre les adjonctions DK assurent que les deux valves R 10 se ferment
presque simultanément. Regardez tableau 'DK Tube', page 1.
ES Un interrupteur ES fixé sur la valve, et actionné par la fermeture de
celle-ci, permet le déclanchement d'une alarme ou la mise hors service
de la commande électrique.
Réglage
1 Débit de fermeture' Qc.
Visser provoque un plus grand débit de fermeture.
La valve parachute R 10 permet un freinage amorti moins d'1 g et par
mesure de securité celui-ci est indéréglable. La valve R 10 se réarme
seulement à l'occasion d'une commande 'montée'.
2 Réglage. 'Vitesse de descente' (á option). Visser provoque une
descente plus rapide de l'ascenseur pour l'évacuation aprés fermeture de
la valve parachute.
Essais
La valve doit être testée avec charge afin de s'assurer que la fermeture
s'effectue bien entre la vitesse nominale et 0,3 m/sec (60 fpm) plus de
cette dernière.
Lorsque le débit descente atteind approximativement le débit de fermeture
de la soupape R 10 celle-ci ferme après quelques secondes. Lorsque le
débit descente dépasse le débit de fermeture de la soupape R 10 celle-ci
ferme après 1 ou 2 secondes.
E
2 La válvula puede ser ajustada por medio del regulador '2', que permite
que el ascensor, después de la deceleración, vaya bajando lentamente,
hasta la posición de parada más baja, facilitando así la evacuación de
personas en la cabina.
DK Para sistemas con dos cilindros, autoacoplándose conexiones DK se
asegura que ambas válvulas R 10 cierren casi simultáneamente. Véase
tabla 'DK Tube', página 1.
ES Puede suministrarse un interruptor eléctrico ES que va embridado
sobre la válvula R 10. Funciona al cerrarse la válvula - y se emplea para
accionar la alarma o desconectar el ascensor.
Regulación
1 'Cierre de caudal' Qc.
Enroscándola, hacia adentro, la válvula cierra con mayor caudal.
La deceleración es menor de 1 g, y por razones de seguridad no es
regulable.
La válvula de rotura se reabre con una orden de 'subida'.
2 Velocidad de descenso (opcional). Enroscándola hacia adentro, se
aumenta la velocidad de descenso.
Prueba
La R 10 debe ser comprobada con cabina cargada y asegurarse que se
cierra entre la velocidad nominal y 0,3 m/s sobre esta velocidad.
Cuando el caudal descendente concuerda aproximadamente con el cierre
de caudal, el R 10 se cierra después de un par de segundos.
Cuando el caudal descendente es mucho más grande que el cierre de
caudal ajustado, el R 10 tardará 1 ò 2 segundos en cerrarse.

ES Adjustment 1 - Length h ES Range Bereich Gamme Gama

1 Einstellung 1 - Länge h Insul. P 65 Recommended Empfohlen Recommandé Recomendada
Réglage 1 - Loungueur h 380 V max.
Z Allowed Zulässig Permis Permitida
T Regulador 1 - Longitud h 6 A 100%
2
DK Qc US gpm.
0,26

100
120

160
200
250
300
350
400
500
0,5

1,5

10
13
15
20
25
30
40
50
60

80
1

3
4
5
6

2 1 ES
48

32

30 1.2
h

28 1.1
26
1.0
24
h/inches

0.9
h/mm

22
Z T ½“ ¾“-1“ 1½“ 2“ 2½“ 3“
20 0.8

18 R10 h l/min gpm 0.7

½“ 1x 1 +6 +1.65
16
¾“-1“ 1x 1 +30 +8.0 0.6
14 1½“ 1x 1 +35 +9.3
2“ 1x 1 +65 +17 0.5
12 2½“ 1x 1 +91 +24
3“ 1x 1 +175 +47 0.4
10
DK
1

1,5
2

3
4

6
8
10

15

20

30
40

60

80
100
120
140
160
200
250
300
400
500
600
800
1000
1200
1500

2000

Qc l/min.
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CemcoLift 2008
2 apr 07 BLAIN HYDRAULICS Designers and Builders of High Quality Valves for Hydraulic Elevators Printed in Germany
Scavenger Pumps

Leland
Scavenger
Pump

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Scavenger Pumps

Quality
Scavenger
Pump

Page 353
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 SCAVENGER PUMP
Constructed of ribbed, reinforced polyethylene with 16 gauge
welded steel cover and submersible pump. 2-gallon capacity.
Pumps 10-12 ft. (Plastic tubing not included)
Tank: 15”W x 10”D x 6”H.

Model SC/B
• Reinforced external mounting brackets to mount off cylinder
headbolts
• Flood Control Switch
• Removable Cover
• 110 V.A.C. / 3.5 Amps
• Weighs 21 lbs.

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Starters

Siemen’s
Solid State

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 Rated Overload Current Limit Manufacturer
HP @ HP @ HP @
Current Range Range Catalog
200V 230V 460V
(Amps) (Amps) % of OL Number

5 7.5 15 22 5—22 150%—450% 72EV34AFP

7.5 10 25 35 9—35 150%—450% 72GV34AFP

10 15 30 42 10—42 150%—450% 72HV34AFP

15 20 40 55 14—55 150%—450% 72JV34AFP

20 25 50 68 17—68 150%—450% 72KV34AFP

In Delta
Configuration
25 30 60 80 20—80 150%—450% 72LV34AFP

30 40 75 105 26—105 150%—450% 72MV34AFP

40 50 100 130 32—130 150%—450% 72NV34AFP

50 60 125 156 39—156 150%—450% 72PV34AFP

75 100 — 252 63—252 150%—450% 72RV32AFP

Table 1—200—460 Volt Starter Ratings

Rated Overload Current Limit Manufacturer

HP @ HP @
Current Range Range Catalog
460V 575V
(Amps) (Amps) % of OL Number

15 20 22 5—22 150%—450% 72EV34AFP

25 30 35 9—35 150%—450% 72GV34AFP

30 40 42 10—42 150%—450% 72HV34AFP

40 50 55 14—55 150%—450% 72JV34AFP

In Delta
50 60 68 17—68 150%—450% 72KV34AFP
Configuration
60 75 80 20—80 150%—450% 72LV34AFP

75 100 105 26—105 150%—450% 72MV34AFP

100 125 130 32—130 150%—450% 72NV34AFP

125 150 156 51—195 150%—450% 72PV34AFP

Table 2—460-575 Volt Starter Ratings

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Controllers

ESI Controller

CPU Card

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 ALWAYS
NON-PROPRIETARY ELEVATOR SYSTEMS INC.
THE CONTROLLER PEOPLE

ESI-C CPU CARD

FEATURES
State of the Art Surface
Mount Technology

Multi Layer PCB for rugged

reliability

AMD x 86 Compatible
CPU core

Up to 512k Flash of
program space

Up to 512k SRAM

EEPROM for configuration,

user parameters, event
logging & statistical data
storage

45 optically isolated inputs

with Red Status LEDs

21 dry contact outputs with

Green Status LEDs

Real Time Clock for

date/time stamping of events
and statistical information

Integrated 4*20 LCD &

keypad user interface

High Speed encoder

interface for speed and
position control

Seven Communication Ports

configurable as RS232, 485
or 422

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 ELEVATOR SYSTEMS INC.
The ESI-S I/O Expansion Card
The first in a series of EsiNet products, the ESI-S is a state of the art I/O
expansion card. The ESI-S networks with the ESI-C CPU card to add local
or remote inputs and outputs.

• State of the Art Surface Technology

• Multi Layer PCB for rugged reliability

• Embedded CPU for unique flexibility and

control

• 16 optically isolated inputs with

Red Status LEDs

• 16 dry contact ouputs with Green Status

LEDs

• EEPROM storage for configuration, user

parameters, event logging & statistical
data storage

• One 422/485 communication port for use

with "EsiNET"

• One serial communication port

• Powerful enough to operate in stand alone

mode for various applications

207 LAWRENCE AVE. INWOOD, NY 11096

Page 396 TEL: (516) 239-4044 FAX: (516) 239-5793
CemcoLift 2008
 ALWAYS
NON-PROPRIETARY ELEVATOR SYSTEMS INC.
THE CONTROLLER PEOPLE

HYDRAULIC
ELEVATOR CONTROL SYSTEM

FEATURES
State of the art
Micro Processor based design

Integrated User Interface for

adjusting controller
parameters, viewing status
and accessing Event and
Statistical Information

Optically Isolated Inputs

with Red Status LEDs

Dry Contact Outputs with

Green Status LEDs

All Inputs & Outputs

clearly labeled

Factory Wired Terminal

Strip for ease of installation
and maintenance

Event Log with Date/Time

Stamp

Free Tech Support

Remote Monitoring

Simplex, Duplex or Triplex

Selective Collective
Operation

Top of Car TS-89 Tape Unit

Soft Start, Wye Delta or

Across the Line Starting

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 ELEVATOR SYSTEMS INC.
THE ESI ADVANTAGE

• Quickly installed, easily maintained and 100% factory tested

• Modular design allows individual components to be
replaced easily and inexpensively
• Field-proven reliability

FEATURES

• Microprocessor Based Design

• Simplex, Duplex or Triplex Selective Collective Operation
• Fire Service Phase 1 and Phase 2
• Low Oil Feature
• Top of Car Inspection
• Car Traveling or Hall Lanterns
• Car Stopping and Passing Gong
• Car and Hall Acknowledgment Lights
• Indicator and Direction Lights
• Soft Start
• Across the line starting
• Wye Delta Starting

OPTIONAL FEATURES

• TS-89 Top of Car Tape Unit

• Independent Service
• Attendant Service
• Top and Bottom Access
• Parking at Home Floor
• Hospital Service
• Door nudging with timed electric eye failure
• Short floor run operation
• UL Label
• Additional Features Available

207 LAWRENCE AVE. INWOOD, NY 11096

Page 398 TEL: (516) 239-4044 FAX: (516) 239-5793
CemcoLift 2008
Controllers

ESI Controller

1999 & Previous

Code
Compliant

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Controllers

ESI Controller

2000 & After

Code
Compliant

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Controllers

MCE Controller

HMC-1000

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 MOTION CONTROL ENGINEERING, INC.
11380 WHITE ROCK ROAD
RANCHO CORDOVA, CA 95742
TELEPHONE (916) 463-9200 FAX (916) 463-9201

CONTROLLER INSTALLATION MANUAL

HMC-1000 Series PHC

Programmable Hydraulic Controller

Compliant with ASME A17.1 - 2000 / CSA B44-00 and later codes

PART # 42-02-1P01 REV B.9 JANUARY 2008

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 Hook Up Schedule
For Temporary Operation of A17.1 -2000 Hydro Controllers

EXERCISE EXTREME CAUTION WHEN

OPERATING THE ELEVATOR IN THIS MODE
Critical Safety Precautions:
1. ALWAYS connect an individual jumper for each device, so when the device is installed
that jumper is removed. Note: NEVER jump out more circuits than necessary when
preparing the car to operate or conduct a test.

2. ALWAYS connect the temporary run buttons in the CAR TOP INSPECTION circuits so
they have top priority.

3. ALWAYS insert the temporary run button's EMERGENCY STOP SWITCH in the safety
circuit between terminals 17 and 18. NOT in series with the ENABLE button.

4. ALWAYS get the GOVERNOR/GOVERNOR SWITCH and SAFETIES/SAFETY OPERATOR

SWITCH (plank) operational as soon as possible.

If the door operator, fire service and emergency power are not yet wired:
Remove wire from panel mount terminal DCL
Remove wire from terminal 47 on the SC-SB2K-H board
Jumper from 2 bus to panel mount terminal DPM
Jumper from 2 bus to terminal 36 on the SC-SB2K-H board
Jumper from 2 bus to panel mount terminal EPI (if present)
Jumper from 2F bus to terminal 38 on the SC-SB2K-H board
Jumper from 2F bus to terminal FRSM on the SC-SB2K-H board
Jumper from 2F bus to terminal FRSA on the SC-SB2K-H board

Safeties, door locks and temporary run buttons, jump terminals as follows:
2 bus to 16, 2 bus to INCTI, 9 to 10, 9 to 10X, 9 to 11, 9 to 12, 9 to 12X, 9 to 13,
9 to 86F, 9 to 88F, 16 to 17, 18 to 20, 2CT to CD, 2CT to HD or IDL, 4 to UNL,
P1 to P2, remove wires from ACCEN and INICN

If rear doors are present also jump:

2CT to CDR 2CT to HDR 2 bus to DPMR
remove wires from 36R, 37R and 47R jump 2 bus to 36R

If you have earthquake operation: jumper from CW1 to CW2 and SSI to EQ24

Install Temporary Run Buttons as follows (refer to area #6 of job prints):

Connect EMERGENCY STOP SWITCH between terminals 17 and 18
Connect ENABLE button to terminal INCTI
Connect UP button to terminal INCTU and ENABLE button
Connect DOWN button to terminal INCTD and ENABLE button

If you encounter any problems with A17.1 (redundancy) faults, refer to

Section 5.6.5 for instructions on how to temporarily bypass the faults.
Page 448
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TABLE OF CONTENTS

IMPORTANT PRECAUTIONS AND NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . viii

SECTION 1
PRODUCT DESCRIPTION
1.0 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.1 Car Controller Physical Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.2 Car Controller Functional Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12

1.2.1 Car Operation Control (COC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1.2.2 Car Communication Control (CCC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
1.2.3 Programming and Diagnostics Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
1.2.4 Duplexing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14

1.3 Landing System Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15

SECTION 2
INSTALLATION
2.0 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.0.1 Site Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.0.2 Environmental Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.0.3 Recommended Tools and Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.0.4 the Wiring Prints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2

2.1 Controller Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

2.1.1 Controller Wiring Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

2.2 General Wiring Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4

2.2.1 Ground Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.2.2 Main Ac Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.2.3 Pump Motor Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

2.3 Hoistway Control Equipment Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

2.3.1 Installing the Landing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.3.2 Installing the Hoistway Limit Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.3.3 Installing the Landing System Control Box (LS-QUTE) . . . . . . . . . . . . . . . 2-6
2.3.4 Installing the Magnetic Strips on the Steel Tape . . . . . . . . . . . . . . . . . . . . 2-6
2.3.5 Door Position Monitor Switch (If Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7

42-02-1P01 TABLE OF CONTENTS • i

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SECTION 3
START-UP SEQUENCE
3.0 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.1 Ground Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.2 Before Applying Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.3 Applying Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2

3.3.1 Initial Adjustments and Power Phasing . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.3.2 Moving the Elevator on Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.3.3 Preparing the Car to Run on Automatic Operation . . . . . . . . . . . . . . . . . . 3-4

3.4 Preparation for Final Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4

SECTION 4
FINAL ADJUSTMENT
4.0 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

4.1 Running on Automatic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

4.1.1 Diagnostic Messages and Input/output Signals . . . . . . . . . . . . . . . . . . . . 4-1
4.1.2 a Few Words about Absolute Floor Encoding . . . . . . . . . . . . . . . . . . . . . . 4-2
4.1.3 Registering Car Calls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4.1.4 Test Mode Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4.1.5 Switching to Automatic Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4

4.2 Final Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4

4.2.1 Door Operator Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4.2.2 Hydraulic Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4.2.3 Slowdown and Limit Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4.2.4 Hall Calls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4.2.5 Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4.2.6 Door Open/close Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4.2.7 Motor Limit Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4.2.8 Valve Limit Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4.2.9 Stuck Button Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4.2.10 Relevel Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5

SECTION 5
THE COMPUTER
5.0 About the PHC Series . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.1 The MC-PCA-OA-2K Computer Panel - Your Tool for Programming, Diagnostics and
Data Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.1.1 Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.1.1.1 Computer on Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.1.1.2 Vertical Status Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.1.1.3 Diagnostics LCD Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

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 5.1.2 Switches, Buttons & Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.1.2.1 Computer Reset Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.1.2.2 N, S, +, & - Pushbuttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.1.2.3 Mode Selection F1-F8 Function Switches . . . . . . . . . . . . . . . . . . 5-3
5.1.2.4 LCD Contrast Adjustment Trimpot . . . . . . . . . . . . . . . . . . . . . . . . 5-3

5.1.3 Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3

5.1.3.1 Power Supply Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.1.3.2 Communication Port for Duplexing . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.1.3.3 Com Port 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3

5.1.4 Status Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3

5.2 Computer Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3

5.2.1 Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4

5.3 Diagnostic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4

5.3.1 Getting into Diagnostic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5.3.2 Function of N Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5.3.3 Function of S Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.3.4 Function of + Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.3.5 Function of ! Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.3.6 Format of Lcd Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.3.6.1 Normal Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
5.3.6.2 Status Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5.3.6.3 Elevator Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33
5.3.6.4 Computer Internal Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33

5.3.7 Troubleshooting Using the Computer's Internal Memory . . . . . . . . . . . . 5-34

5.3.8 Troubleshooting Specific Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36

5.3.8.1 Problem: the BFD/TFD Error Message Is Flashing on the Display5-36
5.3.8.2 Problems with Calls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
5.3.8.3 Problems with Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38

5.3.9 Setting Parameters (Options) to Default Values . . . . . . . . . . . . . . . . . . . 5-38

5.4 Program Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-39

5.4.1 General Description of Program Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 5-39
5.4.1.1 Viewing Menus on the Lcd Display . . . . . . . . . . . . . . . . . . . . . . 5-39
5.4.1.2 Viewing Options Within a Menu . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
5.4.1.3 Changing a Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
5.4.1.4 Saving the New Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
5.4.1.5 Restoring Original Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
5.4.1.6 Step-by-step Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40

5.4.2 Basic Feature Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-42

5.4.2.1 Simplex or Duplex? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-42
5.4.2.2 Operation (Dispatching Operation) . . . . . . . . . . . . . . . . . . . . . . 5-42
5.4.2.3 Top Landing Served? (Simplex) /
Top Landing for this Car? (Duplex) . . . . . . . . . . . . . . . . . . . . . . 5-42
5.4.2.4 Car Doors Are Walk-thru? (Simplex) /
this Cars Doors Walk-thru? (Duplex) . . . . . . . . . . . . . . . . 5-42

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 5.4.2.5 Car Serves Frnt/flr 1? (Simplex) /
Car Serves Frnt/flr 1? (Duplex) . . . . . . . . . . . . . . . . . . . . . . . . . 5-42
5.4.2.6 Car Serves Rear/flr 1? (Simplex) /
Car Serves Rear/flr 1? (Duplex) . . . . . . . . . . . . . . . . . . . . . . . . 5-42
5.4.2.7 Parking Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
5.4.2.8 Alt. Parking Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
5.4.2.9 Secondary Parking Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
5.4.2.10 Lobby Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
5.4.2.11 Car Identifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
5.4.2.12 Number of IOX Boards? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
5.4.2.13 Number of I4O Boards? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
5.4.2.14 Number of AIOX Boards? . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43

5.4.3 Fire Service Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43

5.4.3.1 Fire Service Operation? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
5.4.3.2 Fire Phase 1 Main Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
5.4.3.3 Fire Phase 1 Alt. Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
5.4.3.4 Fire Svce. Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
5.4.3.5 Fire Phase I 2nd Alt. Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
5.4.3.6 Bypass Stop Sw. On Phase 1? . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
5.4.3.7 Honeywell Fire Operation? . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
5.4.3.8 New York City Fire Phase 2 and ANSI 89? . . . . . . . . . . . . . . . . 5-44
5.4.3.9 White Plains, NY Fire Code? . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
5.4.3.10 Mass 524 CMR Fire Code? . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44

5.4.4 Door Operation Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44

5.4.4.1 Nudging? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
5.4.4.2 Stuck Photo Eye Protection? . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
5.4.4.3 Sequential Door Oper. (F/R)? . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
5.4.4.4 Car Call Cancels Door Time? . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
5.4.4.5 Nudging During Fire Ph. 1? . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
5.4.4.6 Retiring Cam Option? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
5.4.4.7 Pre-opening? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
5.4.4.8 Mechanical Safety Edge? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
5.4.4.9 Nudging Output/buzzer Only? . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
5.4.4.10 D.C.B. Cancels Door Time? . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
5.4.4.11 Leave Doors Open on PTI/ESS? . . . . . . . . . . . . . . . . . . . . . . . 5-46
5.4.4.12 Nudging During Fire Phase 2? . . . . . . . . . . . . . . . . . . . . . . . . 5-46
5.4.4.13 Dir. Preference until DLK? . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
5.4.4.14 Fully Manual Doors? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
5.4.4.15 Cont. D.C.B. to Close Doors? . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
5.4.4.16 Cont. D.C.B. for Fire Ph 1? . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
5.4.4.17 Moment. D.O.B. Door Opening ? . . . . . . . . . . . . . . . . . . . . . . . 5-46
5.4.4.18 Doors to Open If Parked: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
5.4.4.19 Doors to Open on Main Fire? . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
5.4.4.20 Doors to Open on Alt Fire? . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
5.4.4.21 Leave Doors Open on CTL? . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
5.4.4.22 Limited Door Re-open Option . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
5.4.4.23 Reduce Hct with Photo Eye . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
5.4.4.24 Leave Doors Open on EPI . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
5.4.4.25 Doors to Open If No Demand: . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
5.4.4.26 Const. Press Op. Bypass PHE? . . . . . . . . . . . . . . . . . . . . . . . 5-47
5.4.4.27 Door Type Is Horizontal / Vertical . . . . . . . . . . . . . . . . . . . . . . 5-48
5.4.4.28 Front Door Cam Is Retiring / Fixed Type . . . . . . . . . . . . . . . . . 5-48
5.4.4.29 Rear Door Cam Is Retiring / Fixed Type . . . . . . . . . . . . . . . . . 5-48

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 5.4.4.30 Prevent DCP Til Doors Close? . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
5.4.4.31 Moment D.C.B. to Close Doors? . . . . . . . . . . . . . . . . . . . . . . . 5-48
5.4.4.32 Doors to Latch DOF? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
5.4.4.33 Doors to Latch DCF? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48

5.4.5 Timer Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48

5.4.5.1 Short Door Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
5.4.5.2 Car Call Door Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
5.4.5.3 Hall Call Door Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
5.4.5.4 Lobby Door Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
5.4.5.5 Nudging Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-49
5.4.5.6 Time out of Svce. Timer (Range: 15-120 Seconds or None) . . . 5-49
5.4.5.7 Motor Limit Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-49
5.4.5.8 Valve Limit Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-49
5.4.5.9 Door Hold Input Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-49
5.4.5.10 Parking Delay Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-49
5.4.5.11 Fan/light Output Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-49
5.4.5.12 Hospital Emerg. Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-49
5.4.5.13 Door Open Protection Timer . . . . . . . . . . . . . . . . . . . . . . . . . . 5-49
5.4.5.14 CTL Door Open Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
5.4.5.15 Door Buzzer Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50

5.4.6 Gongs/lanterns Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50

5.4.6.1 Mounted in Hall or Car? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
5.4.6.2 Double Strike on Down? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
5.4.6.3 PFG Enable Button? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
5.4.6.4 Egress Floor Arrival Gong? / Main Egress Floor # . . . . . . . . . . . 5-50

5.4.7 Spare Inputs Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50

5.4.8 Spare Outputs Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55

5.4.9 Extra Features Menu Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58

5.4.9.1 PI Output Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
5.4.9.2 Floor Encoding Inputs? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
5.4.9.3 Encode All Floors? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
5.4.9.4 Emergency Power Operation? / Emergency Power Return Floor 5-59
5.4.9.5 Light Load Weighing? / Light Load Car Call Limit . . . . . . . . . . . 5-59
5.4.9.6 Photo Eye Anti-nuisance? / Consec Stops W/O PHE Limit . . . . 5-59
5.4.9.7 Peripheral Device? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
5.4.9.8 Automatic Floor Stop Option? / Automatic Stop Floor #? . . . . . . 5-60
5.4.9.9 CC Cancel W/dir Reversal? . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
5.4.9.10 Cancel Car Calls Behind Car? . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
5.4.9.11 CE Electronics Interface? . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
5.4.9.12 Massachusetts Ems Service? / Ems Service Floor # . . . . . . . . 5-60
5.4.9.13 Master Software Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
5.4.9.14 PI Turned OFF If No Demand? . . . . . . . . . . . . . . . . . . . . . . . . 5-60
5.4.9.15 Hospital Emerg. Operation? . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
5.4.9.16 Fire Bypasses Hospital? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-61
5.4.9.17 High Speed Delay after Run? . . . . . . . . . . . . . . . . . . . . . . . . . 5-61
5.4.9.18 Sabbath Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-62
5.4.9.19 Leveling Sensor Enabled/disabled . . . . . . . . . . . . . . . . . . . . . . 5-62
5.4.9.20 KCE Enable / Disable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-62
5.4.9.21 Analog Load Weigher? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-62
5.4.9.22 IND. Bypass Security? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-62

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 5.4.9.23 ATS. Bypass Security? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-62
5.4.9.24 Car to Floor Return Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-62
5.4.9.25 Scrolling Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.9.26 Low Oil Switch Contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.9.27 OFRT Between Floors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63

5.4.10 ASME A17.1 2000 Features Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63

5.4.10.1 Hoistway Access? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.10.2 Number of Motor Starters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.10.3 Min. Number of Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.10.4 Soft-stop Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.10.5 Starter #1 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.10.6 Starter #2 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.10.7 Starter #3 Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.10.8 Y-D Transfer Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.10.9 Up to Speed Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.10.10 Y-D Open Transn. Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.10.11 M Contactor Installed? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.10.12 Starter Config . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
5.4.10.13 Multiple Valves? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-64

5.5 External Memory Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-64

5.5.1 Getting into External Memory Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-64
5.5.2 Function of N Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-64
5.5.3 Function of S Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-64
5.5.4 Function of + Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-64
5.5.5 Function of – Pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-64
5.5.6 Troubleshooting Using External Memory Mode . . . . . . . . . . . . . . . . . . . 5-65

5.6 System Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-68

5.6.1 Building Security Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-68
5.6.1.1 Viewing the Building Security Menu . . . . . . . . . . . . . . . . . . . . . . 5-68
5.6.1.2 Programming and Viewing the Security Codes . . . . . . . . . . . . . 5-69

5.6.2 Passcode Request Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-70

5.6.3 Load Weigher Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-70
5.6.4 Analog Load Weigher Learn Function . . . . . . . . . . . . . . . . . . . . . . . . . . 5-72
5.6.5 ASME A17.1 - 2000 Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-74
5.6.5.1 Asme A17.1-2000 Redundancy Bypass. Jumper must Be
Installed to Activate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-74
5.6.5.2 Long Term, Inspection Only ASME A17.1-2000 Redundancy
Bypass. Jumper must Be Installed to Activate . . . . . . . . . . . . . . 5-74

5.7 Duplexing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-75

5.7.1 Dispatching Algorithm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-75
5.7.2 Hardware Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-75
5.7.3 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-75

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SECTION 6
TROUBLESHOOTING
6.0 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

6.1 Tracing Signals in the Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

6.2 Door Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4

6.3 Call Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8

6.3.1 Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
6.3.2 Preparation for Troubleshooting Call Circuits . . . . . . . . . . . . . . . . . . . . . . 6-9
6.3.3 Troubleshooting the Call Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9

6.4 Car Does Not Move on Inspection or Automatic . . . . . . . . . . . . . . . . . . . . . . . . . 6-13

6.5 PC Board Quick References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14

6.6 Using the Optional CRT for Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19

6.6.1 Graphic Display of Elevator (F3) Screen . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
6.6.2 MCE Special Events Calendar Entries (F7 - 1) Screen . . . . . . . . . . . . . . 6-19

6.7 Using the MLT / VLT Data Trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22

6.8 ASME A17.1 - 2000 Fault Troubleshooting Tables . . . . . . . . . . . . . . . . . . . . . . . 6-24

6.8.1 ASME A17.1 - 2000 Redundancy Fault Established Map . . . . . . . . . . . . 6-24
6.8.2 ASME A17.1 - 2000 Redundancy Fault Data Trap . . . . . . . . . . . . . . . . . 6-25
6.8.3 ASME A17.1 - 2000 SC-HDIO Board Input Data Trap . . . . . . . . . . . . . . 6-25
6.8.4 Raw ASME A17.1 - 2000 SC-HDIO Board Input Map . . . . . . . . . . . . . . . 6-26
6.8.5 Additional Flags and Variables Added for ASME 2000 . . . . . . . . . . . . . . 6-27
6.8.6 Formatted ASME A17.1 - 2000 SC-HDIO Board Input / Output Map . . . 6-28

6.9 Starters - Sequence of Operation Flowcharts . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30

APPENDIX
APPENDIX A - Original Programmed Values and the Record of Changes . . . . . . . . . . . . . . . . . A-1

APPENDIX B - Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4

APPENDIX C - Elevator Security Information and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . A-6

APPENDIX D - Flex-TALK Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-8

1.0 Introduction And Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-8
2.0 Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-8
3.0 Volume Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-10
4.0 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-10
5.0 Peripheral Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-10

APPENDIX E - LS-QUTE Landing System Assembly Drawings . . . . . . . . . . . . . . . . . . . . . . . . A-11

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TABLES
Table 5.4 Computer Internal Memory Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33
Table 5.5 Alphabetized Flags/Variables and Their Locations . . . . . . . . . . . . . . . . . 5-35
Table 5.6 Using the Program Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
Table 5.7 Computer External Memory Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-66
Table 5.8 Computer’s Hospital Call and Eligibility Memory Chart . . . . . . . . . . . . . . 5-67
Table 6.1 Special Events Calendar Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Table 6.2 ASME A17.1 - 2000 Redundancy Fault Established Map . . . . . . . . . . . . 6-22
Table 6.3 Redundancy Fault Established Data Trap . . . . . . . . . . . . . . . . . . . . . . . 6-23
Table 6.4 ASME A17.1 - 2000 SC-HDIO Board Input Data Trap . . . . . . . . . . . . . . 6-23
Table 6.5 RAW ASME A17.1 - 2000 SC-HDIO Board Input Map . . . . . . . . . . . . . . 6-24
Table 6.6 Flags and Variables Added for ASME A17.1-2000 . . . . . . . . . . . . . . . . . 6-25
Table 6.7 Definitions for Flags and Variables in Table 6.6 . . . . . . . . . . . . . . . . . . . 6-25
Table 6.8 Formatted SC-HDIO Board Input / Output Map . . . . . . . . . . . . . . . . . . . 6-26
Table D.1 Diagnostic Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-12

FIGURES
Figure 1.1 Typical Physical Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Figure 1.2 HC-PCI/O Input Output Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Figure 1.3 HC-CI/O-E Call Input/Output Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Figure 1.4 HC-IOX Input/Output Expander Board . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Figure 1.5 HC-I4O Input/Output Expander Board . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Figure 1.6 SC-BAH Lock Bypass, Access, Overspeed, Emergency Brake Board . . . 1-5
Figure 1.7 SC-BAHR Lock Bypass Access Board with Rear Doors . . . . . . . . . . . . . . 1-6
Figure 1.8 SC-HDIO High Density Input/Output Board . . . . . . . . . . . . . . . . . . . . . . . 1-7
Figure 1.9 MC-PCA-OA2K Computer Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Figure 1.10 MC-PA-2K Peripherals Adapter Board (optional) . . . . . . . . . . . . . . . . . . . 1-9
Figure 1.11 SC-SB2K-H Main Safety Relay Board . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
Figure 1.12 Board Interconnects for ASME A17.1 -2000 Boards . . . . . . . . . . . . . . . . 1-11
Figure 1.13 Car Controller Functional Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
Figure 1.14 LS-QUTE-2K Car Top Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
Figure 1.15 LS-STAN5-2K Cartop Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
Figure 1.16 LS-STAN7-2K Cartop Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
Figure 2.1 Ground Wiring to Controller Cabinets . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Figure 2.2 SLA Series Phase Monitor Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . 2-7
Figure 5.1 MC-PCA-OA-2K Computer Panel Board Layout . . . . . . . . . . . . . . . . . . . . 5-2
Figure 6.1 HC-PCI/O Power and Call Input/Output Board Quick Reference . . . . . . . 6-2
Figure 6.2 SC-SB2K-H Main Safety Relay Board Quick Reference . . . . . . . . . . . . . 6-3
Figure 6.3 Door operation flowchart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Figure 6.4 Door Closing Sequence, Timing and Fault Generation Flowchart . . . . . . 6-5
Figure 6.5 Door Operation Timing Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Figure 6.6 HC-CI/O Call Input/Output Board Quick Reference . . . . . . . . . . . . . . . . 6-10
Figure 6.7 MC-PCA-OA-2K Main Computer Board Quick Reference . . . . . . . . . . . 6-14
Figure 6.8 MC-PA-2K Peripherals Adapter Board Quick Reference . . . . . . . . . . . . 6-15
Figure 6.9 SC-HDIO High Density I/O Board Quick Reference . . . . . . . . . . . . . . . . 6-16
Figure 6.10 SC-BAH Lock Bypass, Access Board Quick Reference . . . . . . . . . . . . . 6-17
Figure 6.11 SC-BAHR Lock Bypass, Access Board w/Rear Doors Quick Reference 6-18
Figure 6.12 Graphic Display of Elevator (F3) Screen (Color CRT) . . . . . . . . . . . . . . 6-19
Figure 6.13 Special Events Calendar - Display Special Event Entries (F7 - 1) Screen 6-20
Figure 6.14 WYE - DELTA Starter Sequence of Operation . . . . . . . . . . . . . . . . . . . . 6-30
Figure 6.15 ATL Starter Sequence of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Figure 6.16 Solid State Starter Sequence of Operation . . . . . . . . . . . . . . . . . . . . . . . 6-32
Figure 6.17 Standard PC Board Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-33
Figure D.1 Flex-Talk Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-11
Figure D.2 Speaker Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-13
Figure E.1 LS QUTE Enclosure Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-14
Figure E.2 LS QUTE Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-15

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IMPORTANT PRECAUTIONS & NOTES

We strongly recommend that you read this manual carefully before proceeding with installation.
Throughout this manual you will see icons followed by a WARNING, CAUTION, or NOTE.
These icons denote the following:

WARNING: Operating procedures and practices which, if not done correctly,

may result in personal injury or substantial damage to equipment.

CAUTION: Operating procedures and practices which, if not observed, may

result in some damage to equipment.

NOTE: Procedures, practices or information which are intended to be

immediately helpful and informative.

The following general rules and safety precautions must be observed for safe and reliable
operation of your system.

This controller may be shipped without the final running program. However you
may install the unit, hook-up and run your elevator on Inspection operation. Call
MCE about a week before you are ready to turn the elevator over to full
automatic operation so the running program can be shipped to you.

If you need to change a program chip on a computer board make sure you read the instructions
and know exactly how to install the new chip. Plugging these devices in backwards may
damage your chip.

Elevator control products must be installed by experienced field personnel.

This manual does not address code requirements. The field personnel must
know all the rules and regulations pertaining to the safe installation and
running of elevators.

This equipment is an O.E.M. product designed and built to comply with ASME A17.1,
CAN/CSA-B44.1/ASME-A17.5 and National Electrical Code and must be installed by a qualified
contractor. It is the responsibility of the contractor to make sure that the final installation
complies with any local codes and is installed safely.

The 3-phase AC power supply to this equipment must come from a fused disconnect switch
or circuit breaker that is sized in conformance with all applicable national, state and local
electrical codes, in order to provide the necessary overload protection for the Drive Unit and
motor. Incorrect motor branch circuit protection will void the warranty and may create a
hazardous condition.

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 Proper grounding is vitally important to the safe and successful operation of
your system. Bring your ground wire to the system subplate. You must choose
the proper conductor size and minimize the resistance to ground by using
shortest possible routing. See National Electrical Code Article 250-95, or the
related local applicable code.

Before applying power to the controller, physically check all power resistors and
other components inside the controller. Components loosened during shipment
may cause damage. Please make sure that all the safety relays on the SC-
SB2K board are properly seated in their sockets by pushing each relays gently
into its socket.

You must not connect the output triacs directly to a hot bus (2, 3 or 4 bus). This
can damage the triacs. PIs, direction arrows and terminals 40 & 42 are
examples of outputs that can be damaged this way. Note: miswiring terminal
39 into 40 can damage the fire warning indicator triac.

The HC-PCI/O and HC-CI/O-E boards are equipped with quick disconnect
terminals. During the original installation, you may want to remove the terminal
connector, hook up your field wires to it, test it for no shorts to ground (1 bus)
and to terminals 2, 3 and 4 before plugging these terminals back into the PC
boards.

ENVIRONMENTAL CONSIDERATIONS:

Keep the machine room clean. Controllers are generally in NEMA 1 enclosures. Do not install the
controller in a dusty area. Do not install the controller in a carpeted area. Keep room temperature
between 32EF and 104E F (0E to 40EC). Avoid condensation on the equipment. Do not install the
controller in a hazardous location and where excessive amounts of vapors or chemical fumes
may be present. Make sure that the power line fluctuations are within + 10%.

The controller should be installed nearest to the hoist motor, such that length of the connecting
wires should not exceed more than 100 feet. If wire from controller to hoist motor is more than
100 feet, contact MCE.

CONTROLLER OR GROUP ENCLOSURES WITH AIR CONDITIONING

If your controller or group enclosure is equipped with an air conditioning unit, observe the
following precautions (failure to do so can result in water condensation inside the enclosure):

• Ensure the integrity of the NEMA 12 or 4 enclosure is maintained by using sealed

knockouts and by sealing any holes created during installation.
• Do not run the air conditioner unit when the doors are open.
• To avoid damaging the compressor, if the air conditioner is turned off while it is running,
wait at least five minutes before turning power on again.
• Observe the manufacture’s recommended maintenance and optimum thermostat setting
of 75o F (see Operator’s Manual).
• Ensure the air conditioner unit’s drain hose remains open.

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 LIMITED WARRANTY

Motion Control Engineering (manufacturer) warrants its products for a period of 15 months from the date of
shipment from its factory to be free from defects in workmanship and materials. Any defect appearing more than
15 months from the date of shipment from the factory shall be deemed to be due to ordinary wear and tear.
Manufacturer, however, assumes no risk or liability for results of the use of the products purchased from it,
including, but without limiting the generality of the forgoing: (1) The use in combination with any electrical or
electronic components, circuits, systems, assemblies or any other material or equipment (2) Unsuitability of this
product for use in any circuit, assembly or environment. Purchasers’ rights under this warranty shall consist
solely of requiring the manufacturer to repair, or in manufacturer's sole discretion, replace free of charge, F.O.B.
factory, any defective items received at said factory within the said 15 months and determined by manufacturer
to be defective. The giving of or failure to give any advice or recommendation by manufacturer shall not
constitute any warranty by or impose any liability upon the manufacturer. This warranty constitutes the sole and
exclusive remedy of the purchaser and the exclusive liability of the manufacturer, AND IN LIEU OF ANY AND
ALL OTHER WARRANTIES, EXPRESSED, IMPLIED, OR STATUTORY AS TO MERCHANTABILITY,
FITNESS, FOR PURPOSE SOLD, DESCRIPTION, QUALITY PRODUCTIVENESS OR ANY OTHER MATTER.
In no event will the manufacturer be liable for special or consequential damages or for delay in performance of
this warranty.

Products that are not manufactured by MCE (such as drives, CRT's, modems, printers, etc.) are not covered
under the above warranty terms. MCE, however, extends the same warranty terms that the original
manufacturer of such equipment provide with their product (refer to the warranty terms for such products in their
respective manual).

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SECTION 1
PRODUCT DESCRIPTION

1.0 GENERAL INFORMATION

MCE’s HMC-1000 Series PHC programmable elevator controller is designed to exhibit the
characteristics listed below in a hydraulic elevator installation. The Series PHC controller was
designed to save time during installation and troubleshooting, but it is still very important that
the field personnel who work with this equipment familiarize themselves with this manual before
attempting to install the equipment.

PRINCIPAL CHARACTERISTICS

Number of Stops 16 Environment:

Maximum Number of Cars 2 32E to 104E F (0E to 40E C) ambient
Field Programmable 12,000 ft altitude
95% humidity

EQUIPMENT CATEGORIES - The HMC-1000 Series PHC hydraulic controller consists of three
major pieces of equipment:
C Controller Unit
C Car Top Selector (Landing System)
C Peripherals

1.1 CAR CONTROLLER PHYSICAL DESCRIPTION

Figure 1.1 shows a typical layout of the Car Controller in a standard MCE cabinet. A brief
description of each block follows:

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FIGURE 1.1 Typical Physical Layout

1. INPUT/OUTPUT BOARDS - This block consists of a number of different Input/Output

boards. The following is a list of boards that could be used in this block:

• HC-PCI/O Power and Call Input/Output board

• HC-CI/O-E Call Input/Output board (optional)
• HC-RD Rear Door Logic board (optional)
• HC-IOX Input/Output Expander board (optional)
• HC-I4O Input/Output Expander board (optional)
• SC-BAH Lock Bypass, Access.
• SC-BAHR SC-BAH with Rear Doors
• SC-HDIO High Density I/O board for A17.1-2000

Note that the HC-CI/O-E, HC-RD, HC-IOX and HC-I4O boards are optional and may
be required depending on system requirements (i.e., number of landings served).

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 HC-PCI/O Power and Call Input/Output board - This board provides the following:
• 22 input signals • 10 call input and output terminals
• 12 output signals • 2 direction arrow output terminals
• PI output terminals • 1 passing floor gong output terminal
• 2 gong output terminals

For details of each input and output signal and the associated terminals, see Figure 1.2.

FIGURE 1.2 HC-PCI/O Input Output Details

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FIGURE 1.3 HC-CI/O-E Call Input/Output Board

HC-CI/O-E Call Input/Output Board - This board provides:

• 4 PI output terminals
• 12 call input and output terminals

FIGURE 1.4 HC-IOX Input/Output Expander Board

HC-IOX Input/Output Expander Board - This is a multi-purpose input/output board designed

to accommodate additional inputs and outputs as required, such as floor encoding signals, etc.

FIGURE 1.5 HC-I4O Input/Output Expander Board

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 HC-I4O Input/Output Expander Board - This is a multi-purpose input/output board designed
to accommodate additional inputs and outputs as required.

HC-RD Rear Door Logic Board - This board (not shown) provides the inputs and outputs
required for independent rear doors.

SC-BAH Lock Bypass, Access, Overspeed, Emergency Brake Board - This board contains
inputs, logic and outputs that perform the lock bypass function and inspection access operation.
The Car Door and Hoistway Door bypass switches are located on this board. Five test pins on
the board (TP1, TP2 and TPAB) are available for inspection and testing of the redundancy
checking logic for the force-guided (safety) relays. Refer to Chapter 4 for testing procedures.

FIGURE 1.6 SC-BAH Lock Bypass, Access, Overspeed, Emergency Brake Board

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FIGURE 1.7 SC-BAHR Lock Bypass Access Board with Rear Doors

SC-BAHR (SC-BAH with Rear Doors) Lock Bypass, Access, Overspeed, Emergency
Brake Board - This board is the same as the SC-BAH with additional logic and relays for rear
doors.

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FIGURE 1.8 SC-HDIO High Density Input/Output Board

SC-HDIO High Density Input/Output Board - This board handles the inputs and outputs that
are associated with ASME A17.1 -2000 code compliance. As there are no customer
connections or adjustments on this board, it has been mounted behind the logic boards in the
upper left-hand corner of the controller enclosure.

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 2. MC-PCA-OA2K Main Computer Board - This board is mounted on the top of the
HC-PCI/O board (see Figure 1.1). The main computer board is responsible for:

• Car Operation Control

• Car Communication Control
• Duplexing
• Programming and Diagnostic Tools
• Redundancy Cycle Testing
• Software System Validation

FIGURE 1.9 MC-PCA-OA2K Computer Board

Controller Chip
Computer ON Light
Computer
JP4 Reset
Button
JP5
Power Terminals JP10

Communication
Ports

Status
Indicator
Lights

LCD Module

N&S LCD Contrast

Pushbuttons Adjustment Trimpot

Function Switches

NOTE: The main Processor used with ASME A17.1 - 2000 code compliant products
is different from the standard MC-PCA-OA. The part number on the 2000
compliant board should be MC-PCA-OA2K. Any reference to the MC-PCA
or MC-PCA-OA in this manual, refers to the MC-PCA-OA2K.

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FIGURE 1.10 MC-PA-2K Peripherals Adapter Board (optional)

3. MC-PA-2K Peripherals Adapter Board - The optional MC-PA-2K board contains the
COM ports used for serial communication with peripherals such as CRTs and PCs
through direct connection or through line drivers or modems. This board also stores the
events displayed on the Special Events Calendar screen on a peripheral device.

4. POWER SUPPLY - The power supply is a single output linear power supply that
provides +5 VDC power to the computer and its peripheral boards.

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FIGURE 1.11 SC-SB2K-H Main Safety Relay Board

5. SC-SB2K-H Main Safety Relay Board - This board satisfies many of the ASME A17.1
- 2000 code requirements for “safety” relay contact redundancy and the requirements
for normal terminal stopping devices. It also provides the necessary circuitry for running
the car on Machine Room Inspection operation. This board, along with the SC-HDIO,
SC-BAH and HC-PCI/O board, comprise the high voltage interface between the MC-
PCA-OA2K computer and the individual car logic functions such as door operation,
direction outputs, direction sensing, pump and valve control, main safety circuits,
leveling circuitry, redundancy cycle testing, etc. A TEST/NORMAL switch, MACHINE
ROOM INSPECTION UP/DN switch and a MACHINE ROOM INSPECTION
TRANSFER INSP/NORM switch are provided on this board. Test pins on the board are
available for inspection and testing of the redundancy checking logic for the force-
guided (safety) relays. Refer to Chapter 4 for testing procedures.

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FIGURE 1.12 Board Interconnects for ASME A17.1 -2000 Boards

6. Transformers - Transformers are usually located in the lower part of the cabinet.

7. Starter - The starter is usually located in the lower right-hand corner of the controller
cabinet along with the associated terminal blocks for motor connections.

8. Relays, Fuses and Terminal Blocks - This block contains door operator circuitry,
terminal blocks (for customer wiring), fuse holders, fuses, and any other circuitry
needed for a specific job.

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1.2 CAR CONTROLLER FUNCTIONAL DESCRIPTION
Functionally, the Control Unit is divided into two primary sections. Each section consists of the
following functional blocks, as shown in Figure 1.13:

Computer Section Power Section

C Car Operation Control C Door Circuits
C Car Communication Control C Pump Motor Control
C Duplexing
C Programming and Diagnostics Tools
C Safety Checks and Redundancy Cycle Testing

1.2.1 CAR OPERATION CONTROL (COC)

Normal Operation - Normal car operation consists of responding to hall and car call demands,
and operating the doors, as required.

Special Operations - The following are special operations controlled by the COC:

• Inspection/Access
• Independent Service
• Fire Service
• Emergency Power
C Safety Checks and Redundancy Cycle Testing

For details of each operation, see MCE Specifications for Elevator Products. The special
features and options are discussed in Section 5 of this manual.

Discussion of Car Operation Control (COC) - The Car Operation Control (COC) performs
the elevator logic operations for the individual car. These functions are performed by the
following circuit boards:

• SC-SB2K-H Main Safety Relay board

• MC-PCA-OA2K Main Processor board
• HC-PCI/O Power Input/Output board
• HC-CI/O-E Call Input/Output board (optional)
• HC-RD Rear Door board (optional)
• HC-IOX Input/Output Expander board (optional)
• HC-I4O Input/Output Expander board (optional)
• SC-BAH Lock Bypass, Access
• SC-HDIO High Density I/O board

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FIGURE 1.13 Car Controller Functional Layout

The heart of the COC is the SC-SB2K-H (Main Safety Relay) board, which makes it possible
to move the car and satisfies code required safety functions and redundant relay backup
functions. Except for calls, most of the individual elevator inputs and outputs are handled
through the Main Safety Relay board and are routed to the HC-PCI/O and SC-HDIO boards,
which are the main interface to the computer.

Provisions for 4 position indicator outputs are on the HC-PCI/O board. If additional position
indicators are required, HC-PIX boards are added as required. If independent (walk-through)
rear doors are required, the HC-RD board acts as the interface between the computer and the
Rear Door Relay board, which handles all functions associated with the rear doors. Some
additional inputs and outputs such as load weighers are handled through the HC-PCI/O board.
Car calls and hall calls are interfaced to the computer through the HC-PCI/O board and HC-
CI/O-E boards, which can handle up to 4 landings per board. Therefore, all the input/output

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 boards (HC-PCI/O, HC-RD, HC-IOX, HC-I4O, SC-HDIO and HC-CI/O-E) act as the interface
between the MC-PCA-OA2K Main Computer board and the user. These input/output boards
are linked to the HC-PCI/O and SC-HDIO boards through ribbon cables. A connector on the
back of the MC-PCA-OA2K board plugs into the HC-PCI/O board. The MC-PCA-OA2K board
contains the main elevator software system that is constantly monitored for correct functioning.

1.2.2 CAR COMMUNICATION CONTROL (CCC)

The Car Communication Control (CCC) coordinates communication between the individual car
controllers in a duplex configuration, as well as peripheral devices such as modems, printers,
CRT terminals, etc. These functions are performed by the MC-PCA-OA2K Main Computer
board.

1.2.3 PROGRAMMING AND DIAGNOSTICS TOOLS

The PHC is a versatile hydraulic controller and is compatible with most applications. This
means it allows the user to customize the controller to the building requirements after the unit
has been installed. The Programming Tool is part of the processing unit (MC-PCA-OA2K
computer board). The list of all of the programmable functions and variables are provided in
Section 5 of this manual.

1.2.4 DUPLEXING

Each car is capable of seeing the hall calls and at any time performing the duplexing functions,
but only one of the cars can process the hall calls and make hall call assignments. If the car
that is performing the duplexing operation goes out of service, the other car will take over the
hall call registration and assignment.

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1.3 LANDING SYSTEM CONTROL BOX
The Landing System is designed to be mounted on the car top. There are two types of landing
systems that can be used with Series PHC controllers: LS-STAN-2K and LS-QUTE-2K.

LS-QUTE-2K - The LS-QUTE-2K is a tape-and-magnet-operated landing system, with a three

inch wide steel tape mounted in the hoistway (Figure 1.14). The car top control box has a
floating head that slides on the steel tape, and magnetic sensors for slow down, STU, STD,
ISTU, ISTD, LU, LD and DZ. Controllers are configured for Absolute Floor Encoding (AFE).
Refer to Appendix E, LS-QUTE-2K Landing System Assembly Drawings, for more information.

FIGURE 1.14 LS-QUTE-2K Car Top Control Box

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 LS-STAN-2K - The LS-STAN-2K is the standard landing system. The car top control box uses
VS-1A infrared proximity switches to sense vanes that are mounted in the hoistway (Figures
1.15 and 1.16).

FIGURE 1.15 LS-STAN5-2K Cartop Control Box FIGURE 1.16 LS-STAN7-2K Cartop Control Box

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SECTION 2
INSTALLATION

2.0 GENERAL INFORMATION

This section contains important recommendations and instructions for site selection,
environmental considerations, installation guidelines and other factors that will help ensure a
successful installation.

2.0.1 SITE SELECTION

To help choose a proper location for the controller, consider the following factors:

• Provide adequate working space for comfort and efficiency.

• Mount the controller in a logical location, taking into consideration the location of other
equipment in the machine room and proper routing of electrical power and control
wiring. Note that MCE controllers do not require rear access.

• Do not install the controller in a hazardous location.

• Provide adequate space for future expansion, if possible.

• If any areas in the machine room are subject to vibration, they should be avoided or
reinforced to prevent the controller from being adversely affected.

• Provide adequate lighting for the control cabinets and machines in the machine room.
Providing a good working space such as a workbench or table is recommended.

2.0.2 ENVIRONMENTAL CONSIDERATIONS

There are some important environmental considerations which when observed, increase the
longevity of the elevator equipment and reduce maintenance requirements. These are:

• Provide an ambient temperature that will not exceed 32E to 104E F (0E to 40E C).
Operation at higher temperatures is possible, but not recommended, because it will
shorten the life of the equipment. Adequate ventilation and possibly air conditioning may
be required.

• The air in the machine room should be free of excessive dust, corrosive elements or
excessive moisture to avoid condensation. A NEMA 4 or NEMA 12 enclosure would
help meet these requirements. If open windows exist in the machine room, locate the
controller away from the windows so that severe weather does not damage the
equipment.

• High levels of radio frequency (RF) radiation from nearby sources may cause
interference to the computers and other parts of the control system. Using hand-held
communication devices in close proximity to the computers may also cause
interference. The controller is designed to EN12015 and EN12016 RFI susceptibility
and radiation standards.

• Power line fluctuation should not be greater than +/-10%.

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2.0.3 RECOMMENDED TOOLS AND TEST EQUIPMENT

For proper installation, use the following tools and test equipment:

• A digital multimeter, Fluke series 75, 76, 77 or equivalent

• A hand-held tachometer
• A clamp-on AC ammeter
• Hand-held radios
• A telephone
• Test weights
• Pressure gauge
• Soldering tools, a flashlight and an MCE screwdriver (provided with controller).

2.0.4 THE WIRING PRINTS

Become familiar with the following information as well as the wiring prints provided with this
control system.

DRAWING NUMBER FORMAT - Each print has a drawing number indicated in the title block.
The drawing number is comprised of the job number, car number and page number (see
example). In this manual the drawings will often be referred to by the last digit of the drawing
number (page number). The following is the drawing number format currently in use.

NOTE: DRAWING NAME - Some drawings have a drawing name directly above
the title block or at the top of the drawing. The drawing name may be
used to refer to a particular drawing.

NOMENCLATURE - The following is an example of the schematic symbols use to indicate that
a signal either enters or exits a PC board.

A listing of PC boards and their designator numbers plus other schematic symbols used in the
wiring prints can be found at the beginning of the Job Prints and in Appendix B of this manual.

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 • Become familiar with the "Elevator Car Wiring Print" drawing number -1.
• Become familiar with the "Elevator Hoistway Wiring Print" drawing number -2.
• Become familiar with page -7 of the job prints for duplex interconnect wiring if this
application is duplexed.
• The power connections and power supplies are shown in drawing number -3.
• Review any additional wiring diagrams and details.
• The remainder of the job prints are detailed drawings of the HMC-1000-PHC
programmable hydraulic control system.
• A specific part of a schematic may be referenced by the Area Number, which is found
at the left-hand margin of the schematic.

2.1 CONTROLLER INSTALLATION

Mount the controller securely to the machine room wall or other appropriate location and cut
holes to install a raceway or conduit to permit the routing of wires into the cabinet. Note that the
standard MCE control cabinet does not require rear access.

CAUTION: Do not allow any metal chips or drill shavings to fall into the
electronics.

2.1.1 CONTROLLER WIRING GUIDELINES

NOTE: Pay very close attention to the hierarchy of the inspection inputs. In order
to maintain safe operation of the lift while on access, car top or in car
inspection, the inspection circuits must be wired as shown in the prints.

a. PC boards can be easily damaged by Electrostatic Discharge (ESD). Use a properly

grounded wrist strap when touching the PC boards.

Do not touch PC Boards unless you are properly grounded.

b. Bring wires in from a location that allows the use of the wiring duct inside the controller
to route the wires. The terminals are found conveniently near wiring ducts.

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 c. When routing field and/or power wiring, avoid the left side of the HC-CI/O-E and
HC-PCI/O boards as well as simply staying clear of the upper left area of enclosure.

d. When connecting wires to the controller, connect the wires according to the hoistway
and car wiring diagrams.

e. If the car is part of a duplex system, there are a number of details relating to the wiring
of the interconnects between the individual cars. They are as follows:

1. A separate conduit or wiring trough must be provided for the high-speed serial
link between the MC-PCA-OA-2K computers in each controller cabinet.

2. The wiring details for the high-speed communication link are fully detailed in the
drawing titled "Instructions for Connection of High Speed Communication
Cables" in the job prints. Follow these instructions exactly. Again, note the
requirement for routing the high-speed interconnect cables through a separate
conduit or wiring trough.

3. If applicable, also wire according to the drawing titled "Duplex Interconnects to

Individual Car Cabinets" in the job prints. Make sure to ground all of the cabinets
according to Section 2.2.1.

2.2 GENERAL WIRING GUIDELINES

Basic wiring practices and grounding requirements are discussed in this section.

2.2.1 GROUND WIRING

To obtain proper grounding, quality wiring materials and methods should be used.

All grounding in the elevator system must conform to all applicable codes. Proper grounding
is essential for system safety and helps to reduce noise-induced problems. The following are
some grounding guidelines:

• The grounding wire to the equipment cabinet should be as large as, or larger than, the
primary AC power feeders for the controller and should be as short as possible.

• The grounding between equipment cabinets may be branching or a daisy chain, but the
wire must terminate at the last controller and NOT loop back (see Figure 2.1).

FIGURE 2.1 Ground Wiring to Controller Cabinets

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 • Direct solid grounding must be provided in the machine room to properly ground the
controller and the motor. Indirect grounding, such as the building structure or a water
pipe, may not provide proper grounding and could act as an antenna radiating RFI
noise, thus, disturbing sensitive equipment in the building. Improper grounding may also
render an RFI filter ineffective.

• The conduit containing the AC power feeders must not be used for grounding.

2.2.2 MAIN AC POWER

Main AC power supply wiring size must be determined by the electrical contractor. Proper
motor branch circuit protection must be provided according to applicable electrical codes in the
form of a fused disconnect or circuit breaker. Each disconnect or breaker must be clearly
labeled with the elevator number.

2.2.3 PUMP MOTOR WIRING

Connect the pump motor for the proper configuration shown on the wiring diagrams. Connect
the pump motor leads to the proper terminals on the controller.

2.3 HOISTWAY CONTROL EQUIPMENT INSTALLATION

This section covers the recommended procedures for installing the landing system, terminal
slowdown switches, directional limit switches, hoistway access switches (if required), the
hoistway access limit switch, and the emergency terminal slowdown switch.

2.3.1 INSTALLING THE LANDING SYSTEM - Refer to the installation drawings for the type of
landing system provided.

2.3.2 INSTALLING THE HOISTWAY LIMIT SWITCHES

a. The terminal landing slowdown switches should be installed and adjusted to open
approximately one inch beyond the point where a normal slowdown is initiated.

b. The direction limit switches should be installed and adjusted to open approximately one
inch beyond the terminal landings.

c. The emergency terminal slowdown switch (if required) should open after the direction
limit is open, but before striking the stop ring. Install and adjust the switch where it will
not interfere with Inspection or Automatic operation while leveling or releveling. It must
also be adjusted to achieve the required operation according to the applicable elevator
code.

d. Ensure that the cam that operates the slowdown and limit switches maintains the
terminal slowdown switch open until the direction limit switch and emergency terminal
slowdown switches (if required) are open.

e. Ensure that the terminal slowdown, direction limit and emergency terminal slowdown
switches are held open for the entire runby or overtravel of the elevator.

f. The hoistway access limit switch (if required) should be installed and adjusted to open
and stop the elevator (in the down direction), when the top of the elevator is
approximately level with the top landing (when the top hoistway access switch is
activated while on Access or Inspection operation).

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2.3.3 INSTALLING THE LANDING SYSTEM CONTROL BOX (LS-QUTE) - Refer to the drawings
in the job prints.

• The location for the landing system box should have already been selected.

• Holes are available on both sides and on the bottom of the landing system box for
mounting to any support brackets or structural channels. The mounting of the box
should be very firm and solid so that knocking it out of alignment should be difficult. Use
1/4-20 hardware.

• To install the tape into the tape guides on the LS-QUTE landing system box, remove
the 2 thumbscrews on the 2 guide assemblies, insert the tape and reinstall the guides
with the thumbscrews (tighten firmly). If the installation has the LS-QUTE car top
selector with the additional sensor bracket on the rear of the tape, first remove the three
8-32 screws holding the protective 1" wide channel. This channel covers the back of the
Door Zone sensors on the upper tape guide bracket. Remove the single standoff that
is in the way of the thumbscrew holding the tape guide. Remove the thumbscrews
holding the upper and lower tape guides, insert the tape, and reinstall the guides with
the thumbscrews (tighten firmly). Reinstall the standoff (do not over-tighten) and the
protective channel.

• After inserting the steel tape into the tape guides, check the location of the landing
system box. The car should be at the top of the hoistway to make it easier to see if the
alignment is causing any stress or binding on the tape guides. Make sure that the box
is vertical and plumb with the tape. This allows for easy tape movement and avoids
excessive wear on the tape guides (using a level is helpful). Be careful so as to avoid
premature failure of the tape guides.

• Move the elevator to the top and bottom of the hoistway to check for smooth tape
movement and to make sure that there is no excessive pressure on the tape guides.
Correct any problems immediately.

2.3.4 INSTALLING THE MAGNETIC STRIPS ON THE STEEL TAPE

Carefully, read and follow the Magnet Installation instructions in the job prints, but read the rest
of these instructions before proceeding.

a. Before installing the magnets, clean the steel tape thoroughly with an appropriate
solvent. No oil should be left on the tape as it will interfere with the adhesive backing
on the magnets.

b. There are normally five lanes of magnets installed on the side of the tape facing the car.
One lane consists of only the LU/DZ/DZX/LD and requires that a 6-inch magnet be
installed at each floor. The other lanes have magnets which initiate slow downs or act
as AFE set points (remember Absolute Floor Encoding?).

c. If the installation has rear doors, it may have an LS-QUTE landing system which has
additional Door Zone sensors on the rear of the upper tape guide assembly. Follow the
Magnet Installation instructions in the job prints and install the front and rear Door Zone
magnets on the steel tape as shown.

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2.3.5 DOOR POSITION MONITOR SWITCH (IF USED)

If you are in a jurisdiction where ASME A17.1 - 1996 or later is being enforced, Door Position
Monitor switch(s) connected to the DPM and/or DPMR inputs, must be added to monitor the
position of the closed doors. This must be a separate physical limit switch that makes up
approximately 1 to 2 inches before the doors lock.

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SECTION 3
START-UP SEQUENCE

3.0 GENERAL INFORMATION

This section discusses preparing the car to run on Inspection operation and covers the
sequence of applying power to the controller and its associated components and verifying
proper phase sequence and motor rotation. It also covers completing the initial adjustment of
the system to get basic car movement on Inspection operation.

3.1 GROUND CHECK

Do a ground test before powering up the system. Set the meter on the RX1 range (100 to 200
ohm range). Take all measurements with respect to the 1-bus, which is also referred to as the
system common elsewhere in this manual.

NOTE: A short to ground is defined as having a resistance of less than 20 ohms

between the 1-bus (common) and the terminal being checked.

a. Remove the F4 fuse in the individual car controller cabinet. If the system is a duplex
and/or fire recall system, consult the schematics and remove the fuse that powers
terminals 2H (Hall Call Power) and/or 2F (Fire Recall System). Check for shorts to
ground on the 2H and 2F terminals.

b. Check for shorts to ground on all terminals on the bottom of the SC-SB2K-H board
(Main Safety Relay board). Terminal 1 is the only terminal that should be grounded.

c. Check for shorts to ground on all terminals on the HC-PCI/O (and HC-CI/O-E boards,
if present).

d. Check for shorts to ground on door operator terminals. Consult the job prints to
determine which fuses to remove.

3.2 BEFORE APPLYING POWER

NOTE: These instructions assume adequate electrical troubleshooting

experience. Follow the procedure carefully. If the elevator does not
respond correctly, check the circuits according to your ability. Proceed
cautiously. Read these instructions all the way through to become familiar
with the procedure before starting the work.

a. Unplug the screw terminal blocks from the HC-PCI/O and any HC-IOX or HC-CI/O-E boards
by moving the blocks toward the right. This is done to avoid damaging the boards by an
accidental shorting of output devices to one of the power buses (terminals 2, 3, or 4) during the
first powering up of the system.

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 b. With all power OFF, remove one side of the ribbon cable connecting the HC-PCI/O
board at connector C1, by pushing the two latches on C1 open and removing the ribbon
cable.

c. In the following instructions, it is assumed that all hoistway doors are closed, but not
necessarily locked, and all hoistway and machine room wiring is complete. The
hoistway limit switches must be adjusted to the manufacturer’s specifications. Correct
any malfunction before continuing further.

3.3 APPLYING POWER

3.3.1 INITIAL ADJUSTMENTS AND POWER PHASING

It is necessary to bypass the A17.1 - 2000 fault logic to get temporary operation of the lift. On
the SC-SB2K-H board, turn the MACHINE ROOM INSPECTION TRANSFER switch to INSP.
Then place a jumper between the single pin terminals labeled 2KBP1 and 2KBP2 on the SC-
BAH board. We must also invoke a software “switch” to fully bypass the A17.1-2000 faults.
To do this, the controller must be in system mode (see Section 5.6). Once in system mode,
select menu option ASME A17.1-2000 REDUNDANCY BYPASS (see Section 5.6.5.2). Use
the S push button to set BYPASS ON. The car will now run indefinitely without any nuisance
shutdown due to any A17.1-2000 fault monitors. When the car is ready for automatic operation,
remove the jumper between 2KBP1 and 2KBP2 to reinvoke the A17.1-2000 fault monitors.

CAUTION: Please exercise extreme caution when the fault monitors are
bypassed and the jumper is in place between terminal 2 and 9.

a. Install a jumper wire between terminal 2 and 9 on the SC-SB2K-H board to override
the gate switch, door locks and entire safety string. Exercise extreme caution.

b. On the SC-SB2K-H board, turn the TEST/NORM switch to TEST. For jobs with a two
pole IN-CAR inspection switch, temporarily remove and insulate any wire in terminal
ACCN and label it so that it may be reinstalled later. Install a temporary jumper from
terminal 2 to terminal ACCN to bypass the Inspection Switch (COP Access Enable).
For jobs with a three pole IN-CAR inspection switch, temporarily remove and insulate
any wire in terminal INICN and label it so that it may be reinstalled later. Install a
temporary jumper from terminal 2 to terminal INICN to bypass the Inspection Switch
(COP Access Enable).

WARNING: If the wire to terminal ACCN (or INICN) is not removed (step ‘b’
above) and the jumper is installed between terminals 2 and ACCN
(or INICN), this will bypass the complete safety string.

c. Check the line side of the main power disconnect switch to make sure that all three legs
are at the correct voltage.

d. If a field wire is connected to terminal ACCN on the SC-SB2K-H board, temporarily

remove the wire, label and insulate it. This will disable the Car Top Inspection switch.
Now place a jumper between 18 and ACCN on SC-SB2K-H.

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 e. Reinstall fuse F4 to enable the primary controller relay voltage.

f. Turn ON power to the controller by closing the machine room disconnect switch.

g. Check pump motor rotation by placing a jumper between 2-bus and terminal P1 on the
SC-SB2K-H board. Replace relay YP with a push button type and briefly push in relay
YP and note motor rotation. If the rotation is not correct, reverse any two of the three
leads at the main disconnect switch. If an RP (Reverse Phase) sensor is provided and
the sensor contact does not close when power is applied to the controller (indicated by
a light on the sensor that comes on when phase rotation is correct), then 2 of the 3 AC
wires that connect to the RP sensor may have to be reversed. Remove jumper between
2-bus and P1.

h. Since the C1 connector between the SC-SB2K-H and the HC-PCI/O boards has
already been disconnected, the LCD display should show that the SAFETY STRING is
open by flashing in the upper right-hand corner of the controller. The SAFETY ON light
will also be off.

NOTE: Pin 1 on both the ribbon cable connector and the header on the HC-
PCI/O board must match. These are designated with arrows on the
connector and header. Press the connector in until the latches snap,
securing the connector in place.

i. Reinsert the C1 ribbon cable.

j. To provide for an immediate stop once direction is released, place the “Soft Stop”
Jumper (JP53 on the SC-SB2K-H board) in the OFF position.

NOTE: The HMC-1000 Controller is equipped with an INSP. SPEED HI-LO

switch to allow the car to be run at either high or low speed on car top
Inspection or hoistway Access operation. For these operations the car
should NOT be run at high speed if the contract speed is greater than
150 fpm.

3.3.2 MOVING THE ELEVATOR ON INSPECTION

a. Turn OFF power at the main disconnect and reinstall fuses F4, F7 and F8 (and any
other fuses that may have been removed during the ground check). Also reinsert the
C1 ribbon cable if not already re-connected.

b. Turn ON the power at the main disconnect. If the LCD display reads -SAFETY- the car
will not run. The LCD display should indicate -INSPECTION- and the LEDs Safety On,
Doors Locked and Inspection Access on the MC-PCA-OA2K board should be ON.

c. Move the car up and down with the Relay Panel Inspection UP/DN switch. The following
relays must pick: SAFR1, SAFR2, and for up direction these must pick: US, UST, YP,
MP, DELP, Y, and DEL then BB and DELTA. If YP and DELP are not picked, check to
see that relays IN1 and IN2 have dropped out (de-energized). If no relays are picked,
check the F4 fuse and check to see that there is 120VAC between terminals 1 and 2.
If SAFR1 and SAFR2 are picked and YP is not, check the starter overload contacts. If
SAFR1 and SAFR2 are not picked, briefly jumper 2 to 20 (bypasses the safety string).
If SAF picks with the jumper, then the trouble is in the safety string. If SAF still does not
pick, check the RP sensor again.

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 d. Adjust the TRANSFER timer (see timer menu in chapter 5) to transfer from WYE to
DELTA (Y and DEL in jobprints) just as the pump motor reaches maximum rpm from
a dead stop. For ATL (across the line) motors adjust TRANSFER to delay pick of
valves until after pump motor is running at speed.

e. On the SC-SB2K-H Main Safety Relay board, place the INSP. SPEED HI-LO switch in
the LO position and adjust the valves for proper low speed operation.

3.3.3 PREPARING THE CAR TO RUN ON AUTOMATIC OPERATION

a. Turn OFF the power at the main disconnect.

b. Complete and finalize installation and all wiring. Connect the field wires for the car calls,
hall calls and PIs to their respective terminals (remember that the plug-in terminals have
yet to be inserted into the boards). Connect one probe of the meter to the 1-bus and
with the other probe, check all of the call and PI terminals for shorts to ground. Connect
the common probe of the meter to the 2, 3 and 4 buses sequentially while checking for
shorts to the call and PI terminals.

c. Turn ON power at the main disconnect and probe (DVM set for 120 VAC) on the call
and PI terminals again. This time, check to make sure that there is no voltage present
on any of the PI terminals with respect to the 1-bus. Jumper each of the call terminals
one-by-one to ground or terminal 1. Verify that no fuses blow, especially F4. Turn OFF
the power at the main disconnect.

d. Plug the call and PI terminals back into the appropriate boards.

e. Place all switches on Normal and put the Car Top Inspection switch on Inspection.
Remove the jumper from terminal 18 to ACCN and put the field wire back into terminal
ACCN on the SC-SB2K-H board. With the power on, verify that no AC voltage exists
on terminal ACCN with respect to the 1-bus. Note that Car Top Inspection prevents
Relay Panel Inspection operation by simply removing power from terminal ACCN.

3.4 PREPARATION FOR FINAL ADJUSTMENT

a. The door operator must be operating properly with all door equipment (clutches, rollers,
etc.) properly adjusted with the correct running clearances.

b. Make sure the car doors are closed and that all hoistway doors have been closed and
locked. Run the car on Inspection through the hoistway to make sure that the hoistway
is completely clear. Check to see that the landing system has been installed according
to the installation instructions. Place the car at the bottom of the hoistway.

c. Turn the TEST/NORM switch on the SC-SB2K-H board in the TEST position.

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SECTION 4
FINAL ADJUSTMENT

4.0 GENERAL INFORMATION

At this point all of the steps in Section 3 should have been completed. Please read Section 5
before proceeding: it explains the adjustment and troubleshooting tools available with the
computer. This section contains important recommendations and instructions for operating the
elevator on Automatic operation.

4.1 RUNNING ON AUTOMATIC OPERATION

Move the car to the bottom landing on Inspection operation and turn the power OFF.

a. If the door operator is not working, pull the door fuses and close the doors so that the
door clutch will not hit any of the door lock rollers. Take whatever steps are necessary
to keep the installation safe, but make sure that the car top is still accessible after
closing all of the doors.

• Remove the jumper between 2KBP1 and 2KBP2 on the SC-BAH board to reinvoke the
A17.1 fault monitors. Turn ON the AC power to the elevator.

c. Temporarily take the car off of Inspection operation. If the LCD display does not show
Test Mode, see what message is being displayed and correct the problem. For
example, if the indicators show that the car is on Fire Service Phase 1, a jumper must
be connected between terminal 2 on the back plate and terminal 38 on the SC-SB2K-H
board in order to run the car on Normal operation. Remove the jumper once the Fire
Service input is brought into the controller. Place the car on Inspection.

NOTE: If the car is not completely wired (temporary), check the following:
• wire removed from panel mount terminal DCL
• jumper between panel mount terminal DPM and 2 bus.
• wire removed from terminal 47 on the SC-SB2K-H board
• jumper from 2 bus to terminal 36 on the SC-SB2K-H board
• jumper from 2 bus to terminal 38 on the SC-SB2K-H board
• jumper from 2 bus to panel mount terminal EPI (if present)

d. If there are any Redundancy Faults preventing operation of the car, as signified by the
LCD display, please replace the jumper just removed in step (b) above and set the
option for ASME A17.1-2000 Redundancy Bypass to BYPASS = ON (See 5.6.5.1).
This will provide A17.1 bypass mode for automatic operation with a time limit of two
hours.

4.1.1 DIAGNOSTIC MESSAGES AND INPUT/OUTPUT SIGNALS

To speed up final adjustment and troubleshooting, become familiar with the Error Status
Messages (Table 5.3) and Input/Output signals (Flags and Variables, Tables 5.4 and 5.5).

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 NOTE: Read Section 5.1: The MC-PCA-OA-2K Computer Panel - Your Tool for
Programming, Diagnostics and Data Communication and Section 5.3,
Diagnostic Mode.

ON-BOARD DIAGNOSTICS - When the Elevator Controller’s Computer (MC-PCA-OA-2K) is

in the DIAGNOSTIC MODE, with switches F1 - F8 in the down position, the LCD display
provides a description of normal and abnormal conditions. When the LCD displays NORMAL,
in the car status field, the system is ready for normal operation. A complete listing of the status
and error messages, their meaning, probable cause and needed response are found in
Table 5.2, Error Status Messages and Response Chart.

The computer displays abnormal conditions in the same priority that the computer evaluates
them. For example, if the safety circuit is open and the system is also on Fire Service, the
computer will first show that the safety circuit is open and will expect this problem to be
corrected first. When the safety circuit problem has been corrected and the computer has
recognized the safety input, the diagnostics will then show the Fire Service indication. After
successfully bringing in the Fire Service input, the computer will then show NORMAL on the
LCD display, provided that the system is not on some other function such as Independent
Service or Cartop Inspection operation. The display will show NORMAL only if everything is
normal. If the LCD display is showing any other message, an abnormal condition exists.

4.1.2 A FEW WORDS ABOUT ABSOLUTE FLOOR ENCODING

Absolute floor encoding is an option which allows the controller to read encoding vanes or
magnets at each landing and thereby identify the floor. If the absolute floor encoding option is
provided, the behavior of the car, when power is turned ON, is different than without absolute
floor encoding.

JOBS WITHOUT ABSOLUTE FLOOR ENCODING - If the car is in the middle of the hoistway
when power is turned ON, the controller will not know where the car is and must send the car
to the bottom landing to get in step with the floor Position Indicator. It does so by generating
an internal BFD (Bottom Floor Demand) flag in the computer. When the BFD flag is present,
no car calls will be accepted until the car reaches the bottom terminal. The BFD flag will be
cleared when the DSD (Down Slow Down) switch has opened (dropping power to terminal 13)
and if DZ (Door Zone) and DLK (Door Locked) are both active. If the car is on Automatic
Operation, and if a home floor has been designated, the car will move to the home landing at
this time.

If the car is put on Relay Panel Inspection or Cartop Inspection operation and then is returned
to Automatic operation, if the car is not at a terminal landing, the controller will create the BFD
flag and will act as described above. If the BFD flag is present, and the TEST/NORMAL switch
is on TEST, it will be necessary to place a jumper between terminals 2 and 45 (Door Close
input) to move the car. It may be necessary to hold the jumper on the terminals for several
seconds.

JOBS WITH ABSOLUTE FLOOR ENCODING - If the car is not at a landing when power is
turned ON, the controller will generate a down direction command and the car will move toward
the closest landing, provided that all abnormal conditions have been corrected. When the car
reaches a landing and is within the Door Zone (relay DZ picked) with leveling completed (relays
LU and LD not picked) the controller reads the floor code vanes or magnets and corrects the
Position Indicator. If the car is on Automatic Operation, and if a home floor has been
designated, the car will move to the home landing at this time. If the car is at a landing, within
the Door Zone (relay DZ picked) with leveling completed (relays LU, LD not picked) when AC

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 power is turned ON, the controller will read the floor code vanes or magnets at the landing and
correct the Position Indicator. Again, if a home floor has been designated the car will move to
this landing to park.

4.1.3 REGISTERING CAR CALLS

In the process of making final adjustments to the controller, periodically you will be asked to
register car calls. A call or series of calls can be registered at the controller by momentarily
placing a jumper between terminal 1 (system common) and the desired car call terminal or
terminals on the HC-PCI/O or HC-CI/O-E board, and then between terminal 2 and terminal 45
to allow the car to travel to each call. The car may move immediately after the first call is
placed, or it may wait several seconds before moving.

CAUTION: The call terminals on the HC-PCI/O and HC-CI/O-E board should
never be connected to any of the power terminals (such as 2, 3, 4,
etc.). If this happens and the call is turned on, it will blow the
resistor-fuse or triac which plugs into the board. Later versions of
these boards may have plug-in zener diodes. These parts are
designed to be field replaceable and spares are provided in unused
positions on the board, or are available from MCE. DO NOT
JUMPER THESE PLUG-IN COMPONENTS AS IT MAY DESTROY
THE BOARD OR OTHER CONTROLLER COMPONENTS. If any of
these components should blow, FIND OUT WHY instead of
constantly replacing them, as the constant faults can eventually
damage the board.

4.1.4 TEST MODE OPERATION

The purpose of TEST mode is to allow easy and convenient operation of the car so that the
final adjustments can be made without cycling the doors. When the elevator is operated in the
TEST mode, the elevator doors do not open. The door open relays are disconnected
automatically during TEST mode operation.

The car is put into TEST mode by placing the TEST/NORMAL switch on the SC-SB2K-H (Main
Relay) board in the TEST position. Note that when the TEST/NORMAL switch is in the TEST
position, it puts the car into Test Mode, provided that the Car Top Inspection and Relay Panel
MACHINE ROOM INSPECTION TRANSFER switches are in the NORM or normal positions.
In that case, the LCD should show “TEST MODE” and not “NORMAL.” If the expected
indication is not displayed, check to see what message is being displayed and correct the
problem. Operation while in TEST mode should be easy to understand by knowing the
following:

a. Every time the car stops, a non-interference timer must elapse before the car can move
again (the car will not move unless there is another car call). Note that after the timer
has elapsed, the car will move immediately as soon as the next car call is placed (the
car will not move if the system is a single button collective system and there is no
jumper from terminal 2 to terminal 45). Placing a car call right after the car stops will
require the non-interference timer to elapse before the car can move again.

b. Simply having one or more car calls registered will not necessarily cause the car to
move. It will be necessary to jumper terminal 2 to terminal 45 to create a Door Close
Button input to get the car to move. If the car is not a single button collective but is a

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 selective-collective, the jumper from terminal 2 to 45 will not be necessary. Leave a
jumper connected from terminal 1 to the last car call in the line of calls that have been
placed. This will create a constant pressure signal on the car call which is an alternate
means of creating a Door Close Button signal to get a car that is on Independent
Service to leave the landing. However, the jumper from terminal 2 to terminal 45 may
be more convenient.

c. If a jumper from terminal 1 is touched to the car call input for the floor where the car is
located, it will reestablish the non-interference timer and it must elapse before the car
can move again.

d. If the elevator is trying to level, it will not pick high speed and leave the landing until it
has completed the leveling process. Drive Unit speed adjustments and direction limits
at terminal landings may cause this problem.

e. If any of the inputs that open the door are active (Safety Edge On, Photo Eye On, Car
Call input grounded to 1 for the floor matching the Position Indicator, etc.) the car will
not leave the landing.

f. Both slowdown switch inputs (terminals 11 and 13) should never be inactive at the
same time when the doors are closed and locked and the safety circuit is closed.

4.1.5 SWITCHING TO AUTOMATIC OPERATION

a. Place the car on Inspection operation.

b. Move the car to the bottom terminal landing. Check to see if the DZ relay is picked. If
not, move the car on Inspection to place it in the Door Zone.

c. Place the Relay Panel Inspection switch in the NORM position. If the car is not at a
landing, it will move to a landing. If the car is at a landing but not in the door zone, either
the LU or LD relays should pick and the car should perform a relevel. If the relevel is not
successful, check the following:

C If the LD relay is picked, but the brake and other relays are not, the down
direction limit switch may be preventing the leveling down operation.

C If the car is trying to level, it will not leave the landing for a call until the leveling
is complete. Move the limit switch if necessary.

The Status Indicator lights should now display the indication for Independent Service operation.
At this time the Position Indicator should match the actual car location. Note that all of the
Position Indicators and direction arrows are conveniently displayed on the controller. All the
calls are also displayed on the controller.

4.2 FINAL ADJUSTMENTS

4.2.1 DOOR OPERATOR ADJUSTMENTS

Install the fuses for the door operator(s) and complete the final adjustments. Doors can be
opened at 3" before the floor or at the floor (non-pre-opening option). Hydraulic elevators are
usually set up to open the doors only after the car stops, but pre-opening is available. Contact
MCE Customer Service.

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4.2.2 HYDRAULIC VALVES

Adjust hydraulic valves for proper speed, acceleration, deceleration, etc. and check contract
speed. A hardware timer on the SC-SB2K-H board automatically provides pump motor overrun
for Soft Stop operation. Ensure that the Soft Stop jumper (JP1) is in the ON position for it to be
on and in the OFF position for it to be off.

4.2.3 SLOWDOWN AND LIMIT SWITCHES

Disconnect the stepping switch inputs (terminals 72 and 71 on SC-SB2K-H for 3 or more
landings) and verify proper operation of all slowdown and limit switches for slowing and
stopping the car at both terminal landings.

4.2.4 HALL CALLS

Place hall calls for all of the landings and make sure all hall calls function properly.

4.2.5 OPTIONS

Verify the operation of the following options: Independent Service, Fire Return Phase 1 (Main
Floor and Alternate Floor operation, if provided), Fire Phase II In-Car operation, and any other
options provided.

4.2.6 DOOR OPEN/CLOSE PROTECTION

The elevator controller is provided with door open protection and door close protection. If the
doors do not open after several seconds, the car will give up and continue to the next call. After
the car starts to close the doors and the doors do not lock, it will recycle the doors open and
attempt to close the doors three times before a DLK fail error.

4.2.7 MOTOR LIMIT TIMER

A motor limit timer is provided to take the car to the bottom landing and open the doors if the
motor is operating for too long.

4.2.8 VALVE LIMIT TIMER

The same is true for the valves with the down valves being turned off and the doors reenabled
if the car is at a floor.

4.2.9 STUCK BUTTON PROTECTION

Stuck button protection is also provided for both car calls and hall calls.

4.2.10 RELEVEL OPERATION

If the car relevels up after stopping at the floor, it will respond normally (instantly) the first time
it relevels up. Any additional up leveling operations after the first one will be delayed by a
computer-controlled timer (usually 3 seconds). This process will repeat itself every time the car
runs to another floor (the first up relevel is always normal, not delayed). Down leveling is
always normal and not involved with this timer.

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 WARNING: Before the Elevator can be turned over to normal use, it is very
important to verify that no safety circuit is bypassed. The items to
be checked, include, but are not limited to:
* Check that the hierarchy of the inspection inputs is correct. Car top
inspection must take priority over in car, hoistway access and machine
room inspection modes. In car must take precedence over hoistway
access and machine room inspection. Hoistway access must take
priority over machine room inspection.
* No jumper between 2KBP1 and 2KBP2 on SC-BAH
* No jumper between terminals 2 and 15 (SC-SB2K-H).
* No jumper between terminals 4 and 9 (SC-SB2K-H).
* No jumper between terminals 9 and 10 or 12 (SC-SB2K-H).
* No jumper between terminals 10 and 11 (SC-SB2K-H).
* No jumper between terminals 12 and 13 (SC-SB2K-H).
* No jumper between terminals 16 and 17 (SC-SB2K-H).
* Option Long Term Inspection Only Bypass and ASME A17.1-2000
Redundancy Bypass are OFF (see section 5.6.5) and the F3 switch is
down on the MC-PCA-OA2K board.

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SECTION 5
THE COMPUTER

5.0 ABOUT THE PHC SERIES

The computer on the PHC Series elevator controller has been designed for easy
communication between the mechanic and the controller and between the controller and other
computers or data terminals. The computer will be used (see Figure 5.1) for diagnostic
troubleshooting and for programming the controller.

5.1 THE MC-PCA-OA-2K COMPUTER PANEL - YOUR TOOL FOR

PROGRAMMING, DIAGNOSTICS AND DATA COMMUNICATION
Figure 5.1 shows the indicators, switches and terminals on the computer panel.

5.1.1 INDICATORS

5.1.1.1 COMPUTER ON LIGHT - When steadily illuminated, this light shows that the computer
is functioning normally and completing its program loop successfully. Pressing the
COMPUTER RESET button will cause the COMPUTER ON light to turn OFF and the light will
stay OFF while the RESET button is depressed. The computer is equipped with a watchdog
feature that will shut down the controller if the program loop cannot be completed (software
system failure). If the COMPUTER ON light is flashing continuously, it means that the
computer board is malfunctioning. Inspect the controller chip (see Figure 5.1) and EPROM chip
to see if it is properly seated and to see if the pins are properly inserted into the socket.

5.1.1.2 VERTICAL STATUS INDICATOR LIGHTS - These lights show the status of the
elevator. Table 5.1 shows a list of these lights and their meanings.

TABLE 5.1 Status Indicators

LIGHT NAME MEANING
SAFETY ON Safety circuit is made.
DOORS LOCKED Door lock contacts are made.
HIGH SPEED Elevator is running at high speed.
IND SERVICE Elevator is on Independent Service.
INSP/ACCESS Elevator is on Car Top Inspection or Hoistway Access operation.
FIRE SERVICE Elevator is on Fire Service operation.
TIMED OUT OF SERVICE Elevator Is Timed Out of Service.
MOTOR/VALVE LIMIT TIMER Motor/Valve Limit Timer has elapsed.

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FIGURE 5.1 MC-PCA-OA-2K Computer Panel Board Layout
Controller Chip
Computer ON Light
Computer
JP4 Reset
JP5 Button
Power JP10
Terminals

Communication
Ports

Status
Indicator
Lights

LCD
Module

Function Switches

N&S LCD Contrast

Pushbuttons Adjustment
Trimpot

5.1.1.3 DIAGNOSTICS LCD DISPLAY - The 32-character LCD (Liquid Crystal Display)
displays various information depending on the positions of the F1-F8 switches. Diagnostic
mode is accessed when all of the switches are in the down position. The LCD display shows
an elevator status message, the car position, the contents of the computer's internal memory
and communication status.

5.1.2 SWITCHES, BUTTONS & ADJUSTMENTS

5.1.2.1 COMPUTER RESET PUSHBUTTON - Pressing the RESET button will cause the
computer to reset. If the elevator is running, the controller will drop the safety relay and bring
the elevator to an immediate stop. The elevator will then go to the terminal landing (or to the
next landing if the controller has the absolute floor encoding feature) to correct its position
before it can respond to any calls. Existing calls and P.I. information will be lost each time the
computer is reset.

5.1.2.2 N, S, +, & - PUSHBUTTONS - The

pushbuttons allow the mechanic to view and change
data in the computer memory. These pushbuttons
have different functions depending on the current
mode (Diagnostic mode [see Section 5.3], Program
mode [see Section 5.4], External Memory mode [see
Section 5.5], or System mode [see Section 5.6]).

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 5.1.2.3 MODE SELECTION F1-F8 FUNCTION SWITCHES - The computer panel operates
in different modes. Diagnostic mode is useful for diagnosing and troubleshooting the elevator
system. It is initiated by placing all of the F1-F8 switches in the down position. Program mode
is used to set up the controller to meet the elevator specifications. Program mode is initiated
by moving the F1 switch to the up position (with all other F switches in the down position).
External Memory mode is initiated by placing the F2 switch in the up position (with all other F
switches in the down position) and is useful for diagnosing the elevator system by viewing the
computer's external memory. System mode is initiated by placing the F3 switch in the up
position (with all other F switches in the down position). Programming System mode functions
does not require the car to be on inspection. When only the F8 switch is placed in the up
position, the system status displays are available on the LCD display (see Section 5.1.4).

5.1.2.4 LCD CONTRAST ADJUSTMENT TRIMPOT - The contrast on the LCD can be
adjusted to make it easier to read by turning this trimpot. See Figure 5.1.

5.1.3 TERMINALS

5.1.3.1 POWER SUPPLY TERMINAL - The two terminals marked (+) and (-) are for +5VDC
and Ground, respectively, to the MC-PCA-OA-2K board. See Figure 5.1.

5.1.3.2 COMMUNICATION PORT FOR DUPLEXING - The DIN connector shown in Figure 5.1
is used for high-speed communication between two cars in a duplex configuration. The
communication cable is a twisted pair shielded cable. Two wires are for signals and the third
is for grounding the shield (see the Job Prints for hook-up details).

5.1.3.3 COM PORT 1 AND 2 - These terminals are used to connect to a peripheral device
(refer to Section 5.4.9.7).

5.1.4 STATUS DISPLAYS

To access the Status Displays, place function switch F8 in the up position (F1 thru F7 must be
down). Press the N pushbutton to cycle through the available status displays.

The following system status displays are available for viewing on the LCD display:
• PTHC Software Version - Main processor software version number.
• Eligibility Map - Door access for each floor (F = front, R = rear, B = both). Read left
to right - floors 1 thru 16 in the top row, floors 17 thru 32 in the bottom row. See
Sections 5.4.2.5 and 5.4.2.6 for programming instructions.
• Current Load - The current load in the car as a percentage of full load (analog load
weigher required).

5.2 COMPUTER SECURITY

A computer security system is available for the PHC controllers. The system requires the user
to enter a passcode before they can adjust the controller's parameters through the computer.

The controllers are shipped without the security system. However, the security system can be
purchased through MCE's Technical Support Department. Complete installation instructions
are provided with the modification package. The next few paragraphs explain how the security
system works after it is installed.

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 NOTE: This message is not related to Computer PASSCODE REQUEST
Security. If this message is seen on the PI 8 20:10001000
LCD screen, it means that the Passcode
Request Option has been activated and that a passcode is required in
order to run the elevator on any mode of operation other than Inspection.
See Section 5.6.2, Passcode Request Menu for more information.

5.2.1 PASSWORD

There are two sections that are secured by an 8-digit, alpha-numeric code chosen by the
customer, Program Mode and System Mode.

When either of these two sections is ENTER PASSWORD:

accessed, the LCD display will show: 00000000

The password is entered the same way and has the same code.

N Pushbutton Change the position of the cursor.

+ Pushbutton Increment the current position by one.
- Pushbutton Decrement the current position by one.
S Pushbutton Check for a match.

If an invalid code is entered, the operator will be prompted to re-enter the code. Once a valid
code has been entered, access is granted to the programming options and the password will
not have to be reentered until the Password Timer expires.

5.3 DIAGNOSTIC MODE

MCE's PHC Elevator Controller Computer with On-Board Diagnostics is self-sufficient; external
devices are not required when using the computer. The computer is generally the most reliable
component of the elevator control system and the On-Board Diagnostics was designed to aid
in evaluating the status of the control system. Using the On-Board Diagnostics helps to
pinpoint the cause of elevator malfunctions.

5.3.1 GETTING INTO DIAGNOSTIC MODE

Diagnostic mode is initiated by placing the F1-F8 switches in

the down position. A description of the LCD display format
and the function of the N, S, +, and ! pushbuttons during
Diagnostic mode follows.

5.3.2 FUNCTION OF N PUSHBUTTON Diagnostic mode

The N pushbutton (see Figure 5.1) allows for the advancement

of the computer memory address, which is displayed on the NORMAL OPERATION
second line of the LCD. For example, for the following display, PI 8 20:10110011
pressing the N pushbutton once will cause the 2 of the address
20 to begin blinking. By continuing to press the N pushbutton,
the 0 of address 20 will begin to blink. The cycle will continue while the N pushbutton is being

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 pressed. Once the digit to be changed is blinking, the address can then be modified using the
+ and – pushbuttons (refer to Sections 5.3.4 and 5.3.5).

The data (8 digits) that corresponds to the memory address is displayed to the right of the
address (see Section 5.3.6.4). This display will change as the memory address changes.

5.3.3 FUNCTION OF S PUSHBUTTON

The S pushbutton (see Figure 5.1) ends the ability to change the address by stopping the digit
from blinking. If the S pushbutton is not pressed, the selected digit will stop blinking
automatically after a period of about 20 seconds.

5.3.4 FUNCTION OF + PUSHBUTTON

The + pushbutton (see Figure 5.1) modifies the digit of the computer memory address selected
by the N pushbutton. If the + pushbutton is pressed, the selected digit is incremented by one.
The data display will also change as the address changes. For example, if the 0 of the address
20 is blinking, pressing the + pushbutton once will change the address from 20 to 21. Pressing
the + pushbutton several more times will change the address to 22, 23, 24, etc., up to 2F and
then back to 20 again. If the 2 of address 20 is blinking, pressing the + pushbutton once will
change the address from 20 to 30. Pressing the + pushbutton several more times will change
the address to 40, 50, 60, etc., up to F0. Once the address has reached F0, pressing the +
pushbutton will cause the address to begin back at 00.

5.3.5 FUNCTION OF ! PUSHBUTTON

The – pushbutton (see Figure 5.1) also modifies the digit of the computer memory address
selected by the N pushbutton. If the – pushbutton is pressed, the selected digit is decremented
by one. The data display will also change as the address changes. For example: If the 0 of
address 20 is blinking, pressing the – pushbutton once will change the address from 20 to 2F.
Pressing the – pushbutton several more times will change the address to 2E, 2D, 2C, etc., back
to 20 again. If the 2 in the address 20 is blinking, pressing the – pushbutton once will change
the address from 20 to 10. Pressing the – pushbutton several more times will change the
address to 00, F0, E0, etc., back to 00. Once the address has reached 00, pressing the –
pushbutton will cause the address to start over at F0.

5.3.6 FORMAT OF LCD DISPLAY

The multi-functional alphanumeric LCD display shows the car’s status and can also be used
for diagnostic purposes to display the contents of the computer’s memory. The figure shows
the various parts of the LCD in Diagnostic mode.

5.3.6.1 NORMAL DISPLAY - For simplex

controllers, the letter D in the drawing will not
appear on the LCD and instead that part of the
display will always be blank. For a duplex
controller, this part of the display provides
information about the communication between the
controllers and about the dispatching. One of the
following codes should appear:

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 S Indicates that this computer is acting as the slave to the dispatching computer. Hall
call assignments are received from the dispatching computer through the
communication cable.

D Indicates that this computer is acting as the dispatcher. It is responsible for

assigning hall calls to itself and to the other controller.

BLANK If this part of the display is blank, it denotes that communication has not been
established between the two cars (see Section 6 for information on identifying and
solving communication problems).

5.3.6.2 STATUS MESSAGE - This scrolling part of the LCD

shows the prevailing status of the elevator. There is a status NORMAL OPERATION
message for each special operation (e.g., Fire Service). There PI 8 20:10110011
are also status messages for many different error conditions
(e.g., open safety string). See Tables 5.2 and 5.3 for a complete list of these status messages
and their meanings.

TABLE 5.2 Status and Error Messages

Scrolling Message Special Event Message
2AB REDUNDANCY FAULT

Description: Monitors the 2AB relay for proper operation. If the 2AB relay is ON , the R2AB input will be OFF. R2AB should always
be the opposite of 2AB otherwise, the 2AB Redundancy Fault is logged and the elevator shuts down.
Troubleshooting: Check the 2AB relay for proper operation. Also check the prints to see where the input R2AB comes in and check
47 K resistor, swap ribbon cable and finally try replacing the associated board (w/ relay) or HC-IOX.
Alarm - 4 times in 60 secs (not scrolled, Event Calendar only) Alarm - 4 times in 60 secs
Description: The alarm has been activated four times in one minute and the car is not moving (see ABI, Alarm Bell Input option) .
Alarm - Car not in DZ (not scrolled, Event Calendar only) Alarm - Car not in DZ
Description: The alarm has been activated while the car is stopped outside of the landing (door) zone (see ABI, Alarm Bell Input
option).
ATTENDANT SERVICE OPERATION
Description: The car is on attendant operation. The attendant service input (ATS) is activated.
Troubleshooting: Go into Program Mode and check to see if any spare inputs are programmed as ATS. Then check to see if that
particular input is activated.
BAB REDUNDANCY FAULT
Description: Monitors the BAB relay for proper operation. If the BAB relay is ON , the RBAB input will be OFF. RBAB should always
be the opposite of BAB otherwise, the BAB Redundancy Fault is logged and the elevator shuts down.
Troubleshooting: Check the BAB relay for proper operation. Also check the prints to see where the input RBAB comes in and check
47 K resistor, swap ribbon cable and finally try replacing the associated board (w/ relay) or HC-IOX.
BOTH USD AND DSD INPUTS ARE ACTIVE Both USD and DSD are Open

Description: Usually indicates a problem with the up slow down or the down slow down switch.
Troubleshooting: Inspect both switches and associated wiring. The down slow down switch should be closed, unless the car is at
the bottom; then it should be open. The up slow down switch should be closed, unless the car is at the top; then it should be open.

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TABLE 5.2 Status and Error Messages
Scrolling Message Special Event Message

BOTTOM FLOOR OR TOP FLOOR DEMAND Bottom Floor Demand / Top Floor Demand
Description: The controller is trying to establish the position of the car by sending it to either the top or the bottom. Usually associated
with bottom floor demand. Bottom Floor Demand has four possible causes:
1. A change from Inspection to Automatic operation.
2. Pressing the COMPUTER RESET button.
3. Initial Power-up.
4. If the car is at the top floor, and the controller gets an up slow down signal (USD), the controller will create a Bottom Floor Demand.
Troubleshooting: Bottom Floor Demand should be cleared when all of the following conditions are met:
1. The car is at the bottom and the down slow down (DSD) input to the controller is OFF (because the switch should be open).
2. The Door Zone (DZ) input to the controller is ON.
3. The Door Lock (DLK) input to the controller is ON.
If the car is at the bottom, and the message still flashes, check the Down Slow Down switch & associated wiring. Also, inspect the door
zone landing system vane or magnet at the bottom floor and the door lock circuit.

Top Floor Demand should be cleared when all of the following conditions are met:
1. The car is at the top and the up slow down (USD) input to the controller is OFF (because the switch should be open).
2. The Door Zone (DZ) input to the controller is ON.
3. The Door Lock (DLK) input to the controller is ON.
If the car is at the top, and the message still flashes, inspect the Up Slow Down Switch & associated wiring. Also, inspect the door zone
landing system vane or magnet at the top floor and the door lock circuit.

NOTE: If the controller has the absolute floor encoding feature, then the Bottom and Top Floor Demands should be cleared when the
car stops in any door zone. The car does not have to travel to the top or bottom.
BRAKE PICK FAILURE (Traction only)

Description: The car is shut down due to the BPS input being seen as activated during three consecutive runs indicating the brake
is not fully picked. (BPS is high)
Troubleshooting: Go into Program Mode and check to see if any spare inputs are programmed as BPS. Then check to see if that
particular input is activated.
CAPTURE FOR TEST
Description: CTST input has been activated.
Troubleshooting: Go into Program Mode. Check the spare inputs to see if any are programmed as CTST. Ensure that this input is
NOT activated.
CAR CALL BUS IS DISCONNECTED Bus Fuse Blown (2C)

Description: Usually indicates a problem in the wiring or fuses. There is no power to the Car Call circuits on the HC-CI/O-E and HC-
PCI/O board(s).
Troubleshooting: Check the Car Call Bus fuse. Check the wires that go to the Car Call Power inputs on the HC-PCI/O & HC-CI/O-E
board(s) in the controller.
CAR IN TEST MODE

Description: The spare input TEST has been activated.

Troubleshooting: Check the TEST/NORM switch on the Relay Board. Check voltage level at the TEST input.
Car Out of Svc. w/ DLK (not scrolled, Event Calendar only) Car Out of Svc. w/ DLK

Description: The car was delayed from leaving a landing for a significant period of time and the doors were locked.
Troubleshooting: Check the door locks, PHE and DOB circuits.
Car Out of Svc. w/o DLK (not scrolled, Event Calendar only) Car Out of Svc. w/o DLK
Description: The car was delayed from leaving a landing for a significant period of time and the doors were not locked.
Troubleshooting: Check for an obstruction that has kept the doors from closing. Also check the door locks, PHE and DOB circuits.
CAR SAFETY DEVICE OPEN Car Safety Device Open
Description: One of the car safety devices has activated, opening the safety circuit (e.g., emergency exit contact, safety clamp switch,
car-top emergency stop switch).
Troubleshooting: Check all car safety devices. Refer to controller wiring prints for applicable devices.
CAR TO FLOOR FUNCTION
Description: The CTF input has been activated.
Troubleshooting: Go into Program Mode and see if any spare inputs are programmed as CTF. Then, check to see if that particular
input is activated.

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TABLE 5.2 Status and Error Messages
Scrolling Message Special Event Message

CAR TO LOBBY OPERATION

Description: The CTL input has been activated.
Troubleshooting: Go into Program Mode and see if any spare inputs are programmed as CTL. Then, check to see if that particular
input is activated.
Communication Loss (not scrolled, Event Calendar only) Communication Loss
Description: The MC-PCA board is not communicating with the MC-PA board.
Troubleshooting: Check the cable between the MC-PCA and MC-PA boards and the associated connectors.
CONFIGURATION ERROR-CHANGE SETTINGS BEFORE
INSTALLATION
Description: Incorrect Programmed value(s), e.g., a floor selected for the fire floor is not one at which the elevator stops.
Troubleshooting: Go into Program Mode. Check all of the values associated with stops & special floors. Save the values. If the
message still appears, contact MCE.
CONTACTOR PROOFING REDUNDANCY FAILURE
Description: The main power contactors that provide power to the controller have not dropped out in their intended manner.
Troubleshooting: Inspect the main power contactors to ensure that they are working as intended. Ensure that there is power on the
CNP input when the car is not in motion.
DIRECTION RELAY REDUNDANCY FAILURE (Non ASME-2000)
Description: A failure in the up and down direction relays has been detected.
Troubleshooting: Check to see if the UDF input is active without the computer’s generation of the UPDO or DNDO outputs. (This is
not required.)
DOOR CLOSE PROTECTION TIMER ELAPSED Door Close Protection
Description: A failure to lock the doors is detected. This failure condition exists when the doors have closed (DCLC = 1 or DCL =
0/DPM=1) a demand exists for the car to move (DCP=1),but the doors are not locked (DLK = 0) within 60 seconds.
Troubleshooting: If the Retiring Cam option is set, verify the Retiring Cam relay is activated (DCP=1, DCL=0/DPM=1 or DCLC=1) and
the doors lock (DLK=1). If no Retiring Cam is used, verify the door lock circuitry contacts are closed to provide power to the door lock
input (DLK=1). When a predetermined number of sequential failures is detected, default set to four, the car will shutdown. The failure
will be reset once the doors are locked (DLK=1), if the car is placed on Inspection, or the Computer Reset Button is pressed.
DOOR ZONE SENSOR FAILURE - OFF POSITION
Description: Indicates that the car completed a run, but did not see door zone.
Troubleshooting: Reset this fault by pressing the Fault Reset button or by toggling MACHINE ROOM INSPECTION INSP/NORM
switch. Run the car to the same floor and verify that DZ=1 or DZR=1. Check placement of DZ magnets.
DOOR ZONE SENSOR FAILURE - ON POSITION Stuck Door Zone Input
Description: The controller computer detected that one of the DZ inputs (front or rear) did not transition to the low state during the last
elevator run. Probable cause may be:
1. A faulty door zone sensor or associated circuitry (within the landing system assembly);
2. Faulty wiring from the landing system to the controller;
3. Faulty computer input circuit (main relay board or HC-PCI/O board).
Troubleshooting: Check operation of the door zone sensors and associated wiring (place car on inspection, move car away from the
floor, noting the transitions in the door zone signal(s) coming from the landing system).
• Verity that the computer diagnostic display of DZ (or DZ rear) matches the state of the sensor signals at the main relay board (or
rear door relay board).
DRIVE FAILED TO RESPOND (Non ASME-2000 Traction only) Drive Failed to Respond
Description: Monitors the Drive On status of the drive. The DRON input must be ON when the elevator is stopped and OFF when the
elevator is in motion. If this condition is not true, the Drive Failed To Respond fault will be logged. The elevator will attempt to recover
from this fault up to four consecutive times after which this fault will latch and require a manual reset by toggling the Inspection switch.
Troubleshooting: Check the circuitry associated with the DRON input for proper operation.
DRIVE FAULT

Description: The drive fault input (DFI) has been activated, indicating that a drive fault has occurred.
Troubleshooting: Check the contact wired to the DFI input (this contact should originate from the drive system). Refer to the
installation/user manual associated with the specific drive for troubleshooting suggestions.
EARTHQUAKE OPERATION (Traction only) Earthquake
Description: The car is shutdown on Earthquake Operation (EQI is high; used for ASME and California Earthquake Operation.)
Troubleshooting: Go into Program Mode and check to see if any spare inputs are programmed as EQI. Then, check to see if that
particular input is activated. The elevator may be returned to normal service by means of the momentary reset button on the HC-EQ2
board, provided that the CWI input is not active.

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TABLE 5.2 Status and Error Messages
Scrolling Message Special Event Message

EARTHQUAKE - REDUCED SPEED OPERATION (Traction only)

Description: The car is allowed to run at reduced speed on Earthquake Normal Operation. (EQI is high, CWI is low; used for ASME
earthquake operation only.)
Troubleshooting: Go to Program Mode and check to see if any spare inputs are programmed as EQI. Then, check to see if that
particular input is activated. The elevator may be returned to normal service by means of the momentary reset button on the HC-EQ2
board.
ELEVATOR SHUTDOWN SWITCH ACTIVE

Description: The ESS input has been activated.

Troubleshooting: Go into Program Mode and see if any of the inputs are programmed as ESS. Then, check to see if that particular
input is activated.
EMERGENCY MEDICAL SERVICE
Description: Either the EMSH or the EMSC input has been activated.
Troubleshooting: Ensure that the MASSACHUSETTS EMS SERVICE option is set correctly. If not required, set this option to NO
and ensure that the EMSH and EMSC inputs are not programmed as spare inputs. If it is required, set this option to the floor that the
car should return to when the EMSH input is activated.
EMERGENCY POWER OPERATION Emergency Power
Description: The car is on Emergency Power operation (EPI is low).
Troubleshooting: Ensure that the Emergency Power operation option is set correctly. If emergency power is not required, set this
option to NO and ensure that the EPI input is not programmed. If it is required, set this option to the floor that the car should return
to on Emergency Power and program the EPI input.
ENTER SECURITY CODE

Description: MCE Security has been initiated.

Troubleshooting: Enter floor passcode in the C.O.P. within 10 seconds. See Section 5.6.1 for instructions on how to program or
change security passcodes.
EXMLT INPUT IS ACTIVATED (Hydro only)
Description: MLT shutdown with External Motor Limit Timer (EXMLT)
Troubleshooting: Check the External Motor Limit Timer and the associated circuitry. Check the voltage at the EXMLT input. Verify
that the wiring is correct. Check the MLT / VLT Data Trap to verify that EXMLT is active.
FIRE SERVICE PHASE 1 - ALTERNATE Fire Service Alternate
Description: The car is returning to an alternate fire return landing. The FRS input is low, the FRA input is high or FRAON is active.
Troubleshooting: Inspect the fire sensors (especially the main floor sensor) and the Fire Phase I switch wiring. For some fire codes
including ASME, the Fire Phase I switch must be turned to the BYPASS position and then back to OFF to clear the fire service status
once activated.
FIRE SERVICE PHASE 1 - MAIN Fire Service Main
Description: The car is returning to the main fire return landing. The FRS input is low or the FRON or FRON2 inputs are high.
Troubleshooting: Inspect the fire sensors and the Fire Phase I switch wiring. For some fire codes including ASME, the Fire Phase
I switch must be turned to the BYPASS position and then back to OFF to clear the fire service status once activated.
FIRE SERVICE PHASE 2 Fire Service Phase 2
Description: The FCS controller input is ON.
Troubleshooting: Inspect the phase 2 switch and wiring. In some cases, to exit Fire Service Phase 2, the car must be at the fire floor
at which Fire Phase 2 was activated, the doors must be fully open, and the phase 2 switch must be off (the FCOFF input must be
activated) to get out of phase 2.
FRONT DOL AND DLK ARE BOTH ACTIVE
Description: A critical failure has caused both the Door Open Limit and Door Lock inputs to both be active at the same time.(DOL=0
& DLK=1). A problem with DOL and/or DLK circuitry or wiring.
Troubleshooting: Inspect the Door Open Limit and the Door Lock circuitry and wiring. When this error is generated, the car will
shutdown with the doors open and will not answer any calls. The only way to reset this error condition is to put the car on Inspection
operation.
FRONT DOOR IS LOCKED BUT NOT FULLY CLOSED

Description: Doors Open (DCL = 1) and Locked (DLK = 1). A problem with DCL and/or DLK circuitry or wiring.
Troubleshooting: Inspect the Door Closed Limit and the Door Lock circuitry and wiring. When this error is generated, the car is not
allowed to run.

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TABLE 5.2 Status and Error Messages
Scrolling Message Special Event Message

FRONT DOOR LOCK SWITCH FAILURE (NYCHA)

Description: The front door lock contacts have failed closed.
Troubleshooting: Ensure that with the front hoistway doors closed and locked, there is power on the DLS input and no power present
on the DCL input.
FRONT DOOR OPEN LIMIT FAILURE
Description: The door open limit switch has failed open.
Troubleshooting: Ensure that the car gate is open, there is no power on the DOL input and no power is present on the DLS or CD
inputs.
FRONT GATE SWITCH FAILURE(NYCHA)
Description: The front car gate switch has failed closed.
Troubleshooting: Ensure that with the front car gate closed, there is power on the GS input and no power present on the DCL input.
GOVERNOR SWITCH OPEN (Traction only) Governor Switch Open

Description: The overspeed governor has activated, opening the safety circuit.
Troubleshooting: Check the overspeed governor.
HALL AND CAR CALL BUSES DISCONNECTED
Description: A problem in the wiring or fuses. There is no power to the call circuits on the HC-CI/O-E and HC-PCI/O board(s).
Troubleshooting: Check the Call Bus fuses. Check the wires that go to the Call Power inputs on the HC-PCI/O & HC-CI/O-E board(s)
in the controller.
HALL CALL BUS IS DISCONNECTED Bus Fuse Blown (2H)

Description: A problem in the wiring or fuses. There is no power to the Hall Call circuits on the HC-CI/O-E and HC-PCI/O board(s).
Troubleshooting: Check the Hall Call Bus fuse. Check the wires that go to the Hall Call Power inputs on the HC-PCI/O & HC-CI/O-E
board(s) in the controller.
HEAVY LOAD WEIGHER CONDITION
Description: The HLI input has been activated.
Troubleshooting: Go into Program Mode and see if any spare inputs are programmed as an HLI input. Then, check to see if that
particular input is activated.
HOISTWAY SAFETY DEVICE OPEN

Description: One of the hoistway safety devices has activated, opening the safety circuit (e.g., pit stop switch, car and cwt buffers
switches, up/down final limit switches).
Troubleshooting: Check all hoistway safety devices. Refer to controller wiring prints for applicable devices.

HOSPITAL PHASE 1 OPERATION Hospital Service

Description: A hospital emergency momentary call switch is activated at any floor.
Troubleshooting: Ensure that the hospital emergency operation option is set correctly. If hospital emergency operation is not required,
set this option to no. If it is required, set the floors eligible to answer a hospital call to yes.
HOSPITAL PHASE 2 OPERATION
Description: The car has answered a hospital emergency call or the in car hospital emergency key switch has been activated (HOSP
is high).
Troubleshooting: Ensure that the hospital emergency operation option is set correctly. Then check to see if any spare inputs are
programmed as HOSP and if it is activated.
IN CAR STOP SWITCH ACTIVATED Stop SW/Safety Relay Ckt
Description: The in-car stop switch has been pulled, opening the safety circuit.
Troubleshooting: Check the status of the in-car emergency stop switch.
INAX REDUNDANCY FAULT

Description: Monitors the INAX relay for proper operation. If the INAX relay is ON , the RINAX input will be OFF. RINAX should always
be the opposite of INAX otherwise, the INAX Redundancy Fault is logged and the elevator shuts down.
Troubleshooting: Check the INAX relay for proper operation. Also check the prints to see where the input RINAX comes in and check
47 K resistor, swap ribbon cable and finally try replacing the associated board (w/ relay) or HC-IOX.
INDEPENDENT SERVICE OPERATION Independent Service

Description: The Independent Service switch inside the car has been turned on.
Troubleshooting: Check the Independent Service switch inside the car.

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TABLE 5.2 Status and Error Messages
Scrolling Message Special Event Message

INSPECTION OPERATION Inspection

Description: The inspection computer input (IN) is deactivated.
Troubleshooting: Check all of the inspection switches and associated wiring.
LANDING SYSTEM REDUNDANCY FAILURE (Non ASME-2000)
Description: Either DZ, LU or LD has failed closed.
Troubleshooting: Ensure that on any run between floors, the LSR input goes low at least once. If the DZ sensor has failed closed,
power will be present continuously on the LSR input. If either the LU or LD sensor has failed closed, power will be present constantly
on their respective inputs and this can also cause this error. This condition can be cleared by pressing the Redundancy Reset button.
LEVELING DOWN
Description: The Level Down computer input is ON. Comes ON normally when the car is just above a floor. If the car is level with the
floor and a message appears, it is usually the result of a switch or sensor problem.
Troubleshooting: Inspect the LD switch or sensor on the landing system and the placement of the landing system vane or magnet
for that floor.
LEVELING SENSOR FAILED - OFF POSITION Leveling Input is absent
Description: One of the leveling sensor inputs (LU or LD) appears to have failed (in the inactive state). The controller computer
did not detect the appropriate leveling signal (LU or LD) during the last approach to the floor. Probable causes may be:
1. A faulty leveling sensor or associated circuitry (within the landing system assembly);
2. Faulty wiring from the landing system to the controller;
3. Faulty computer input circuit (main relay board or HC-PCI/O board).
Troubleshooting: Check operation of the leveling sensors and associated wiring (place car on inspection, move above and below
a landing, noting the transitions in the leveling signal(s) coming from the landing system).
• Verify that the computer diagnostic display of LU and LD matches the state of the sensor signals at the main relay board.
LEVELING SENSOR FAILED - ON POSITION Stuck Leveling Input
Description: One of the leveling sensor inputs (LU or LD) appears to have failed (in the active state). The controller computer
detected that both the LU and LD inputs are active simultaneously. Probable causes may be:
1. A faulty leveling sensor or associated circuitry (within the landing system assembly);
2. Faulty wiring from the landing system to the controller;
3. Faulty computer input circuit (main relay board or HC-PCI/O board).
Troubleshooting: Check operation of the leveling sensors and associated wiring (place car on inspection, move above and below
a landing, noting the transitions in the leveling signal(s) coming from the landing system).
• Verify that the computer diagnostic display of LU and LD matches the state of the sensor signals at the main relay board.
• Check also the operation of any contacts that may be placed at the “low side” (the “1-bus” side) of the LU and LD relay coils
(e.g., H, INT). Check that such contacts close properly when appropriate.
LEVELING SENSOR FAILURE
Description: One or both of the LU and LD sensors have failed closed.
Troubleshooting: Ensure that power is not present on both the LU and LD inputs.

LEVELING UP
Description: The Level Up computer input is ON. Comes ON normally when the car is just below a floor. If the car is level with the
floor and a message appears, it is usually the result of a switch or sensor problem.
Troubleshooting: Inspect the LU switch or sensor on the landing system and the placement of the landing system vane or magnet
for that floor.
LIGHT LOAD WEIGHER CONDITION
Description: The Light Load Weighing input is activated.
Troubleshooting: Ensure that Light Load Weighing is required. If not, set the Light Load Weighing option to NO and ensure that the
LLI input is not programmed. If Light Load Weighing is required, ensure that the Light Load Car Call Limit is set to the correct number
of stops.
Lost DLK During Run (not scrolled, Event Calendar only) Lost DLK During Run

Description: The Door Lock input was deactivated while the car was traveling through the hoistway.
Troubleshooting: Check the clearance between the door unlocking rollers and clutch.
LOW OIL SWITCH INPUT IS ACTIVATED (Hydro only)
Description: MLT shutdown with LOS. The car was unable to move at the expected speed due to insufficient oil.
Troubleshooting: Check the MLT/VLT Data Trap (Addr 495H bit 8). Ensure that there is sufficient oil in the reservoir. Check the Low
Oil switch and LOS input.

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TABLE 5.2 Status and Error Messages
Scrolling Message Special Event Message
LSA Movement Failure (not scrolled, Event Calendar only) LSA Movement Failure

Description: The car has failed to complete an LSA movement check after being idle for 10 minutes at a landing (see ABI, Alarm Bell
Input option).
MOTOR LIMIT TIMER (ANTI-STALL) ELAPSED Motor Limit Timer

Description: The Starter Overload or the Thermal Overload has tripped, or there is a mechanical problem that prevents or slows the
motion of the car.
Troubleshooting: To clear the condition, the car must be put on Inspection, then back into Normal operation, or the RESET button
must be pressed. Immediately check the starter and thermal overloads and all circuitry associated with the motor.
NORMAL OPERATION
Description: The elevator and controller are operating normally.
Troubleshooting: None
OVERLOAD CONDITION

Description: The car appears to be overloaded, as indicated by the load weigher input OVL.
Troubleshooting: Check the OVL input. If power is present on the OVL input, the load weigher contact associated with this input is
closed. This contact being closed indicates to the elevator computer that the car is overloaded.
PASSCODE REQUEST
Description: The Passcode Request Option has been activated from the System Mode Menu.
Troubleshooting: The system can be run on Inspection operation only. The passcode must be entered correctly in the System Mode
Menu in order to deactivate this option and allow the controller to run normally (see Section 5.6.2).
Photo Eye Failure (not scrolled, Event Calendar only) Photo Eye Failure

Description: The Photo Eye input has been continuously active for a considerable period of time.
Troubleshooting: Check for abnormal blockage of the optical device, frayed or defective photo eye relating cable or failure of the photo
eye input circuit.
POWER TRANSFER INPUT ACTIVE
Description: The PTI input has been activated.
Troubleshooting: Go into Program Mode and see if any of the inputs are programmed as PTI. Then, check to see if that particular
input is activated.
POWER UP SHUT DOWN DUE TO EARTHQUAKE (Traction only)

Description: The CWI and/or EQI input was detected high at power up. (Used for ASME Earthquake Operation only.)
Troubleshooting: Go into Program Mode and check to see if any spare inputs are programmed as EQI or CWI. Then check to see
if those particular inputs are activated. The elevator may be returned to normal service by means of the momentary reset button on
the HC-EQ2 board. If both the EQI and CWI input were activated at power up, the MC-PCA board would need to be reset as well.
PRESSURE SWITCH ACTIVATED
Description: This message is displayed when the Pressure Switch Input (PSS) is programmed and activated (low).
Troubleshooting: Check the associated hardware device and take appropriate action.
REAR DOL & DLK ARE BOTH ACTIVE

Description: The Door Open Limit Rear and the Door Lock inputs are both active, DOLR=0 and DLK=1. A problem with DOLR and/or
DLK circuitry or wiring.
Troubleshooting: Inspect the Door Open Limit Rear and the Door Lock circuitry and wiring. When this error is generated, the car will
shutdown with the doors open and will not answer any calls. To reset this error condition, putt the car on Inspection operation.
REAR DOOR IS LOCKED BUT NOT FULLY CLOSED
Description: Rear Doors Open (DCLR = 1) and Locked (DLK = 1). Indicates a problem with DCLR and/or DLK circuitry or wiring.
Troubleshooting: Inspect the Door Closed Limit Rear and the Door Lock circuitry and wiring. When this error is generated, the car
is not allowed to run.
REAR DOOR LOCK SWITCH FAILURE (NYCHA)

Description: The rear door lock contacts have failed closed.

Troubleshooting: Ensure that with the rear hoistway doors closed and locked, there is power on the DLSR input an no power present
on the DCLR input.
REAR DOOR OPEN LIMIT FAILURE
Description: The rear door open limit switch has failed open.
Troubleshooting: Ensure that the rear car gate is open, there is no power on the DOLR input and no power is present on the DLSR
or CDR inputs.

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TABLE 5.2 Status and Error Messages
Scrolling Message Special Event Message

REAR GATE SWITCH FAILURE (NYCHA)

Description: The rear car gate switch has failed closed.
Troubleshooting: Ensure that with the rear car gate closed, there is power on the GSR input an no power present on the DCLR input.
REDUNDANCY DOOR LOCK RELAY FAILURE
Description: The one or both of the front or rear door lock relays has failed closed.
Troubleshooting: Ensure that with the hoistway doors open, there is no power present on the RDLS or RDLSR inputs. If power is
present, one or more of the door lock relays has failed in the closed or picked position.
REDUNDANCY FRONT GATE SWITCH FAILURE (Non ASME-2000)
Description: The car gate switch relay has failed closed.
Troubleshooting: Ensure that with the car gate open, there is no power present on the RGS input. If power is present, the car gate
switch relay has failed closed.
REDUNDANCY REAR GATE SWITCH FAILURE
Description: The rear car gate switch relay has failed closed.
Troubleshooting: Ensure that with the rear car gate open, there is no power on the RGSR input. If power is present, the rear car gate
switch relay has failed closed.
SABBATH OPERATION ACTIVE
Description: The spare input SAB has been activated.
Troubleshooting: Check spare input bit address for SAB. Verify that the spare input address matches the SAB flag. Check voltage
level at the SAB input.
SAFETY CIRCUIT IS OPEN Safety Relay Circuit Open

Description: The Car Operating Panel emergency stop switch has been pulled, or another contact switch in the safety circuit is in the
open position.
Troubleshooting: Check the C.O.P. stop switch. Check the other switches and contacts in the safety string. Check safety string wiring
against the MCE wiring diagrams.
Safety String Open (not scrolled, Event Calendar only) Safety String Open

Description: The safety circuit is open.

Troubleshooting: Check the on-car and off-car safety devices, e.g. governor overload, over-travel limit switches, car stop switches
and the SAF input.
SHUTDOWN OPERATION (MG Traction only)
Description: The car is on MG Shutdown Operation (MGS is high).
Troubleshooting: Ensure that the MG Shutdown Operation Option is set correctly. If MG Shutdown is not required, set this option
to NO and ensure that the MGS Input is not programmed. If it is required, set this option to the floor that the car should return to on
MG Shutdown and program the MGS Input.
SYNCHRONIZATION OPERATION (Hydro only)
Description: The SYNCI input has been activated
Troubleshooting: Ensure that the synchronization function is required. This function is used on PHC controllers used on jobs
with two jacks or telescopic jacks.
• If the SYNCI Input option is programmed and has been activated, the SYNC function will be performed as soon as all demand is
serviced. Ensure that the circuit connected to SYNCI input is not activating the input inappropriately.
System Out of Service (not scrolled, Event Calendar only) System Out of Service
Description: The supervisor has lost communication with the cars or the hall call common bus (2H) has failed.
TIME OUT OF SERVICE Time Out of Service
Description: The T.O.S. timer has expired.
Troubleshooting: See Section 5.4.5.6.
VALVE LIMIT TIMER (ANTI-STALL) ELAPSED (Hydro only) Valve Limit Timer
Description: Indicates a problem with the valve or valve solenoids.
Troubleshooting: Inspect the valves & valve solenoids and associated wiring.
VISCOSITY CONTROL FUNCTION (Hydro only)

Description: The Viscosity Control Input (VCI) is ON. The computer is periodically running the motor to warm the oil in the system.
Troubleshooting: Check the device that is wired to the input (usually an oil temperature sensor).
3-9-05

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 The following notes refer to Table 5.3 ASME A17.1 - 2000 Status and Error Messages.

NOTE: The term “operating cycle” is used to define a complete run. After a call
is placed, the time between the picking of direction to dropping direction
at the target floor, is defined as an operating cycle. This could be either
a one-floor or multi-floor run.

NOTE: Remember that 90% of the redundancy faults are the result of a relay
failing to release. A normally closed (NC) contact of each critical relay is
monitored, and after a run has been completed, is expected to drop out
(release). The normally closed monitoring contact must make up. This
means that the redundancy inputs should be ON (1) when the car has
stopped at a landing. Relays that are normally picked (GOV), are “cycle-
tested,” forcing them to drop after every operating cycle.

For troubleshooting the redundancy faults, the first few letters of the fault
name are the same as the input terminal or dropping resistor designation.
For example, if the RCD redundancy fault is displayed, measure the
voltage at resistor RCD on the SC-SB2K-H board and expect at least 100
VAC on the input side and close to 5.0 volts on the output side of the
resistor.

If the voltage at the associated terminal or resistor is as expected, try

swapping the ribbon cable connectors. If the fault doesn’t clear, swap out
associated output TRIACs (for output circuits) and finally replace the
offending board. Because the code required force-guided relays are
soldered to the boards and cannot be replaced individually, the board
must be replaced when the relay fails. Sockets for these code-required
relays are as yet, unavailable.

The redundant “force-guided” relays are loaded on the two primary boards
called the SC-SB2K-H and the SC-BAH. A third board, the SC-HDIO
processes the input and output signals that go to and from the two
primary boards and is located behind boards in the upper left of the
control enclosure.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message
2BI REDUNDANCY FAULT 2BI Redundancy Fault
Description: If the F4 fuse blows, inputs GOV and RSAFR should be 0. If either of these two inputs fail to go low, this fault is
generated. ASME 2000 event.
Troubleshooting Tips:
• Check fuse F4 if OK swap ribbon cable at C3 on SC-SB2K(-H). If problem persists, replace SC-SB2K(-H) and then SC-HDIO.
• Also check input resistor 2BI at top left of the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If
swapping ribbons has no effect or if 2BI resistor is defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
4 BUS CYCLE TEST FAULT End of Run Cycle Test Flt
Description: A failure of the End of Run Cycle Test has been detected. At the end of an operating cycle, outputs MPSAF and CSAF
are cycled OFF. This removes power from the four bus. ASME 2000 event.
Troubleshooting: The following inputs must respond as listed or the 4 bus cycle test fault will be logged and further operation of the lift
will be prohibited.
Note that 0 = OFF and 1 = ON
SAF = 0 RMR = 0 RBRK = 0 REI = 0 RIN1 = 1
RIN2 = 1 UPS = 0 USD = 0 DNS = 0 RPT = 1
DSD = 0 RH = 1 UNL = 0 DNL = 0
• Cycle testing is simply cycling a portion of the hardware to ensure that the input structure (solid state devices and software) are still
operational. Cycle tests are performed at the end of an operating cycle when we turn OFF relays SAFR1, SAFR2 (the four bus is
turned OFF) and output CT. Thus all of the devices associated with the four bus and Triac CT must go low (OFF). If any input fails
to transition OFF, a cycle test fault is logged.
• Also check input resistors ASI1/PFLT, SAF, STOP, REB1, REB2 or RSAFR on the associated board (refer to prints). Swap ribbon
cables between SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board.
Otherwise replace SC-HDIO board.
ACCI REDUNDANCY FAULT Hoistway Access Input Flt

Description: This verifies that all inspection inputs downstream of ACCI (hoistway access inspection is third highest priority) are OFF
(0) when this input is ON (1). ASME 2000 event.
Troubleshooting: If you have this fault logged use the controller prints to locate input resistors IN and INMR on the SC-SB2K(-H)
board, voltage must be OFF when ACCI is ON otherwise the ACCI redundancy fault is logged and the system is shut down.
CAR TOP INSPECTION Car Top Inspection

Description: The Car Top Inspection switch has been activated. ASME 2000 event.
Troubleshooting:
• Confirm that INCTI = 1.
• Check input resistor INCTI on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If
swapping ribbons has no effect or if resistor are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
CD REDUNDANCY FAULT Front Door Input Fault
Description: A failure of a front door lock input, relay or associated circuitry has been detected. The status of the car door lock input
CD is constantly monitored. CD and DPM must be ON (1) when DLK is ON and the car is not in door zone. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Expect CD to be ON when hoistway
access has been activated (input ACCI is ON ) and either the top (TAB) or bottom (BAB) access switches are activated. If the Car Door
Bypass switch is turned to the bypass position during car top or in car inspection, expect CD = ON also. If the above conditions are
not true, the CD redundancy fault is logged. Check the voltage on the terminals used by the offending fault to determine the problem.
If terminal voltages are correct, first swap the ribbon cables connected between the SC-SB2K(-H) board and the SC-HDIO board, then
swap out the board; first try SC-SB2K(-H) followed by the SC-HDIO.
CDB REDUNDANCY FAULT Front Door Input Fault
Description: A failure of a front door input, relay or associated circuitry has been detected. Both the OFF and BYPASS positions of
the Car Door Bypass switch are monitored. The OFF position feeds input CDBO and the BYPASS position feeds input CDB. If the CDB
switch is OFF the CDBO input will be ON (1) and the CDB input will be OFF (0). In effect CDB = not CDBO. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table.
NOTE: This redundancy fault detects the failure of an input by comparing two inputs against each other. In every case the inputs have
opposite polarity (when one is ON the other must be OFF). Check the voltage on the terminals used by the offending fault to determine
the problem. If terminal voltages are correct, try swapping the ribbon cables connecting the SC-BASE(-D) to the SC-HDIO board.
Finally replace SC-HDIO or SC-BASE(-D).

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

CDBR REDUNDANCY FAULT Rear Door Input Fault

Description: A failure of a rear door lock input, relay or associated circuitry has been detected. Both the OFF and BYPASS positions
of the Car Door Bypass switch are monitored. The OFF position feeds input CDBOR and the BYPASS position feeds input CDBR.
ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. If input CDBR switch is OFF then input
CDBOR will be ON and the CDBR input will be OFF (0). If CDBOR does not reflect the opposite state of CDBR then the CDBR
redundancy fault is logged and the car shut down.
NOTE: This redundancy fault detects the failure of an input by comparing two inputs against each other. In every case the inputs have
opposite polarity (when one is ON the other must be OFF). Check the voltage on the terminals used by the offending fault to determine
the problem. If terminal voltages are correct, try swapping the ribbon cables connecting the SC-BASE(-D) to the SC-HDIO board.
Finally replace SC-HDIO or SC-BASE(-D).
CDR REDUNDANCY FAULT Rear Door Input Fault
Description: A failure of a rear door lock input, relay or associated circuitry has been detected. The status of the car door lock input
CDR is constantly monitored. CDR should be ON (1) when rear DLK is ON and the car is not in the rear door zone. Expect CDR to
be ON when hoistway access has been activated (input ACCI is ON ) and either the top (TAB) or bottom (BAB) access switches are
activated. If the Car Door Bypass switch is turned to the bypass position during car top or in car inspection, expect CDR = ON also.
If these conditions are not true, the CDR redundancy fault is logged. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Expect CD to be ON when hoistway
access has been activated (input ACCI is ON ) and either the top (TAB) or bottom (BAB) access switches are activated. If the Car Door
Bypass switch is turned to the bypass position during car top or in car inspection, expect CD = ON also. If the above conditions are
not true, the CD redundancy fault is logged. Check the voltage on the terminals used by the offending fault to determine the problem.
If terminal voltages are correct, first swap the ribbon cables connected between the SC-BASE(-D) board and the SC-HDIO board, then
the SC-BASE(-D) followed by the SC-HDIO.
CONTACTOR FAILURE TO PICK (Hydro only) Contactor Failure to Pick
Description: Indicates that one or more contactors have failed to energize when the car attempted to move in the UP direction.
Troubleshooting: Reset this fault by pressing the Fault Reset button. Place the car on Inspection and move the car in the up direction.
Watch the contactors to determine which one is failing to pick. Inputs RWYE, RDEL and RM are monitored and expected to go low
when the contactors pick.
COS1 FAULT (Traction only) Overspeed Fault

Description: Contract overspeed 1 fault. The main processor monitors the COS1 signal coming from PLD1. ASME 2000 event.
Troubleshooting: Run the car and observe if the car does indeed overspeed. If no overspeed condition is truly present we need to
re-calibrate the overspeed function that is tripping (ILO, COS, ETS). For the SC-BASE(-D), follow directions in Section #4 A17.1-2000
Code Compliant Functions and Testing of the adjustment manual. If neither of these attempts proves fruitful at eliminating the fault then
first swap out the ribbon cable between the SC-BASE(-D) and SC-HDIO and finally replace the SC-BASE(-D). If the fault still occurs
replace the SC-HDIO. On SC-BASE(-D) try turning COS trimpot fully clockwise.
COS2 FAULT (Traction only) Overspeed Fault

Description: Contract overspeed 2 fault. The main processor inspects the COS2 signal coming from PLD2. ASME 2000 event.
Troubleshooting: Run the car and observe if the car does indeed overspeed. If no overspeed condition is truly present we need to
re-calibrate the overspeed function that is tripping (ILO, COS, ETS). For the SC-BASE(-D), follow directions in Section #4 A17.1-2000
Code Compliant Functions and Testing of the adjustment manual. If neither of these attempts proves fruitful at eliminating the fault then
first swap out the ribbon cable between the SC-BASE(-D) and SC-HDIO and finally replace the SC-BASE(-D). If the fault still occurs
replace the SC-HDIO. On SC-BASE(-D) try turning COS trimpot fully clockwise.
CT CYCLE TEST FAULT End of Run Cycle Test Fault
Description: A failure of the End of Run Cycle Test has been detected. This fault signifies that the functionality of the circuitry
associated with the CT relay has failed to operate correctly. ASME 2000 event.
Troubleshooting: At the end of an operating cycle, output CT is cycled OFF. Relay CT should drop out, this functionality is monitored
via inputs CD/HD and DLK. When output CT is OFF, inputs CD, HD and DLK will be OFF. If not, the CT cycle test fault will be logged
and further operation of the lift will be suspended.
• Cycle testing is simply cycling a portion of the hardware to ensure that the input structure (solid state devices and software) are still
operational. Cycle tests are performed at the end of an operating cycle when we turn OFF relays SAFR1, SAFR2 (the four bus is
turned OFF) and output CT. Thus all of the devices associated with the four bus and Triac CT must go low (OFF). If any input fails
to transition OFF, a cycle test fault is logged.
• Also check input resistors PFLT, SAF, or RSAFR on the associated board (refer to prints). Swap ribbon cables between
SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise
replace SC-HDIO board.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

CTDIF REDUNDANCY FAULT (Traction only) CTDIF Redundancy Fault

Description: An internal check performed by the software system to ensure that the differential cycle-testing (CTDIF) flag is only turned
ON at the end of an operating cycle. ASME 2000 event.
Troubleshooting:
• If CTDIF is turned ON any time other than at the end of an operating cycle, the system is shut down with the CTDIF redundancy
fault.
• NOTE: This fault would indicate a failure of the software system or SC-BASE(-D) board. So first try swapping SC-BASE(-D) ribbon
cables then replace SC-BASE(-D), SC-HDIO and finally the MC-MP2-2K or MC-PCA-OA-2K.
CTOS REDUNDANCY FAULT (Traction only) CTOS Redundancy Fault
Description: An internal check performed by the software system to ensure that the overspeed cycle-testing (CTOS) flag is only turned
ON at the end of an operating cycle. ASME 2000 event.
Troubleshooting:
• If CTOS is turned on any time other than at the end of an operating cycle, the system is shut down with the CTOS redundancy fault.
• This fault would indicate a failure of the SC-BASE(-D) board. First swap out ribbon cables and then try swapping SC-BASE(-D) and
then SC-HDIO.
CYCLE TEST

Description: Indicates the car is performing the end of run cycle test.
Troubleshooting: Verify the car is in door zone and does not relevel during the cycle test.
DCL REDUNDANCY FAULT Front Door Input Fault
Description: A failure of a front doorlock input, relay or associated circuitry has been detected. This logic detects failure of the input
structure and hardware associated with the DCL (door close limit) input. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. When DLK is ON (1) then input DCL
must be OFF (0). When DOL=0, verify DCL=1. If not, then a DCL redundancy fault is recorded and the car is prevented from operating.
Check voltages on associated dropping resistors, swap ribbon cables and swap SC-SB2K(-H) or SC-HDIO.
DCLR REDUNDANCY FAULT Rear Door Input Fault
Description: A failure of a rear door lock input, relay or associated circuitry has been detected. Detects the failure of the input structure
and hardware associated with the DCLR (door close limit rear) input. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. When DLK is ON (1) then input DCLR
must be OFF (0). When DOLR=0, verify DCLR=1. If this is not the case then a DCLR redundancy fault is recorded and the car is
prevented from operating. Check voltages on associated dropping resistors, swap ribbon cables and swap SC-SB2K(-H) or SC-HDIO.
DETS REDUNDANCY FAULT Emer. Terminal Sw. Failure
Description: This fault is displayed when an inconsistency is detected between the Down Emergency Terminal Switches. ASME 2000
event.
Troubleshooting:
• Check the condition of the ETS switches. The DETS1/2 limit switches must operate simultaneously!!! .
• Check the wiring to the relay board (SC-SB2K) and IO board (SC-HDIO).
• Verify DETS1 equals DETS2 and the car is in door zone.
• Also check input resistors DETS1 and ASI3/DETS2 on the associated board (refer to prints). Swap ribbon cables between SC-
BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-BASE(-D) board. Otherwise
replace SC-HDIO board.
DFV REDUNDANCY FAULT (Hydro only) Down Fast Valve Fault

Description: Input DFV checks the status of the down terminal speed reducing switches. We simply compare input DFV against input
DTSRL. IF DFV not equal to DTSRL we assert this fault. Hence these switches must open up simultaneously. ASME 2000 event.
Troubleshooting: Check that the limit switches are opening within one second of each other as the car approaches the top terminal
landing. If they are, then use diagnostics to determine the status of the inputs. Check voltage at top of associated input resistors on
SC-SB2K-H. When the inputs are ON expect 5 VAC. When OFF expect 0 VAC. If this is not the case replace the SC-SB2K-H. If
voltages are good, swap associated ribbon cable and finally swap the SC-HDIO
Direction Input Fault (not scrolled, Event Calendar only) Direction Input Fault

Description: A failure of a direction related input, relay or associated circuitry has been detected. Check the scrolling message to see
which fault is active: RDN, DNS, UPDIR, UPS, RUP, DNDIR REDUNDANCY FAULT or UP / DOWN NORMAL LIMIT SWITCH OPEN.
ASME 2000 event.
Troubleshooting: Once the scrolling message is identified, look up that message in this table.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

DLK REDUNDANCY FAULT DLK Redundancy Fault

Description: A failure of the DLK input or associated circuitry has been detected. ASME 2000 event.
Troubleshooting Tips:
• DLK should be high when we are leveling and in door zone [ DZ is high or DZR is high and either LU or LD is high].
• DLK should also be high when all of the car and hoistway door lock inputs are made active [CD is high and HD is high and CDR is
high and HDR is high ]. If DLK is ON and any of these other relationships are not true, the DLK redundancy fault is set and disables
further operation of the lift. Note that DLK is high when either or both of the car door or hoistway door lock bypass functions are
active.
• Also check input resistors DLK, DZR, CD, HD, CDR and HDR on the associated board (refer to prints). Swap ribbon cables between
SC-SB2K(-H), SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) or
SC-BASER(-D) (for DZR) board. Otherwise replace SC-HDIO board.
DNDIR REDUNDANCY FAULT Direction Input Fault
Description: A failure of a direction related input, relay or associated circuitry has been detected. Valid when SAF=1. Input DNDIR
is created by the SC-BASE(-D) board and represents resolved direction from the speed sensor. Input DNDIR must always be the
opposite of RDN. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Input DNDIR must always be the
opposite of RDN. If the main processor detects that the resolved direction (DNDIR from BASE board) does not agree with the intended
direction (RDN from MP2 / PCA), the system is shut down with the DNDIR redundancy fault. Check that the DN LED on the
SC-BASE(-D) is ON when car motion is down and OFF when car motion is up. Swap Ribbons, check 95 and 96 signals (0 to 55VDC)
swap SC-BASE(-D) or SC-HDIO.
DNS REDUNDANCY FAULT Direction Input Fault
Description: A failure of a direction related input, relay or associated circuitry has been detected. Valid when SAF=1. Verifies that the
down sense input DNS is valid. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Once DLK is ON (1), if DNS is ON
(1), then RDN must be OFF (0). Check associated input resistors, swap boards or ribbon cables to correct.
Door Zone Input Fault (not scrolled, Event Calendar only) Door Zone Input Fault

Description: A failure of a door zone related input, relay or associated circuitry has been detected. Check the scrolling message to
see which fault is active: DZX, DZRX, RDZ, RDZX, or RDZR REDUNDANCY FAULT. ASME 2000 event.
Troubleshooting: Once the scrolling message is identified, look up that message in this table. See the note, GENERAL
TROUBLESHOOTING TIPS, just prior to this table.
DOWN NORMAL LIMIT SWITCH OPEN Direction Input Fault

Description: A failure of a direction related input, relay or associated circuitry has been detected. A failure of a direction related input,
relay or associated circuitry has been detected. If SAF=1 and DLK=1 and the car is below the Down Normal Limit Switch (DNL=0), then
this status is displayed. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Verify SAF=1 and DLK=1 and move
the car above the Down Normal Limit (DNL=1). Car should never automatically travel on to this limit switch. Possibility that switch is
not far enough into terminal.. Please move limit switch.
DP SENSOR / DIFFERENTIAL FAULT (Traction only)
Description: This fault indicates that one of the PLDs (on the SC-BASE/SC-BASER) has detected a count difference in the pulse signal
generated from Speed Sensor and magnet mounted on the motor.
Troubleshooting: Verify that for up direction travel, LEDS UP1 and UP2 turn ON, and for down direction, that LEDs DN1 and DN2
turn ON. If not:
• Verify that the sensor is 1/16" away from the magnet on the motor shaft. Also verify that the magnet assembly is perpendicular to
the sensor.
• Check the shielded cable that connects sensor assembly to SC-BASE/R board. Swap the cable.
• Replace the sensor, followed by the SC-BASE/R board. Otherwise replace SC-HDIO board..
DPM REDUNDANCY FAULT Front Door Input Fault
Description: A failure of a front door input, relay or associated circuitry has been detected. This logic detects failure of the input
structure and hardware associated with the DPM (door position monitor) input. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Valid when SAF=1. When DLK is ON
(1) then input DPM must also be ON (1). When DOL=0, DPM=0. Make sure that DPM makes (120 VAC) 1 to 2" prior to door lock. If
this is already the case then check associated input resistors, ribbon cable or boards and replace as deemed necessary.
DPMR REDUNDANCY FAULT Rear Door Input Fault
Description: A failure of a rear door input, relay or associated circuitry has been detected. This logic detects failure of the input
structure and hardware associated with the DPMR (door position monitor rear) input. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Valid when SAF=1. When DLK is ON
(1), input DPMR must also be ON (1). When DOLR=0, DPMR=0. Make sure that DPMR makes (120 VAC) 1 to 2" prior to door lock.
If this is already the case then check associated input resistors, ribbon cable or boards and replace as deemed necessary.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

DRIVE FAULT / REI REDUNDANCY FAULT (Traction only) REI Redundancy Fault
Description: A failure of the RE relay has been detected. ASME 2000 event.
Troubleshooting: If FLT relay is picked, then check the following:
• If SAF is low, REI should be low, otherwise this fault is generated.
• If UPS is high or DNS is high, REI should be high, otherwise this fault is generated.
• Verify REI = 0, otherwise this fault is generated.
• Also check input resistor REI at top left of the SC-SB2K board. Swap ribbon cables between SC-SB2K and SC-HDIO. If swapping
ribbons has no effect or if REI resistor is defective, replace SC-SB2K board. Otherwise replace SC-HDIO board.
• Confirm FLT relay is picked when a run is initiated. If not, then a DDP generated failure has occurred. Bypass ASME A17.1 faults
and initiate a run. Check event calendar to determine which DDP fault has occurred and troubleshoot accordingly.
DZRX REDUNDANCY FAULT Door Zone Input Fault
Description: A failure of rear door zone input, relay or associated circuitry has been detected. This logic checks the integrity of the relay
used for the auxiliary rear door zone function (DZX). ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Note that one DZX relay is used for
both front and rear auxiliary door zone sensing. If DZR input is OFF, the DZX relay should be dropped out, which is checked by
inspecting a NC contact of relay DZX with input RDZX. If input DZR is OFF and the “checking” input RDZX is ON, all is well. If this
relationship is not true, the DZRX redundancy fault is logged and the car is shut down. Check associated input resistors, ribbon cable
or boards and replace as deemed necessary.
DZX REDUNDANCY FAULT Door Zone Input Fault
Description: A failure of a door zone related input, relay or associated circuitry has been detected. Verifies that the “standard” door
zone input DZ and the “auxiliary” door zone input DZX both agree. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. If DZX is ON, then DZ should be ON
and RDZX should be OFF. When DZX = OFF, DZ will also be OFF and RDZX will be ON. Check associated input resistors, ribbon
cable or boards and replace as deemed necessary.
EBR Button Fault (not scrolled, Event Calendar only) EBR Button Fault
Description: A failure of the Emergency Brake Reset Pushbutton or EBR input has been detected. Check the scrolling message to
see what fault is active, EBR STUCK or EBR FLICKERING FAULT. ASME 2000 event.
Troubleshooting: Once the scrolling message is identified, look up that message in this table.
EBR FLICKERING FAULT (Traction only) EBR Button Fault
Description: A failure of the Emergency Brake Pushbutton or EBR input has been detected. If the EBR input transitions from low (0)
to high (1) six times or more per second, the EBR flickering fault will take the car out of service. ASME 2000 event.
Troubleshooting: Check the EBR input and confirm that it is changing state rapidly. If so, replace the SC-BASE(-D) board. If this does
not correct the problem, then replace the SC-HDIO board. Otherwise press the Redundancy Fault Reset pushbutton to clear the fault.
EBR STUCK FAULT (Traction only) EBR Button Fault
Description: A failure of the Emergency Brake Pushbutton or EBR input has been detected. If the EBR input remains high (1)
continuously for 30 seconds the EBR stuck fault will take the car out of service. ASME 2000 event.
Troubleshooting: Confirm that EBR = 1. The EBR input must be continuously active for 30 seconds to generate this fault. To
determine which board has failed, check the EBR resistor on the SC-BASE(-D) board for 0 VAC on the bottom end, if so then replace
SC-HDIO board. If there is 120 VAC, then inspect the EBR reset pushbutton and determine if it is truly stuck. If stuck replace SC-
BASE(-D), otherwise swap out associated ribbon cable.
EMERGENCY BRAKE ACTIVATED (Traction only) Emergency Brake Activated
Description: The Emergency Brake has been activated. ASME 2000 event.
Troubleshooting:
• Due to ascending car overspeed (GOV=0, RUP=0) or unintended motion (car out of floor zone with both doors open) this fault is
logged and the car is shutdown. Note that there is separate hardware that can set the emergency brake by removing power from
the emergency brake power supply. The software system can also set the Emergency Brake by monitoring the same logic (DZ, LU,
CD, etc) by dropping the outputs labeled EB1 and EB2. This fault can only be reset by pushing the Emergency Brake Reset
pushbutton on the SC-BASE(-D) board.
• Also check input resistors GOV, REB1, REB2, RDZX, RDZ, RDZR, RLU, RLD, RCD, RHD, RCDR and RHDR on the associated
board (refer to prints). If both relays EB1 and EB2 are dropped try replacing the EB1/EB2 triacs on the SC-HDIO board. Swap ribbon
cables between SC-SB2K and SC-HDIO as well as the ribbons between SC-BASE(-D) and SC-HDIO. If swapping ribbons has no
effect or if input resistors are defective, replace SC-SB2K board or SC-BASE(-D). Otherwise replace SC-HDIO board.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

EMERGENCY BRAKE CYCLE TEST FAULT (Traction only) End of Run Cycle Test Fault
Description: A failure of the End of Run Cycle Test has been detected. Indicates that either the input or output structure associated
with the emergency brake has failed. At the end of an operating cycle, outputs EB1 and EB2 are sequentially cycled OFF (one at a
time). During this process inputs REB1 and REB2 are checked. ASME 2000 event.
Troubleshooting: If EB1 output is OFF, then input REB1 will be ON. If not, the Emergency brake cycle test fault is generated and
further operation of the lift is prevented. The same test is repeated for EB2 and REB2. Check input resistors ASI1/PFLT, SAF, STOP,
REB1, REB2 or RSAFR on the associated board (refer to prints). Swap ribbon cables between SC-SB2K, SC-HDIO. If swapping
ribbons has no effect or if resistors are defective, replace SC-SB2K board. Otherwise replace SC-HDIO or SC-BASE(-D) board.
End of Run Cycle Test Fault (not scrolled, Event Calendar only) End of Run Cycle Test Fault
Description: A failure of the End of Run Cycle Test has been detected. Check the scrolling message to see which faults is active (PLD,
CT, ESBYP or EMERGENCY BRAKE CYCLE TEST FAULT or RSAFR CYCLE TEST FAULT or 4 BUS CYCLE TEST FAULT). ASME
2000 event.
Troubleshooting: Check the scrolling message to identify the fault and then look up that fault in this table.
EQR Button Fault (not scrolled, Event Calendar only) EQR Button Fault
Description: A failure of the Earthquake Reset Pushbutton or EQR input has been detected. Check the scrolling message to see which
fault is active: EQR STUCK or EQR FLICKERING FAULT. ASME 2000 event.
Troubleshooting: Check the scrolling message to identify the fault and then look up that fault in this table.
EQR FLICKERING FAULT EQR Button Fault
Description: A failure of the Earthquake Reset Pushbutton or EQR input has been detected. If the EQR input transitions from low (0)
to high (1) six times or more per second, the EQR flickering fault will take the car out of service. ASME 2000 event.
Troubleshooting:
• Check the EQR input and confirm that it is changing state rapidly. If so, replace the SC-HDIO board. If this does not correct the
problem, then replace the SC-SB2K(-H) board. Otherwise press the Redundancy Fault Reset pushbutton to clear the fault.
• Also check input resistors CWI, EQR, SSI and EDS on the associated board (refer to prints). Swap ribbon cables between
SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise
replace SC-HDIO board.
EQR STUCK FAULT EQR Button Fault
Description: A failure of the Earthquake Reset Pushbutton or EQR input has been detected. The Earthquake Reset pushbutton input
is constantly monitored for correct functionality. If the EQR input remains high (1) continuously for 30 seconds the EQR stuck fault will
take the car out of service. ASME 2000 event.
Troubleshooting:
• Confirm that EQR = 1. The EQR input must be continuously active for 30 seconds to generate this fault.
• To determine which board has failed, check the EQR resistor for 0 VAC on the bottom end, if so then replace SC-HDIO board. If
there is 120VAC, then inspect the EQR reset pushbutton and determine if it is truly stuck, otherwise replace the SC-SB2K(-H) board.
• Also check input resistors CWI, EQR, SSI and EDS on the associated board (refer to prints). Swap ribbon cables between
SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise
replace SC-HDIO board.
ESBYP CYCLE TEST FAULT End of Run Cycle Test Fault
Description:. This fault indicates that either the output, relay or input associated with ESBYP has failed to function as required. At
the end of an operating cycle, output ESBYP is cycled ON and then OFF. We expect that relay ESB will pick and drop and we monitor
this functionality via input RESBYP. ASME 2000 event.
Troubleshooting: When ESB is OFF, expect that input RESBYP will be ON and visa versa. If not, the ESBYP cycle test fault will be
logged and further operation of the lift will be prevented. Check input resistors ASI1/PFLT, SAF, STOP, REB1, REB2 or RSAFR on
the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If swapping ribbons has no effect or if
resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
ESBYP REDUNDANCY FAULT ESBYP Redundancy Fault
Description: A failure of emergency stop bypass (the ESB relay or ESBYP output) has been detected. ASME 2000 event. If both the
ESBYP output (picks relay ESB) and the SAFC input are activated (both ON), the input STOP will be ON (1). If not, an ESBYP
redundancy failure is logged. ASME 2000 event.
Troubleshooting:
• If ESBYP = 1 and SAFC = 1, STOP should be 1, otherwise this fault is generated.
• Also check input resistors RESBYP and SAFC on the associated board (refer to prints).
• Swap ribbon cables between SC-SB2K(-H), SC-HDIO.
• If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

ETS1 FAULT (Traction only) Overspeed Fault

Description: Emergency terminal overspeed fault 1. The main processor monitors the ETS1 signal coming from PLD1. If this signal,
which is normally high goes low, the MP2 / PCA looks at its ETS limit switch inputs to determine if a fault should be logged. If so, the
car shuts down and logs the ETS1 fault. ASME 2000 event.
Troubleshooting: Run the car and observe if the car does indeed overspeed. If no overspeed condition is truly present we need to
re-calibrate the overspeed function that is tripping (ILO, COS, ETS). For the SC-BASE(-D), follow directions in Section #4 A17.1-2000
Code Compliant Functions and Testing of the adjustment manual. If neither of these attempts proves fruitful at eliminating the fault then
first swap out the ribbon cable between the SC-BASE(-D) and SC-HDIO and finally replace the SC-BASE(-D). If the fault still occurs
replace the SC-HDIO. The UETS1/2, DETS1/2 limit switches must operate simultaneously!
ETS2 FAULT (Traction only) Overspeed Fault
Description: Emergency terminal overspeed fault 2. The main processor inspects the ETS2 signal coming from PLD2. If this signal,
which is normally high goes low, the MP2 / PCA looks at its ETS limit switch inputs to determine if a fault should be logged. If so, the
car shuts down and logs the ETS2 fault. ASME 2000 event.
Troubleshooting: Run the car and observe if the car does indeed overspeed. If no overspeed condition is truly present we need to
re-calibrate the overspeed function that is tripping (ILO, COS, ETS). For the SC-BASE(-D), simply directions in Section #4 A17.1-2000
Code Compliant Functions and Testing of the adjustment manual. If neither of these attempts proves fruitful at eliminating the fault then
first swap out the ribbon cable between the SC-BASE(-D) and SC-HDIO and finally replace the SC-BASE(-D). If the fault still occurs
replace the SC-HDIO. The UETS1/2 , DETS1/2 limit switches must operate simultaneously!
Front Door Input Fault (not scrolled, Event Calendar only) Front Door Input Fault
Description: A failure of a front door input, relay or associated circuitry has been detected. Check the scrolling messages to see which
fault is active: DCL, DPM, CD, RCD, CDB, HD, RHD, HDB or RHDB REDUNDANCY FAULT. ASME 2000 event.
Troubleshooting Tips: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table.
GOV REDUNDANCY FAULT (Traction only) GOV Redundancy Fault
Description: A failure of the safety string between input GOV and input SAFH has been detected. ASME 2000 event.
Troubleshooting Tips:
• If GOV = 0, SAFH should be 0, otherwise this fault is generated.
• Check wiring connections to terminals 15, 15A, 15B and 16.
• Check wiring connections to all safety devices between terminals 15, 15A, 15B and 16.
• Also check input resistors GOV and SAFH. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no
effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
H REDUNDANCY FAULT H Redundancy Fault

Description: Checks the status of the H (high speed) output against the RH input. ASME 2000 event. If relay H is OFF, then the back
contact of the H relay, used for monitoring purposes, should close power into input RH (ON). Troubleshooting: See the note,
GENERAL TROUBLESHOOTING TIPS, just prior to this table. Use diagnostics to determine which is the offending input. Look at the
top of the input resistor and measure either 0 or 5 VAC. If voltage is wrong replace SC-SB2K(-H). If OK swap C1 or C4 ribbons, H
triac on HC-PI/O or SC-HDIO.
HD REDUNDANCY FAULT Front Door Input Fault
Description: A failure of a front door lock input, relay or associated circuitry has been detected. HD should be ON (1) when DLK is
ON and the car is not in door zone. And, if HD is ON (1), DPM must also be ON (1). ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Expect HD to be ON when hoistway
access has been activated (input ACCI is ON ) and either the top (TAB) or bottom (BAB) access switches are activated. If the Hoistway
Door Bypass switch has been turned to the bypass position, expect HD = ON also. If the above conditions are not true, the HD
redundancy fault is logged. First swap the ribbon cables connected between the SC-BASE(-D) board and the SC-HDIO board, then
replace the boards SC-BASE(-D) followed by the SC-HDIO (if the problem persists).
HDB REDUNDANCY FAULT Front Door Input Fault
Description: A failure of a front door input, relay or associated circuitry has been detected. The OFF position feeds input HDBO and
the BYPASS position feeds input HDB. So if the switch is OFF, the HDBO input will be ON (1) and the HDB input will be OFF (0).ASME
2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. First swap the ribbon cables connected
between the SC-BASE(-D) board and the SC-HDIO board, then replace the boards SC-BASE(-D) followed by the SC-HDIO.
HDBR REDUNDANCY FAULT Rear Door Input Fault
Description: A failure of a rear door input, relay or associated circuitry has been detected. Both the OFF and BYPASS positions of
the Rear Hoistway Door Bypass switch are monitored. The OFF position feeds input HDBOR and the BYPASS position feeds input
HDBR. So if the switch is OFF, the HDBOR input will be ON (1) and the HDBR input will be OFF (0). ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. First swap the ribbon cables connected
between the SC-BASE(-D) board and the SC-HDIO board, then replace the boards SC-BASE(-D) followed by the SC-HDIO.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

HDR REDUNDANCY FAULT Rear Door Input Fault

Description: A failure of a rear door lock input, relay or associated circuitry has been detected. The status of the rear hoistway door
lock input HDR is constantly verified. HDR should be ON (1) when DLK is ON and the car is not in door zone.Expect HDR to be ON
when hoistway access has been activated (input ACCI is ON ) and either the top (TAB) or bottom (BAB) access switches are activated.
If the Hoistway Door Bypass switch has been turned to the bypass position, expect HDR = ON also. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. First swap the ribbon cables connected
between the SC-BASER(-D) board and the SC-HDIO board, then swap out the SC-BASER(-D) followed by the SC-HDIO.
HOISTWAY ACCESS Hoistway Access
Description: The hoistway access switch has been activated. ASME 2000 event.
Troubleshooting:
• Confirm that ACCI = 1.
• Also check input resistor ACCI on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If
swapping ribbons has no effect or if resistor are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
Hoistway Access Input Fault (not scrolled, Event Calendar only) Hoistway Access Input Flt
Description: A failure of the Hoistway Access input or an Inspection input has been detected. Two Inspection Inputs should never
be active at the same time. ASME 2000 event.
Troubleshooting Tips:
• Confirm ACCI = 1, INMR = 0 and IN = 0, otherwise this fault is displayed.
• Also check input resistors ACCI, INMR and IN on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO.
If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
ILO1 FAULT (Traction only) Overspeed Fault

Description: Inspection leveling overspeed 1 fault. The main processor monitors the ILO1 signal coming from PLD1. If ILO1 = OFF
and IN or LEV are ON we log this fault. ILO stands for Inspection Leveling Overspeed. ASME 2000 event.
Troubleshooting: Run the car and observe if the car does indeed overspeed. If no overspeed condition is truly present we need to
re-calibrate the overspeed function that is tripping (ILO, COS, ETS). For the SC-BASE(-D), follow directions in Section #4 A17.1-2000
Code Compliant Functions and Testing of the adjustment manual. If neither of these attempts proves fruitful at eliminating the fault then
first swap out the ribbon cable between the SC-BASE(-D) and SC-HDIO and finally replace the SC-BASE(-D). If the fault still occurs
replace the SC-HDIO. Also check for noise on 95/96 (DP1/2) is shield grounded?
ILO2 FAULT (Traction only) Overspeed Fault

Description: Inspection leveling overspeed 2 fault. The main processor monitors the ILO2 signal coming from PLD2. ASME 2000
event.
Troubleshooting: Run the car and observe if the car does indeed overspeed. If no overspeed condition is truly present we need to
re-calibrate the overspeed function that is tripping (ILO, COS, ETS). For the SC-BASE(-D), follow directions in Section #4 A17.1-2000
Code Compliant Functions and Testing of the adjustment manual. If neither of these attempts proves fruitful at eliminating the fault then
first swap out the ribbon cable between the SC-BASE(-D) and SC-HDIO and finally replace the SC-BASE(-D). If the fault still occurs
replace the SC-HDIO. Also check for noise on 95/96 (DP1/2); is shield grounded at the controller?
IN CAR INSPECTION In Car Inspection
Description: The In Car Inspection switch has been activated. ASME 2000 event.
Troubleshooting:
• Confirm that INICI = 1.
• Also check input resistor INICI on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If
swapping ribbons has no effect or if resistor are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
IN REDUNDANCY FAULT Inspection Input Fault
Description: A failure of the Inspection Inputs has been detected. Two Inspection Inputs should never be active at the same time.
ASME 2000 event.
Troubleshooting: If IN = 1 and SAF = 1, INUP should be 1 and INDN should be 1, otherwise this fault is generated. Locate dropping
resistor INMR on the SC-SB2K(-H) board. INMR must be at zero volts when IN is ON. Swap ribbon cables between SC-SB2K(-H) and
SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO
board.
INCTI REDUNDANCY FAULT Inspection Input Fault
Description: A failure of the Inspection Inputs has been detected. Two Inspection Inputs should never be active at the same time.
ASME 2000 event.
Troubleshooting: Confirm INCTI = 1, INICI = 0, ACCI = 0, INMR = 0 and IN = 0, otherwise this fault is displayed. Use the controller
prints to locate dropping resistors IN, INMR and INICI on the SC-SB2K(-H) board and ACCI resistor on the SC-BASE(-D) board,
voltage must be OFF when INCTI is ON otherwise the INCTI redundancy fault is logged and the system is shut down. Swap ribbon
cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board.
Otherwise replace SC-HDIO board.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

INDN REDUNDANCY FAULT INDN Redundancy Fault

Description: A failure of the INDN input has been detected. It may either be high when expected low or low when expected high. ASME
2000 event.
Troubleshooting Tips:
• If IN is high and SAF is low, INDN should be low, otherwise this fault is generated.
• If IN is high and SAF is high, INDN should be high, otherwise this fault is generated.
• If RDN is low, INDN should be high, otherwise this fault is generated.
• If RDN is high, INDN should be low, otherwise this fault is generated.
• Also check input resistors DLK, SAF, IN and INDN on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and
SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO
board.
INICI REDUNDANCY FAULT Inspection Input Fault
Description: A failure of the Inspection Inputs has been detected. Two Inspection Inputs should never be active at the same time.
ASME 2000 event.
Troubleshooting: Confirm INICI = 1, ACCI = 0, INMR = 0 and IN = 0, otherwise this fault is displayed. Use the controller prints to locate
dropping resistors IN and INMR on the SC-SB2K(-H) board and ACCI input resistor on the SC-BASE(-D) board. Voltage must be OFF
when INICI is ON, otherwise the INICI redundancy fault is logged and the system is shut down. Swap ribbon cables between
SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise
replace SC-HDIO board.
INMR REDUNDANCY FAULT Inspection Input Fault
Description: A failure of the Inspection Inputs has been detected. Two Inspection Inputs should never be active at the same time.
ASME 2000 event.
Troubleshooting: If IN = 1 and SAF = 1, INUP should be 1 and INDN should be 1, otherwise this fault is generated. Swap ribbon
cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if associated 47 K dropping resistors are defective,
replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
Inspection Input Fault (not scrolled, Event Calendar only) Inspection Input Fault

Description: A failure of the Inspection Inputs has been detected. Two Inspection Inputs should never be active at the same time.
Check the scrolling message to see which fault is active: INCTI, INICI, INMR or IN REDUNDANCY FAULT. ASME 2000 event.
Troubleshooting: Check the scrolling message to identify the fault and then look up that fault in this table.

INUP REDUNDANCY FAULT INUP Redundancy Fault

Description: A failure of the INUP input has been detected. It may either be high when expected low or low when expected high. ASME
2000 event.
Troubleshooting:
• If IN = 1 and SAF = 0, INUP should be 0, otherwise this fault is generated.
• If IN = 1 and SAF = 1, INUP should be 1, otherwise this fault is generated.
• If RUP = 0, INUP should be 1, otherwise this fault is generated.
• If RUP = 1, INUP should be 0, otherwise this fault is generated.
• Also check input resistors IN, SAF, RUP and INUP on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-
HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
MOTOR UP TO SPEED FAILURE (Hydro only) Motor Up to Speed Failure
Description: Indicates that the solid state starter failed to detect the motor was up to speed. ASME 2000 event.
Troubleshooting: For Solid State Starters Only. Increase the Up to Speed Timer in the ASME A17.1 Options Menu. Verify UTS is
programmed as a spare input and that it is connected to the proper terminal on the starter.
MPSAF REDUNDANCY FAULT MPSAF Redundancy Fault
Description: A failure of the SAFR1 relay has been detected. ASME 2000 event. This verifies that when output MPSAF has turned
OFF, that relay SAFR1 and TRIAC MPSAF have both released as intended.
Troubleshooting: If the relay and triac have released then input SAF will be OFF(0). If input SAF = ON, the car is shut down with the
MPSAF redundancy fault. Verify MPSAF output = 0 also verify SAFR1 relay is dropped und finally verify SAF input = 0. If swapping
ribbons has no effect or if associated 47 K dropping resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO
board.
Overspeed Fault (not scrolled, Event Calendar only) Overspeed Fault
Description: Check the scrolling message to see which fault is active: IL01, IL02, ETS2, ETS1, COS1, or COS2 OVERSPEED
FAULT. ASME 2000 event.
Troubleshooting: Once the scrolling message is identified, look up that message in this table.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

PFLT FAULT (Traction only) PFLT Fault

Description: Indicates that PLD1 has dropped the PFLT relay. ASME 2000 event.
Troubleshooting Tips:
• If STOP = 1 and PFLT = 0, then this fault is generated and PLD1 has dropped the PFLT relay.
• Swap ribbon cables between SC-BASE-(D) and SC-HDIO. If swapping cables has no effect, replace SC-BASE(-D) board. Otherwise
replace SC-HDIO board.
PFLT RELAY DROPPED (Traction only) PFLT Fault

Description: Indicates that PLD1 has dropped the PFLT relay. ASME 2000 event.
Troubleshooting Tips:
• If STOP = 1 and PFLT = 0, then this fault is generated and PLD1 has dropped the PFLT relay.
• Swap ribbon cables between SC-BASE-(D) and SC-HDIO. If swapping cables has no effect, replace SC-BASE(-D) board. Otherwise
replace SC-HDIO board.
PLD CYCLE TEST FAULT (Traction only) End of Run Cycle Test Fault
Description: A failure of the End of Run Cycle Test has been detected. At the end of an operating cycle outputs CTOS and CTDIF
are activated in sequence. Inputs COS1, COS2, ETS1, ETS2, ILO1 and ILO2 must go low. ASME 2000 event.
Troubleshooting: If any of the listed inputs fail to transition to OFF, the PLD cycle test fault will be logged and further operation of
the lift will be suspended. If the PFLT Bypass Jumper on the SC-BASE(-D) board is left in the ON position and the controller is switched
to normal operation, then the controller will find the landing and then during the cycle test it will latch this fault to prevent the system
from running. Make sure the PFLT Bypass Jumper is in the OFF position. Check input resistors ASI1/PFLT, SAF, STOP, REB1, REB2
or RSAFR on the associated board (refer to prints). Swap ribbon cables between SC-SB2K(-H), SC-HDIO. If swapping ribbons has
no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
RACC1 REDUNDANCY FAULT Red. Access Input Fault

Description: A failure of a hoistway access related input, relay or associated circuitry has been detected. The RACC1 input monitors
an NC contact of relay ACCI. If ACCI input is OFF (0) then input RACC1 should be ON (1). Hence RACC1 is not equal to ACCI. ASME
2000 event.
Troubleshooting:
• If ACCI = 1, RACC1 should be 0, otherwise this fault is generated.
• Or if ACCI = 0, RACC1 should be 1, otherwise this fault is generated.
• Check input resistors RTBAB, RACC1, RACC2, INUP, INDN, ACCI on associated board (refer to prints).
• Swap ribbon cables between SC-SB2K(-H), SC-BASE(-D) and SC-HDIO.
• If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) or SC-BASE(-D) (for RACC1, RACC2) board.
Otherwise replace SC-HDIO board.
RACC2 REDUNDANCY FAULT Red. Access Input Fault
Description: A failure of a hoistway access related input, relay or associated circuitry has been detected. The RACC2 input monitors
an NC contact of relay ACC2. If ACCI input is OFF (0) then input RACC2 should be ON (1). Hence this fault indicates that RACC2
is not equal to ACCI, not a good thing. ASME 2000 event.
Troubleshooting:
• If ACCI = 1, RACC2 should be 0, otherwise this fault is generated.
• If ACCI = 0, RACC2 should be 1, otherwise this fault is generated.
• Check input resistors RTBAB, RACC1, RACC2, INUP, INDN, ACCI on associated board (refer to prints).
• Swap ribbon cables between SC-SB2K(-H), SC-BASE(-D) and SC-HDIO.
• If swapping ribbons has no effect or if associated 47 K input resistors are defective, replace SC-SB2K-(H) or SC-BASE(-D) (for
RACC1, RACC2) board. Otherwise replace SC-HDIO board.
RBRK REDUNDANCY FAULT (Traction only) RBRK Redundancy Fault
Description: A failure of the BK relay or RBK input has been detected. This means a failure to activate when expected or a failure to
drop when expected. ASME 2000 event.
Troubleshooting:
• If SAF = 0, RBK should be 1, otherwise this fault is generated.
• If MB = 0, RBK should be 1, otherwise this fault is generated.
• If REI = 1 and RPT = 0 and RMR = 0, RBK should be 0, otherwise this fault is generated.
• Check the NC aux contact of relay BK. It must make up when the relay drops out.
• Also check input resistors RBK, REI and RPT on the SC-SB2K board. Swap ribbon cables between SC-SB2K and SC-HDIO. If
swapping ribbons has no effect or if resistors are defective, replace SC-SB2K board. Otherwise replace SC-HDIO board.
RCD REDUNDANCY FAULT Front Door Input Fault
Description: A failure of a front door input, relay or associated circuitry has been detected. The RCD input monitors a normally closed
contact of relay CD. If the CD input is OFF (0), then the NC contact of CD will be made up and input RCD will be ON. If CD is ON,
RCD will be OFF. (CD = not RCD). CD should always be the opposite of RCD. If not, the RCD redundancy fault is logged and the
controller is shut down. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on
the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are
defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

RCDR REDUNDANCY FAULT Rear Door Input Fault

Description: A failure of a rear door input, relay or associated circuitry has been detected. The RCDR input monitors a normally closed
contact of relay CDR. If the CDR input is OFF (0), then the NC contact of CDR will be made up and input RCDR will be ON. If CDR
is ON, RCDR will be OFF. (CDR = not RCDR). ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on
the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are
defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
RCT REDUNDANCY FAULT (Traction only) RCT Redundancy Fault
Description: A failure of the CT (Cycle Test) relay has been detected. ASME 2000 event.
Troubleshooting Tips:
• If CT = 1, RCT should be 0, otherwise this fault is generated.
• If CT = 0, RCT should be 1, otherwise this fault is generated.
• Check the condition of the CT relay. Replace if defective.
• Also check input resistor RCT. Swap ribbon cables between SC-SB2K and SC-HDIO. If swapping ribbons has no effect or if relay
CT is defective replace SC-SB2K board. Otherwise replace SC-HDIO board.
RCTIC REDUNDANCY FAULT Red. Inspection Input Fault

Description: A failure of a redundancy inspection related input, relay or associated circuitry has been detected. ASME 2000 event.
Troubleshooting:
• If INCTI = 0 and INICI = 0, RCTIC should be 1, otherwise this fault is generated.
• Otherwise RCTIC should be 0 if not this fault is generated.
• Check input resistors RCTIC, RIN1, RIN2, IN, SAF, INCTI and INICI on the associated board (refer to prints).
• Swap ribbon cables between SC-SB2K(-H),and SC-HDIO.
• If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
RDEL1, RDEL2, RDEL3 REDUNDANCY FAULT (Hydro only) Starter #1, #2, #3 Fault
Description: Only for WYE-DELTA starters. This function checks the status of a normally closed auxiliary contact of relay DELTA.
When the car is not running we expect input RDELX to be active (1). When we are running we expect input RDELX to be OFF (0). A
few jobs may have more than one DELTA contactor (DELTA1, DELTA2, DELTAX, etc) in this case, when a failure occurs, we display
the number of the problematic contactor, ie. RDEL3 Redundancy Fault. ASME 2000 Event.
Troubleshooting: First check the contacts of the normally closed auxiliary that feed the associated input. The logic is written to check
for input RDELX to be OFF (0, that is RDEL1 =0) when we have a valid run command as determined by checking that inputs RPM=
UNL=SAF= RWYE= DEL1= 1 and RM1 = WYEX = RDELX =0. If no run command, then RDELX had better be = 1. Check voltage
at top of associated input resistors on SC-SB2K-H. For those inputs that are ON expect 5 VAC. For those inputs that are OFF expect
0 VAC. If this is not the case replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the
SC-HDIO.
RDFV REDUNDANCY FAULT (Hydro only) Down Fast Valve Fault
Description: Only for jobs with multiple valves. This logic checks input RDFV = 0 when DSD = VEU = FUD = 1 and RDN = RH = 0.
It also checks that RDFV = 1 when there is no demand to run the car Down. ASME 2000 Event.
Troubleshooting: Use diagnostics to check on status of above signals. Check voltage at top of associated input resistors on
SC-SB2K-H. When the inputs are ON expect 5 VAC. When OFF expect 0 VAC. If this is not the case replace the SC-SB2K-H. If
voltages are good, swap associated ribbon cable and finally swap the SC-HDIO
RDN REDUNDANCY FAULT Direction Input Fault
Description: A failure of a direction related input, relay or associated circuitry has been detected. Verifies the DN relay, DN relay
activation circuits and RDN input are functioning as required. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. If a direction is not invoked on either
automatic or inspection operation, then the NC contact of the DN relay, that feeds input RDN, should be closed. Check associated input
resistors on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or
if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
RDSV REDUNDANCY FAULT (Hydro only) Down Slow Valve Fault
Description: Only for jobs with multiple valves. This logic checks input RDSV = 0 when SU, SD or RLULD = 1 and DNS = 1. It also
checks that RDSV = 1 when there is no demand to run the car Down. ASME 2000 Event.
Troubleshooting. Use diagnostics to check on status of above signals. Check voltage at top of associated input resistors on
SC-SB2K-H. When the inputs are ON expect 5 VAC. When OFF expect 0 VAC. If this is not the case replace the SC-SB2K-H. If
voltages are good, swap associated ribbon cable and finally swap the SC-HDIO
RDZ REDUNDANCY FAULT Door Zone Input Fault
Description: A failure of a door zone related input, relay or associated circuitry has been detected. The RDZ input monitors an NC
contact of relay DZ. If the DZ input is OFF (0), the NC contact of DZ will be made up and input RDZ will be ON. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on
the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are
defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

RDZR REDUNDANCY FAULT Door Zone Input Fault

Description: A failure of the rear door zone related input, relay or associated circuitry has been detected. This logic checks the integrity
of the relay used for the rear door zone function (DZR). If DZR input is OFF, the DZR relay should be dropped out, which is checked
by inspecting a NC contact of relay DZR with input RDZR. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on
the SC-BASER(-D) board. Swap ribbon cables between SC-BASER(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors
are defective, replace SC-BASER(-D) board. Otherwise replace SC-HDIO board.
RDZX REDUNDANCY FAULT (Traction only) Door Zone Input Fault
Description: A failure of a door zone related input, relay or associated circuitry has been detected. The RDZX input monitors a NC
contact of relay DZX. If the car is not located in either a front or rear door zone (flag DZORDZ = OFF), the NC contact of DZX will be
made up and input RDZX will be ON. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on
the SC-BASE(-D) board. Swap ribbon cables between SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors
are defective, replace SC-BASE(-D) board. Otherwise replace SC-HDIO board.
Rear Door Input Fault (not scrolled, Event Calendar only) Rear Door Input Fault
Description: A failure of a rear door input, relay or associated circuitry has been detected. Check the scrolling message to see which
fault is active: DCLR, DPMR, CDR, RCDR, CDBR, HDR, RHDR, HDBR or RHDBR REDUNDANCY FAULT. ASME 2000 event.
Troubleshooting: Once the scrolling message is identified, look up that message in this table.
REB1 REDUNDANCY FAULT (Traction only) Red. Emergency Brake Fault
Description: A failure of relay EB1 has been detected. REB1 Redundancy Fault is generated if EB1 = 0 and REB1 is not 1 OR if EB1
= 1 and REB1 is not 0. Also, if GOV = 0, REB1 should be 1 and REB2 should be 1, indicating both relays are dropped. ASME 2000
event.
Troubleshooting Tip:
• Check input resistors REB1 and REB2 on the SC-BASE(-D) board. Swap ribbon cables between SC-BASE(-D) and SC-HDIO. If
swapping ribbons has no effect or if resistors are defective, replace SC-BASE(-D) board. Otherwise replace SC-HDIO board.
REB2 REDUNDANCY FAULT (Traction only) Red. Emergency Brake Fault
Description: A failure of relay EB2 has been detected. REB2 Redundancy Fault is generated if EB2 = 0 and REB2 is not 1 OR if EB2
= 1 and REB2 is not 0. Also, if GOV = 0, REB1 should be 1 and REB2 should be 1, indicating both relays are dropped. ASME 2000
event.
Troubleshooting Tips
• Check input resistors REB1 and REB2 on the SC-BASE(-D) board. Swap ribbon cables between SC-BASE(-D) and SC-HDIO. If
swapping ribbons has no effect or if resistors are defective, replace SC-BASE(-D) board. Otherwise replace SC-HDIO board.
Redundancy Access Input Fault (not scrolled, Event Calendar only) Red. Access Input Fault
A failure of a hoistway access related input, relay or associated circuitry has been detected. Check the scrolling message to see which
fault is active: RACC1, RACC2 or RTBAB REDUNDANCY FAULT. ASME 2000 event.
Troubleshooting: Once the scrolling message is identified, look up that message in this table.
Redundancy Emergency Brake Fault (not scrolled, Event Calendar only) Red. Emergency Brake Fault

Description: A failure of EB1 relay or EB2 relay has been detected. Check the scrolling message to see if REB1 or REB2
REDUNDANCY FAULT is active. ASME 2000 event.
Troubleshooting: Once the scrolling message is identified, look up that message in this table..
Redundancy Inspection Input Fault (not scrolled, Event Calendar only) Red. Inspection Input Fault
Description: A failure of a redundancy inspection related input, relay or associated circuitry has been detected. Check the scrolling
message to see which fault is active: RIN1, RIN2 OR RCTIC REDUNDANCY FAULT. ASME 2000 event.
Troubleshooting: Once the scrolling message is identified, look up that message in this table.

REI REDUNDANCY FAULT (Traction only) REI Redundancy Fault

Description: A failure of the RE relay has been detected. ASME 2000 event.
Troubleshooting: If FLT relay is picked, then check the following:
• If SAF is low, REI should be low, otherwise this fault is generated.
• If UPS is high or DNS is high, REI should be high, otherwise this fault is generated.
• Verify REI = 0, otherwise this fault is generated.
• Also check input resistor REI at top left of the SC-SB2K board. Swap ribbon cables between SC-SB2K and SC-HDIO. If swapping
ribbons has no effect or if REI resistor is defective, replace SC-SB2K board. Otherwise replace SC-HDIO board.
• Confirm FLT relay is picked when a run is initiated. If not, then a DDP generated failure has occurred. Bypass ASME A17.1 faults
and initiate a run. Check event calendar to determine which DDP fault has occurred and troubleshoot accordingly.

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Scrolling Message Special Event Message

RESBYP REDUNDANCY FAULT RESBYP Redundancy Fault

Description: A failure of the ESB relay has been detected. The fault will be generated if SAFC = 0 and RESBYP is not 1, OR if
ESBYP = 1 and RESBYP is not 0, OR if ESBYP = 0 and RESBYP is not 1. ASME 2000 event.
Troubleshooting: Check input resistor RESBYP on SC-SB2K(-H). Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If
swapping ribbons has no effect or if resistor is defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
RFR Button Fault (not scrolled, Event Calendar only) RFR Button Fault
Description: A failure of the Redundancy Fault Reset Pushbutton or RFR input has been detected. Check the scrolling message to
see which fault is active: RFR STUCK or RFR FLICKERING FAULT. ASME 2000 event.
Troubleshooting: Once the scrolling message is identified, look up that message in this table.

RFR FLICKERING FAULT RFR Button Fault

Description: A failure of the Redundancy Fault Reset Pushbutton or RFR input has been detected. If the RFR input transitions from
low (0) to high (1) six times or more per second, the RFR flickering fault will take the car out of service. ASME 2000 event.
Troubleshooting: Check the RFR input and confirm that it is changing state rapidly. If so, try swapping the ribbon cables between
the SC-SB2K(-H) and SC-HDIO. If this does not correct the problem, then replace the SC-HDIO / SC-SB2K(-H) board. Otherwise reset
the swing panel / PCA to clear the fault.
RFR STUCK FAULT RFR Button Fault
Description: A failure of the Redundancy Fault Reset Pushbutton or RFR input has been detected. If the RFR input remains high (1)
continuously for 30 seconds the RFR stuck fault will take the car out of service. ASME 2000 event.
Troubleshooting: Confirm that RFR = 1. To determine which board has failed, check the RFR resistor on board SC-SB2K(-H) for 0
VAC on the bottom end, if so then replace SC-HDIO board. If there is 120 VAC, then inspect the EBR reset pushbutton and determine
if it is truly stuck, if so replace the SC-SB2K(-H). Try swapping the ribbon cables between the SC-SB2K(-H) and SC-HDIO. Otherwise
replace the SC-SB2K(-H) board.
RH REDUNDANCY FAULT Front Door Input Fault
Description: A failure of the H relay or RH input has been detected.When output H is OFF, input RH should be 1. If relay H's NO
contacts weld closed, the monitoring contact will not make up when the H output is turned OFF at the end of a run. If this happens the
RH redundancy fault will be logged and the system shut down.If SAF = 0 and DLK = 0 (28 bit 7), RH should be 1, otherwise this fault
is generated.If H = 1 and RLULD = 1 and RIN2 = 0 AND there is an intent to move up/down UP - if UNL = 1 and RUP = 0 and USD
= 1 DOWN - if DNL = 1 and RDN = 0 and DSD = 1 RH should be 0, otherwise this fault is generated. If RH should be 1, otherwise this
fault is generated.
Troubleshooting: Check associated input resistors on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and
SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K(-H) board. Otherwise replace SC-HDIO
board.
RHD REDUNDANCY FAULT (Traction only) Front Door Input Fault

Description: A failure of a front door input, relay or associated circuitry has been detected. The RHD input monitors an NC contact
of relay HD. If the HD input is OFF (0), the NC contact of HD will be made up and input RHD will be ON. If HD is ON, RHD will be OFF
(HD = not RHD). HD should always be the opposite of RHD. Otherwise, the RHD redundancy fault is logged and the controller is shut
down. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on
the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors
are defective, replace SC-SB2K(-H) board. Otherwise replace SC-HDIO board.
RHDB REDUNDANCY FAULT Front Door Input Fault
Description: A failure of a front door bypass input, relay or associated circuitry has been detected. The RHDB input monitors an NC
contact of relay HDB. If the HDB input is OFF (0), the NC contact of HDB will be made up and input RHDB will be ON. If HDB is ON,
RHDB will be OFF (HDB = not RHDB). HDB should always be the opposite of input RHDB. Otherwise, the RHDB redundancy fault is
logged and the controller is shut down. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors
on the SC-BASE(-D) board. Swap ribbon cables between SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors
are defective, replace SC-BASE(-D) board. Otherwise replace SC-HDIO board.
RHDBR REDUNDANCY FAULT Rear Door Input Fault
Description: A failure of a rear door bypass input, relay or associated circuitry has been detected. The RHDBR input monitors an NC
contact of relay HDBR. If the HDBR input is OFF (0), the NC contact of HDBR will be made up and input RHDBR will be ON. If HDBR
is ON, RHDBR will be OFF (HDBR = not RHDBR). HDBR should always be the opposite of input RHDBR. Otherwise, the RHDBR
redundancy fault is logged and the controller is shut down. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Check associated input resistors on
the SC-BASER(-D) board. Swap ribbon cables between SC-BASER(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors
are defective, replace SC-BASER(-D) board. Otherwise replace SC-HDIO board.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

RHDR REDUNDANCY FAULT Rear Door Input Fault

Description: A failure of a rear door lock input, relay or associated circuitry has been detected. The RHDR input monitors an NC
contact of relay HDR. If the HDR input is OFF (0), the NC contact of HDR will be made up and input RHDR will be ON. If HDR is ON,
RHDR will be OFF (HDR = not RHDR). HRD should always be the opposite of RHDR. Otherwise, the RHDR redundancy fault is logged
and the controller is shut down. If HDR input is OFF the HDR relay should drop out. This is checked by inspecting a normally closed
contact of relay HDR with input RHDR. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table.Check associated input resistors on
the SC-BASER(-D) board. Swap ribbon cables between SC-BASER(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors
are defective, replace SC-BASER(-D) board. Otherwise replace SC-HDIO board.
RIN1 REDUNDANCY FAULT Red. Inspection Input Fault
Description: A failure of a redundancy inspection related input, relay or associated circuitry has been detected. If SAF = 0, RIN1
should be 1, otherwise this fault is generated. Or if IN = 1, RIN1 should be 0, otherwise this fault is generated. Or if IN = 0, RIN1 should
be 1, otherwise this fault is generated. ASME 2000 event.
Troubleshooting:
• Check input resistors RCTIC, RIN1, RIN2, IN, SAF, INCTI and INICI on the associated board (refer to prints).
• Swap ribbon cables between SC-SB2K(-H),and SC-HDIO.
• If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
RIN2 REDUNDANCY FAULT Red. Inspection Input Fault
Description: A failure of a redundancy inspection related input, relay or associated circuitry has been detected. If SAF = 0, RIN2 should
be 1, otherwise this fault is generated. Or if IN = 1, RIN2 should be 0, otherwise this fault is generated. Or if IN = 0, RIN2 should be
1, otherwise this fault is generated. ASME 2000 event.
Troubleshooting:
• Check input resistors RCTIC, RIN1, RIN2, IN, SAF, INCTI and INICI on the associated board (refer to prints).
• Swap ribbon cables between SC-SB2K(-H),and SC-HDIO.
• If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
RLULD REDUNDANCY FAULT RLULD Redundancy Fault

Description: A failure of the LU1, LU2, LD1 or LD2 relays or associated circuitry has been detected. If both of the LU and LD inputs
= 0, input RLULD should be 1. RLULD is also verified "OFF" when running at high RH = 0, or intermediate speed (INT = 1,) or the car
is on any form of inspection operation as all of these conditions prevent the LU/LD family of relays from picking. Basically, if the leveling
inputs are OFF the NC monitoring contacts of these relays should be MADE or the RLULD redundancy fault is logged. ASME 2000
event.
Troubleshooting: Check input resistors LU, LD and RLULD on the associated board (refer to prints). Swap ribbon cables between
SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise
replace SC-HDIO board.
RM1, RM2, RM3 REDUNDANCY FAULTS (Hydro only) RM1, RM2, RM3 Redundancy Faults
Description: Only for jobs with M contactors. This function checks the status of a normally closed auxiliary contact of relay MX. When
the car is not running we expect input RMX to be active (1). When we are running we expect input RMX to be OFF (0). A few jobs may
have more than one M contactor (M1, M2, M3) in this case, when a failure occurs, we would display the number of the problematic
contactor, ie. RM2 Redundancy Fault. ASME 2000 Event.
Troubleshooting: First, check the contacts of the normally closed auxiliary that feed the associated input. The logic is written to check
for input RMX to be OFF (0, that is RM1=0) when we have a valid run command as determined by checking that inputs
RPM=UNL=SAF= M1 = 1. If no run command, then RMX must = 1. Check voltage at top of associated input resistors on SC-SB2K-H.
For those inputs that are ON expect 5 VAC. For those inputs that are OFF expect 0 VAC. If this is not the case replace the SC-SB2K-H.
If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO.
RMR REDUNDANCY FAULT (Hydro only) RMR Redundancy Fault
Description: A failure of the M1, M2 or M12 relays or RMR input has been detected. This means a failure to activate when expected
or a failure to drop when expected. If SAF = 0, RMR should be 1, otherwise this fault is generated. If MB = 0, RMR should be 1,
otherwise this fault is generated. ASME 2000 event.
Troubleshooting:
• Check the NC aux contacts of relays M12, M1 and M2. They must make up when the contactor drops out.
• Also check input resistor RMR on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping
ribbons has no effect or if resistors are defective, replace SC-SB2K(-H) board. Otherwise replace SC-HDIO board.
ROFRT REDUNDANCY FAULT (Hydro only) ROFRT Redundancy Fault
Description: Monitors the OFRT relay for proper operation. If the OFRT relay is ON , the ROFRT input will be OFF. ROFRT should
always be the opposite of OFRT, otherwise the ROFRT Redundancy Fault is logged and the elevator shuts down. The elevator will
attempt to recover from this fault up to four consecutive times after which this fault will latch and require a manual reset by pressing
the fault reset button.
Troubleshooting Tips: Check the OFRT relay for proper operation (Some times we relabel the spare relay on the SC-BAH or SC-
BAHR and some times we use a small contactor mounted on backplate). Also check the prints to see where the input ROFRT comes
in and check 47 K resistor, swap ribbon cable and finally try replacing the associated board (with relay - sometimes relay OFRT is panel
mounted) or SC-HDIO.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

RPLT REDUNDANCY FAULT (Hydro only) RPLT Redundancy Fault

Description: Only for jobs with multiple starters. This function checks the status of a normally closed contact of starter pilot relay PLT.
When the car is not running, we expect input RPLT to be active (1). When we are running, we expect input RPLT to be OFF (0). ASME
2000 Event.
Troubleshooting: First, check the normally closed contact of relay PLT that feeds the input RPLT. Check voltage at top of associated
input resistors on SC-SB2K-H. For stopped condition (no demand), expect 5 VAC. For running, expect 0 VAC. If this is not the case,
replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO.
RPM REDUNDANCY FAULT (Hydro only) Run Pump Motor Fault
Description: Verifies that input RPM is OFF when it should be by comparing RPM to inputs SAF=0= DLK= UNL=RPM. Also, if VC=1,
RPM should also =1. Finally, we verify that RPM=1 when RUP=0 and either SU=1, RLULD=0 or VEU=0 or INUP=1 and IN=0. ASME
2000 Event.
Troubleshooting: Use diagnostics to verify the status of the above mentioned inputs.
For those inputs that should be OFF, check for 0 VAC at top of associated resistor on SC-SB2K-H and check for 5 VAC at top of
resistors for active (ON) inputs. If not present, replace SC-SB2K-H. Otherwise swap associated ribbon cable or SC-HDIO.
RPT REDUNDANCY FAULT RPT Redundancy Fault
Description: A failure with the RPT input, PT relay or associated circuitry has been detected. If SAF = 0 or DLK = 0 or REI = 0 then
verify RPT = 1. If RUP = 1 and RDN = 1 then verify RPT = 1. Else verify RPT = 0. ASME 2000 event.
Troubleshooting Tip:
• Check input resistors SAF, DLK, REI, RUP, RDN, and RPT on the associated board (refer to prints). Swap ribbon cables between
SC-SB2K(-H), SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H)
board. Otherwise replace SC-HDIO board.
RSAFM REDUNDANCY FAULT (Traction only)

Description: Monitors the SAFM relay for proper operation. If the SAFM relay is ON , the RSAFM input will be OFF. RSAFM should
always be the opposite of SAFM, otherwise the RSAFM Redundancy Fault is logged and the elevator shuts down. The elevator will
attempt to recover from this fault up to four consecutive times after which this fault will latch and require a manual reset by pressing
the fault reset button.
Troubleshooting Tips: Check the SAFM relay for proper operation. Also check the prints to see where the input RSAFM comes in
and check 47 K resistor, swap ribbon cable and finally try replacing the associated board (w/ relay) or HC-IOX.
RSAFR CYCLE TEST FAULT RSAFR Cycle Test Fault
Description: RSAFR Redundancy Fault; A failure of the either the RSAFR1 or RSAFR2 relays has been detected. ASME 2000 event.
Troubleshooting: During cycle test check operation of RSAFR1/2 relays. Next check for 5 VAC at top of RSAFR resistor on the
SC-SB2K(-H) board when both are dropped and 0 VAC when either picks. If not present replace SC-SB2K(-H). If present swap C3
ribbon cable or SC-HDIO.
RSAFR REDUNDANCY FAULT RSAFR Redundancy Fault
Description: A failure of the End of Run Cycle Test has been detected. A failure of the SAFR1 or SAFR2 relays, OR a failure of the
CSAF or MPSAF outputs, OR a failure of the RSAFR input has been detected. ASME 2000 event.
Troubleshooting Tips:
• If MPSAF = 1 and 0 VAC @ TP3) and 120 VAC is present at terminal 20, then verify relay SAFR2 is picked. If SAFR2 is not picked,
then check devices between terminal 20 and right coil side of relay SAFR2 for continuity.
• If CSAF output is active (0 VAC @ TP4) and 120 VAC is present at terminal 20, then verify relay SAFR1 is picked. If SAFR1 is not
picked, then check devices between terminal 20 and right coil side of relay SAFR1 for continuity.
• If relays SAFR1 and/or SAFR2 are picked, RSAFR should be 0, otherwise this fault is generated.
• Also check input resistor RSAFR. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no effect, swap
triacs on SC-HDIO labeled MPSAF. Or, if RSAFR resistor is defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO
board.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

RSTOP REDUNDANCY FAULT RSTOP Redundancy Fault

Description: A failure of the In Car Stop Switch has been detected. If RSTOP = 0 and SAFC = 1, STOP should be 1, otherwise this
fault is generated. If RSTOP = 1 and ESBYP = 0, STOP should be 0, otherwise this fault is generated. ASME 2000 event.
Troubleshooting Tips:
• If the In Car Stop Switch is in the RUN position, then the expected results are SAFC = 1, STOP = 1 and RSTOP = 0.
• If this is not the case, then trace the signal from the source to determine the failed component.
• Begin at the input terminal. If the voltage here is not correct (120VAC for high signals and 0VAC for low signals), then the problem
lies outside of the controller equipment.
• Next check the voltage at the similarly named input resistor. If the voltage here is not correct (5VAC for high signals and 0VAC for
low signals), then the problem lies on this board. If the resistor is still good (typically 47kOhms), then the board should be replaced.
• Check for a defective ribbon cable by swapping it.
• Finally, replace the input board (HC-PIO, SC-HDIO, IOX, I4O depending on the input).
• If the In Car Stop Switch is in the STOP position, then the expected results are ESBYP = 0, STOP = 0 and RSTOP = 1.
• Follow the above checks with the additional step for validating ESBYP. ESBYP must be low for this event to occur so, confirm that
relay ESBYP is dropped. If it isn’t, then replace the ESBYP triac, ribbon cable, SC-HDIO board, or SC-SB2K(-H) board one at a
time until the problem is corrected.
RSYNC REDUNDANCY FAULT (Hydro only) RSYNC Redundancy Fault
Description: Monitors the SYNC relay for proper operation. If the SYNC relay is ON , the RSYNC input will be OFF. RSYNC should
always be the opposite of SYNC, otherwise the RSYNC Redundancy Fault is logged and the elevator shuts down.
Troubleshooting Tips: : Check the SYNC relay for proper operation (Some times we relabel the spare relay on the SC-BAH or SC-
BAHR and some times we use a small contactor mounted on backplate). Also check the prints to see where the input RSYNC comes
in and check 47 K resistor, swap ribbon cable and finally try replacing the associated board (w/ relay) or SC-HDIO.
RTBAB REDUNDANCY FAULT Red. Access Input Fault

Description: A failure of a hoistway access related input, relay or associated circuitry has been detected. The RTBAB input monitors
NC contacts of relays TAB and BAB. If RACC1 input is ON (1) then input RACC2 should be ON (1). Hence RACC1 = RTAB. If RACC1
= 1, RTBAB should be 1, otherwise this fault is generated. If INUP = 0 and INDN = 0, RTBAB should be 1, otherwise this fault is
generated. Else RTBAB should be 0, otherwise this fault is generated. ASME 2000 event.
Troubleshooting:
• Check input resistors RTBAB, RACC1, RACC2, INUP, INDN, ACCI on associated board (refer to prints).
• Swap ribbon cables between SC-SB2K(-H), SC-BASE(-D) and SC-HDIO.
• If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) or SC-BASE(-D) (for RACC1, RACC2) board.
Otherwise replace SC-HDIO board.
RUDX1 REDUNDANCY FAULT (Traction only) Direction Input Fault

Description: Monitors the UP2 and DN2 relays. When the elevator is in motion either the UP2 or DN2 relays will be picked, depending
on the direction of the car. Therefore the RUDX1 input must be active while the car is in motion and inactive when the car is stopped.
Troubleshooting Tips: Check UP2 and DN2 relays. Also check RUDX1/ASI5 input resistor on the SC-HDIO board (refer to prints).
If 47 K resistor is defective, replace SC-HDIO board. Otherwise replace UP2 or DN2 relays.
RUDX2 REDUNDANCY FAULT (Traction only) Direction Input Fault

Description: Monitors the UP2 and DN2 relays. When the elevator is in motion either the UP2 or DN2 relays will be picked, depending
on the direction of the car. Therefore the RUDX2 input must be active while the car is in motion and inactive when the car is stopped.
Troubleshooting Tips: Check UP2 and DN2 relays. Also check RUDX2/ASI6 input resistor on SC-HDIO board (refer to prints). If 47
K resistor is defective, replace SC-HDIO board. Otherwise replace UP2 or DN2 relays.
RUDX3 REDUNDANCY FAULT (Traction only)
Description: Monitors the UP2 and DN2 relays. When the elevator is in motion either the UP2 or DN2 relays will be picked, depending
on the direction of the car. Therefore the RUDX3 input must be active while the car is in motion and inactive when the car is stopped.
Troubleshooting Tips: Check UP2 and DN2 relays. Also check RUDX3/ASI7 input resistor on SC-HDIO board (refer to prints). If 47
K resistor is defective, replace SC-HDIO board. Otherwise replace UP2 or DN2 relays.
RUDX4 REDUNDANCY FAULT (Traction only)
Description: Monitors the UP2 and DN2 relays. When the elevator is in motion either the UP2 or DN2 relays will be picked, depending
on the direction of the car. Therefore the RUDX4 input must be active while the car is in motion and inactive when the car is stopped.
Troubleshooting Tips: Check UP2 and DN2 relays. Also check RUDX4/ASI8 input resistor on SC-HDIO board (refer to prints). If 47
K resistor is defective, replace SC-HDIO board. Otherwise replace UP2 or DN2 relays.
RUFV REDUNDANCY FAULT (Hydro only) Up Fast Valve Fault
Description: Only for jobs with multiple valves. This logic checks input RUFV = 0 when USD = VEU = FUD = 1 and RUP= RH = 0. It
also checks that RUFV = 1 when there is no demand to run the car Up. ASME 2000 Event.
Troubleshooting: Use diagnostics to check on status of above signals. Check voltage at top of associated input resistors on
SC-SB2K-H. When the inputs are ON, expect 5 VAC. When OFF, expect 0 VAC. If this is not the case, replace the SC-SB2K-H. If
voltages are good, swap associated ribbon cable and finally swap the SC-HDIO

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

RUP REDUNDANCY FAULT Direction Input Fault

Description: A failure of a UP direction related input, relay or associated circuitry has been detected. Checks that the UP relay, UP
relay activation circuits and RUP input are functioning as required. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. If a direction is not invoked on either
automatic or inspection operation, then the NC contact of the UP relay, that feeds input RUP, should be closed. Thus RUP = ON.
Check associated input resistors on the SC-SB2K(-H) board. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping
ribbons has no effect or if resistors are defective, replace SC-SB2K(-H) board. Otherwise replace SC-HDIO board.
RUSV REDUNDANCY FAULT (Hydro only) RUSV Redundancy Fault
Description: Only for jobs with multiple valves. This logic checks input RUSV = 0 when SU, SD or RLULD = 1 and UPS = 1. It also
checks that RUSV = 1 when there is no demand to run the car Up. ASME 2000 Event.
Troubleshooting. Use diagnostics to check on status of above signals. Check voltage at top of associated input resistors on
SC-SB2K-H. When the inputs are ON, expect 5 VAC. When OFF, expect 0 VAC. If this is not the case, replace the SC-SB2K-H. If
voltages are good, swap associated ribbon cable and finally swap the SC-HDIO.
RWYE1, RWYE2, RWYE3 REDUNDANCY FAULTS(Hydro only) Starter #1, #2, #3 Fault

Description: This function checks the status of a normally closed auxiliary contact of relay WYE (or A for Across the Line Starters).
When the car is not running, we expect input RWYEX to be active (1). When we are running we expect input RWYEX to be OFF (0).
A few jobs may have more than one WYE contactor (WYE1, WYE2, WYEX, etc). In this case, when a failure occurs, we display the
number of the problematic contactor, ie. RWYE2 Redundancy Fault. ASME 2000 Event.
Troubleshooting: First check the contacts of the normally closed auxiliary that feed the associated input. The logic is written to check
for input RWYEX to be OFF (0, that is RWYE1=0) when we have a valid run command as determined by checking that inputs
UNL=SAF= M1 = WYEX = RDELX (if wye-delta starter) = 1. If no run command, then RWYEX had better be = 1. Check voltage at top
of associated input resistors on SC-SB2K-H. For those inputs that are ON, expect 5 VAC. For those inputs that are OFF, expect 0 VAC.
If this is not the case, replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO.
SAFC REDUNDANCY FAULT SAFC Redundancy Fault
Description: A failure of the safety string between input SAFC and input STOP has been detected. If SAFC = 0, STOP should be
0, otherwise this fault is generated. ASME 2000 event.
Troubleshooting Tips:
• Check wiring connections to terminals 18 and 20.
• Check wiring connections to the IN-CAR STOP SWITCH.
• Also check input resistors STOP and SAFC. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no
effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
SAFH REDUNDANCY FAULT SAFH Redundancy Fault
Description: A failure of the safety string between input SAFH and input SAFC has been detected. If SAFH = 0, SAFC should be 0
, otherwise this fault is generated. ASME 2000 event.
Troubleshooting Tips:
• Check wiring connections to terminals 16, 17 and 18.
• Check wiring connections to all safety devices between terminals 16, 17 and 18.
• Also check input resistors SAFH and SAFC. Swap ribbon cables between SC-SB2K(-H) and SC-HDIO. If swapping ribbons has no
effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.
STARTER FAULT RELAY DROPPED (Hydro only) Starter Fault Relay Dropped
Description: Indicates that the solid state starter has dropped the fault relay. ASME 2000 Event.
Troubleshooting: For Solid State Starters Only. Confirm that the Fault Relay has truly dropped. If not, then check the wiring. Otherwise
refer to the Starter Manufacturers manual.
TEST REDUNDANCY FAULT TEST Redundancy Fault
Description: A failure of the TEST/NORMAL switch, input or associated circuitry has been detected. ASME 2000 event.
Troubleshooting: The switch can't be in the NORMAL and TEST positions at the same time.
• If TEST = 0, meaning the switch is in the TEST position, IND should be 1, otherwise this fault is generated.
• Check input resistors TEST and IND on the associated board (refer to prints).
• Swap ribbon cables between SC-SB2K(-H), SC-HDIO.
• If swapping ribbons has no effect or if resistors are defective, replace SC-SB2K-(H) board. Otherwise replace SC-HDIO board.

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TABLE 5.3 ASME A17.1 - 2000 Status and Error Messages
Scrolling Message Special Event Message

UETS REDUNDANCY FAULT (Traction only) Emer. Terminal Sw. Failure

Description: This fault is displayed when an inconsistency is detected between the Up Emergency Terminal Switches. ASME 2000
event.
Troubleshooting:
• Check the condition of the ETS switches. The UETS1/2 limit switches must operate simultaneously.
• Check the wiring to the relay board (SC-SB2K(-H)) and IO board (SC-HDIO).
• Verify UETS1 equals UETS2 and the car is in door zone.
• Also check input resistors UETS1 and ASI2/UETS2 on the associated board (refer to prints). Swap ribbon cables between
SC-BASE(-D) and SC-HDIO. If swapping ribbons has no effect or if resistors are defective, replace SC-BASE(-D) board. Otherwise
replace SC-HDIO board.
UFV REDUNDANCY FAULT (Hydro only) Up Fast Valve Fault
Description: Input UFV checks the status of the up terminal speed reducing switches. We simply compare input UFV against input
UTSRL. If UFV is not equal to UTSRL, we assert this fault. Hence these switches must open up simultaneously. ASME 2000 event.
Troubleshooting: Check that the limit switches are opening within one second of each other as the car approaches the top terminal
landing. If they are, then use diagnostics to determine the status of the inputs. Check voltage at top of associated input resistors on
SC-SB2K-H. When the inputs are ON, expect 5 VAC. When OFF, expect 0 VAC. If this is not the case, replace the SC-SB2K-H. If
voltages are good, swap associated ribbon cable and finally swap the SC-HDIO.
UNL REDUNDANCY FAULT (Hydro only) Direction Input Fault
Description: Input UNL checks the status of the UNL relay against the up normal limit switch when the doors are locked. We simply
compare input UNL against input UNLS. If UNL is not equal to UNLSL, we assert this fault. Hence these switches must open up
simultaneously. ASME 2000 Event.
Troubleshooting: Check that both the limit switch and relay are activating/deactivating within one second of each other as the car
approaches the top terminal landing. If they are, then use diagnostics to determine the status of the inputs. Check voltage at top of
associated input resistors on SC-SB2K-H. When the inputs are ON expect 5 VAC. When OFF expect 0 VAC. If this is not the case
replace the SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO
UP NORMAL LIMIT SWITCH OPEN Direction Input Fault

Description: A failure of a direction related input, relay or associated circuitry has been detected. If SAF=1 and DLK=1 and the car
is above the Up Normal Limit Switch (UNL=0), then this status is displayed. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Verify SAF=1 and DLK=1 and move
the car below the Up Normal Limit (UNL=1). In most cases we simply need to move the limit switch further into the terminal.
UPDIR REDUNDANCY FAULT (Traction only) Direction Input Fault

Description: A failure of a direction related input, relay or associated circuitry has been detected. Valid when SAF=1. Input UPDIR is
created by the SC-BASE(-D) board and represents resolved direction from the speed sensor. ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Input UPDIR must always be the
opposite of RUP. If the main processor detects that the resolved direction (UPDIR form SC-BASE(-D)) does not agree with the intended
direction (RUP from MP2 / PCA), the system is shut down with the UPDIR redundancy fault. Check that the UP LED on the
SC-BASE-D) is ON when car motion is up and OFF when car motion is down. Swap associated Ribbons cables between SC-BASE(-D)
and SC-HDIO, check 95 and 96 signals (0 to 55VDC), swap SC-BASE(-D) or SC-HDIO.
UPS REDUNDANCY FAULT Direction Input Fault
Description: A failure of a direction related input, relay or associated circuitry has been detected. Valid when SAF=1. Determines if
the up sense input (UPS) agrees with the intended direction (RUP) once the doors are closed and locked (DLK). ASME 2000 event.
Troubleshooting: See the note, GENERAL TROUBLESHOOTING TIPS, just prior to this table. Once DLK is ON (1), if UPS is ON
(1), then RUP must be OFF (0). If this is not the case, the system is shut down with the UPS redundancy fault. Check associated input
resistors, swap boards or ribbon cables to correct.
UTS REDUNDANCY FAULT (Hydro only) UTS Redundancy Fault

Description: Only for solid state starters. This input validates that the “Up To Speed” (UTS) signal is low (OFF) when either WYE or
DEL are OFF (0). If UTS is ON, we set this fault. For jobs with multiple starters, we have UTS1, UTS2, etc. ASME 2000 Event.
Troubleshooting. Use diagnostics to check on status of WYE, DEL and UTS as above. Check voltage at top of associated input
resistors on SC-SB2K-H. When the inputs are ON, expect 5 VAC. When OFF, expect 0 VAC. If this is not the case, replace the
SC-SB2K-H. If voltages are good, swap associated ribbon cable and finally swap the SC-HDIO.
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 5.3.6.3 ELEVATOR POSITION - The underlined section in this
display shows the current elevator position relative to the
D NORMAL OPERATI
PI 8 20:10110011
bottom. The number 1 denotes the lowest landing in the
elevator system.

5.3.6.4 COMPUTER INTERNAL MEMORY - The underlined

section in this display shows the computer's internal memory D NORMAL OPERATI
address (2 digits) and the data (8 digits) at that address. The PI 8 20:10110011
colon character (:) separates the address from the data. The
address is changed by first pressing the N pushbutton, then the + and ! pushbuttons.

Each of the 8 data digits (flags) corresponds to a particular elevator signal or condition. There
are 8 pieces of information about the elevator at each memory address. Each data digit is
either 1 or 0. 1 indicates the signal or condition is ON and 0 indicates it is off.

The Computer Internal Memory Chart (Table 5.4) indicates the meaning of these data digits at
different addresses.
D NORMAL OPERATI
For example, the internal memory display might look like this: PI 8 29:11110000
The address on the display is 29; the data at that address is
11110000. To figure out what this means, simply match up the data digits with row 29 of the
Computer Internal Memory Chart:

Display Data: 1 1 1 1 0 0 0 0
Row 29: DNDO LD DPD DDP UPDO LU UPD UDP

Notice that the DNDO, LD, DPD and DDP signals are ON and the UPDO, LU, UPD and UDP
signals are OFF.

TABLE 5.4 Computer Internal Memory Chart

FLAGS AND VARIABLES
ADD 8 7 6 5 4 3 2 1
10: DOLMR PHER DZR DOLR DBCR DOBR GEUR GEDR
11: TFAR DCR UCR CCR NDSR FDCR DHOR DOIR
12: DCFR DCPR DOFR LOTR GHTR HCTR CCTR SDTR
13: DOCR SER DCLCR CSBR DCCR NUDGR NDGBPSR DSHTR
20: DOLM PHE DZ DOL DBC DOB GEU GED
21: TFA DC UC CC NDS FDC DHO DOI
22: DCF DCP DOF LOT GHT HCT CCT SDT
23: DOC SE DCLC CSB DCC NUDG NDGBPS DSHT
24: VCI FRA FCS FRS DNS UPS STD/R0 STU/R1
25: SCE FCCC FCHLD HLI VCA EXMLT FWI PIC
26: LFP UFP NYDS CCH DIN DPR GTDE GTUE
27: HD FCOFF DHLD IND IN DLKS MLTP MLTDO
28: LLW DLK DDF SUD ISR INCF REAR LLI
29: DNDO LD DPD DDP UPDO LU UPD UDP
2A: DMD DCB UCB CCB DMU DCA UCA CCA
2B: TOS MLT VLT SST H HSEL DSH RUN

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 2C: DZP STC SAF HCR HCDX CCD ISV ISRT
2D: TEMPB UFQ DZORDZ FCSM FRM FRSS FRAS FRC
2E: SD SDA DSD BFD SU SUA USD TFD
2F: FRBYP FRON HYD1_TRC0 ECC CD ECRN EPR PFG
30: R4 R2 R3 FREE DEADZ DHLDI PH1 NDGF
31: CTLDOT CTLF CTL ALV EPSTP AUTO EPRUN EPI
33: API SAB TEST DHENDR DHEND CTST HOSPH2 HOSP
38: HML SLV CCC CNFG DLI DLW LWCE HLW
42: COMMUNICATION TIME-OUT ERROR COUNT
43: COMMUNICATION CHECKSUM ERROR COUNT

5.3.7 TROUBLESHOOTING USING THE COMPUTER'S INTERNAL MEMORY

Examining the computer memory (as in the example above) is a useful step in troubleshooting
elevator problems.It is possible to find out if the controller is receiving input signals correctly
and if it is sending out the proper output signals. It is also possible to look up each of the
computer output and input signals shown in the Job Prints.

The following example illustrates how to use Tables 5.4 and 5.5to check a signal in the
computer internal memory.

Example problem: the photo eye will not cause the doors to reopen.

Step 1: Look at Table 5.5. Find the abbreviation or mnemonic for Photo Eye input.
Table 5.5 shows that the mnemonic for Photo Eye input is PHE.

Step 2: Look for PHE on Table 5.5. Table 5.5 gives an Address (Addr) and Position for
each signal. This will show where to look for the signal on Table 5.4 and on the
computer display.

Table 5.5 shows that the Address of PHE is 20 and the Position is 7.
Step 3: Notice on Table 5.4 that PHE is indeed in Position 7 on row 20.

Step 4: Now that the Address and Position have been determined, look up the PHE signal
on the computer. First, change the address on the
display to address 20 (see Sections 5.3.2 and 5.3.3
for an explanation). Then, look at data bit number D NORMAL OPERATI
7 (from the right), which is underlined in the PI 8 20:10110000
following display:

This digit represents the computer's interpretation of the PHE signal. If the digit is 1, the
computer thinks that the PHE signal is ON. If the digit is 0 (as shown above), the computer
thinks that the PHE signal is OFF.

This information can be used to find the source of the problem. The diagnostic display will
show that the PHE input is ON when an obstruction is present which should interrupt the
photo eye beam. If this is the case, checking the voltage present on the PHE terminal will
show if the problem is inside or outside the controller.

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TABLE 5.5 Alphabetized Flags/Variables and Their Locations
FLAG Definition Addr Position FLAG Definition Addr Position
ALV Other car alive output 31 5 FRS Fire phase 1 input 24 5
API Alternate Parking Input 33 8 FRSS Fire phase 1 flag 2D 3
AUTO Emergency power auto output 31 3 FWI Fire warning indicator output 25 2
BFD Bottom floor demand flag 2E 5 GED Gong enable down output 20 1
CC Car call flag 21 5 GEDR Gong enable down output (rear) 10 1
CCA Car call above flag 2A 1 GEU Gong enable up output 20 2
CCB Car call below flag 2A 5 GEUR Gong enable up output (rear) 10 2
CCC Car call cancel input 38 6 GHT Gong hold timer flag 22 4
CCD Car call disconnect flag 2C 3 GHTR Gong hold timer flag (rear) 12 4
CCH Car call hold 26 5 GTDE Gong timer down enable 26 2
CCR Car call flag (rear) 11 5 GTUE Gong timer up enable 26 1
CCT Car call time flag 22 2 H High speed output 2B 4
CCTR Car call time flag (rear) 12 2 HCDX Hall call disconnect flag 2C 4
CD Car done flag 2F 4 HCR Hall call reject flag 2C 5
CNFG Configuration error flag 38 5 HCT Hall call door time flag 22 3
CSB Car stop switch bypass 23 5 HCTR Hall call door time flag (rear) 12 3
CSBR Car stop switch bypass (rear) 13 5 HD High speed delay flag 27 8
CTL Car to lobby input 31 6 HLI Heavy load input 25 5
CTLDOT Car to lobby door open timer 31 8 HLW Heavy load weigher flag 38 1
CTLF Car to lobby function 31 7 HML Home landing input 38 8
CTST Capture for test input 33 3 HOSP In car hospital emergency input flag 33 1
DBC Door close button input 20 4 HOSPH2 Hospital emergency phase 2 flag 33 2
DBCR Door close button (rear) 10 4 HSEL Hospital service select flag 2B 3
DC Down call flag 21 7 HYD1-TR0 Hydro/Traction flag 2F 6
DCA Down call above flag 2A 3 IN Inspection or access input 27 4
DCB Down call below flag 2A 7 INCF Independent service car call cancel 28 3
flag
DCC Door close complete flag 23 4 IND Independent service input 27 5
DCCR Door close complete flag (rear) 13 4 ISR In service and ready 28 4
DCF Door close function output 22 8 ISRT In service truly flag 2C 1
DCFR Door close function output (rear) 12 8 ISV In service flag 2C 2
DCLC Door close contact input 23 6 LD Level down input 29 7
DCLCR Door close contact input (rear) 13 6 LFP Lower parking floor flag 26 8
DCP Door close power output 22 7 LLI Light load input 28 1
DCPR Door close power output (rear) 12 7 LLW Light load weighing function input 28 8
flag
DCR Down call flag (rear) 11 7 LOT Lobby door time 22 5
DHENDR Door hold end rear 33 5 LOTR Lobby door time (rear) 12 5
DDF Double ding function flag 28 6 LU Level up input 29 3
DDP Down direction preference flag 29 5 LWCE Load weighing change enable flag 38 2
DEADZ Dead zone flag 30 4 MLT Motor limit timer flag 2B 7
DHEND Door hold end 33 4 MLTDO Motor limit timer door open 27 1
DHLD Door hold input flag 27 6 MLTP Motor limit timer pilot flag 27 2
DHLDI Normal door hold input flag 30 3 NDGBPS Nudging bypass flag 23 2
DHO Door hold open flag 21 2 NDGBPSR Nudging bypass flag (rear) 13 2
DHOR Door hold open flag (rear) 11 2 NDGF Nudging function flag 30 1
DIN Door open inactive 26 4 NDS Hall door timer non-shorten 21 4
DLI Dispatch Load Input 38 4 NDSR Hall door timer non-shorten (rear) 11 4
DLK Door lock input 28 7 NUDG Nudging output 23 3
DLKS Door lock store bit 27 3 NUDGR Nudging output (rear) 13 3
DLW Dispatch load weighing function 38 3 NYDS New York door shortening flag 26 6
DMD Demand down flag 2A 8 PFG Passing floor gong output 2F 1
DMU Demand up flag 2A 4 PH1 Phase 1 return complete flag 30 2
DNDO Down direction output 29 8 PHE Photo eye input 20 7

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 FLAG Definition Addr Position FLAG Definition Addr Position
DNS Down direction sense input 24 4 PHER Photo eye input (rear) 10 7
DOB Door open button input 20 3 PIC PI correction flag 25 1
DOBR Door open button input (rear) 10 3 R2 Absolute floor encoding #2 30 7
DOC Door open command 23 8 R3 Absolute floor encoding #3 30 6
DOCR Door open command (rear) 13 8 R4 Absolute floor encoding #4 30 8
DOF Door open function output 22 6 REAR Rear door flag 28 2
DOFR Door open function output (rear) 12 6 RUN Run flag 2B 1
DOI Door open intent flag 21 1 SAB Sabbath input 33 7
DOIR Door open intent flag (rear) 11 1 SAF Safety string input 2C 6
DOL Door open limit input 20 5 SCE Stepping correction enable 25 8
DOLM Door open limit memory flag 20 8 SD Supervisory down flag 2E 8
DOLMR Door open limit memory flag (rear) 10 8 SDA Down direction arrow 2E 7
DOLR Door open limit (rear) 10 5 SDT Short door time flag 22 1
DPD Down previous direction 29 6 SDTR Short door time flag (rear) 12 1
DPR Door protection timer flag 26 3 SE Safety edge input 23 7
DSD Down slow down input 2E 6 SER Safety edge input (rear) 13 7
DSH Door shortening flag 2B 2 SLV Stable slave flag 38 7
DSHT Door shortening flag 23 1 SST Soft stop timer flag 2B 5
DSHTR Door shortening flag (rear) 13 1 STC Stepping complete flag 2C 7
DZ Door zone input 20 6 STD/R0 Step down input/absolute floor 24 2
encoding #0
DZORDZ Front or rear door zone input 2D 6 STU/R1 Step up input/absolute floor 24 1
encoding #1
DZP Door zone previous 2C 8 SU Supervisory up flag 2E 4
DZR Door zone input (rear) 10 6 SUA Up direction arrow 2E 3
ECC Excess car calls flag 2F 5 TEMPB Temporary bit 2D 8
ECRN Emergency car run flag 2F 3 TEST Test switch input 33 6
EPI Emergency power input flag 31 1 TFA Timing function active 21 8
EPR Emergency power return 2F 2 TFAR Timing function active (rear) 11 8
EPRUN Emergency power run input 31 2 TFD Top floor demand flag 2E 1
EPSTP Emergency power stop input 31 4 TOS Timed out of service flag 2B 8
EXMLT External Motor Limit Timer 25 3 UC Up call flag 21 6
FCCC Fire phase 2 car call cancel 25 7 UCA Up call above flag 2A 2
FCHLD Fire phase 2 hold 25 6 UCB Up call below flag 2A 6
FCOFF Fire phase 2 off 27 7 UCR Up call flag (rear) 11 6
FCS Fire phase 2 input 24 6 UDP Up direction preference 29 1
FCSM Fire service phase 2 input memory 2D 5 UFP Upper parking floor flag 26 7
FDC Door fully closed phase 2 21 3 UFQ Up first qualifier flag 2D 7
FDCR Door fully closed phase 2 (rear) 11 3 UPD Up previous direction 29 2
FRA Alternate Fire service phase 1 input 24 7 UPDO Up direction output 29 4
FRAS Alternate fire flag 2D 2 UPS Up direction sense input 24 3
FRBYP Fire phase 1 bypass input flag 2F 8 USD Up slow down input 2E 2
FRC Fire phase 2 flag 2D 1 VCA Viscosity active 25 4
FREE No demand and in service 30 5 VCI Viscosity Input 24 8
FRM Fire service phase 1 flag 2D 4 VLT Valve limit timer 2B 6
FRON Fire phase 1 on input flag 2F 7

5.3.8 TROUBLESHOOTING SPECIFIC PROBLEMS

This section will describe how to solve some specific problems by using the computer panel.

5.3.8.1 PROBLEM: THE BFD/TFD ERROR MESSAGE IS FLASHING ON THE DISPLAY -

As shown in Table 5.2, the message means that there is either a Bottom Floor Demand or a
Top Floor Demand. The controller is trying to establish the position of the car by sending it to
either the bottom or top floor.

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 NOTE: If the controller has the Absolute Floor Encoding feature, then the controller
can establish the position of the car as soon as the car reaches any door
zone. The car does not have to travel to a terminal landing to establish the
position of the car.

It is normal for the BFD/TFD message to appear on the display right after power up, after the
car is taken off Inspection, or after the COMPUTER RESET button is pressed. However, in all
of these cases, the BFD/TFD message should be cleared quickly and then it should not be
seen again as the car runs on Normal service.

If the BFD/TFD message is flashing for no apparent reason, take the following steps:

The first step in troubleshooting is to decide which of the following scenarios applies:

Scenario A: The car is stuck at the bottom floor with the BFD/TFD error message flashing
constantly.

-OR-

Scenario B: The car runs normally until it reaches the top floor, then the BFD/TFD error
message flashes and the car goes to the bottom floor. When it reaches the
bottom, the message is cleared and the car functions normally until it again
reaches the top floor.

-OR-

Scenario C: The car runs normally until it reaches the bottom floor. Then the BFD/TFD
error message flashes and the car goes to the top. After it gets there, the
message is cleared and the car runs normally until it again reaches the bottom
floor.

WHAT TO DO FOR SCENARIO A:

A Bottom Floor Demand should be cleared when all of the following conditions are met:
1. The car is at the bottom and the Down Slow Down (DSD) input to the controller is OFF.
2. The Door Zone (DZ) input to the controller is ON.
3. The Door Lock (DLK) input to the controller is ON.

Look up the DSD, DZ and DLK signals in the computer memory (see Section 5.3.7 for an
explanation). When the car is at the bottom floor with the doors locked, the correct values for
these signals in the computer memory are as follows:

DSD = 0 (OFF)
DZ = 1 (ON)
DLK = 1 (ON)

If there is a different value for any of the 3 signals, check the wiring associated with that
particular signal.

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 For example, if the DSD signal is equal to 1 (ON) in the computer memory, inspect the DSD
input wiring, including the Down Slow Down limit switch. The Down Slow Down switch contacts
should be open when the car is at the bottom.

WHAT TO DO FOR SCENARIO B: In this situation, the USD input is usually the problem.
Look at the USD signal in the computer memory (Address 2E, Position 2). USD should be ON
except when the car is at the top; then it should be OFF. If the signal is not following this rule,
then inspect the wiring associated with the USD input, including the Up Slow Down limit switch.
The Up Slow Down switch contacts should be open when the car is at the top.

WHAT TO DO FOR SCENARIO C: In this situation, the DSD input is usually the problem.
Look at the DSD signal in the computer memory (Address 2E, Position 6). DSD should be ON
except when the car is at the bottom; then it should be OFF. If the signal is not following this
rule, then inspect the wiring associated with the DSD input, including the Down Slow Down limit
switch. The Down Slow Down switch contacts should be open when the car is at the bottom.

5.3.8.2 PROBLEMS WITH CALLS - See Section 6.3, for Call Logic and Troubleshooting of
call circuits.

5.3.8.3 PROBLEMS WITH DOORS - See Section 6.2, which explains how to use computer
memory to solve door problems.

5.3.9 SETTING PARAMETERS (OPTIONS) TO DEFAULT VALUES

There are occasions when it is necessary to set the parameters (options) to their default
values. Setting the parameters to their default values is usually required when:
• The MC-PCA and/or MC-PA software is changed (EPROMS changed), e.g. MC-PCA
software changed from version 5.02.xxxx to version 5.03.xxxx.
• RAM memory becomes corrupted. This sometimes happens due to lightening.
• Changes to Communication Port settings on the MC-PCA require that the MC-PA
parameters be set to their default values.

To set the MC-PCA parameters to their default values:

1. Place the car on Machine Room Inspection.
2. Place function switches F1, F3, F5 and F7 in the On (up) position.
3. Press all four pushbuttons (N, S, +, -) at the same time.
4. Using the settings shown in Appendix A, Original Programmed Values and the Record
of Changes, reprogram the values that are different from the default values.

To set the MC-PA parameters to their default values:

1. Place function switches A1, A3, A5 and A7 in the On (up) position.
2. Press the Reset button on the MC-PA board.
3. Keep function switches A1, A3, A5 and A7 in the On (up) position for about 30 seconds
or until the CRT terminal reinitializes.
4. If you have a CRT terminal, verify that parameters are correct (security and/or CMS
parameters must be reprogrammed).

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5.4 PROGRAM MODE
This section will explain how to use Program mode. Enter Program
mode by moving the F1 switch on the computer board to the up
position. Program mode can be used to program the controller to
meet the requirements of the elevator such as, the selection of stops
and fire floors, or changing timer values and selecting options such
Program mode
as nudging. The PHC controller has already been programmed at
MCE. Usually, the controller does not have to be programmed during
the initial installation. Program mode can be used later to modify the
elevator operation.

Refer to the Programming Record in the Job Prints for a list of the options and values
programmed into the controller at MCE. If you choose, you may copy these values into the
space provided in Appendix A.

NOTE: If any changes are made using Program mode, record them in writing
for future reference (use Appendix A).

5.4.1 GENERAL DESCRIPTION OF PROGRAM MODE

The car must be on Inspection before Program mode can be used. Messages will appear on
the computer board display. Use the N and S pushbuttons below the display to find and select
options and to change values. The next several subsections describe in detail how to use
Program mode.

5.4.1.1 VIEWING MENUS ON THE LCD DISPLAY - All of the programmable options and
features are divided into menus. The following is a list of all of the menus:

• Basic Features Menu • Gongs/Lanterns Menu • Fire Service Menu

• Spare Inputs Menu • Door Operation Menu • Spare Outputs Menu
• Timer Menu • Extra Features Menu

For each menu, there is a Menu Message on the display. To

look at these Menu Messages, enter Program mode by PROGRAM MODE
moving the F1 switch to the up position. The Start Message
PRESS N TO BEGIN
will appear:

Press the N pushbutton, and release it.

The first Menu Message will appear: * BASIC FEATURES *

* MENU *

Press the N pushbutton again, the next Menu message will * FIRE SERVICE *
appear:

Hold down the N pushbutton, each Menu Message will

appear, one at a time. Finally, the Start Message will appear again.

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 5.4.1.2 VIEWING OPTIONS WITHIN A MENU - The options *DOOR OPERATION *
can be viewed inside a particular menu by pressing the S * MENU *
pushbutton when the Menu Message appears on the display.
For example, to look at the options in the Door Operation
Menu, first press the N pushbutton until the Door Operation
Menu Message appears:
NUDGING? YES
Press the S pushbutton. The following display will appear:

To view the next option, press the N pushbutton. Hold down the N pushbutton to scroll through
the options. Eventually the Menu Message will reappear, or to return directly to the Menu
Message while the options are displayed, press the N and '+' pushbuttons at the same time.
Press the S pushbutton to see the options for that same menu again, or press the N pushbutton
to go on to the next menu.

5.4.1.3 CHANGING A VALUE - For each option that appears, the value can be changed by
pressing the S pushbutton. While in the Timer, Spare Inputs and Spare Outputs menus,
pressing and holding the S pushbutton for five seconds causes the display to scroll through the
values at a faster rate. Also, in those same menus, pressing the S and '-' pushbuttons at the
same time will cause the display to scroll backwards and pressing the S and '+' pushbuttons
at the same will reset the option to NOT USED. To return directly to the Menu Message while
the values or options are displayed, press the N and '+' pushbuttons at the same time.

Going back to the previous example in which the Nudging NUDGING? YES
option was on the display:

Pressing the S pushbutton to changes Nudging to NO: NUDGING? NO

5.4.1.4 SAVING THE NEW VALUES - Whenever options or

values are changed in Program mode, this information must * SAVE CHANGES? *
be saved in the computer's memory. When the changes are * N=NO S=YES *
complete, press the N pushbutton until the following message
appears:

Press the S pushbutton to save the changes and the following SAVE COMPLETE:
display will appear: N = CONTINUE

Now press the N pushbutton, and the Start Message will appear again. When programming
is complete, move the F1 switch back to the down position.

NOTE: If the values have not been saved, they will be lost when F1 is switched back
to OFF (down) position. Make sure to keep an account of saved changes
on the record provided in Appendix A.

5.4.1.5 RESTORING ORIGINAL VALUES - When using Program mode, if some values have
been changed, but then you decide to go back to the old values, exit Program mode without
saving the changes. Move the F1 switch back to the down position and the original values will
be restored.

5.4.1.6 STEP-BY-STEP EXAMPLE - Table 5.6 is a step-by-step example of using Program

mode. In this example, the Fire Phase 1 Alternate floor will be changed. Similar steps can be
taken to change any option.

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TABLE 5.6 Using the Program Mode
Example: Changing Fire Phase 1 Alternate floor from 1 to 3
STEPS TO TAKE SECTION of
DISPLAY MENUS AND SUB-MENUS
MANUAL
D INSPECTION OP
Put car on Inspection
PI 8 20:1011000
PROGRAM MODE
Flip F1 switch Up
PRESS N TO BEGIN
*BASIC FEATURES*
Press N button for Next 5.4.2
* MENU *
* FIRE SERVICE *
Press N button for Next 5.4.3
* MENU *
FIRE SERVICE
Press S button for Select 5.4.3.1
OPERATION? YES
FIRE PHASE 1
Press N button for Next 5.4.3.2
MAIN FLOOR = 1
FIRE PHASE 1
Press N button for Next 5.4.3.3
ALT. FLOOR = 2
Press S button to select next
available value. If you pass the FIRE SVCE. CODE
5.4.3.3
desired value, press S until the ALT. FLOOR = 3
desired value appears again.
FIRE SVCE. CODE
Press N button for Next 5.4.3.4
XXXX
BYPASS STOP SW.
Press N button for Next 5.4.3.5
ON PHASE 1? YES
Press N button to scroll through any remaining Fire Service sub-menus.
* FIRE SERVICE *
Press N button for Next
* MENU *
*DOOR OPERATION*
Press N button for Next 5.4.4
* MENU *
* TIMER *
Press N button for Next 5.4.5
* MENU *
*GONGS/LANTERNS*
Press N button for Next 5.4.6
* MENU *
* SPARE INPUTS *
Press N button for Next 5.4.7
* MENU *
* SPARE OUTPUTS*
Press N button for Next 5.4.8
* MENU *
*EXTRA FEATURES*
Press N button for Next 5.4.9
* MENU *
* SAVE CHANGES?*
Press N button for Next
* N=NO S=YES *
SAVE COMPLETE:
Press S button to Save
N= CONTINUE
PROGRAM MODE
Press N button for Next
PRESS N TO BEGIN
Flip F1 switch Down and take
The new options are stored and are now in effect.
car off of Inspection

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5.4.2 BASIC FEATURE MENU OPTIONS

5.4.2.1 SIMPLEX OR DUPLEX? - The controller has been programmed at the factory for
either simplex or duplex capability.

If the controller has simplex capability, it can only operate a single car as a simplex. The
Simplex/Duplex option message will not appear on the display.

If the controller has duplex capability, then it can operate a single car as a simplex, or it can be
connected to a second PHC controller and the 2 controllers can operate 2 cars as a duplex.

Both PHC controllers must have duplex capability for this arrangement to work. Also, the
Simplex/Duplex option on each controller must be set to duplex.

5.4.2.2 OPERATION (DISPATCHING OPERATION) - For simplex operation, there are 3

dispatching operations to choose from: Selective Collective, Single Button Collective, or Single
Automatic Pushbutton. Each operation is described below.

Selective Collective - Choose this operation if there is an UP and DOWN button at

each landing station except for the top floor (DOWN button only) and bottom floor (UP
button only) and any number of calls can be registered at one time.

Single Button Collective - Choose this operation if there is only 1 call button at each
landing station and any number of calls can be registered at one time.

Single Automatic Pushbutton - Choose this operation if there is only 1 call button at
each landing station and only 1 call can be registered and/or serviced at a time.

NOTE: If either Single Button Collective or Single Automatic Pushbutton operation

is selected, then one of the spare output terminals should be used for an
INDFRC output. This output is used to cut out the hall calls during Fire
Service and Independent Service (see Section 5.4.8 for more details). Refer
to the Job Prints for information on using the INDFRC output to cut out hall
calls.

For duplex operation, the dispatching scheme is always Selective Collective. Therefore, the
Operation option message will not appear on the display if the duplex option has been selected.

5.4.2.3 TOP LANDING SERVED? (simplex) / TOP LANDING FOR THIS CAR? (duplex) -
Set this option to the highest floor served by this car.

5.4.2.4 CAR DOORS ARE WALK-THRU? (simplex) / THIS CARS DOORS WALK-THRU?
(duplex) - Set this option to YES if independent (walk-through) doors are served by this car.

5.4.2.5 CAR SERVES FRNT/FLR 1? (simplex) /THIS CAR SERVES FRNT/FLR 1? (duplex) -
Setting this option to YES indicates that this car is eligible to serve a front opening at this floor.
This option will continue to be asked until the top landing is reached. Press the '+' pushbutton
to scroll through the available landings. Press the N pushbutton for the next option.

5.4.2.6 CAR SERVES REAR/FLR 1? (simplex) / THIS CAR SERVES REAR/FLR 1?

(duplex) - Setting this option to YES indicates that this car is eligible to serve a rear opening
at this floor. This option will not be displayed if option 5.4.2.4 is set to NO. This option inquiry

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 will continue until the top landing is reached. Press the '+' pushbutton to scroll through the
available landings. Press the N pushbutton for the next option.

For a duplex, option inquiries for 5.4.2.4 through 5.4.2.6 must be answered for both cars. Each
message will ask what the other car’s top landing is, if it serves rear floors, etc. Again, select
YES if the other car of the duplex serves that floor and NO if the other car does not. Both
controllers in a duplex need to be programmed with this information.

5.4.2.7 PARKING FLOOR - Any landing can be selected to be the parking floor. The car will
go to the parking floor when it is free of call demand. In addition, there is a Parking Delay
Timer that will cause a free car to wait for a short time before parking. The timer is adjustable,
with a value between 0.0 minutes (no delay) and 6.0 minutes (see Section 5.4.5.10 for more
details). If the parking feature is not needed, choose NONE when the Parking Floor option
message is on the display. The car will stay at the last call answered.

5.4.2.8 ALT. PARKING FLOOR - This option is available only when the API input is
programmed and a parking floor is set. Any landing can be selected to be the alternate parking
floor. This car will go to the alternate parking floor when it is free of call demand and the API
input is active.

5.4.2.9 SECONDARY PARKING FLOOR - This option is for duplex systems only. Any landing
can be selected to be the secondary parking floor. The car will go to this floor when it becomes
free of call demand and the other car is already parked at the first parking floor. It is acceptable
to make the secondary parking floor the same as the first parking floor, if both cars are to park
at the same floor. If a second parking floor is not needed, choose NONE when the Secondary
Park Floor option message is on the display. Then, the first free car will go to the first parking
floor, but the second car will stay at the last call answered.
5.4.2.10 LOBBY FLOOR - Any landing can be selected to be the Lobby Floor. When the car
answers either a hall or car call at this floor, the doors will stay open until the Lobby Door Timer
elapses (the Lobby Door Timer is adjustable, see Section 5.4.5.4). NOTE: The Lobby Floor
is also used for CTL input.

5.4.2.11 CAR IDENTIFIER - This option is for duplex systems only. Its purpose is to specify
which controller is assigned to car A and which controller is assigned to car B. This is primarily
used for controllers that use a peripheral device such as a CRT.

5.4.2.12 NUMBER OF IOX BOARDS? - Program the number of HC-IOX boards installed in
the controller (valid range is 0 to 4).

5.4.2.13 NUMBER OF I4O BOARDS? - Program the number of HC-I4O boards installed in
the controller (valid range is 0 to 3).

5.4.2.14 NUMBER OF AIOX BOARDS? - Program the number of HC-AIOX boards installed
in the controller (valid range is 0 or 1).

5.4.3 FIRE SERVICE MENU OPTIONS

5.4.3.1 FIRE SERVICE OPERATION? - If Fire Service operation is not required, then this
option should be set to NO. Otherwise, if set to YES, the options below will appear on the LCD
display.

5.4.3.2 FIRE PHASE 1 MAIN FLOOR - Any landing can be selected to be the Main Fire Return
Floor for Fire Service.

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 5.4.3.3 FIRE PHASE 1 ALT. FLOOR - Any landing can be selected to be the Alternate Fire
Return Floor for Fire Service.

5.4.3.4 FIRE SVCE. CODE - The Fire Service Operation will conform to the selected fire
service code. The fourteen different codes to choose from are:

1. CHICAGO (OLD) 9. CITY OF HOUSTON

2. VET ADMIN (Veterans' Administration) 10. AUSTRALIA
3. NYC RS-18 11. CITY OF DETROIT
4. ANSI A17.1 -89> 12. MASSACHUSETTS
5. CALIF. TITLE 8 13. ANSI A17.1 85 - 88
6. HAWAII 14. CITY OF DENVER
7. CSA B44-M90 15. CHICAGO 2001
8. 34 PA CODE, CH. 7 16. A17.1-2000

5.4.3.5 FIRE PHASE I 2ND ALT. FLOOR - This option is available for Detroit Fire Code only.
Any landing can be selected to be the 2nd alternate fire return floor.

5.4.3.6 BYPASS STOP SW. ON PHASE 1? - This option was added to keep the stop switch
from being bypassed on Fire Phase I. With this option set to NO, the CSB output will not come
ON as the car is returning on Fire Phase I.

5.4.3.7 HONEYWELL FIRE OPERATION? (YES/NO) - This option is only available if the FIRE
SVCE. CODE option is set to AUSTRALIA (see section 5.4.3.4). If this option is set to YES
then the Australia fire code will conform to Honeywell’s requirements. If this option is set to NO
then the controller will conform to standard Australia code.

5.4.3.8 NEW YORK CITY FIRE PHASE 2 AND ANSI 89? (YES/NO) - This option is only
available if the FIRE SVCE. CODE option is set to ANSI A17.1 89 (see section 5.4.3.4). If this
option is set to YES then the ANSI A17.1 89 Fire Code will conform to New York City Fire Code
requirements when on Fire Phase 2. If this option is set to NO then the controller will conform
to standard ANSI A17.1 89 Fire Code.

5.4.3.9 WHITE PLAINS, NY FIRE CODE? - This option is only available if the FIRE SVCE.
CODE option is set to ANSI17.1 89 (see Section 5.4.5.4). The city of White Plains requires that
if fire phase one is still in effect, the car can exit fire phase two regardless of the position of the
doors. Setting this option to YES will comply with this requirement.

5.4.3.10 MASS 524 CMR FIRE CODE? (YES/NO) - This option is only available if the “FIRE
SVCE. CODE” option is set to “A17.1 - 2000". If this option is set to YES, the ASME A17.1-
2000 fire code will conform to the Massachusetts 524 CMR requirements. If this option is set
to NO, the controller will conform to the standard ASME A17.1-2000 code.

5.4.4 DOOR OPERATION MENU OPTIONS

5.4.4.1 NUDGING? - This option causes Nudging Operation to occur when the doors are
prevented from closing. During Nudging Operation, the controller will turn ON the NUDG
output, to signal the door operator to close the doors at a reduced speed. The NUDG output
will stay ON for the amount of time the Nudging Timer is set, and then cycle off for the same
amount of time. This cycle will continue until the doors have become fully closed. The NUDG
output can also be used to activate a buzzer. The PHE (Photo Eye) input will be ignored during
nudging, if the Stuck Photo Eye Protection option has been selected (see Section 5.4.4.2). A
Safety Edge or Door Open Button input will stop the doors from closing, but will not reopen the
doors fully. Nudging Operation will begin when the Nudging Timer elapses. The Nudging

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 Timer starts when the regular door timer elapses. The Nudging Timer is adjustable, with a
value between 10 and 60 seconds (see Section 5.4.5.5).

5.4.4.2 STUCK PHOTO EYE PROTECTION? - This option causes the controller to ignore the
PHE (Photo Eye) input and to close the doors. The PHE input will be ignored when the
Nudging Timer elapses, if the Nudging option is selected or when the Time Out of Service
Timer elapses, whichever comes first. If the Nudging option is not selected, then the PHE input
will be ignored when the Time Out of Service Timer elapses (see Section 5.4.5.6 for more
details).

If the Stuck Photo Eye Protection option is not selected, a PHE input that is stuck ON will keep
the doors open indefinitely.

5.4.4.3 SEQUENTIAL DOOR OPER. (F/R)? - This option is available only if independent rear
doors are present. If this option is set to YES then the front and rear doors of the car do not
open at the same time. Whenever the controller receives a front and rear call to the same
landing, the car will, upon reaching that landing, first open the front doors and close them, then
open the rear doors and close them. The default is to open the front doors first unless the rear
doors have already started to open.

5.4.4.4 CAR CALL CANCELS DOOR TIME? - If this option is selected, pressing a car call
button when the doors are fully open will cause the doors to start closing. There is one
exception. If the car is stopped at a floor, pressing the car call button for that same floor will
not cause the doors to close, but will cause the doors to reopen if they are in the process of
closing.

5.4.4.5 NUDGING DURING FIRE PH. 1? - If this option is selected, the controller will turn ON
the NUDG output while the doors are closing during Fire Phase 1. The NUDG output signals
the door operator to close the doors at a reduced speed. This option is useful for elevators that
do not have mechanical safety edges. During Fire Phase 1, all smoke sensitive reopening
devices must be disabled. This includes photo eyes and other devices that use infrared
beams. If there are no other reopening devices active, then the doors should be closed at
reduced speed.

5.4.4.6 RETIRING CAM OPTION? - This option should be selected for elevators with retiring
cams. This option affects the car only when it is sitting at a floor. Without this option, the
controller will wait until the doors are closed and locked before it turns OFF the door close
signal. However, if the elevator has a retiring cam, the doors will not be locked until the retiring
cam is activated.

If this option is selected, the controller will turn OFF the door close signal when the doors are
closed instead of waiting for the doors to be locked. More precisely, the controller will turn OFF
the door close output signal (DCF) when the DCLC (Doors Closed Contact) input is ON or
when the DCL (Door Close Limit) input is OFF, instead of waiting for the DLK (Door Lock) input
to turn ON.

5.4.4.7 PRE-OPENING? - If this option is selected, the controller will begin to open the doors
just before the car completely stops at a floor. More precisely, the controller will turn ON the
DOF (Door Open Function) output signal when the DZ (Door Zone) input turns ON. Typically,
the DZ input first turns ON when the car is about 3 inches away from the final stopping point.
This option is not recommended for elevators that may spend an extended period of time in
leveling.

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 5.4.4.8 MECHANICAL SAFETY EDGE? - If this option is selected, the Nudging Operation will
cycle until the doors are fully closed. Otherwise, the nudging function will operate continuously
to comply with code requirements where a door reopening device is not used (see Section
5.4.4.1 for more details).

5.4.4.9 NUDGING OUTPUT/BUZZER ONLY? - If this option is selected with the Nudging
option, the NUDG output will be activated when the Nudging Timer elapses. However, if either
the Mechanical Safety Edge or the Door Open button is activated, the doors will stop and
reopen fully. If this option is not selected, the doors will simply stop under these
circumstances, but will not reopen fully. This option may be useful when only a nudging buzzer
is required, but the actual Nudging Operation is not needed (see Section 5.4.4.1 for more
details).

5.4.4.10 D.C.B. CANCELS DOOR TIME? - When the doors are fully open, this option will
cancel any pre-existing door time and cause the doors to start closing when the Door Closed
button is pressed.

5.4.4.11 LEAVE DOORS OPEN ON PTI/ESS? - With this option set and either the Power
Transfer (PTI) input or the Elevator Shutdown Switch (ESS) input selected and active, once the
car has stopped at a floor, the doors will remain open instead of cycling closed.

5.4.4.12 NUDGING DURING FIRE PHASE 2? - If this option is selected, the controller will turn
ON the NUDG output while the doors are closing during Fire Phase 2. The NUDG output
signals the door operator to close the doors at reduced speed.

5.4.4.13 DIR. PREFERENCE UNTIL DLK? - This option causes the car to maintain its
present direction preference until the doors are fully closed. Otherwise, the direction
preference is maintained only until the door dwell time expires.

5.4.4.14 FULLY MANUAL DOORS? - Set this option to YES whenever the doors are opened
and closed manually versus automatically.

5.4.4.15 CONT. D.C.B. TO CLOSE DOORS? - When this option is set to YES, the doors will
remain open while the car is at a landing until the Door Close button is pressed. While the
Door Close button is pressed, the doors will continue to close. If the Door Close button is
released before the doors have closed fully, the door will re-open.

5.4.4.16 CONT. D.C.B. FOR FIRE PH 1? - When set to YES, the doors will remain open when
the car goes on Fire Phase 1 until constant DCB forces them closed.

5.4.4.17 MOMENT. D.O.B. DOOR OPENING ? - This option is used to require the momentary
pressure on the Door Open Button (DOB) to open the doors. If set to NO, momentary pressure
on the DOB is not required to open the doors when the car reaches a landing. The doors open
automatically in response to a call.
5.4.4.17.1 MOMENT D.O.B. FOR: (FRONT CALLS/ REAR CALLS/ BOTH CALLS) -
Choose whether front calls, rear calls or both calls need momentary D.O.B.
C FRONT CALLS - this option necessitates that DOB be pressed when the car
responds to front door calls. Rear door calls are not affected.
C REAR CALLS - this option necessitates that DOB be pressed when the car
responds to rear door calls. Front door calls are not affected.
C BOTH CALLS - this option necessitates that DOB be pressed when the car
responds both front and rear door calls.

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 5.4.4.17.2 MOMENT D.O.B. FOR: (HALL CALLS/ CAR CALLS/ ALL CALLS) - Choose
whether hall calls, car calls or all calls need momentary D.O.B.
C HALL CALLS - this option necessitates that DOB be pressed when the car
responds to hall calls. Car calls are not affected.
C CAR CALLS - this option necessitates that DOB be pressed when the car
responds to car calls. Hall calls are not affected.
C ALL CALLS - this option necessitates that DOB be pressed when the car
responds to both hall calls and car calls.

5.4.4.18 DOORS TO OPEN IF PARKED: (NONE/FRONT/REAR/BOTH) - If set to NONE, the

doors remain closed while the car is parked. When set to FRONT, REAR, or BOTH, the
corresponding doors automatically open and remain open while the car is parked. This option
is available only if a parking floor is programmed in the Basic Features menu. BOTH option is
not available if the car is programmed for sequential door operation. See Section 5.4.4.3 for
more details.

5.4.4.19 DOORS TO OPEN ON MAIN FIRE? - The choices for this option are FRONT, REAR
and BOTH. This option determines which door(s) should open once the car has completed a
Main Fire return (only if option 5.4.2.4 is set to YES).

5.4.4.20 DOORS TO OPEN ON ALT FIRE? - The choices for this option are FRONT, REAR
and BOTH. This option determines which door(s) should open once the car has completed an
Alternate Fire return (only if option 5.4.2.4 is set to YES).

5.4.4.21 LEAVE DOORS OPEN ON CTL? - When set to YES, and the CTL (car to lobby)
input is active, once the car has returned to the lobby, the doors will remain open instead of
cycling closed.

5.4.4.22 LIMITED DOOR RE-OPEN OPTION - Once the doors begin to close after a door
dwell time has expired, if a re-opening device input (PHE or SE) is seen, this option will allow
the doors to re-open as long as the re-opening device is active. Once the re-opening device
is inactive, the doors will immediately begin to close again. Without this option set, in this same
case, the doors will re-open fully for a short door time and then close.

5.4.4.23 REDUCE HCT WITH PHOTO EYE - This option will cause a normal hall call time to
be shortened to a short door time if a photo eye input is seen.

5.4.4.24 LEAVE DOORS OPEN ON EPI - When set to YES, and EPI (Emergency Power)
input is active, once the car returns to the emergency power return floor, the doors are left
open instead of cycling closed.

5.4.4.25 DOORS TO OPEN IF NO DEMAND: (NONE/FRONT/REAR/BOTH) - When set to

NONE, the doors remain closed when the car is at a landing with no demand. When set to
FRONT, REAR, or BOTH, the corresponding doors automatically open and remain open when
the car is at a landing with no demand. BOTH option is not available if the car is programmed
for sequential door operation. See Section 5.4.4.3 for more details.

5.4.4.26 CONST. PRESS OP. BYPASS PHE? - This option is used to indicate if Constant
Pressure Operations, such as Independent Service, Attendant Service, or if the Constant
Pressure Door Close option is set to YES, should bypass the Photo Eye when the Photo Eye
is active and there is a demand to close the doors and move the car. When set to YES, the car
will bypass the Photo Eye and nudge the doors closed. When set to NO, the car will not bypass
the Photo Eye; the doors will remain open until the Photo Eye is cleared.

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 5.4.4.27 DOOR TYPE IS HORIZONTAL / VERTICAL - This option is used to indicate if the
doors open horizontally or vertically. When set to vertical, requires constant pressure on the
door close button (DCB) to shut the doors when exiting Fire Phase 2 away from the recall floor
with Fire Phase 1 active (ASME A17.1 requirement).

5.4.4.28 FRONT DOOR MECH. COUPLED? YES/ NO - Set to YES if the front car gate is
mechanically coupled to the hallway doors. To satisfy A17.1-2000 code requirements, this
option is used to qualify the HD Redundancy fault when the Retiring Cam Option (Section
5.4.4.6) is set to YES and this option is set to YES.

5.4.4.29 REAR DOOR MECH. COUPLED? YES/ NO - Set to YES if the rear car gate is
mechanically coupled to the hallway doors. To satisfy A17.1-2000 code requirements, this
option is used to qualify the HDR Redundancy fault when the Retiring Cam Option (Section
5.4.4.6) is set to YES and this option is set to YES.

5.4.4.30 PREVENT DCP TIL DOORS CLOSE? - When this option is set to YES, the DCP
output will not be generated until the doors close and a demand is present. Set this option to
YES when it is required that the doors be fully closed before asserting DCP, e.g., when DCP
is used to power the retiring cam RC relay, DCP should be asserted only after the doors have
fully closed as indicated by the DCL input.

5.4.4.31 MOMENT. D.C.B TO CLOSE DOORS? YES/NO - When this option is set to “YES”
a momentary push on the door close button is required to allow the doors to close while on
normal operation.

5.4.4.32 DOORS TO LATCH DOF? FRONT/REAR/BOTH/NONE - This option would maintain

the Door Open Function on the selected doors continuously as long as a door closing
command is absent.

5.4.4.33 DOORS TO LATCH DCF? FRONT/REAR/BOTH/NONE - This option would maintain

the Door Close Function on the selected doors continuously as long as a door opening
command is absent.

5.4.4.34 INV. DOOR CLOSE LIMIT? NONE/ FRONT/ REAR/ BOTH - Set this option for doors
that require inverted door close limit input logic (DCL and/or DCLR). When this option is set,
the DCL and/or DCLR inputs must be active when the doors are closed and inactive when the
doors are open.

5.4.5 TIMER MENU OPTIONS

5.4.5.1 SHORT DOOR TIMER (Range: 0.5-120.0 Seconds) - This is the length of time the
doors will stay open after being reopened by the Photo Eye, Safety Edge or Door Open button.

5.4.5.2 CAR CALL DOOR TIMER (Range: 0.5-120.0 Seconds) - This is the length of time
the doors will stay open when the car stops to answer a car call.

5.4.5.3 HALL CALL DOOR TIMER (Range: 0.5-120.0 Seconds) - This is the length of time
the doors will stay open when the car stops to answer a hall call.

5.4.5.4 LOBBY DOOR TIMER (Range: 0.5-120.0 Seconds) - This is the length of time the
doors will stay open when the car stops to answer either a hall call or a car call at the Lobby
Floor. The location of the Lobby Floor is programmable (see Section 5.4.2.6).

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 5.4.5.5 NUDGING TIMER (Range: 10-240 Seconds) - This timer is used only if the Nudging
option is selected. Door Nudging Operation will begin when the Nudging Timer elapses. The
Nudging Timer will start when the regular door timer elapses (see Section 5.4.4.1 for details).

5.4.5.6 TIME OUT OF SVCE. TIMER (Range: 15-240 Seconds or NONE) - This timer is used
to take a car out of service when the car is held at one floor excessively when there are calls
registered at other floors. The timer will start when there is a call registered at another floor.
If the timer expires before the car closes its doors and begins to move, then the car will become
out of service. Typically, this occurs when the doors are held open by continuous activation
of the photo eye, a call button, or another reopening device. When NONE is selected, no Time
Out of Service timing is performed.

When the timer expires, the Timed Out of Service Indicator on the MC-PCA-OA-2K board will
turn ON. The controller will ignore the PHE (Photo Eye) input, if the Stuck Photo Eye Protection
option is selected. In duplexes, the car's assigned hall calls will be assigned to the other car.
When the car closes its doors and begins to move again, it will go back into Normal service.

5.4.5.7 MOTOR LIMIT TIMER (Range: 1.0 - 6.0 Minutes) - This timer starts whenever the
controller attempts to move the car in the up direction and is reset when the car reaches its
destination floor. If the timer expires before the car reaches its destination, the controller stops
trying to move the car up, to protect the motor. The car will then lower to the bottom floor and
shutdown. The Motor/Valve Limit Timer Indicator on the MC-PCA-OA-2K board will turn ON.

5.4.5.8 VALVE LIMIT TIMER (Range: 1.0 - 6.0 Minutes) - This timer starts whenever the
controller attempts to move the car down, and is reset when the car reaches its destination
floor. If the timer expires before the car reaches its destination, the controller will stop trying
to move the car, in order to protect the valves. The Motor/Valve Limit Timer Indicator on the
MC-PCA-OA-2K board will turn ON.
5.4.5.9 DOOR HOLD INPUT TIMER (Range: 0-240 Seconds) - This timer will be used only
if there is a DHLD (Door Hold) input on the controller (see Section 5.4.7). Usually, a Door Hold
Open button will be connected to this input. This timer determines the amount of time that the
doors will stay open when the door hold open button is pressed. The timer will be canceled and
the doors will begin to close, if either the Door Close button or a Car Call button is pressed.
If a Door Hold Key switch (instead of a button) is connected to the DHLD input, this timer value
should be set to 0, so that the doors will close when the switch is turned to the OFF position.

5.4.5.10 PARKING DELAY TIMER (Range: 0.0-6.0 Minutes) - This timer is used only if a
parking floor is selected (see Sections 5.4.2.7 and 5.4.2.8). The timer starts when the car is
free of call demand. The car will not park until the timer elapses.

5.4.5.11 FAN/LIGHT OUTPUT TIMER (Range : 1.0-10.0 Minutes) - Used with the FLO
output. This timer sets the amount of time that will pass before the FLO output will be
activated. The time will start when the car becomes inactive. The FLO output should be
connected to a relay that when activated, will turn OFF the fan and light within the car.

5.4.5.12 HOSPITAL EMERG. TIMER (Range : 1.0-10.0 Minutes) - This timer sets the amount
of time that the car will remain at the hospital emergency floor with the doors open before
automatically returning to normal service (refer to Section 5.4.9.15).

5.4.5.13 DOOR OPEN PROTECTION TIMER (Range 8 - 30 Seconds) - This timer

determines how long the door operator will attempt to open the doors. If DOL does not go low
within this time, the doors will then begin to close.

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 5.4.5.14 CTL DOOR OPEN TIMER (Range: 2.0 - 60.0 seconds) - This timer is used to
indicate how long the doors should remain open after lowering to the lobby floor when the CTL
spare input is activated.

5.4.5.15 DOOR BUZZER TIMER (Range: 0 - 30 Seconds) - This timer determines the length
of time the door buzzer sounds before the doors are automatically closed.

5.4.6 GONGS/LANTERNS MENU OPTIONS

5.4.6.1 MOUNTED IN HALL OR CAR? - This option determines when the lanterns and gongs
will be activated, as the car slows into the floor for hall mounted fixtures or after the door lock
opens for car mounted fixtures. If both types of lanterns will be used, then the Hall option is
recommended.

5.4.6.2 DOUBLE STRIKE ON DOWN? - This option causes a double strike of the lanterns and
gongs, if the direction preference of the car is down.

5.4.6.3 PFG ENABLE BUTTON? (Passing Floor Gong Enable Button) - If this option is
selected, the Passing Floor Gong will only be operative when initiated by a momentary
pressure pushbutton. Once initiated, the Passing Floor Gong will operate for the current
direction of travel but will be rendered inoperative when the car reverses direction. The PFGE
spare input (see Section 5.4.7) should also be selected if this option is turned ON.

5.4.6.4 EGRESS FLOOR ARRIVAL GONG? / MAIN EGRESS FLOOR # - To program this
option (Michigan Code), set one of the spare outputs to EFG. Then, set EGRESS FLOOR
ARRIVAL GONG? to NO (no gong) or press S to select the floor number where the gong
should activate (after the door lock opens). If S is pressed, the display will read MAIN
EGRESS FLOOR #1. Press S until the desired floor number is displayed.

5.4.7 SPARE INPUTS MENU OPTIONS

There is 1 additional or spare input terminal available on the Relay board, marked SP1. There
are also 8 spare input terminals on the HC-IOX board(s) and 16 spare input terminals on the
HC-I4O board(s). The maximum number of terminals possible is 49. Any of these spare inputs
(SP1, SP2, ...) may be used for any of the input signals listed below.

SPARE INPUTS MENU OPTIONS

2AB Monitoring input for the 2AB relay coil.
ABI Alarm Bell Input. This input monitors the car through the CRT or with CMS software.
There are three conditions that will display a warning on the screen. First, if the Alarm
Button is pressed when the car is stopped outside of the door zone. Next, if the Alarm
Button is pressed four times in 60 seconds without the car moving. And lastly, if the car
fails to complete an LSA movement check after being idle for 10 minutes at a landing.
All of these failures will alert the monitoring station through the PA board.
ALV Alive Input - This input is used in a duplex configuration and is received from the other
car. If the input is on for this car, it states that the other car is powered. This input is
used in emergency power applications.
API Alternate Parking Input. This input is used to determine whether to park at the primary
parking floor, or at the alternate parking floor. When API is low, the car will park at the
primary floor. When API is high, the car will park at the alternate floor.
ATS Attendant Service Input.
AUTO Emergency Power Auto Selection Input. This input is for duplexes only.

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 SPARE INPUTS MENU OPTIONS
AXR Auxiliary Reset Input - Usually connected to a pushbutton on a controller to reset
redundancy error conditions.
BAB Monitoring input for the BAB relay coil.
BSI Building Security Input - This input is used to activate MCE Security when the Master
Software Key (in the Extra Features Menu) is set to ENABLED.
CCC Car Calls Cancel Input - Activation of this input will unconditionally cancel car calls.
Because this input has no logical qualification in the software, it is highly suggested that
necessary qualification be done in external circuitry (e.g., disable the signal feeding this
input when on fire phase II).
CNP Contactor Proof Input - This input is used for redundancy checking. It monitors the main
power contactors. If any of these relays fail to open in the intended manner, the CFLT
relay will pick, dropping the safety relays.
CTF Car to floor Input - This input is used to return the car to a previously selected floor. The
return floor is selected using the parameter CAR TO FLOOR RETURN FLOOR in the
EXTRA FEATURES MENU. When activated, this input will cause the car to immediately
become non-responsive to hall calls, and will prevent the registration of new car calls.
The car will be allowed to answer all car calls registered prior to activation of the CTF
input. Once all car calls have been answered, the car will travel to the return floor,
perform a door operation, and will be removed from service.
CTL Car-to-Lobby Input - When activated, this input will cause the car to immediately become
non-responsive to hall calls, and will prevent the registration of new call calls. The car
will be allowed to answer all car calls registered prior to activation of the CTL input.
Once all car calls have been answered, the car will travel to the lobby landing, perform
a door operation, and will be removed from service.
CTST Capture for Test Input.
DCL Door Close Limit Input - Breaks when the car door is approximately 1 inch from being
closed. DCL input will be low once the doors fully close. Moving the door approximately
1 inch will reapply power to the DCL input due to the switch making up. Needed for CSA
code with door lock bypass.
DCLC Doors Closed Contact Input.
DHLD Door Hold Input for Normal Service (not for Fire Service.) A Door Hold button or key
switch can be connected to this input (see Section 5.4.5.9 for more details).
DHLDR DHLD for Rear Doors.
DLI Dispatch Load Input - A load weigher device can be connected to this input. When the
input is activated, the door dwell time will be eliminated when the elevator has an up
direction at the Lobby Floor.
DNI Down Input (Attendant Service).
DPM Front Door Position Monitoring - Makes when the car door is approximately 1 inch
from being closed. DPM input is active once the door fully closes. Moving the door
approximately 1 inch removes power from the DPM input due to the switch opening.
DPMR Rear Door Position Monitoring - Makes when the car door is approximately 1 inch
from being closed. DPMR input will be active once the door fully closes. Moving the
door approximately 1 inch will remove power from the DPMR input due to the switch
breaking.
DSTI Door Stop Input.
DSTIR DSTI for rear doors.
ECRN Emergency Car Freeze Input - This input is used with EMP-OVL product and will cause
the car to freeze, allowing others cars to return on emergency power.
EMSC Emergency Medical Switch Car.
EMSH Emergency Medical Switch Hall.

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 SPARE INPUTS MENU OPTIONS
EPI Emergency Power Input (see Section 5.4.9.4 for more details).
EPR Emergency Power Return Input - This input is used with the EMP-OVL product and
allows the car to return to the lobby landing on emergency power.
EPRUN Emergency Power Run Input.
EPSTP Emergency Power Stop Input.
ERU Emergency Return Unit Input
ESS Elevator Shutdown Input - When this input is activated, the car stops at the next landing
in the direction of travel, cycles the doors and shuts down.
EXMLT External Motor Limit Timer
EXMLTC Complimented EXMLT Input. This input provides reverse logic for the EXMLT function.
EXMLT operation is initiated when this input goes low.
FCCC Fire Phase 2 Call Cancel Button Input.
FCHLD Fire Phase 2 Switch HOLD Position Input.
FCOFF Fire Phase 2 Switch OFF Position Input.
FRAA Fire Phase 1 Alternate (2nd alternate) Input.
FRAON Fire Phase 1 Alternate Switch ON Position Input.
FRBYP Fire Phase 1 Switch BYPASS Position Input.
FRON Fire Phase 1 Switch ON Position Input.
FRON2 Fire Phase 1 Switch ON Position Input (additional input - same as FRON).
FRSA Alternate Fire Service - normally active input. When this input goes low, Alternate Fire
Service operation is initiated and the FWL output (Fire Warning Light) will flash.
FRSM Main Fire Service - This is a normally active input. When this input goes low, Main Fire
Service operation is initiated and the FWL output (Fire Warning Light) will flash.
GS Gate Switch Input - Makes up when the car door is approximately 1 inch from fully
closed. With the car door closed, there should be power on the GS input.
GSR Gate Switch Rear Input.
HD Hoistway Door Contact - Monitors the state of the contacts in the landing door lock string.
Power will be present on the HD input when all landing doors are closed and locked.
HDR Hoistway Door Contact Rear - HD for rear doors.
HEATD Heat Detector Input.
HLI Heavy Load Input - A load weigher device can be connected to this input. When the
input is activated, the controller will not answer hall calls.
HML Home Landing Input - This input is used with the primary parking feature and will
determine whether the car will park or not.
HOSP Hospital Emergency Operation Input.
INA Monitoring input for the INAX relay coil.
IRCOF Front Infra Red Cutout. - This is a normally active input. When this input goes low, the
infra red detector signal is ignored for the front door only and the door will always close
at reduced torque and speed, i.e., nudge closed unless the door requires a constant door
close button signal to close. In this case the door will close at full speed.
IRCOR Rear Infra Red Cutout - This is a normally active input. When this input goes low, the
infra red detector signal is ignored for the rear door only and the door will always close
at reduced torque and speed, i.e., nudge closed unless the door requires a constant door
close button signal to close. In this case the door will close at full speed.
LLI Light Load Input - A load weigher device can be connected to this input (see Section
5.4.9.5 for more details).

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 SPARE INPUTS MENU OPTIONS
LOS Low Oil Switch - (PHC controllers) - This input is connected to a level switch in the oil
reservoir. Once activated, the car will immediately lower to the bottom landing and cycle
the doors. To clear this condition, the car must be put on inspection and then back into
normal operation, or the RESET button must be pressed.
LWB Load Weigher Bypass - This input is used to bypass the load weigher inputs (LLI, HLI,
OVL and DLI).
NSI Non-Stop Input (Attendant Service)
OVL Overload Input.
OVL2 Overload 2 Input. While on Fire Phase II, when the car is stopped at a landing with the
doors open, activation of this input will hold the doors open until the overload condition
is cleared by deactivating the input (only used for the ANSI A17.1-2000 fire code).
PFGE Passing Floor Gong Enable Input (see Section 5.4.6.3).
PSS Pressure Switch Input. When activated (low), this input will cause the elevator to stop
immediately.
PTI Power Transfer Input - When this input is activated, it causes the car to stop at
the next landing in the direction of travel, open the doors and shut down. This
input is typically used with Emergency Power when transferring from normal
power to emergency power (testing) or emergency power to normal power.
R2AB Redundancy monitoring input from the 2AB relay contact.
R5, R4, Floor Encoding Inputs - These inputs are required for jobs with absolute floor
R3, R2 encoding. See Section 5.4.9.2 for more information about floor encoding inputs.
RBAB Redundancy monitoring input for the BAB relay contact.
RDEL2 Redundancy Delta-Contactor For Starter #2 - Validates the Delta-Contactor has
ASME A17.1- dropped. This input should be programmed in a multi-starter system with two or more
2000
starters where the second starter is configured for Wye-Delta starting.
RDEL3 Redundancy Delta-Contactor For Starter #3 - Validates the Delta-Contactor has
ASME A17.1- dropped. This input should be programmed in a multi-starter system with three
2000
starters where the third starter is configured for Wye-Delta starting.
RDFV Redundancy Down Fast Valve. This input should always be active unless the down fast
valve is powered.
RDSV Redundancy Down Slow Valve. This input should always be active unless the down slow
valve is powered.
REO Re-Open Input.
RINAX Redundancy monitoring input for the INAX relay contact
RM2 Redundancy M-Contactor For Starter #2 - Validates the M-Contactor has dropped.
ASME A17.1- This input should be programmed in a multi-starter system with two or more starters
2000
where the Second starter is configured to utilize an M-Contactor. Not to be used with
a Solid State Starter.
RM3 Redundancy M-Contactor For Starter #3 - Validates the M-Contactor has dropped.
ASME A17.1- This input should be programmed in a multi-starter system with three starters where
2000
the third starter is configured to utilize an M-Contactor. Not to be used with a Solid
State Starting.
RPLT Redundant Pilot Relay - Indicates the status of the PLT Relay. Used only for multi
ASME A17.1- starter systems.
2000
RSYNC Redundancy monitoring input for the SYNC relay contact.
RUFV Redundancy Up Fast Valve. This input should always be active unless the up fast valve
is powered.
RUSV Redundancy Up Slow Valve. This input should always be active unless the up slow valve
is powered.

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 SPARE INPUTS MENU OPTIONS
RWYE2 Redundancy Wye-Contactor For Starter #2 - Validates the Wye-Contactor has
ASME A17.1- dropped. This input should be programmed in a multi-starter system with two or more
2000
starters where the second starter is configured to utilize Wye-Delta or Across The
Line starting only.
RWYE3 Redundancy Wye-Contactor For Starter #3 - Validates the Wye-Contactor has
ASME A17.1- dropped. This input should be programmed in a multi-starter system with three
2000
starters where the third starter is configured to utilize Wye-Delta or Across The Line
starting only.
SAB Sabbath Operation Input. This input is used to select Sabbath Operation. This mode will
move the car through the hoistway, stopping at landings that are programmed in the
Extra Features Menu.
SE Safety Edge - Activating this input will open the doors. The doors will remain open as
ASME A17.1- long as this input is active.
2000

SIMP Simplex Input - Activation of this input will cause the car to behave as a simplex. As a
simplex, the car will respond to hall calls registered on its own call circuitry (it will not
accept hall calls assigned to it by another controller connected to it) and will perform its
own parking function (independent of the other controller).
STARTIN Start Input - The STARTIN input is used for the START position of the three position fire
phase two switch for Australian jobs. When activated, it will cause the front and rear
doors to close. The car will not proceed to answer car calls during fire phase two until
the STARTIN input has been activated.
SYNCI Synchronization Input - (PHC controllers) - Momentary activation of this input will initiate
the jack synchronization function. This function is intended to equalize hydraulic
pressure in systems that utilize more than one piston to move the car(generally two).
When appropriate (the car is idle), the car will be taken to the bottom landing. The down
normal limit switch is bypassed by activation of a relay connected to the SYNC output,
and the car is moved at slow speed in the down direction. The down slow valve circuits
are energized for 30 seconds to ensure that the car has been lowered all the way to the
buffer. Once this timer elapses the car is moved back up to the bottom landing.
TEST TEST Switch Input. This input monitors the TEST/NORM Switch located on the Relay
Board to differentiate between Test and Independent Operation. This input is normally
high and will go low when the switch is placed in the Test position.
UPI Up Input (Attendant Service).
UNLS Up Normal Limit Switch - This input indicates the actual status of the Up Normal Limit
ASME A17.1- Switch.
2000

UTS1 Motor #1 Up To Speed - Up to speed indication for the first motor. This input should
ASME A17.1- be programmed only in a system where the first starter is configured to utilize Solid
2000
State starting.
UTS2 Motor #2 Up To Speed - Up to speed indication for the second motor. This input
ASME A17.1- should be programmed only in a multi-starter system with two or more starters where
2000
the second starter is configured to utilize Solid State starting.
UTS3 Motor #3 Up To Speed - Up to speed indication for the third motor. This input should
ASME A17.1- be programmed only in a multi-starter system with three starters where the third
2000
starter is configured to utilize Solid State starting.
VCI Viscosity Control Input.
WLD Emergency Dispatch Input.

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5.4.8 SPARE OUTPUTS MENU OPTIONS

There are 8 spare output terminals on an HC-IOX board. The maximum number of spare
outputs possible is 32, 8 on each HC-IOX board. Any of these spare outputs may be used for
any of the output signals listed below.

SPARE OUTPUTS MENU OPTIONS

900 Car Call Cancellation Output - This output is generated at the time of registration of a car
call. This output is used to comply with specific handicap codes (barrier-free codes) that
require an audible acknowledgment of car call registration
ABZ Attendant Service Buzzer Output.
CCDE Car Call Disconnect Enable Output - This output comes ON when the car calls are
canceled during PHE anti-nuisance operation
CCT Car Call Time Flag Output - This flag is activated upon normal response and cancellation
of a car call, and remains active until the car call door dwell time elapses or is canceled.
CD Car Done on Emergency Power Output - This output is active when the car has finished
returning on emergency power or when it has been determined that the car cannot lower.
CFLT This output is currently used for Canadian Standards Association (CSA) code only. If this
is the applicable code for the installation, please refer to the Compliance Report included
with the job.
CGED Car Gong Enable Down Output.
CGEDR CGED for rear doors Output.
CGEU Car Gong Enable Up Output.
CGEUR CGEU for rear doors Output.
CGF Car Generated Fault Output.
CHBPO This output is active whenever a door is being bypassed (car gate or hoistway door for
both the front and rear sides).
CSB Car Stop Switch Bypass Output.
CSEO Code Sequence Enable Output. Formerly called SCE (Security Code Enable). This
output will be ON during the time a security code is being entered to register a car call
while on MCE’s Standard Security.
CSR Car Selected to Run Output - This output is generated when the car is selected to run on
emergency power phase 2 (via the AUTO or EPRUN input).
CTLDOT Car-to-Lobby Door Open Timer Output - This output is generated upon completion of the
car to lobby function (the car has returned to the lobby landing, the doors have opened,
and the CTL door timer has expired).
DBZF Front Door Buzzer - Prior to automatic closing of the front doors, this output will be active
for the length of time determined by the Door Buzzer Timer.
DBZR Rear Door Buzzer - Prior to automatic closing of the rear doors, this output will be active
for the length of time determined by the Door Buzzer Timer.
DEL2 Delta output for Starter #2 - Starter control signal for the second starter. This output
ASME A17.1- should always be programmed in a multi-starter system with two or more starters.
2000

DEL3 Delta output for Starter #3 - Starter control signal for the third starter. This output
ASME A17.1- should always be programmed in a multi-starter system with three starters.
2000

DHEND Door Hold End Output. This output will turn ON five seconds prior to when the Door Hold
Timer expires.
DHENDR Door Hold End Rear Output. This output will turn ON five seconds prior to when the
Door Hold Rear Timer expires.

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 SPARE OUTPUTS MENU OPTIONS
DHO Door Hold Output - This output indicates that the doors are being held open by the door
hold input function (the DHLDI input is active, or the timer associated with the door hold
function has not yet elapsed).
DLOB Door Left Open Bell Output.
DNO Down output (Attendant Service).
DO1, DO2, DO4, DO8, DO16, D032 Binary coded P.I. outputs for digital P.I. devices.
DSH Door Time Shortening Output (intermediate) - This output is generated whenever a
destination car call button is pressed (this action causes the shortening of the door dwell
time if the doors are fully open).
DSHT Door Time Shortening Front Output (final) - This output is generated if either a
destination car call button is pressed, or if the door close button for the front doors is
pressed
DSHTR Door Time Shortening Front Output (rear) - This output is generated if either a
destination car call button is pressed, or if the door close button for the rear doors is
pressed.
ECRN Emergency Power Car Run Output - This output is associated with the emergency power
logic. Activation of this output indicates that the car is being prevented from running by
the emergency power operation logic.
EFG Egress Floor Gong Output.
EMSB Emergency Medical Service Buzzer Output
EMSIC Emergency Medical Service Indicator Car Output.
EMSIH Emergency Medical Service Indicator Hall Output.
EP1 Emergency Power Phase 1 Output - This output is generated when the system is in the
first phase of emergency power (the sequential lowering phase).
EP2 Emergency Power Phase 2 Output- This output is generated when the system is in the
second phase of emergency power (the normal running of a car on emergency power
generators).
FIR1 Fire Service Phase I output - This output is activated during Fire Service Phase I
operation.
FLASH Flash output - This output turns ON and OFF at 0.5 second intervals.
FLO Fan/Light Operation Output - This output is used to turn OFF the fan and the light within
the car. The output is usually OFF. It is turned ON after the Fan/Light Timer elapses.
The timing starts when the car becomes inactive.
FRC Fire Service Phase 2 Output.
FRM Fire Service Phase 1 Output.
FSA Fire Service Alternate Output.
FSM Fire Service Main Output.
FSO Fire Service On Output.
FSVC True Fire Service Output. This input is used to indicate when the car is on Fire Service
Phase One or Two.
FWL Fire Warning Light Output - This output is used to indicate when the car is on Fire Phase
1 or 2. It will flash if the Machine Room or Hoistway fire sensor is active.
HCP Hall call pushed output - This output is active whenever a hall call button is pressed. It
is only activated for the amount of time that the button is being pressed.
HCR Hall Call Reject Output.
HDSC Heat Detector Shutdown Complete Output.

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 SPARE OUTPUTS MENU OPTIONS
HLW Heavy Load Weigher Output - This output will be generated when the car is heavy
loaded, shown by the HLI input (see Section 5.4.7).
INDFRC Independent Service/Fire Service Phase 2 Output - This output is needed for all
elevators with either Single Button Collective or Single Automatic Pushbutton Operation
(see Section 5.4.2.2). This output will be used to cut out hall calls during Fire Service
and Independent Service.
ISRT In Service and Running Output. This output reflects the car’s ability to respond to hall
calls(the ISRT status). ISRT is active when the car’s status is such that it can answer hall
calls.
ISV In Service Output.
IUL In Use Light output - This output activates when the car is in use, e.g., the car is in
motion or the doors are open.
LLW Light Load Weigher Output - This output will be generated when the LLI input is activated
and the required number of car calls have been registered (see Section 5.4.9.5 for more
details).
M2 M output for Starter #2 - Starter control signal for the second starter. This output
ASME A17.1- should always be programmed in a multi-starter system with two or more starters.
2000

M3 M output for Starter #3 - Starter control signal for the third starter. This output should
ASME A17.1- always be programmed in a multi-starter system with three starters.
2000

MISV Mechanically In Service Output.

MLT Motor Limit Timer Elapsed Output
MLTP Motor Limit Timer Elapsed Output (not activated by EXMLT).
NCD Car Not Done with Emergency Power Return Output - This output may only be used if
the elevator has Emergency Power Operation (see Section 5.4.9.4).
OFR One Floor Run Output - This output is generated when the car initiates a run and remains
active until the car encounters the first door zone in its movement (the output is active
while traversing the first floor height in its direction of travel).
OFRP One Floor Run Programmable. This output will be active while making one-floor runs between
adjacent floors designated in the Extra Features Menu.
OFRT One Floor Run Terminal. This output will be active when the car is making a one-floor
run toward a terminal landing (in the down direction from the second to the bottom
landing or in the up direction from the second highest landing to the top landing.) OFRT
will have a redundancy monitoring input (ROFRT) required for hydros which are A17.1-
2000 compliant.
OLW Overloaded Car Threshold Output - This output is set when the threshold value
considered to be unsafe to move the elevator is reached. When this threshold is
exceeded, the car will remain at the floor with doors open.
PH1 Fire Service Phase 1 Return Complete Output - This output is most often used as a
signal to activate the machine room sprinklers.
PRIFLG Priority Service Output - This is to indicate to the emergency power overlay which car
should be selected to run if it is on emergency/priority service.
SEC Security Code Incorrect - When the building's elevator security is on, this output will turn
on for five seconds when an incorrect security code is entered.
SIMPO Simplex Output - This output comes on when the SIMP input is activated or when
Simplex Operation is chosen through KCE (if available).

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 SPARE OUTPUTS MENU OPTIONS
SYNC Synchronization Output - (PHC controllers) - This output is used to bypass the down
normal limit switch to allow the car to be moved to the buffer at leveling speed. The
computer generates the down direction output (DNDO) to move the car in the down
direction. This output will be generated for 10 seconds to allow the car to move
completely onto the buffer. Once this time elapses, the computer will generate the up
direction output to move the car in the up direction at leveling speed, until the car
reaches the bottom landing dead zone. At this time the up direction travel is initiated and
the SYNC output is turned OFF, removing the bypass around the down normal limit
switch.
TOS Time Out of Service Output.
UPO Up Output (Attendant Service).
VEU Up Valve Enable - Up valve control signal. Activates when all motors are up to speed.
ASME This output should always be programmed in a multi-starter system.
A17.1-2000
WLDI Wildop Indication Output - This output is generated if the car is in emergency dispatch
mode of operation (i.e., if the hall call bus fuse is blown and emergency dispatching is
activated).
WYE2 Wye output for Starter #2 - Starter control signal for the second starter. This output
ASME should always be programmed in a multi-starter system with two or more starters.
A17.1-2000
WYE3 Wye output for Starter #3 - Starter control signal for the third starter. This output
ASME should always be programmed in a multi-starter system with three starters.
A17.1-2000
XPI1 - Auxiliary Position Indicators 1 thru 7. These outputs behave identically to the standard
XPI7 PI1 - PI7 outputs except that the XPI1 - XPI7 outputs are disabled on Inspection or during
Fire Service Phase I and II.
XSDA Auxiliary Supervisory Down Arrow - This output behaves identically to the standard SDA
output except that the XSDA output is disabled on Inspection and during Fire Service
Phase I and II.
XSUA Auxiliary Supervisory Up Arrow - This output behaves identically to the standard SUA
output except that the XSUA output is disabled on Inspection and during Fire Service
Phase I and II.
ZADJ Zero Adjust - This output is used to cause the analog load weigher to perform its zero
adjust procedure. The output is generated once every 31 hours or whenever the car is
idle at the bottom floor for 30 seconds.

5.4.9 EXTRA FEATURES MENU OPTIONS

5.4.9.1 PI OUTPUT TYPE - Choose either 1 WIRE PER FLOOR or BINARY-CODED PIs,
depending on the inputs required by the P.I. device itself.

5.4.9.2 FLOOR ENCODING INPUTS? - If this option is selected, whenever the car is in a door
zone the computer checks the floor code inputs and corrects the P.I., if necessary. The code
inputs are provided by the landing system (refer to the Job Prints). Refer to R4, R3, R2 in
Section 5.4.7.

5.4.9.3 ENCODE ALL FLOORS? - This option is only available when the Floor Encoding
option is programmed to YES. This option indicates at what landing the Absolute Floor
Encoding values begin. When set to YES, then every landing must have AFE code values,
including the terminal landings. When set to NO, then only intermediate landings must have
AFE code values.

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 5.4.9.4 EMERGENCY POWER OPERATION? / EMERGENCY POWER RETURN FLOOR -
If this option is selected, the controller will put the elevator into Emergency Power Operation
when the controller receives the Emergency Power Input (EPI) signal. During Phase 1 of
Emergency Power Operation, the car will be moved to the emergency power return floor. In
a duplex controller, each car will be moved to the emergency power return floor, one at a time.
During Phase 2 of Emergency Power Operation, if the car's Emergency Power Run (EPRUN)
input is activated, the car will run normally. Otherwise, the car will remain at the emergency
power return floor and will not respond to any calls.

For a simplex controller, the car's EPRUN input is sometimes connected to a switch, so that
the input can be turned ON and OFF. For a duplex controller, both cars’ EPRUN inputs are
usually connected to a Run Selection switch. The position of this switch determines which car
will run during Phase 2 of Emergency Power Operation.

Often there is an AUTO position on the Run Selection switch connected to the AUTO input on
both controllers in a duplex. If the AUTO input is activated, then one car will be automatically
selected to run during Phase 2 of Emergency Power Operation. For example: If one car
happens to be out of service when the operation begins, the other car will be automatically
selected to run.

If the Emergency Power option is selected, then the appropriate spare inputs should be
selected also (see Section 5.4.7).

5.4.9.5 LIGHT LOAD WEIGHING? / LIGHT LOAD CAR CALL LIMIT - This option is only used
when the Light Load Weigher Input is activated (refer to Section 5.4.7, LLI spare input). To
program this option, activate the LLI input. Then, set LIGHT LOAD WEIGHING? to NO or press
S to select the maximum number of car calls registered before all the car calls are canceled.
If S is pressed, the display will read LIGHT LOAD CAR CALL LIMIT. Press S until the desired
number is displayed.

5.4.9.6 PHOTO EYE ANTI-NUISANCE? / CONSEC STOPS W/O PHE LIMIT - When this
option is ON, the car calls will cancel if the Photo Eye input has not been activated after a
programmed number of consecutive stops. The number of consecutive stops must be
programmed before the car calls will cancel. To program this option, set PHOTO EYE ANTI-
NUISANCE? to NO or press S to select the number of consecutive stops. If S is pressed, the
display will read CONSEC STOPS W/O PHE LIMIT. Press S until the desired number is
displayed.

5.4.9.7 PERIPHERAL DEVICE? - If this option is set to YES, it allows for various peripheral
devices to be used. Currently the controller has 2 Communication Ports that can be
programmed. Press N to select the media for COM Port 1. The display will read PA COM1
MEDIA. One of the following media may be selected:

• SERIAL CABLE • MODEM

• LINE DRIVER • NONE
Press N again to select the peripheral device that will be connected to COM Port 1. The display
will read PA COM 1 DEVICE. One of the following peripherals may be selected:

• CRT - NO KEYBOARD (color or monochrome)

• CRT AND KEYBOARD (color or monochrome)
• PERSONAL COMP. (to be used with CMS or as a graphic display)

If one of the CRT options was selected, the next option will be COLOR CRT? Select YES if
you have a color CRT or NO if you have a monochrome CRT. If PERSONAL COMPUTER was

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 selected as the peripheral device, the next option will be FUNCTION. Select CMS or GRAPHIC
DISPLAY.

A similar set of options will be displayed for COM Port 2. Each Communication Port (COM 1
and COM 2) must be programmed for a device and a media according to the particular job
specifications to allow the particular peripheral device to operate properly.

5.4.9.8 AUTOMATIC FLOOR STOP OPTION? / AUTOMATIC STOP FLOOR #? - When this
option is set to a specific floor number, the car will automatically stop at that floor if the car is
in motion.

5.4.9.9 CC CANCEL W/DIR REVERSAL? - This option will cause all of the previously
registered car calls to be canceled whenever a direction reversal is detected.

5.4.9.10 CANCEL CAR CALLS BEHIND CAR? - If this option is set to YES and the car has
a direction arrow (SUA/SDA), no car calls can be registered behind the car's current position.
For example: If a car is at the fifth floor moving down, no car calls can be registered from sixth
floor and above.

5.4.9.11 CE ELECTRONICS INTERFACE? - This option allows information such as position

and arrival gong outputs to be provided for a CE electronics device. This option is to be used
with the CE2242 CE Electronics Interface board which provides a 3-wire serial interface to CE
electronic fixtures.

5.4.9.12 MASSACHUSETTS EMS SERVICE? / EMS SERVICE FLOOR # - This option is

provided in the state of Massachusetts only. This option is key-operated and provides
immediate car service for Massachusetts Emergency Medical Service personnel.

5.4.9.13 MASTER SOFTWARE KEY - This option is a board-level control of the security
system. MCE’s Standard Security is initiated by the Master Software Key. There are three
possible settings for the Master Software Key: ACTIVATED, ENABLED or DEACTIVATED.

C If set to ACTIVATED, Security is initiated.

C If set to ENABLED, Security is initiated only if the Building Security Input (BSI) is
turned On.
C If set to DEACTIVATED, Security is deactivated regardless of the status of the BSI
input.

5.4.9.14 PI TURNED OFF IF NO DEMAND? - Setting this option to YES will allow the PI
outputs to turn OFF if the car has been inactive for an adjustable time (from 1 to 10 minutes).

5.4.9.15 HOSPITAL EMERG. OPERATION? - This option calls any eligible in-service elevator
to any floor on an emergency basis. If this installation has Hospital Emergency Service
Operation, a hospital emergency call switch will be installed at each floor where this service is
desired.

When the hospital emergency momentary call switch is activated at any floor, the hospital
emergency call registered light will illuminate at that floor only, and the nearest available
elevator will respond to the hospital emergency call. All car calls within the selected car will be
canceled and any landing calls which had previously been assigned to that car will be
transferred to the other car. If the selected car is traveling away from the hospital emergency
call, it will slow down and stop at the nearest floor without opening the doors, reverse direction,
and proceed nonstop to the hospital emergency floor. If the selected car is traveling toward the
hospital emergency floor, it shall proceed nonstop to that floor. At the time of selection, if the

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 car happens to slow down for a stop, it will stop without opening the doors and then start
immediately toward the hospital emergency floor.
When the car reaches the hospital emergency floor, it will remain with doors open for a pre-
determined time interval. After this interval has expired, if the car has not been placed on in-car
Hospital Emergency Service Operation, the car will automatically return to normal service.

A hospital emergency key switch will be located in each car operating station for selecting in-
car Hospital Emergency Service Operation. Upon activation of the key switch, the car will be
ready to accept a call for any floor, and after the doors are closed, will proceed nonstop to that
floor. Returning the key switch to the normal position will restore the car to normal service.

Either car selected to respond to a hospital emergency call will be removed from automatic
service and will accept no additional calls, emergency or otherwise, until it completes the initial
hospital emergency function. If both cars are out of service and unable to answer an
emergency call, the hospital emergency call registered light will not illuminate.

Four outputs are available on the first HC-CI/O board used for the hospital emergency service
calls. Hospital Emergency Operation (HEO) will flash once the car has been selected to
respond to a hospital emergency call and will remain flashing until the in-car hospital switch is
returned to normal or the time interval that the car must wait for the in-car switch to be turned
ON expires. Hospital Emergency Warning Indicator (HWI) will remain steadily ON for a car on
Independent Service when the hospital call is registered. Hospital Emergency Select (HSEL)
will remain steadily ON, indicating that the car has been selected to answer a hospital call, until
the in-car hospital switch is turned ON or the time interval expires. Hospital Emergency Phase
2 (HOSPH2) will remain ON, indicating that the car has arrived at the floor where the hospital
call was registered, until the in-car hospital switch is returned to normal or the time interval that
the car must wait for the in-car switch to be turned ON expires.

If you do not have Hospital Emergency Service

Operation, set this option to NO by pressing the S
pushbutton. Then, press the N pushbutton to exit this
option.

If you have Hospital Emergency Service Operation, set

this option to YES by pressing the S pushbutton. Press the N HOSPITAL CALLS
pushbutton to continue. The following display will appear: FRNT/FLR1? YES
If you want Hospital Emergency Service to this landing, then
set this option to YES by pressing the S pushbutton (press S
again to set the option to NO). Press the '+' pushbutton to HOSPITAL CALLS
scroll through the available landings. Press the N pushbutton REAR/FLR1? YES
to continue. If this car has rear doors, then the following will be
displayed:

Press the '+' pushbutton to scroll through the available landings. The computer will continue to
present these options for each floor, up to the top floor. Press the N pushbutton to exit the
Hospital Emergency Service option.

5.4.9.16 FIRE BYPASSES HOSPITAL? - Set this option to YES if Hospital Service is used for
VIP, Priority or Commandeering Service. Set this option to NO if Hospital Service is truly used
for Hospital Service.

5.4.9.17 HIGH SPEED DELAY AFTER RUN? - Setting this option will insert a fixed delay (3
seconds) between the completion of a run and the initiation of the next run. This option should

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 be used in applications in which an immediate “stop/start” is undesirable. Under most “normal”
circumstances, the initiation of a run is delayed by the time required for the door operation. In
some cases, however, the car may stop and start immediately in the absence of a door
operation (example: a direction reversal upon being assigned a hall call while the car is
parking).

5.4.9.18 SABBATH OPERATION - If you do not have Sabbath Operation, set this option to
NO by pressing the S Pushbutton. Then, press the N pushbutton to exit this option.

If you have Sabbath Operation, set this option to YES by pressing the S pushbutton.
Press the N pushbutton to continue. The following display will appear:

“FRONT UP STOP AT FLOOR 1?”

If you want to set the car to stop at this floor while traveling in the UP direction, change
NO to YES by pressing the S pushbutton (press S again to set this option to NO).
Press the + pushbutton to increment floor value to the next landing. Continue until all
of the desired front UP stops are set to YES.

Press the N pushbutton to proceed to the next eligibility map. If there are no walk
through doors on this controller, then the rear eligibility maps will not display. In order,
the next eligibility maps are as follows:

“REAR UP STOP AT FLOOR 1?”

“FRONT DOWN STOP AT FLOOR 2?”
“REAR DOWN STOP AT FLOOR 2?”

Remember that the + pushbutton increments the floor value to the next landing. And
that the N pushbutton will proceed to the next eligibility map.

5.4.9.19 LEVELING SENSOR ENABLED/DISABLED - If this option is set to disabled, the

LFLT ON, LFLT OFF and DZ STUCK errors will not be generated.

5.4.9.20 KCE ENABLE / DISABLE - The KCE Enable is set to ON when ENABLE is selected
or OFF when DISABLE is selected from the menu display.

5.4.9.21 ANALOG LOAD WEIGHER? NONE / MCE / K-TECH - This option enables the
analog load weigher logic and selects the type of learn operation to be performed, depending
on the type of load weigher installed.

5.4.9.22 IND. BYPASS SECURITY? YES / NO - This option determines if Elevator Security
is bypassed when the car is on Independent Service (available only when Security is enabled).

5.4.9.23 ATS. BYPASS SECURITY? YES / NO - This option determines if Elevator Security
should be bypassed when the car is on Attendant Service (available only when Security and
Attendant Service are enabled).

5.4.9.24 CAR TO FLOOR RETURN FLOOR - This option determines the floor to which the
car will be returned when the CAR TO FLOOR input is activated (see CTF in Spare Inputs
Menu Options).

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 5.4.9.25 SCROLLING SPEED (SLOW / NORMAL / FAST) - Menu options which are too long
to be fully displayed on the LCD display are scrolled. This option determines the scrolling
speed.

5.4.9.26 LOW OIL SWITCH CONTACT (N.O. / N.C.) - This option should be set according to
the type of low oil switch used (normally open or normally closed).

5.4.9.27 OFRP BETWEEN FLRS - This option indicates the floors in between which the OFRP
spare output would trigger.

5.4.10 ASME A17.1 2000 FEATURES MENU

5.4.10.1 HOISTWAY ACCESS? (YES/NO) - Set this option to YES on elevators with Hoistway
Access operation.

5.4.10.2 NUMBER OF MOTOR STARTERS = (1-3) - Indicates the total number of starters for
this car.

5.4.10.3 MIN. NUMBER OF MOTORS = (1-3) - Set the minimum number of starters required
to run. This option is only available for multi-starter controllers.

5.4.10.4 SOFT-STOP TIMER = (NONE / 0.1-1.0 SEC.) - The soft-stop timer will cause the
pump to continue to operate for the programmed amount of time after the elevator has stopped
to allow the valves to fully close.

5.4.10.5 STARTER #1 TYPE: (WYE-DELTA / ACROSS THE LINE / SOLID STATE) - Select
the appropriate type of starter. Applicable to starter #1.

5.4.10.6 STARTER #2 TYPE: (WYE-DELTA / ACROSS THE LINE / SOLID STATE / NONE) -
Select the appropriate type of starter. Applicable to starter #2.

5.4.10.7 STARTER #3 TYPE: (WYE-DELTA / ACROSS THE LINE / SOLID STATE / NONE) -
Select the appropriate type of starter. Applicable to starter #3.

5.4.10.8 Y-D TRANSFER TIMER = (1.0-8.0 SEC.) - Represent the amount of time that the
motor will run with a Wye contactor before switching to the Delta contactor. Set this option only
for starters with WYE-DELTA configuration.

5.4.10.9 UP TO SPEED TIMER = (1.0-8.0 SEC.) - Represent the amount of time that the
controller will wait to allow the motor to accelerate to nominal speed. Set this option only for
starters with ACROSS THE LINE or SOLID STATE configuration.

5.4.10.10 Y-D OPEN TRANSN. TIMER = (150-500 MSEC.) - Represent the time delay in
picking the Delta contactor after the dropping of the Wye contactor. Set this option only for
starters with WYE-DELTA configuration.

5.4.10.11 M CONTACTOR INSTALLED? (YES/NO) - Set this option to YES only for starters
with M Contactors. Option not available for SOLID STATE starters.

5.4.10.12 STARTER CONFIG: (SEQUENTIAL / SIMULTANEOUS) - This option is only

available for multi-starter Hydraulic systems. If the SEQUENTIAL option is set the starters will
start in a sequential fashion to reduce inrush current. If the SIMULTANEOUS option is set then
all starters in the system will start at the same time.

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 5.4.10.13 MULTIPLE VALVES? (YES/NO) - Set this option to YES when using multiple valves.

5.4.10.14 SPEED > 150 FPM? (YES/NO) - This option must be set to YES on ASME A17.1-
2000 code compliant hydraulic elevators with speeds exceeding 150 FPM. When on Inspection
operation, running at high speed is prevented by disabling the FUD output.

5.5 EXTERNAL MEMORY MODE

External Memory mode can be used to view memory addresses in the external RAM on the
MC-PCA-OA-2K board. The external memory address is denoted by the letters DA (Data
Address). The ability to view the external memory can also be helpful for diagnosing and
troubleshooting the elevator system. The Computer External Memory Chart (Table 5.7) shows
the meaning of the data digits at different addresses.

5.5.1 GETTING INTO EXTERNAL MEMORY MODE

External Memory mode is initiated by placing the F2 switch

in the up position (see Figure 5.1). The following is a
description of the LCD display format and the function of the
N, S, +, and ! pushbuttons during External Memory mode.
External Memory mode

5.5.2 FUNCTION OF N PUSHBUTTON

The N pushbutton (see Figure 5.1) allows for the advancement

of the computer memory address, which is displayed on the EXTERNAL MEMORY
second line of the LCD display. For example, for this display, DA.1234:10110011
pressing the N pushbutton once (hold it for 1-2 seconds) will
cause the 1 in the address 1234 to begin blinking. By continuing to press the N pushbutton,
the 2 in the address 1234 will begin to blink. The cycle will continue while the N pushbutton is
being pressed. Once the digit needed to be changed is blinking, the address can then be
modified.

The data (8 digits) that correspond to the external memory address is displayed to the right of
the address. This data display will change as the memory address changes.

5.5.3 FUNCTION OF S PUSHBUTTON

The S pushbutton (see Figure 5.1) ends the ability to change the address by stopping the digit
from blinking. If the S pushbutton is not pressed, the selected digit will stop blinking
automatically after 20 seconds.

5.5.4 FUNCTION OF + PUSHBUTTON

The + pushbutton (see Figure 5.1) modifies the digit of the computer memory address selected
by the N pushbutton. If the + button is pressed, the selected digit is incremented by one. The
data display will also change as the address changes. For example, if the 2 of the address
1234 is blinking, pressing the + pushbutton once will change the address from 1234 to 1334.
Pressing the + pushbutton several more times will change the address to 1434, 1534, 1634,
etc., up to 1F34 and then back to 1034.

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5.5.5 FUNCTION OF – PUSHBUTTON

The – pushbutton (see Figure 5.1) modifies the digit of the computer memory address selected
by the N pushbutton. If the – pushbutton is pressed, the selected digit is decrement by one.
The data display will also change as the address changes. For example: If the 2 in the address
1234 is blinking, pressing the – pushbutton once will change the address from 1234 to 1134.
Pressing the – pushbutton several more times will change the address to 1034, 1F34, 1E34,
etc.

5.5.6 TROUBLESHOOTING USING EXTERNAL MEMORY MODE

By using the computer's External Memory mode, it is possible to find out if the controller is
receiving call signals correctly, as well as HC-IOX board input and output signals.

5.5.6.1 The following example illustrates how to use Table 5.7 to check a signal in the
computer’s external memory.

Example problem: The DHLD (Door Hold Open Switch) input will not cause the doors to stay
open. DHLD is programmed for the Spare 5 input.

Step 1: Find SP5 in Table 5.7 (next page). Notice that the Address of SP5 is 02AF and the
Position is 4.

Step 2: Look up the signal on the computer. Change the

address on the display to Address 02AF (see EXTERNAL MEMORY
Section 5.5). Look at data bit number 4 (from the DA.02AF:10110011
right), which is underlined in the following display:

This digit represents the computer's interpretation of the Spare 5 input signal. If the digit is 1,
the computer thinks that the SP5 signal is ON. If the digit is 0, the computer thinks that the
SP5 signal is off.

This information can be used to determine the source of the problem. If the Spare 5 input is
programmed for the DHLD (Door Hold) input and the doors are not staying open, the diagnostic
display will show that the SP5 input is off. If this is the case, checking the voltage on the SP5
terminal will show whether the problem is inside or outside the controller. See also 6.7.2 ASME
A17.1 - 2000 REDUNDANCY FAULT DATA TRAP.

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TABLE 5.7 Computer External Memory Chart
HALL CALLS CAR CALLS
ADD 8 7 6 5 4 3 2 1
0140: 601R/UC1R 601/UC1 101R/CC1R 101/CC1
0141: 602R/UC2R 602/UC2 502R/DC2R 502/DC2 102R/CC2R 102/CC2
0142: 603R/UC3R 603/UC3 503R/DC3R 503/DC3 103R/CC3R 103/CC3
0143: 604R/UC4R 604/UC4 504R/DC4R 504/DC4 104R/CC4R 104/CC4
0144: 605R/UC5R 605/UC5 505R/DC5R 505/DC5 105R/CC5R 105/CC5
0145: 606R/UC6R 606/UC6 506R/DC6R 506/DC6 106R/CC6R 106/CC6
0146: 607R/UC7R 607/UC7 507R/DC7R 507/DC7 107R/CC7R 107/CC7
0147: 608R/UC8R 608/UC8 508R/DC8R 508/DC8 108R/CC8R 108/CC8
0148: 609R/UC9R 609/UC9 509R/DC9R 509/DC9 109R/CC9R 109/CC9
0149: 610R/UC10R 610/UC10 510R/DC10R 510/DC10 110R/CC10R 110/CC10
014A: 611R/UC11R 611/UC11 511R/DC11R 511/DC11 111R/CC11R 111/CC11
014B: 612R/UC12R 612/UC12 512R/DC12R 512/DC12 112R/CC12R 112/CC12
014C: 613R/UC13R 613/UC13 513R/DC13R 513/DC13 113R/CC13R 113/CC13
014D: 614R/UC14R 614/UC14 514R/DC14R 514/DC14 114R/CC14R 114/CC14
014E: 615R/UC15R 615/UC15 515R/DC15R 515/DC15 115R/CC15R 115/CC15
014F: 616R/UC16R 616/UC16 516R/DC16R 516/DC16 116R/CC16R 116/CC16
0150: 617R/UC17R 617/UC17 517R/DC17R 517/DC17 117R/CC17R 117/CC17
0151: 618R/UC18R 618/UC18 518R/DC18R 518/DC18 118R/CC18R 118/CC18
0152: 619R/UC19R 619/UC19 519R/DC19R 519/DC19 119R/CC19R 119/CC19
0153: 620R/UC20R 620/UC20 520R/DC20R 520/DC20 120R/CC20R 120//CC20
0154: 621R/UC21R 621/UC21 521R/DC21R 521/DC21 121R/CC21R 121/CC21
0155: 622R/UC22R 622/UC22 522R/DC22R 522/DC22 122R/CC22R 122/CC22
0156: 623R/UC23R 623/UC23 523R/DC23R 523/DC23 123R/CC23R 123/CC23
0157: 624R/UC24R 624/UC24 524R/DC24R 524/DC24 124R/CC24R 124/CC24
0158: 625R/UC25R 625/UC25 525R/DC25R 525/DC25 125R/CC25R 125/CC25
0159: 626R/UC26R 626/UC26 526R/DC26R 526/DC26 126R/CC26R 126/CC26
015A: 627R/UC27R 627/UC27 527R/DC27R 527/DC27 127R/CC27R 127/CC27
015B: 628R/UC28R 628/UC28 528R/DC28R 528DC28 128R/CC28R 128/CC28
015C: 629R/UC29R 629/UC29 529R/DC29R 529/DC29 129R/CC29R 129/CC29
015D: 630R/UC30R 630/UC30 530R/DC30R 530/DC30 130R/CC30R 130/CC30
015E: 631R/UC31R 631/UC31 531R/DC31R 531/DC31 131R/CC31R 131/CC31
015F: 532R/DC32R 532/DC32 132R/CC32R 132/CC32
SPARE INPUTS
ADD 8 7 6 5 4 3 2 1
02AF: SP9 SP8 SP7 SP6 SP5 SP4 SP3 SP2
02B0: SP17 SP16 SP15 SP14 SP13 SP12 SP11 SP10
02B1 SP25 SP24 SP23 SP22 SP21 SP20 SP19 SP18
02B2 SP33 SP32 SP31 SP30 SP29 SP28 SP27 SP26
02B3 SP41 SP40 SP39 SP38 SP37 SP36 SP35 SP34
02B4 SP49 SP48 SP47 SP46 SP45 SP44 SP43 SP42
SPARE OUTPUTS u
ADD 8 7 6 5 4 3 2 1
02EF: OUT8 OUT7 OUT6 OUT5 OUT4 OUT3 OUT2 OUT1
02F0: OUT16 OUT15 OUT14 OUT13 OUT12 OUT11 OUT10 OUT9
02F1: OUT24 OUT23 OUT22 OUT21 OUT20 OUT19 OUT18 OUT17
02F2: OUT32 OUT31 OUT30 OUT29 OUT28 OUT27 OUT26 OUT25
u This table shows the spare outputs for HC-IOX boards. If an HC-I40 board is used, the outputs follow those of an HC-IOX
board and are in the following format. Increment the output numbers accordingly.
HC-I4O board spare output format
ADD 8 7 6 5 4 3 2 1
02xx: OUT4 OUT3 OUT2 OUT1 not used not used not used not used

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TABLE 5.8 Computer’s Hospital Call and Eligibility Memory Chart
HOSPITAL CALL ELIGIBILITY HOSPITAL CALLS

OTHER CAR THIS CAR ASSIGNED HOSPITAL REGISTERED HOSPITAL

CALLS CALLS
REAR FRONT REAR FRONT REAR FRONT REAR FRONT
ADD 8 7 6 5 4 3 2 1
0240: ECR1 EC1 Floor # 1
0241: ECR2 EC2 Floor # 2
0242: ECR3 EC3 Floor # 3
0243: ECR4 EC4 Floor # 4
0244: ECR5 EC5 Floor # 5
0245: ECR6 EC6 Floor # 6
0246: ECR7 EC7 Floor # 7
0247: ECR8 EC8 Floor # 8
0248: ECR9 EC9 Floor # 9
0249: ECR10 EC10 Floor # 10
024A: ECR11 EC11 Floor # 11
024B: ECR12 EC12 Floor # 12
024C: ECR13 EC13 Floor # 13
024D: ECR14 EC14 Floor # 14
024E: ECR15 EC15 Floor # 15
024F: ECR16 EC16 Floor # 16
0250: ECR17 EC17 Floor # 17
0251: ECR18 EC18 Floor # 18
0252: ECR19 EC19 Floor # 19
0253: ECR20 EC20 Floor # 20
0254: ECR21 EC21 Floor # 21
0255: ECR22 EC22 Floor # 22
0256: ECR23 EC23 Floor # 23
0257: ECR24 EC24 Floor # 24
0258: ECR25 EC25 Floor # 25
0259: ECR26 EC26 Floor # 26
025A: ECR27 EC27 Floor # 27
025B: ECR28 EC28 Floor # 28
025C: ECR29 EC29 Floor # 29
025D: ECR30 EC30 Floor # 30
025E: ECR31 EC31 Floor # 31
025F: ECR32 EC32 Floor # 32

Legend for Table 5.8:

! Registered hospital calls for the floor opening.
1 = call is registered 0 = call is not registered

! Assigned hospital calls for the floor opening.

1 = Call is assigned 0 = Call is not assigned

! The car is eligible for Hospital Emergency Service Operation for the floor opening.
1 = Hospital emergency call can be entered for the floor opening
0 = Hospital emergency call cannot be entered for the floor opening

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5.6 SYSTEM MODE
System mode allows the user to change certain system-
wide options that do not require the car to be on Inspection.
To enter System mode, move the F3 switch to the up
position. Press the N pushbutton to select the desired
System Mode item:
• Building Security Menu (see Section 5.6.1) System mode
• Passcode Request Menu (see Section 5.6.2)
• Load Weigher Thresholds (see Section 5.6.3)
• Analog Load Weigher Learn Function (see Section 5.6.4)
• ASME A17.1 - 2000 Options (see Section 5.6.5)

5.6.1 BUILDING SECURITY MENU

Elevator Security is typically used to prevent access to specific floors via the elevators, or to
limit access to passengers with a valid security code. MCE's elevator security options include
Basic Security and Basic Security with CRT. Basic Security provides a means to prevent
registration of unauthorized car calls. Basic Security with CRT provides a means to prevent
registration of unauthorized car calls and/or hall calls and additional programming options are
available via the CRT terminal. Refer to MCE's Elevator Security User's Guide, part # 42-02-
S024 for additional information and instructions for using the CRT terminal. The Appendix
Elevator Security Information and Operation in this manual provides instructions for passengers
who will be using the elevator while Security is ON. For both Basic Security and Basic Security
with CRT, the security codes for each floor are programmed as described below.

The Security code for each floor may consist of one to eight characters where each character
is one of the floor buttons found in the elevator car. With Basic Security, any floor with a
programmed security code is a secured floor when Security is ON. Refer to the Elevator
Security User's Guide for information on turning Basic Security with CRT ON or OFF. Basic
Security (without CRT) is turned ON or OFF by the Building Security Input (BSI) in combination
with the Master Software Key parameter in the Extra Features Menu (Program mode). There
are 3 possible settings for the Master Software Key: ACTIVATED, ENABLED, and
DEACTIVATED:
• If set to ACTIVATED, Security is ON.
• If set to ENABLED, Security is ON when the BSI input is turned ON.
• If set to DEACTIVATED, Security is OFF regardless of the status of BSI.

To find the BSI input, refer to the job prints. When Security is ON, all car calls are screened by
the computer and become registered only if 1) the call is not to a secured floor, or 2) the call
is to a secured floor and its security code is correctly entered within 10 seconds.

5.6.1.1 VIEWING THE BUILDING SECURITY MENU - Place the F3 switch in the up position
(with all other switches in the down position).

The following display appears: SYSTEM MODE

PRESS N TO BEGIN

Press the N pushbutton.

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 The following display appears: * BUILDING *
*SECURITY MENU *

5.6.1.2 PROGRAMMING AND VIEWING THE SECURITY CODES - Press the S pushbutton
to start programming or changing the Security codes (or to
view the codes).

If no code has been programmed, then the computer displays

NO CODE PROGRAMMED for that particular floor number. Flr 1f: NO
Press the S pushbutton again to start programming the CODE PROGRAMMED
Security code.

If a code has already been programmed, then the computer

displays the security code. The cursor will blink below the floor Flr 1f: 8r 3f 4f
number for the Security code being displayed. 2r21f31r19f17r

Press the + and – pushbuttons to change the floor number.

The + pushbutton increments the value that is being
displayed to the next eligible value. The – pushbutton
decrements the value.

Press the S pushbutton to move the cursor to the first

character of the Security code. Press the + and – pushbuttons
to change the value of the first character. Repeat these steps
(pressing the S pushbutton followed by the + and –
pushbuttons) until the desired number of characters are
programmed (maximum of 8 characters). The S pushbutton
moves the position of the blinking cursor according to the
diagram at the right. If any character is left blank, or after all
eight characters have been programmed, and the S
pushbutton is pressed, the cursor returns to the floor number.

Repeat these steps (Section 5.6.1.2) to program the Security

codes for all the floors. You may exit the Building Security Exit this menu?
Menu at any time during programming by pressing the N N=No S=Yes
pushbutton. When the N pushbutton is pressed, the LCD will
display the following:

Press the S pushbutton to exit or the N pushbutton to return to Save Changes?

the previous display. If S is pressed, the following will appear N=No S=Save
(only if changes have been made):

Press S to save the changes or N to exit without saving (any original codes will remain in effect
if the changes are not saved).

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5.6.2 PASSCODE REQUEST MENU - The Passcode Request Operation can be used to require a
password to be entered in order to run the car on any mode of operation other than Inspection.

NOTE: If a passcode has not been programmed for this controller, the Passcode
Request Menu will not appear.

If a passcode has been programmed, the LCD screen will flash

the “PASSCODE REQUESTED” message when Passcode PASSCODE REQUEST
Request Operation is activated. PI 8 20:10001000

In order to clear or set the Passcode Request Operation, the

controller must first be placed into the System Mode as described
in Section 5.6. By pressing the N pushbutton when the display
* PASSCODE *
REQUEST MENU
reads “BUILDING SECURITY MENU,” the Passcode Request
Menu will appear:
Screen 1
CLEARING THE PASSCODE - With Screen 1 displayed, press
the S pushbutton. If Passcode Request Operation is activated, REQUESTED PASS-
CODE: 00000000
the following screen appears:
Screen 2
The first character of the passcode to be entered will blink. The
“+” and “-” pushbuttons will scroll through the numbers 0-9 and letters A-Z for each character
of the passcode. The N pushbutton will advance to the next
character position of the passcode. Pressing the S pushbutton * INVALID CODE *
will cause the program to verify that the passcode entered was S=CONT. N=EXIT
correct. If it was not correct, the following screen will appear:
Screen 3
Pressing the S pushbutton will display Screen 2. Pressing the N pushbutton from this screen
will return the display back to Screen 1.

If the correct passcode was entered, the following screen

* VALID CODE *
appears:
N=EXIT
Pressing the N pushbutton will return the display to Screen 1. The Screen 4
car may now be run on Normal operation mode.

ACTIVATING THE PASSCODE - With Screen 1 displayed, press

the S pushbutton. If Passcode Request Operation is not activated, ACTIVATE
the following display appears:
PASSCODE? NO
Screen 5
Pressing the S pushbutton will toggle the display from “NO” to
“YES”. Pressing the N pushbutton while “NO” is displayed will return the display back to the
Screen 1. Pressing the N pushbutton while “YES” is displayed will activate the Passcode
Request Operation and return the display back to Screen 1. With Passcode Request Operation
activated, the passcode must be entered in order to run the car on any mode of operation other
than Inspection.

5.6.3 LOAD WEIGHER THRESHOLDS - The load weigher (isolated platform or crosshead
deflection) provides a signal that corresponds to the perceived load in the car. This signal is
brought to the control system where it is conditioned, sampled and digitized, and the value is
used to calculate the actual load inside the elevator. This load value is then used for logical

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 dispatching operations. The load thresholds are user-programmable and determine when each
of these logical operations should be performed.

C LIGHT LOAD WEIGHER (LLW): This value is used to define the load at which a limited
number of car calls is to be registered (anti-nuisance). If the programmed number of car
calls is exceeded, all car calls will be canceled.

Example: LLW=20%. If the measured load in the car is less than 20%, the computer will
only allow a certain number of car calls to be registered, defined by the parameter
LIGHT LOAD WEIGHING? / LIGHT LOAD CAR CALL LIMIT in the EXTRA FEATURES
MENU OPTIONS. If the limit is set to a value of three, the computer will only allow three
calls to be registered if the load is less than 20%. If a fourth call is registered, all car
calls will be canceled.

C DISPATCH LOAD WEIGHER (DLW): This value is used to define the load at which the
lobby landing door timer is reduced. This threshold should be set to a value (defined in
many specifications as 60%) at which it is appropriate to initiate the process of moving
the car out of the lobby.

C HEAVY LOAD WEIGHER (HLW): This value is used to define the load value at which
hall calls should be bypassed.

C OVERLOAD WEIGHER (OLW): This value is used to define the load at which it is
considered unsafe to move the elevator. When this threshold is exceeded, the car will
remain at the floor with doors open. Typically an application that requires OLW will use
some type of visual and/or audible indicator to alert elevator passengers that the car is
overloaded.

C OVER LOAD 2 WEIGHER (OLW2): When on Fire Service, this value is used instead
of the Overload Weigher value (see OVERLOAD WEIGHER above).

ADJUSTING THE LOAD THRESHOLDS

The typical values for the load thresholds are shown below. However, these thresholds are
user-adjustable and may be changed at any time.

Load Threshold Default Value Range

• LIGHT LOAD WEIGHER (LLW) 20% 0 - 40%
• DISPATCH LOAD WEIGHER (DLW) 50% 20 - 80%
• HEAVY LOAD WEIGHER (HLW) 80% 50 - 100%
• OVERLOAD WEIGHER (OLW) 105% 80 - 125%
• OVERLOAD 2 WEIGHER (OLW2) 0% = disabled 100 - 140%

To adjust these thresholds:

a. Enter the SYSTEM mode of operation by placing the
F3 switch in the up position. * LOAD WEIGHER *
b. Press the N pushbutton until LOAD WEIGHER * THRESHOLDS *
THRESHOLDS appears on the LCD display.
c. Press the S pushbutton to display the load threshold LIGHT LOAD
you wish to set. WEIGHER = 20%

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 d. The value shown is the current threshold value expressed as a percentage of the full
load value (see the table above). Press the '+' or '-' pushbutton to adjust the value. If the
value is set to 0%, the load weigher function is disabled.
e. Press the S pushbutton to select another load threshold to adjust or press the N
pushbutton to exit this menu.
f. Place the F3 switch in the down position to exit SYSTEM mode when finished.

If an analog load weigher is used, the Analog Load Weigher Learn Function must be performed
before the load weigher system will perform properly (see Section 5.6.4).

5.6.4 ANALOG LOAD WEIGHER LEARN FUNCTION

With the isolated platform load weigher (MCE), the system simply learns the reference values
of the empty and fully loaded car weight. However, with the crosshead deflection load weigher
(K-Tech), the system must learn the reference values at each floor due to the dynamics of the
elevator system. This is necessary because the perceived load at the crosshead varies with the
position of the car in the hoistway due to the changing proportion of the traveling cable hanging
beneath the car and the position of the compensation cables.

The Analog Load Weigher Learn Function is performed as follows:

a. Move the empty car to a convenient floor where the test weights are located. It is best
to have one person in the machine room and another person at the floor to load the
weights.

b. Place the car on Independent Service operation. If an Independent Service switch is not
available in the car, place a jumper between panel mount terminal 2 and terminal 49 on
the Main Relay board (SC-SB2K-H).

c. Place the F3 switch in the up position and press the

ANALOG LOAD WEIGH
N pushbutton to select the Analog Load Weigher
PRESS S TO START
Learn Function (scrolling message is displayed).

d. Press the S pushbutton to start. The computer responds with one of two scrolling
messages:
• CAR NOT READY TO LEARN, MUST BE ON INDEPENDENT SERVICE.
Verify that the car has been placed on Independent Service.
• READY TO LEARN EMPTY CAR VALUES? PRESS S TO START.
If the empty car values have already been learned and you want to be learn the full car
values, press the N pushbutton (go to step 'e').
To begin learning the empty car values, press the S pushbutton. The computer displays
the message:
• LEARNING EMPTY CAR VALUES. PRESS N TO ABORT.
If the Extra Features Menu Option “Analog Load Weigher?” is set to K-TECH, the car
will move to the bottom floor, record the empty car value and then move up, stopping
at each floor to record the empty car value. When the top floor has been reached, the
car will move back to the floor at which the Analog Load Weigher Learn Function was
begun and the computer will display the scrolling message:
• EMPTY CAR LEARN PROCESS COMPLETED. PRESS S TO CONT.

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 If the Extra Features Menu Option “Analog Load Weigher?” is set to MCE, the car will
learn the empty car value and then display the message:
• EMPTY CAR LEARN PROCESS COMPLETED. PRESS S TO CONT.
Press the S pushbutton.
e. The computer displays the scrolling message:
• READY TO LEARN FULL CAR VALUES? PRESS S TO START.
f. Place the full load test weights in the car and press the S pushbutton to begin learning
the full car values. The computer displays the message:
• LEARNING FULL CAR VALUES. PRESS N TO ABORT.
If the Extra Features Menu Option “Analog Load Weigher?” is set to K-TECH, the car
will move to the bottom floor, record the full car value and then move up, stopping at
each floor to record the full car value. When the top floor has been reached, the car will
move back to the floor at which the Analog Load Weigher Learn Function was begun
and the computer will display the scrolling message:
• FULL CAR LEARN PROCESS COMPLETED. PRESS S TO CONT.
If the Extra Features Manu Option “Analog Load Weigher?” is set to MCE, the car will
learn the full car value and then display the message:
• FULL CAR LEARN PROCESS COMPLETED. PRESS S TO CONT.
Press the S pushbutton, place the F3 switch in the down position and take the car off
of Independent service.

g. To verify that the Load Weigher Learn Function has

been performed successfully, place the F8 switch in CURRENT LOAD
the up position. With the test weights in the car, the = 100%
following should be displayed:

If the Load Weigher Learn Function has not been CURRENT LOAD
performed successfully, the following will be = NOT LEARNED
displayed:

h. The Load Weigher Learn Function (empty or full values) may be aborted at any time by
pressing the N pushbutton. The computer will display the message:
• LEARN PROCESS ABORTED... PRESS S TO CONT.

When the S pushbutton is pressed the computer displays the scrolling message:
• ANALOG LOAD WEIGHER LEARN FUNCTION. PRESS S TO START

At this point you may exit System Mode by placing the F3 switch in the down position,
or you may re-start the learn function by moving the car back to the floor where the test
weights are located and press S to start (go to step 'd').

If the empty car values have been learned but the full load learn function was aborted,
you need not re-learn the empty car values. When the message READY TO LEARN
EMPTY CAR VALUES is displayed, press the N pushbutton. The computer will display:
• READY TO LEARN FULL CAR VALUES? PRESS S TO START.

Press the S pushbutton to begin learning the full car values (go to step 'f').

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5.6.5 ASME A17.1 - 2000 OPTIONS

Once in system mode operation, perform the following steps in order to invoke the A17.1 - 2000
fault bypass mode. This allows the mechanic time to setup and adjust the car without nuisance
shut downs. There are two independent bypass modes; one for inspection operation with
indefinite time limit and one for automatic operation where the time limit is two hours. It takes
several steps to bypass the A17.1 faults in either mode:

5.6.5.1 ASME A17.1-2000 REDUNDANCY BYPASS. JUMPER MUST BE INSTALLED TO

ACTIVATE. (BYPASS ON / BYPASS OFF) - The BYPASS ON option is set when all ASME
A17.1-2000 redundancy checking needs to be bypassed for trouble shooting purposes. This
option can only be set if the bypass jumper is installed. The maximum time limit for the bypass
is two hours after which this option will deactivate automatically.

ACTIVATION OF AUTOMATIC FAULT BYPASS MODE

1. Place car on either automatic or test mode (use TEST/NORM switch on SC-SB2K-H)

2. Place a jumper between 2KBP1 and 2KBP2 on the SC-BAH board.

3. Enter system mode (F3 = UP) and set option ASME A17.1-2000 REDUNDANCY
BYPASS to BYPASS ON.

Once invoked the A17.1 - 2000 fault logic will be bypassed for 2 hours. After the two hours
have elapsed the system will be shut down. To obtain another two hours of bypass mode,
simply repeat steps 1 through 3 above.

Once adjustment is complete set BYPASS OFF to reinvoke the A17.1 fault monitoring.

5.6.5.2 LONG TERM, INSPECTION ONLY ASME A17.1-2000 REDUNDANCY BYPASS.

JUMPER MUST BE INSTALLED TO ACTIVATE. (BYPASS ON / BYPASS OFF) - The
BYPASS ON option is set when all ASME A17.1-2000 redundancy checking needs to be
bypassed for trouble shooting purposes on inspection operation. This option can only be set
if the bypass jumper is installed. There is no time limit for this option.

ACTIVATION OF INSPECTION FAULT BYPASS MODE

1. Place car on inspection operation (use INSP/NORM switch on SC-SB2K-H board).

2. Place a jumper between 2KBP1 and 2KBP2 on the SC-BAH board.

3. Enter system mode (F3 = UP) and set option LONG TERM, INSPECTION ONLY
ASME A17.1-2000 REDUNDANCY BYPASS to BYPASS ON.

Once invoked the A17.1 - 2000 fault logic will be bypassed indefinitely. Once the inspection
transfer switch is moved to the normal position, the A17.1 faults will not be invoked until the
car is floor level.

Once adjustment is complete set BYPASS OFF to reinvoke the A17.1 fault monitoring.

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5.7 DUPLEXING
A great advantage of the PTC Series is how easily it can be duplexed. Because the duplexing
logic is completely internal to the computers, it requires only a connecting cable and the
selection of the Duplex option (see Section 5.4.2.1). The duplexing logic provides for proper
assignment of hall calls to cars and increases efficiency and decreases waiting time.

5.7.1 DISPATCHING ALGORITHM

The dispatching algorithm for assigning hall calls will be real time-based on estimated time of
arrival (ETA). In calculating the estimated time of arrival for each elevator, the dispatcher will
consider, but not be limited to, the location of each elevator, the direction of travel, the existing
hall call and car call demand, door time, MG start up time, flight time, lobby removal time
penalty and coincidence call.

5.7.2 HARDWARE CONNECTIONS

There are two critical items in duplexing hardware: Proper grounding between the two
controller subplates and proper installation of the duplexing cable. The hall calls will be
connected to both cars simultaneously. Once in a duplex configuration, either of the two
controllers can become the dispatcher of hall calls. The controller that assumes the dispatching
duty on power up remains the dispatching processor until it is taken out of service. If, for any
reason, the communication link between the two controllers does not function, each car will
respond to the registered hall calls independently.

5.7.3 TROUBLESHOOTING

In a duplexing configuration, the controller that assumes dispatching duty is identified by the
letter D in the upper left corner of the LCD display. The other car is identified by the letter S
(slave), in the upper left corner of the LCD. If the upper left-hand corner of the LCD is blank
(neither the D nor the S is displayed), the cars are not communicating, the following
troubleshooting steps should be taken:
Step 1: Check for proper grounding between the two subplates.
Step 2: Check the communication cable hook-up.
Step 3: The JP3 jumper is installed on both MC-PCA-OA-2K boards (found next to the
power supply terminals, see Figure 5.1) as the default configuration for duplex
communication. JP3 is an EIA-485 Standard Communication Termination jumper.
However, in an attempt to optimize the duplex communication, the JP3 jumper may
be removed from either one or both of the MC-PCA-OA-2K boards.
Step 4: If all of the above are unsuccessful, contact MCE.

If the D and/or S indicators on the LCD are flickering, it is most likely caused by bad
communication and the following troubleshooting steps should be taken:
Step 1: Check the Communication Time-Out Error Counter shown in Table 5.4 (Address
42). If the counter is actively counting errors, the slave computer is not responding
to the dispatcher's request for information. If the cause is a communication
problem, complete Steps 1-4 above.
Step 2: Check the Communication Checksum Error Counter shown in Table 5.4 (Address
43). If the counter is actively counting errors, the data being received is bad or does
not have integrity and cannot be used by the computer. If the cause is a
communication problem, complete Steps 1-4 above.

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SECTION 6
TROUBLESHOOTING

6.0 GENERAL INFORMATION

MCE’s PHC controllers are equipped with certain features that can help field personnel speed
up troubleshooting. The system is designed so that tracing signals from the field wires onto
various boards and into the computer can be achieved without the need for mechanical removal
of any components or for rear access to the boards. The following pages will describe how to
use these features and speed up the troubleshooting process.

Overall, the computer (MC-PCA-OA-2K board) and the program are the most reliable parts of
the system. Diagnostic mode on the computer is the most helpful tool for troubleshooting.
Therefore, it is best to start with the computer. Refer to Section 5.3 of this manual for
instructions on using Diagnostic mode. When viewing the diagnostic LCD display, be observant
of any contradictory information (i.e., the High Speed light should not be on while the Doors
Locked light is off).

6.1 TRACING SIGNALS IN THE CONTROLLER

Typically, a malfunction of the control system is due to a bad input or output signal. Inputs are
signals generated outside the controller cabinet and are brought to the designated terminals
inside the cabinet and then read by the computer. Outputs are signals generated inside the
computer, and are usually available on terminal blocks inside the controller cabinet. Since a
fault on any input or output can be the cause of a system malfunction, being able to trace these
signals and find the source of the problem is essential. The following is an example that shows
how an input signal can be traced from its origination point to its destination inside the
computer. For example, look at the Door Zone (DZ) input. Using the Diagnostic mode
instructions in Section 5.3 of this manual, use the N, S, +, and – pushbuttons to address and
observe the Door Zone (DZ) flag, which shows the status of the Door Zone (DZ) input. Moving
the car in the hoistway should cause this flag to turn on (1) and off (0) whenever the car passes
a floor. If the status of the (DZ) flag does not change, one of the following could be a cause of
the problem:

1. A defective Door Zone switch or sensor on the landing system car top unit.
2. Incorrect hoistway wiring.
3. Bad termination of hoistway wiring to the (DZ) terminal inside the controller.
4. A defect on the SC-SB2K Relay board or HC-PCI/O board.

The first step is to determine if the problem is inside or outside of the controller. To do so, use
a voltmeter to probe the Door Zone terminal (27) on the Relay board. This terminal is in Area
3 of the Job Prints (areas of the Job Prints are marked on the left-hand side of the pages and
certain signals may be in locations different from the print area mentioned in this guide). Moving
the car in the hoistway should cause the voltmeter to read 115VAC when the car is at Door
Zone. If the signal read by the voltmeter does not change when the car passes the Door Zone,
then the problem must be external to the controller and items (1), (2), or (3) should be
examined. If the signal read by the voltmeter does change as the car passes the Door Zone,
the problem must be internal to the controller and item (4) must be examined. From the print,
notice that this input goes to the right-hand side of the DZ relay and to a 47K 1W resistor. The
47K 1W resistor conducts the signal to pin 8 of the C2 connector on the top of the SC-SB2K-H
Relay board. Next, a 20-pin ribbon cable conducts the signal to pin 8 of the C2 connector on
the HC-PCI/O board.

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FIGURE 6.1 HC-PCI/O Power and Call Input/Output Board Quick Reference

42-QR-HC-PCI/O Rev. 1 HC-PCI/O QUICK REFERENCE

Figures 6.1 and 6.2 show pictures of the HC-PCI/O and SC-SB2K-H boards showing where the
DZ signal can be found on these boards. Notice that if terminal 27 is powered, there should be
approximately 115VAC at the bottom of the 47K 1W resistor corresponding to DZ on the SC-
SB2K-H board . Whereas the top of the same resistor should read approximately 5VAC if the
C2 ribbon cable is connected. If the ribbon cable is disconnected, the reading should be
115VAC at the top of this same resistor. This is because the other half of the voltage divider
is on the HC-PCI/O board.

The SC-SB2K-H board has test pins near many of the relays. These pins are for use during
the inspection and testing of section 4. Use the controller wiring diagrams to locate the test
pins. Pins on the left of relay coils (as depicted in the schematics) would need to be connected
to TP1 (fused 1-bus) to energize the associated relay. Pins located on the right hand side of
the coil would be connected to TP2 (fused 2-bus , 120 VAC) to allow the relays to pick. Some
relays require both test points (TP1 and TP2) to allow the coil to energize. Relays that do not
have associated test pins can be readily energized via the terminals connected to the coils (like
CHDT, use screw terminal 9).

It is therefore not necessary to remove the SC-SB2K-H board to check the operation of the
relays. The signals can also be traced on the HC-PCI/O board. See Figure 6.1 for details. If
the signal gets to the HC-PCI/O board but does not get to the computer, it would be safe to
assume that the problem is on the HC-PCI/O board.

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FIGURE 6.2 SC-SB2K-H Main Safety Relay Board Quick Reference

42-QR-SC-SB2K-H SC-SB2K-H QUICK REFERENCE

INDICATORS
Earthquake:
SWITCHES
Earthquake Reset Pushbutton:
Fault Reset Pushbutton:
Machine Room Inspection
Transfer INSP/NORM:
Machine Room Inspection
Up/Dn:
REDUNDANCY CHECKING TEST POINTS
ESB: TP1 (fused 1-bus) and TP13 IN1, IN2: TP7 and TP2 (fused 2-bus, 120VAC)
SAFR1: TP1 (fused 1-bus) and TP3 LU: Terminal 26 and TP2 (fused 2-bus, 120VAC)
SAFR2: TP1 (fused 1-bus) and TP4 LD: Terminal 25 and TP2 (fused 2-bus, 120VAC)
UP: TP1 (fused 1-bus) and TP5 CD: TP2 (fused 2 bus) with screw terminal CD
DN: TP1 (fused 1-bus) and TP6 H: TP1 (fused 1-bus) and TP11 and
TP10 and TP2 (fused 2-bus, 120VAC)

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6.2 DOOR LOGIC
As complex as it is, the Door Logic portion of the software answers one simple question:
Should the doors be open? The computer looks at certain inputs and then calls upon specific
logic to determine the answer to this basic question. All of these inputs and all of the flags
generated by the specific logic are available for viewing through Diagnostic mode on the
computer. When troubleshooting a door problem, inspecting the action and sequence of these
flags and inputs is very important. When the meaning of the flags becomes more familiar, the
state of these flags will generally serve to point to the root of the problem. Once the computer
has determined the answer to the door status question, the appropriate outputs are turned on
and/or off to attempt to cause the doors to be in the desired state.

The computer looks at the following inputs:

DBC - Door Close Button Input
DCLC - Door Closed Contacts Input (Retiring Cam only)
DLK - Door Locks Input
DOB - Door Open Button Input
DOL - Door Open Limit Input
DZ - Door Zone Input
DZX - Door Zone Auxiliary
PHE - Photo Eye Input
SE - Safety Edge Input
DPM - Door Position Monitor

The computer generates the following outputs:

DCF - Door Close Function Output
DCP - Door Close Power Output
DOF - Door Open Function Output

Associated important computer-generated logic flags:

CCT - Car Call Time Flag
DOI - Door Open Intent Flag
DSH - Door Shortening (Intermediate) Flag
DSHT - Door Shortening (Final) Timer Flag
HCT - Hall Call Time Flag
LOT - Lobby Call Time Flag
SDT - Short Door Time Flag

The computer uses the flags and inputs listed above to make a decision concerning the desired
state of the doors. This decision has only two possible goals: doors open or doors closed. The
computer's answer to this question is reflected in the state of the Door Open Intent (DOI) flag.
This flag can be seen by using Diagnostic mode on the computer.
• If the computer decides the doors should be open, DOI flag is set to ON (1)
• If the computer decides the doors should be closed, DOI flag is set to OFF (0).
The DOI flag is a useful flag to inspect when troubleshooting door problems. This flag shows
the intention of the computer concerning the state of the doors. Figure 6.3 shows how DOI
relates to door operation, as is described in the following paragraph.

Remember that if the DOI flag is ON (1), it will turn ON the DOF output which should pick the
DO relay. The door will remain open until the DOL (Door Open Limit) input goes away. This will
shut off the DOF output while the doors are open and DOI is on. Turning off the DOI flag will
turn on the DCF output, which will pick the DC relay and close the doors. While there is no
demand to go anywhere, the signal that shuts off the DCF output is DLK (Doors Locked), or
possibly DCLC if the car has a retiring cam. However, there is a 2-second delay before the DCF

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 output turns off after the doors are locked. If there is any demand (as is evidenced by the DMU
or DMD flags being on) and if the DOI flag is not on (0), then the DCP output will be turned on
regardless of the position of the door. The DCP output is used to provide door closing power
for those door operators requiring power while the car is running, such as those manufactured
by G.A.L. Corporation.

FIGURE 6.3 Door operation flowchart

Door Sequence of Operation

CD = HD= DPM= ON, DCL = OFF CC = Car Call
CCT = Car Call Time
CD= Car Door Lock
H Picked DC = Door Close Relay
DCF = Door Close Function
DCL = Door Close Limit
Car Call Active DCP = Door Close Power
DLK = Door Lock
DO = Door Open Relay
Call cancelled at point of slow down DOF = Door Open Function
DOI = Door Open Intent
CC--CCT DOL = Door Open Limit
HC--HCT DPM = Door Position Monitor
LC--LOT DZ = Door Zone
* = logical AND PHE/SE--SDT H = High Speed
H = High Speed Dropped
At floor HC = Hall Call
Car Decelerates HCT = Hall Call Time
CCT * DZ * H --DOI
HD = Hall Door Locks
LC = Lobby Call
DOI= DOF=ON DO = ON CD= HD= OFF LOT = Lobby Time(door dwell time)
PHE = Photo Eye
DPM = OFF, SE = Safety Edge
SDT = Short Door Time
DCL= ON
NOTE: -- (hyphen) = Results In,
DOORS FULLY OPEN -- For example if a car call is set (CC)
DOL = OFF then at the point of slowdown this
results in the setting of the CCT
DOF = DO = OFF--CCT Starts dwell time.

CCT = OFF = DOI

DEMAND? Yes DCP = ON

DOI = OFF -- DCF= ON

No
DCF= ON = DC DONE
DONE
DONE
DPM= ON **
** Note that DPM must make prior to
establishing door lock (CD or HD).
CD= HD= DLK = ON
DCL = OFF

DCF = OFF

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FIGURE 6.4 Door Closing Sequence, Timing and Fault Generation Flowchart

Door Closing Sequence,Timing and Fault Generation

Doors During DC we check to see if the status of inputs DCL, DPM, CD, HD, DOL
open and DLK make sense. Clearly, if DLK is ON (120V), DCL must be OFF (0V).
We also allow time for the various contacts to make up (debounce).
Important Note: DPM should make about 1" to 2" from full door close.

DOL = 0 Yes Yes

DLK = 0 DPM = 0 DCL = 120
CD = HD = 0

0.5 Sec No 0.5 Sec No

Initiate
Close DPM DCL
Sequence Redun Redun
FLT FLT

DCF = ON
DC picks waiting for DPM
No
DOL = 120
No Yes DPM
DPM=120 1.0 Sec? Redun
FLT
Yes
End
Yes Yes
CD=120 HD=120 Yes

No Yes CD or HD
No No DPM=120 1.0 Sec? Redun
FLT
No
waiting for DPM
DLK=120
No

Yes Keep DCF =

No DLK=120 ON for 2.0
End Waiting for more Sec.
DLK
Waiting for No
60 sec? DLK
No No
Demand? End
Yes No 1.0 Sec?

Yes
Yes
Door
Close DLK
Prot FLT Redun DCP = ON
FLT

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FIGURE 6.5 Door Operation Timing Diagram

Door Operation Timing Diagram

Start with door fully open...
, ³ Doors start to open
DOF $$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$,&&&&&&&&&&,$$$

DCF $$,&&&&&&&&&&&&&&&&&&&&&&&,$$$$$$$$$$$$$$$$$$$$$$$$$$$$
, ³ Doors start to close
DOL $$$$$,&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&,$$

DCL &&&&&&&&&&&&,$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$,&&&&&&&&&
, ³DPM established well before door lock
DPM $$$$$$$$$$$$$,&&&&&&&&&&&&&&&&&&&&&&&&&&&&&&,$$$$$$$$$
,³Door lock established
CD $$$$$$$$$$$$$$$$$,&&&&&&&&&&&&&&&&&&&&&&&&,$$$$$$$$$$$$$

HD $$$$$$$$$$$$$$$$$,&&&&&&&&&&&&&&&&&&&&&&&&,$$$$$$$$$$$$$

DLK $$$$$$$$$$$$$$$$$,&&&&&&&&&&&&&&&&&&&&&&&&,$$$$$$$$$$$$$
0 ² !!!Closing !! ÷ 0 ²SSS !!!!!!! Idle S!!!!!!!!!÷ 0 ²! Opening !÷ 0

The various values of door standing open time result from the type of call canceled or
responded to. A hall call cancellation will give an HCT flag and a car call cancellation will give
a CCT flag. A door reopen from a hall or car call button at the lobby, or a lobby hall or car call
cancellation will give a LOT flag. A door reopen from the Photo Eye, Safety Edge or Door Open
button will give a SDT flag. Each flag (HCT, CCT, LOT or SDT) has a separate door standing
open time.

The door logic provides protection timers for the door equipment both in the open and the close
direction. If the doors get stuck because of the door interlock keeper failing to lift high enough
to clear the door interlock during the opening cycle, then the doors cannot complete their
opening cycle. This could result in damage to the door motor. The door open protection timer
will eventually stop trying to open the doors so the car can go on to the next call. Similarly, if
the doors do not close all the way (i.e., the doors do not lock), the computer will recycle the
doors at a programmed interval in an attempt to clear the problem.

To provide a clearer understanding of the computer logic, note that the logic looks for a reason
to open the doors. If a valid reason to open the doors is not found, or if conditions are detected
that prohibit the opening of the doors, the logic will close the doors (reset or turn off DOI). To
open the doors, the car must be in a door zone and not running at high or intermediate speed.
Once the car has settled into a proper position to open the doors, a condition must exist that
says to the logic that the doors should be open.

Some of these conditions are listed below:

• Call demand at the current landing (or a call has just been canceled)
• Safety Edge/Door Open button (DOB) input
• Emergency/Independent Service conditions
• Photo Eye input

When a call is canceled, one of the following door time flags should be set (turned on): CCT,
HCT or LOT. When one of the reopening devices is active (SE, PHE or DOB), the SDT flag

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 should be set. When an Emergency or Independent Service condition exists, the presence of
a particular condition will cause the DOI flag to be set. Some of these conditions include the
following: Fire Service, Emergency Power operation, Independent Service, Attendant Service,
etc.

Once the intention of the computer has been determined, inspect the high voltage hardware
to see if the appropriate functions are being carried out. For example, if the doors are closed
and DOI is set, the doors should be opening (DO relay picked). If the doors are open and DOI
is cleared (turned off), the doors should be closing (DC relay picked).

The trouble arises when the door control system is not doing what the mechanic thinks it should
be doing. However, when troubleshooting, it is vital to determine if the control system is doing
what it thinks it should be doing. If the control system (high voltage section) is doing what the
logic intends it to do, then determining how the logic is coming to its conclusions is important.
If the control system is not doing what the logic intends it to do, then determining what is
preventing the desired function from being carried out is equally important (bad relay, bad triac,
etc.). Diagnostic mode on the MC-PCA-OA-2K Computer board will help to determine which
situation is present. The output flags will show which outputs the computer is attempting to turn
on or off. These flags can be compared with what is actually happening in the high voltage
hardware.

Consider, as an example, this problem: the doors are closed and locked, but the DC relay is
always picked, preventing the doors from opening when they should. The cause of the problem
must first be isolated. If both the DCF and DCP flags are cleared (turned off) in the computer,
the DC relay should not be picked. If the DC relay is picked, then a problem obviously exists
in the output string to the DC relay. However, if either the DCF or DCP flag is always set in the
computer, then the problem is not with the output circuit, but possibly a problem with the door
lock circuitry. If the doors are truly physically locked, inspecting the DLK flag in the computer
would be wise. If the flag is not set in the computer, then there is obviously a fault in the input
circuit from the door lock input. A simple inspection of the computer's Diagnostic mode will
substantially narrow down the cause of the problem.

6.3 CALL LOGIC

6.3.1 NORMAL OPERATION

In the MCE call input structure, calls are input to the system by grounding the appropriate call
input, as labeled on the HC-PCI/O board (with more than four floors, both the HC-PCI/O board
and one or more HC-CI/O-E Call boards). The act of physically grounding the call input terminal
will illuminate the corresponding call indicator LED on the call board. Latching of the call by the
computer (recognition and acceptance) will cause the indicator to remain illuminated on the
board. Cancellation of the call will cause the indicator to turn off. With the MCE call input/output
structure, the single input/output terminal on the HC-PCI/O (or HC-CI/O-E) board will accept
a call input from the call fixture and serves as the output terminal which illuminates the call
fixture to show registration of the call. This means that the field wiring is identical to that which
would be used for most standard relay controllers.

Calls may be prevented from latching by the computer in certain circumstances. If none of the
car calls are allowed to be registered, the computer may be purposely preventing these calls
from being registered. When the computer prevents car call registration, it sets (turns on) the
Car Call Disconnect (CCD) flag for that car. Inspection of this flag using Diagnostic mode will
show if it is the computer that is preventing the registration of these calls. If the CCD flag is set

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 (on), the reason for this CCD condition must be discovered. There are many reasons for a CCD
condition: Fire Service, Motor Limit Timer elapsed condition, bottom or top floor demand, etc.

A corresponding flag exists for hall call registration prevention. The computer may detect
conditions for preventing hall calls from being registered, and will set the Hall Call Disconnect
(HCDX) flag. This is a system flag (as opposed to a per car flag), but is available for viewing
in Diagnostic mode along with the car operating flags. There are also many reasons for the
computer to reject hall call registration: Fire Service, a hall call bus problem, no available cars
in service to respond to hall calls, etc.

It should also be mentioned that if a call circuit becomes damaged or stays on due to a stuck
pushbutton, the elevator will release itself from the stuck call automatically. It will probably
return there later, but will again release itself automatically, thereby allowing continued service
in the building.

6.3.2 PREPARATION FOR TROUBLESHOOTING CALL CIRCUITS

Review Section 5.5 (External Memory mode) of this manual. Then, look at Table 5.7. It shows
where to look up the calls in the computer memory (addresses 0140 through 015F). By looking
at this memory, it is possible to see if a particular call is being recognized by the computer.

Prepare a jumper with one end connected to terminal #1 which is the same as ground (subplate
is grounded), then use the other end to enter the call by grounding the call terminal in question.

6.3.3 TROUBLESHOOTING THE CALL CIRCUITS

1. Once the wires have been disconnected from the call input terminal, the system should
be turned ON and in a normal running configuration. Use Diagnostic mode on the
computer as described previously to check the status of the HCDX flag and CCD flag.
If they are ON, they will shut OFF hall calls and car calls respectively.

NOTE: If it appears that there is a problem with a call, disconnect the field wire (or
wires) from that call terminal in order to find out if the problem is on the
board or out in the field. The calls can be disconnected by unplugging the
terminals or by removing individual wires. If the individual field wire is
disconnected, lightly tighten the screw on the terminal. If the screw is loose
while trying to ground the terminal using a jumper, contact may not be made.

2. If HCDX and CCD are normal (or OFF), take a meter with a high input impedance (such
as a good digital meter) and check the voltage on the call terminal in question.
Depending on the voltage that the call circuits were set up for, the reading should be
approximately the voltage on the call terminal called for (or up to 15% less). If the
voltage is lower than what is specified, and the call terminal is on an HC-CI/O-E board,
turn OFF the power and remove the resistor-fuse associated with the call terminal (i.e.,
if the call terminal is the fifth one from the bottom, remove the fifth resistor-fuse from
the bottom). Turn the power back ON. The reading should be the voltage as discussed
above. Note: the HC-PCI/O board does not have these resistor-fuses.

NOTE: The resistor-fuse is an assembly made up of a 10 Volt zener diode and a

22 ohm ¼ Watt resistor.

42-02-1P01 TROUBLESHOOTING • 6-9

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 3. If the job has more than four floors, the controller will include at least one HC-CI/O-E
Call Input/Output board. If the problem terminal is on this board and the necessary
voltage does not read on the terminal, make sure the jumper plug (or header) is in
position on the Call board. The jumper plug socket is on the right-hand side of the Call
board near the call indicators. If a Call board is replaced, this jumper plug must always
be transferred to the new board and stay in the same position. If this plug is not
installed, any calls on the new board may become registered if the field wiring is not
connected, so make sure the jumper plug is in place (see Figure 6.6).

4. For both the HC-PCI/O board and the HC-CI/O-E board(s), make sure that the correct
voltage is coming into the terminals on the board marked PS1, PS2, and PS3. Note that
there may be power on all three of these terminals, only two, or at least one, depending
on the type of calls on the board.

5. Once the proper voltage is on the call terminal in question, use External Memory mode
and Table 5.6 to examine the call in the computer memory. The call should not be ON.
If it is, reset the computer for that car. Let the car find itself or run it to a terminal landing
to make sure the CCD flag is turned OFF. If the resistor-fuse has been removed (if
necessary), the field wires disconnected, HCDX and CCD both OFF, and the proper
voltage exists on the call terminal, the call should not be registered. Shorting the call
terminal to terminal 1 (or ground) should register the call in the computer according to
External Memory mode. This does not mean the call registered light on the Call board
will work correctly. If the call does not register and cancel under the conditions
mentioned in this step, then a condition exists on the board that cannot be corrected in
the field and the board should be replaced.

6. If the call works correctly in the previous step, and it does not register, and the board
is not arranged for neon indicator lamps in the fixtures, the indicator for that call on the
board will glow dimly. If the board is arranged for neon indicators, the call indicator on
the board will not glow. In this case, a dim glow indicates that the incandescent bulb in
the fixture is burned out (when the call has the resistor-fuse plugged in and the field
wire connected normally).

7. With a known good resistor-fuse plugged into the proper call position, check to see that
the indicator on the Call board works correctly (glows brightly when the call is registered
and glows dimly, or not at all, when the call is not registered). If the call indicator burns
brightly when the resistor-fuse is plugged in and shows no change in brightness
whether the call is registered or not, then there is a bad triac or triac driver transistor.
The triacs are plug-in types and can be easily replaced. Usually, if a triac has failed, it
will measure as a short circuit between the metal base and terminal 1 with the power
disconnected and the field wire removed. If the Call board is not in the system, check
for a short circuit between the metal base of the triac to any pad area around a mount-
ing screw hole. On the HC-CI/O-E board, the bottom most triac corresponds to the
bottom most terminal, and terminals and triacs are corresponding from there on up (see
Figure 6.6). On the HC-PCI/O board, the triacs are labeled the same as the call
terminals (see Figure 6.1).

8. If the call has passed all of the previous tests, then it should be working properly while
the field wires are not attached. Before reconnecting the field wires, jumper the wire (or
wires) to terminal 1 and go out to that hall or car call push-button and press it. If a fuse
blows, then a field wiring problem exists. If everything seems okay, then connect the
call wires and test it. If connecting the call wires causes a problem, the board may have
again been damaged. In any event, once the board checks out okay, any other
problems will probably be field wiring problems and should be investigated.

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FIGURE 6.6 HC-CI/O Call Input/Output Board Quick Reference

42-QR-HC-CI/O Rev. 2 HC-CI/O QUICK REFERENCE CARD (BOARD 2)

Call Power Terminals Bottom most CallTerminal*

Call Label Strip*

If a call board is
replaced, remove
the Call Label Strip
and transfer it to
the new board

Jumper Plug
If a call board is
replaced, the jumper
plug must be
transferred to the
new board and the
notch orientation
must stay the same

Bottom most
Resistor Fuse*

Bottom most
Triac*
Watch out for
polarity when
replacing

* The Triacs,
Resistor Fuses
and Call Terminals
are layed out in the
same sequence as
shown on the Call
Label.

42-02-1P01 TROUBLESHOOTING • 6-11

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 TROUBLESHOOTING THE CALL CIRCUITS
NOTE: Call terminal voltage must be $ 85% of call supply voltage. Example: If supply is 100VAC, terminal
voltage may be 85VAC to 100VAC. 80VAC is insufficient.
If there is a problem with a call, first disconnect the field wire or wires from that call terminal to determine if
the problem is on the board or in the hoistway wiring or fixtures. Disconnect the calls by unplugging the
terminals, or removing individual wires. If the individual field wire is disconnected, lightly tighten the screw
terminal since it may not make contact if an attempt is made to ground the terminal using a jumper when the
screw on the terminal is loose.
Problem Recommended steps to resolve the problem

Call Terminal Voltage is 1. Turn OFF the power and remove the resistor fuse associated with that terminal.
insufficient 2. Turn ON the power and check terminal voltage again.
3. If no voltage is present on the terminal:
a. Check the jumper plug (header) on the HC-CI/O Call board. The jumper plug socket
is located on the right hand side near the call indicators. If a Call board is replaced, this
jumper plug must be transferred to the new board and stay in the same board position
(more than one Call board on the controller).
b. Verify that the correct incoming power is on terminals marked PS1, PS2 and PS3.
NOTE: Power will exist on at least one and possibly more of these terminals.

Call LED is ON even 1. Reset the computer (Computer Reset pushbutton on Swing Panel).
though the field wire is 2. Run the car to the nearest landing to reset PI.
removed 3. It may be necessary to reset the computer in the Group Supervisor (other car in a duplex
system) in order to reset a latched hall call.
4. If the call does not cancel under these conditions--replace the call board

Cannot register a hall To discover whether the problem is with the call board or the field wiring:
call at the call board 1. First remove the resistor fuse and disconnect the field wire(s).
2. Verify that the HCDD, Hall Call Disconnect Computer Variable Flag is OFF (Address 2C,
LED 6). For PTC or PHC controllers, verify that the HCDX flag is OFF (address 2C, LED4).
3. Verify that there is proper voltage on the call terminal.
4. Register a call by shorting the call terminal to terminal 1 or GND and verify with EOD.
5. If the call does not register under these conditions--replace the call board.
6. If the call circuit works with field wires removed, before connecting wires, jumper the wire(s)
to ground or terminal 1 and press the call pushbutton. If a fuse blows, there is a field wiring
problem. If connecting the call wires causes a problem, the call board may be damaged.

Call remains latched Remove the associated resistor fuse. If call cancels, replace the bad resistor fuse.
even though the car
arrives at that landing

TROUBLESHOOTING THE CALL INDICATORS

NOTE: Before troubleshooting the call indicators, ensure that the call circuit is working correctly, the field wires are
connected and the resistor fuses are plugged in. If the board is arranged for neon (or LED) indicators (HC-CI/O
-N board), the board indicators are not affected by the fixture bulbs.
When working correctly, a call indicator glows brightly when a call is registered and glows dimly or not at all when a call
is not registered.

Problem Recommended steps to resolve the problem

With a call registered, the Call Indicator Incandescent bulb in the fixture for the call is burned out or missing. Replace the
is dimly lit (Call Board is HC-CI/O) bulb.
Indicator glows bright whether or not Bad triac or triac driver transistor. Check triac with power OFF and field wire
there is a call registered removed. Failed triac usually measures a short circuit from the metal back
(collector) to terminal 1. If board is not in system, measure short between metal
back and pad area around mounting hole. Be careful, the metal back of the triac
is connected to AC when power is ON. NOTE: bottom triac corresponds to
bottom terminal.

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6.4 CAR DOES NOT MOVE ON INSPECTION OR AUTOMATIC
If the car does not move, check the following:

1. Relays SAFR1 and SAFR2 will drop and, if the code mandated “cycle tests” function as
required, pick back up at the end of every run. This means that after every run the
critical relays are dropped out to ensure that no contacts have welded. If a failure of the
relays is detected both SAFR1 and SAFR2 will not be allowed to pick. If this is the
case, inspect the message scrolling on the MC-PCA-OA-2K display to determine which
section of the hardware has failed.

Note: Many of the safety relays that populate the main PC boards (SC-SB2K-H and SC-BAH)
are soldered to the board, hence it will be necessary to replace the entire board when any relay
fails to operate as intended (manufacturers have yet to provide sockets for the new code
mandated force-guided relays).

2. Verify that pilot relay MP, contactors M (Main if present), Y and DEL (if star-delta) pick
when the direction relays, UP and DN, are picked). If MP and Y do not pick, check the
related circuit (M TRIAC) as shown in the controller drawings. Check for any fault that
is displayed on the MC-PCA-OA-2K display before and after picking the direction on
Inspection. Also relaysYP and DELP on the SC-SB2K-H board should be picked. If
these relays are not picked, check for 120VAC on terminals 9, 10,12 and 20 on the SC-
SB2K-H Board. If there is no voltage on these terminals, refer to the controller drawings
to find the problem. Note that relays SAFR1and SAFR2 should also be picked.

3. Verify that contactors M (if present), Y and DEL are dropped when the direction is not
picked. These relays feed redundancy checking inputs RM, RWYE and RDEL. If these
main contactors fail to release as intended the system will be shut down and further
operation of the lift will be prevented. Many other relays are monitored (see prints) for
proper operation. UP, DN and H are some of the monitored relays. If any of these
relays fail a message will be displayed on the LCD display that indicates which relay.

4. If all the functions described in the above steps are working properly and the car still
does not move, then verify that the valves are getting voltage applied to the solenoids.
This happens at terminals 85, 86, 87 and 88. Check associated wiring to terminals 10,
11, 12, 13, etc. All mentioned terminals are located on the SC-SB2K-H board (see
Figure 6.2).

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6.5 PC BOARD QUICK REFERENCES
FIGURE 6.7 MC-PCA-OA2K Main Computer Board Quick Reference

42-QR-MC-PCA-OA-2K MC-PCA-OA2K Quick Reference

PTC and PHC Connections
MC-PCA-OA2K Board Simplex Duplex Configuration

JP1 JP3 JP17

JP4

JP5
JP10

Configuration with MC- PA

(Peripherals Adapter Board)

JUMPER TABLE
MC-PCA-OA2K (PHC & PTC Controllers) * If U7 on the MC-PCA-OA2K board contains a
21-LB-217A microcontroller, set JP1 to
JP1 B* position B, otherwise set to position A.
JP3 ON * *
JP4 ON * * * ** The JP3 jumper should be in the OFF position
if the MC-PCA-OA2K board is not at the end of
JP5 ON * * * a daisy chain in a duplex configuration, i.e.
JP8 N/A between MC-PCA-OA2K or MC-PA boards.
JP9 N/A
*** Try JP4 and JP5 in either the ON or OFF
JP10 A position until car to car or car to PA
JP15 Set at factory communication is established.
JP16 Set at factory
JP17 A

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FIGURE 6.8 MC-PA-2K Peripherals Adapter Board Quick Reference

42-QR-MC-PA-2K MC-PA-2K QUICK REFERENCE

Port Switch Setting Cable and Peripheral

DCE SERIAL CABLE to CRT Terminal, PC or Printer
DTE LINE DRIVER / MODEM to CRT Terminal or PC
Jumper Settings
Jumper Setting Description
JP1 B A = Internal, B = External
JP3 ON 120Ω Data Termination
JP9 B A = 512Kb EPROM, B = 1 to 4 Mb EPROM
JP32 A Reserved for future use

42-02-1P01 TROUBLESHOOTING • 6-15

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FIGURE 6.9 SC-HDIO High Density I/O Board Quick Reference

42-QR-SC-HDI/O SC-HDI/O QUICK REFERENCE Board 61

TRACTION HYDRO
C8 Input Resistor C8 Input Resistor C8 Input Resistor C8 Input Resistor
ASI1 PFLT R41 ASI5 RUDX1 R46 ASI1 RSTOP R41 ASI5 RDFV R46
ASI2 UETS2 R42 ASI6 RUDX2 R45 ASI2 RUSV R42 ASI6 UNLS R45
ASI3 DETS2 R48 ASI7 RUDX3 R44 ASI3 RUFV R48 ASI7 R44
ASI4 RSTOP R47 ASI8 RUDX4 R43 ASI4 RDSV R47 ASI8 R43

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FIGURE 6.10 SC-BAH Lock Bypass, Access Board Quick Reference

42-QR-SC-BAH SC-BAH QUICK REFERENCE CARD

42-02-1P01 TROUBLESHOOTING • 6-17

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FIGURE 6.11 SC-BAHR Lock Bypass, Access Board with Rear Doors Quick Reference

42-QR-SC-BAHR SC-BAHR QUICK REFERENCE CARD

6-18 • TROUBLESHOOTING 42-02-1P01

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FIGURE 6.12 HC-IPLS IP Landing System Board Quick Reference

42-QR-HC-IPLS Rev. 3 HC-IPLS QUICK REFERENCE

NOTE: If a sensor or the HC-IPLS

board is replaced, make sure
the orientation of the HC-IPLS
board is correct. Use the
GROUND LUG and the LEDs
shown in the Assembly drawing
for an orientation reference.

42-02-1P01 TROUBLESHOOTING • 6-19

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6.6 USING THE OPTIONAL CRT FOR TROUBLESHOOTING

6.6.1 GRAPHIC DISPLAY OF ELEVATOR (F3) SCREEN

The F3 screen shows the hoistway graphic display (see Figure 6.9).

a. HOISTWAY GRAPHIC DISPLAY - shows car position, direction arrows, car calls,
assigned hall calls and position of the doors.

b. CAR STATUS DISPLAY - This portion of the display describes the current status of the
car.

FIGURE 6.13 Graphic Display of Elevator (F3) Screen (Color CRT)

98/05/08 14:26:02 F4 = Main Menu

* Car A Status *
* Automatic Operation
* In Service

Up Flr A B Flr Dn
Hall # DN UP # Hall

4 4

* Car B Status * 3 C
* Automatic Operation 3
* In Service

2 2

1 1

B C B
-- DOORS LEGEND --
< > > <
Closed Open Opening Closing
LEGEND
HOISTWAY TOP: HALLS: HOISTWAY:
IN - In Service H - Hall Call C - Car Call
OUT - Out Of Service
UP - Up Direction
DN - Down Direction

dnID168

6.6.2 MCE SPECIAL EVENTS CALENDAR ENTRIES (F7 - 1) SCREEN

Events that could affect car functions are recorded inside the MC-PA computer memory. This
data is available to the mechanic for troubleshooting and analysis of the events (see Figure
6.10. The Special Events Calendar logs the following information:

• DATE (month/day)
• TIME (hour/minute)
• EVENT (cause for logging the data, such as; doorlock clipped, stop switch pulled, etc.)
• PI (car PI at the time the data was logged)

Table 6.1 provides a list of Special Events Calendar messages and their definitions.

6-20 • TROUBLESHOOTING 42-02-1P01

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FIGURE 6.14 Special Events Calendar - Display Special Event Entries (F7 - 1) Screen

98/05/08 14:28:17 Esc = Previous Menu

MCE Special Event Calendar Entries

Date Time Event Status Car Flr Miscel.

10-23 02:15 Time Out of Service Activated A 2

10-23 02:20 Door Close Protection Activated B 4
10-23 02:21 Time Out of Service Deactivated A 2
10-23 02:25 Door Close Protection Deactivated B 4
10-23 13:59 Motor Limit Timer Activated A 5
10-24 14:05 Motor Limit Timer Deactivated A 5
10-24 15:43 Excessive Commun. Error
10-24 08:27 Hospital Service Activated A L
10-24 08:28 Hospital Service Deactivated A 2
10-25 08:30 Independent Service Activated B 2
10-25 08:31 Independent Service Deactivated B L

Up/ Dn Arrows: Scroll Page Up/Dn: Previous/Next Page Home/End: 1st/Last page

TABLE 6.1 Special Events Calendar Messages

Bottom Floor Demand
Both USD and DSD are
Open
Bus Fuse Blown (2H)
Bus Fuse Blown (2)
Car Out of Svc w/ DLK
Car Out of Svc w/o DLK
Communication Loss
DOL Open and DLK
Active
Door Close Protection
Earthquake
Emergency Power
Fire Service Main
Fire Service Alternate
Fire Service Phase 2
Hospital Service
Generated when car comes off of Inspection or when car PI indicates top terminal landing
but car is not there. Check top terminal landing slowdown switches and USD input.
Both USD and DSD are simultaneously active (low). Check wiring on terminal switches.
No power exists on the Hall Call Common Bus. Check fuse F4 on group.
No power exists on the Car Call Common Bus. Check fuse F4 on car.
Car was delayed from leaving a landing for a significant period of time. Doors were locked.
Suspect a malfunction of the running circuits.
Car was delayed from leaving a landing for a significant period of time. Doors were not
locked. Suspect an obstruction that has kept the doors from closing, thus preventing the car
from leaving the landing.
Car not communicating with PA. See troubleshooting guide in manual.
Car is shutdown due to unsafe conditions of the DOL and/or DLK sensors.
Door Open Limit input (DOL) activated (low) and Door Lock input (DLK), activated (high).
Check DOL and DLK inputs.
Doors unable to close and lock in specified time. Check door lock string contacts and
individual doors for physical obstruction.
Earthquake input (CWI or SSI) activated (high).
System placed on emergency power. Power removed from EPI input.
Main Fire Service input (FRS) activated (low).
Main Fire Service input (FRS) activated (low) and Alternate Fire Service input (FRA)
activated (high).
Phase 2 Fire Service input (FCS) activated (high).
Car assigned to a HOSPITAL EMERGENCY CALL.

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TABLE 6.1 Special Events Calendar Messages
Independent Service Car placed on Independent Service.
Inspection Hoistway access or car top inspection.
Lost DLK During Run The DOOR LOCK input was deactivated while the car was traveling through the hoistway.
Motor Limit Timer Motor stalled due to excessive time to complete run. Put car on inspection then take it off
or reset processor. Check Up and Down Sense inputs (UPS and DNS), and generator and
motor brushes.
Photo Eye Failure The PHOTO EYE input has been continuously active for a considerable period of time.
Suspect an abnormal blockage of the optical device or failure of the PHOTO EYE input
circuit.
Safety String Open Check on-car and off-car safety devices (e.g. governor overload, over- travel limit switches
and car stop switches) and SAF input.
Stop Sw/Safety Relay In-Car Stop switch activated or the Safety Relay Circuit opened.
Ckt
System Out of Service Car(s) out of service due to Hall Call common bus (2H) failure.
Top Floor Demand Car PI indicates bottom terminal landing but car is not there. Check bottom terminal landing
slowdown switches and DSD input.
Time Out of Service Elevator abnormally delayed in reaching destination in response to a call demand. Doors
cannot close and lock or motor stalled.
Valve Limit Timer Down detection energized for excessive amount of time. Check jack packing and down
section of valve assembly.

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6.7 USING THE MLT / VLT DATA TRAP
The MLT / VLT "data trap" records many of the controller's operation “flags” at the moment the MLT
or VLT occurs. This allows you to see what flags led up to the fault. Note: Direction must be on (input
UPS) for the adjustable time set via parameter MOTOR LIMIT TIMER (1 - 6 minutes) before MLT will
occur. Direction must be on (input DNS) for the adjustable time set via parameter VALVE LIMIT TIMER
(1 - 6 minutes) before VLT will occur.

Once an MLT or VLT shuts down the car, use these steps to look at the stored flags.

1. Do not reset the computer as this will clear the data trap on software version 5.19.0001 or earlier.
To return the car to service and not harm the data, simply toggle the relay panel inspection switch
from OFF to ON and back to OFF.

Note: On software version 5.19.0002* or later, the data is not cleared on power up or reset. The
data is overwritten each time a new MLT occurs. However, the data may be cleared and the MLT
counter reset by placing the F1, F2, F7 and F8 switches in the up position.

2. On the MC-PCA board place the F2 switch up (ON) to select External Memory. All other switches
should be down (OFF). The LCD display shows the default
address, DA.0100 (address 0100H) followed by the eight EXTERNAL MEMORY
memory bits at that location. DA.0100:10110011
3. Use the DATA TRAP MEMORY CHART to determine the addresses where the saved data is
stored. The section in the Controller Installation Manual titled EXTERNAL MEMORY MODE
provides a complete description of how to use the External Memory Mode. Briefly, use the N
pushbutton to select the digit to be changed (digit blinks on and off). Press + or - to change the
digit.

4. Record the data displayed on the LCD for all rows shown on the chart. It helps if you have a few
photocopies of the chart. Simply mark the positions in the chart that are shown as a “1" on the
LCD display. Addresses 0480H thru 0493H contain car status flags. Address 0494H contains the
car's position indicator value at the instant the MLT or VLT condition occurred and address
0495H contains the MLT counter (ver 5.19.0002 or later). Only the labeled positions are important
to mark.

5. Once all of the addresses have been marked you may reset the computer to clear the recorded
memory area (software versions 5.19.0001* or earlier).

6. Use the recorded values and the timer logic flowcharts to help determine the cause of the
problem. Then call MCE for assistance if any is needed.

* Note: To determine the software version, place switch F8

up (ON) with all other function switches down (OFF). PTHC D
Ver# T06.03.0000

42-02-1P01 TROUBLESHOOTING • 6-23

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 PHC HYDRO DATA TRAP MEMORY CHART
DIAGNOSTIC INDICATORS

8 7 6 5 4 3 2 1

0480H ±
DOLM
±
PHE
±
DZ
±
DOL
±DBC
±
DOB
±
GEU
±
GED

0481H ±
TFA
±
DC
±
UC
±
CC
±
NDS
±
FDC
±
DHO
±
DOI

0482H ±
DCFN
±
DCP
±
DOF
±
LOT
±
GHT
±
HCT
±
CCT
±
SDT

0483H ±
DOC
±
SE
±
DCLC
±
CSB
±
DCC
±
NUDG
±
NUGBPS
±
DSHT

0484H ±
VCI
±
FRA
±
FCS
±
FRS
±
DNS
±
UPS
±
STD
±
STU

0485H ±
SCE
±
FCCC
±
FCHLD
±
HLI
±
VCA
±
EXMLT
±
FWI
±
PIC

0486H ±
LFP
±
UFP
±
NYDS
±
CCH
±
DIN
±
DPR
±
GTDE
±
GTUE

0487H ±
HD
±
FCOFF
±
DHLD
±
IND
±IN ±
DLKS
±
MLTP
±
MLTDO

0488H ±
LLW
±
DLK
±
DDF
±
SUD
±
ISR
±
INCF
±
REAR
±
LLI

0489H ±
DNDO
±
LD
±
DPD
±
DDP
±
UPDO
±
LU
±
UPD
±
UDP

048AH ±
DMD
±
DCB
±
UCB
±
CCB
±
DMU
±
DCA
±
UCA
±
CCA

048BH ±
TOS
±
MLT
±
VLT
±
SST
±H ±
HSEL
±
DSH
±
RUN

048CH ±
DZP
±
STC
±
SAF
±
HCR
±
HCDX
±
CCD
±
ISV
±
ISRT

048DH ±
TEMPB
±
UFQ
±
DZORDZ
±
FCSM
±
FRM
±
FRSS
±
FRAS
±
FRC

048EH ±
SD
±
SDA
±
DSD
±
BFD
±
SU
±
SUA
±
USD
±
TFD

048FH ±
FRBYP
±
FRON
±
HYD1_TRC0
±
ECC
±
CD
±
ECRN
±
EPR
±
PFG

0490H ±
CODE4
±
CODE2
±
CODE3
±
FREE
±
DEADZ
±
DHLD1
±
PH1
±
NDGF

0491H ±
CTLDOT
±
CTLF
±
CTL
±
ALV
±
EPSTP
±
AUTO
±
EPRUN
±
EPI

0492H ±
FRMM
±
OFR
±
WLDI
±
WLD
±
CCMEM
±
OLW
±
OVLM
±
OVL

0493H ±
API
±
SAB
±
TEST
±
DHENDR
±
DHEND
±
CTST
±
HOSPH2
±
HOSP

0494H ±PI ±PI ±PI ±PI ±PI ±PI ±PI ±PI

0495H ±
LOS
± ± ± ± ± ± ±
MLT Counter MLT Counter MLT Counter MLT Counter

Note 1: In software version 5.19.0001 and earlier, LOS is located at address 0495H bit 2.
Note 2: In software version 5.19.0001 and earlier, TRAPLOCK is located at address 0495H bit 1 and
is cleared only when the controller is reset.

6-24 • TROUBLESHOOTING 42-02-1P01

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6.8 ASME A17.1 - 2000 FAULT TROUBLESHOOTING TABLES
The ASME A17.1 - 2000 Fault Troubleshooting data is stored
in External Memory at the Hex addresses shown in the
following tables. Refer to Section 5.5 External Memory Mode for
additional information. External Memory Mode is initiated by
placing the F2 switch in the up position with all other switches
in the down position. External Memory mode

The N pushbutton advances of the computer memory address,

which is displayed on the second line of the LCD. For example, for this display, pressing the
N pushbutton once (hold it for 1-2 seconds) will cause the 1 in
the address 1234 to begin blinking. By continuing to press the
N pushbutton, the 2 in the address 1234 will begin to blink. The EXTERNAL MEMORY
cycle will continue while the N pushbutton is being pressed. DA.1234:10110011
Once the digit needed to be changed is blinking, the address
can then be modified using the + or - pushbuttons.

The S pushbutton ends the ability to change the address by stopping the digit from blinking.
If the S pushbutton is not pressed, the selected digit will stop blinking automatically after a
period of about 20 seconds.

The data (8 digits) that corresponds to the memory address is displayed to the right of the
address. This display will change as the memory address changes.

6.8.1 ASME A17.1 - 2000 REDUNDANCY FAULT ESTABLISHED MAP

`TABLE 6.2 ASME A17.1 - 2000 Redundancy Fault Established Map

HEX FAULT
ADDRESS

0E90 -- RESBYP RSAFR RSTOP -- SAFH SAFC RCT

0E91 RFR_FLKR RFR_STK -- -- -- -- -- 2BI

0E92 INUP IN INMR ACCI INICI INCTI -- --

0E93 -- RCD DLK HDB CDB HD CD INDN

0E94 RACC1 RIN2 RIN1 RLULD DZX RDZX RDZ --

0E95 -- -- -- -- -- RCTIC RTBAB RACC2

0E96 RUP DNS DNL UNL UPS DNDIR UPDIR --

0E97 -- MPSAF ESBYP TEST DCL DPM RH RDN

0E98 -- -- -- RHDB H -- -- --

0E9A DZRX RDZR RHDR RCDR HDBR CDBR HDR CDR

0E9B -- -- -- RUDX4 RUDX3 RHDBR DCLR DPMR

0E9C RM3 RDEL2 RWYE2 RM2 RDEL1 RWYE1 RM1 RPM

0E9D RUSV UTS UNLS RPLT DFV UFV RDEL3 RWYE3

0E9E ROFRT RSYNC RDFV RUFV RDSV

0E9F -- CT ESBYP -- 4BUS RSAFR -- --

42-02-1P01 TROUBLESHOOTING • 6-25

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6.8.2 ASME A17.1 - 2000 REDUNDANCY FAULT DATA TRAP (F2 is UP)

This Data Trap records the state of the Redundancy Fault Established Map and the SC-HDIO
Board Input Map when the MPSAF Output is turned OFF, indicated by the SAFR1 Relay.

Refer to Section 5.5 for additional information on the External

Memory mode. To access the following data the F2 Switch is up.
Example: Alphanumeric display at left indicates that at hex address
0EB3 the following faults are ON (indicated by a 1 in that position):
RHD, DLK, HDB, CD and INDN.

TABLE 6.3 Redundancy Fault Established Data Trap

HEX ADDRESS FAULT DATA (1 = ON, 0 = OFF)
0EB0 -- RESBYP RSAFR RSTOP -- SAFH SAFC RCT
0EB1 RFR_FLKR RFR_STK -- -- -- -- -- 2BI
0EB2 INUP IN INMR ACCI INICI INCTI -- RBK
0EB3 -- RCD DLK HDB CDB HD CD INDN
0EB4 RACC1 RIN2 RIN1 RLULD DZX RDZX RDZ RPT
0EB5 -- -- -- -- -- RCTIC RTBAB RACC2
0EB6 RUP DNS DNL UNL UPS DNDIR UPDIR ILO2
0EB7 -- MPSAF ESBYP TEST DCL DPM RH RDN
0EB8 -- -- -- RHDB H -- -- --
0EB9 -- -- -- -- -- -- -- --
0EBA DZRX RDZR RHDR RCDR HDBR CDBR HDR CDR
0EBB -- -- -- RUDX4 RUDX3 RHDBR DCLR DPMR
0EBC RM3 RDEL2 RWYE2 RM2 RDEL1 RWYE1 RM1 RPM
0EBD RUSV UTS UNLS RPLT DFV UFV RDEL3 RWYE3
0EBE ROFRT RSYNC RDFV RUFV RDSV
0EBF CT ESBYP -- 4BUS RSAFR -- --

6.8.3 ASME A17.1 - 2000 SC-HDIO BOARD INPUT DATA TRAP

TABLE 6.4 ASME A17.1 - 2000 SC-HDIO Board Input Data Trap
HEX ADDRESS FAULT DATA (1 = ON, 0 = OFF)
0EC0 2BI RCT RESBYP RSAFR STOP SAFC SAFH --
0EC1 INUP INICI INCTI RDEL1 RWYE1 RFR DZX RM1
0EC2 -- -- -- RCD CD INDN INMR HD
0EC3 RUP DNL UNL RIN2 RIN1 RLULD RDZ --
0EC4 FRSA FRSM FRBYP FCCC FCOFF TEST RH RDN
0EC5 -- -- C5.4 C5.3 DFV UFV UTSRL DTSRL
0EC6 HDBO HDB CDBO CDB ACCI -- -- --
0EC7 -- -- -- ROFRT RCTIC RTBAB RACC2 RACC1
0EC8 -- -- RUSV RSTOP -- -- -- UPDIR
0EC9 CDBOR CDBR CDR DZRX RHDB -- -- DNDIR
0ECA A2KBP RHDR RCDR RDZR RHDBR HDBOR HDBR HDR
0ECB -- -- RUFV RDSV UNLS ASI8 ASI7 RDFV

6-26 • TROUBLESHOOTING 42-02-1P01

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6.8.4 RAW ASME A17.1 - 2000 SC-HDIO BOARD INPUT MAP

The RAW data for the ASME A17.1 - 2000 HDIO Board Input
Map table that follows, is data that has not been modified by
the controller. To see these inputs select the address in
External Memory mode (refer to Section 5.5)
External Memory mode
TABLE 6.5 RAW ASME A17.1 - 2000 SC-HDIO Board Input Map
HEX ADDRESS INPUTS

0C60 2BI RCT RESBYP RSAFR STOP SAFC SAFH --

0C61 INUP INICI INCTI RDEL1 RWYE1 RFR DZX RM1

0C62 -- -- -- RCD CD INDN INMR HD

0C63 RUP DNL UNL RIN2 RIN1 RLULD RDZ --

0C64 FRSA FRSM FRBYP FCCC FCOFF TEST RH RDN

0C65 -- -- -- -- DFV UFV UTSRL DTSRL

0C66 HDBO HDB CDBO CDB ACCI -- -- --

0C67 -- -- -- ROFRT RCTIC RTBAB RACC2 RACC1

0C68 -- -- RUSV RSTOP -- -- -- UPDIR

0C69 CDBOR CDBR CDR DZRX RHDB -- -- DNDIR

0C6A A2KBP RHDR RCDR RDZR RHDBR HDBOR HDBR HDR

0C6B -- -- RUFV RDSV UNLS ASI8 ASI7 RDFV

42-02-1P01 TROUBLESHOOTING • 6-27

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6.8.5 ADDITIONAL FLAGS AND VARIABLES ADDED FOR ANSI 2000

TABLE 6.6 Flags and Variables Added for ASME A17.1-2000

HEX ADDRESS INPUTS / OUTPUTS

0DB0 XTN1 UTS1 RDEL1 DEL1 RWYE1 WYE1 RM1 M1

0DB1 XTN2 UTS2 RDEL2 DEL2 RWYE2 WYE2 RM2 M2

0DB2 XTN3 UTS3 RDEL3 DEL3 RWYE3 WYE3 RM3 M3

0DB3 ABORT_PUMP SS_UTSF SS_FAIL SSFN VEU FUD VC RPM

0DB7 CUR_PUMP

0DB8 FS3 FS2 FS1 SS3 SS2 SS1

0DBA VC_T VC_M RPM_M RPLT

TABLE 6.7 Definitions for Flags and Variables in Table 6.6

ABORT_PUMP Failed to Activate. Abort Start-Up Sequence RWYE1 WYE Redundancy, Pump #1
CUR_PUMP Current Pump Selected for Start-up Sequence RWYE2 WYE Redundancy, Pump #2
DEL1 DEL, Pump #1 RWYE3 WYE Redundancy, Pump #3
DEL2 DEL, Pump #2 SS_UTSF Solid State Motor Up To Speed Failure
DEL3 DEL, Pump #3 SS1 Successful Start, Pump #1
FS1 Failed Start, Pump #1 SS2 Successful Start, Pump #2
FS2 Failed Start, Pump #2 SS3 Successful Start, Pump #3
FS3 Failed Start, Pump #3 SS_FAIL Solid State Starter Failure
FUD Fast Up Down Enable Output SSFN Soft Stop Function Active
M1 M Contactor, Pump #1 UTS1 Up to Speed for Starter 1
M2 M Contactor, Pump #2 UTS2 Up to Speed for Starter 1
M3 M Contactor, Pump #3 UTS3 Up to Speed for Starter 1
OXTN_CTR Y - DEL Contactor Open Transition Counter VC Viscosity Output
RDEL1 DEL Redundancy, Pump #1 VC_T Viscosity Timed
RDEL2 DEL Redundancy, Pump #2 VC_M Viscosity Memory
RDEL3 DEL Redundancy, Pump #3 VEU Valve Enable Up Output
RM1 M Contactor Redundancy, Pump #1 WYE1 WYE, Pump #1
RM2 M Contactor Redundancy, Pump #2 WYE2 WYE, Pump #2
RM3 M Contactor Redundancy, Pump #3 WYE3 WYE, Pump #3
RPLT PLT Relay Redundancy XTN1 Y-DEL Contactor Open Transition Flag, Pump #1
RPM Run Pump / Motor Input XTN2 Y-DEL Contactor Open Transition Flag, Pump #2
RPM_M Run Pump Motor Memory XTN3 Y-DEL Contactor Open Transition Flag, Pump #3

6-28 • TROUBLESHOOTING 42-02-1P01

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6.8.6 FORMATTED ASME A17.1 - 2000 SC-HDIO BOARD INPUT / OUTPUT MAP

The Formatted ASME A17.1-2000 SC-HDIO Board Input /

Output Map is stored in External Memory at the Hex addresses
shown in Table 6.11. Refer to Section 5.5 External Memory
Mode for detailed information. External Memory Mode is
initiated by placing the F2 switch in the up position with all other
switches in the down position. External Memory mode

TABLE 6.8 Formatted SC-HDIO Board Input / Output Map

HEX ADDRESS INPUTS / OUTPUTS

0C4F 2_BI_M MPSAF STOP SAFC SAFH RSAFR 2_BI

0C50 TEST INDN INUP RIN2 RIN1 INMR INICI INCTI

0C51 -- UPDO_M INUP_M RTBAB RACC2 RACC1 ACCI RCTIC

0C52 -- -- -- -- DFV UFV UTSRL DTSRL

0C53 HDBO HDB CDBO CDB -- RCD HD CD

0C54 -- FIR1 FWL FRSA FRSM FRBYP FCCC FCOFF

0C56 RESBYP ESBYP – -- -- -- -- --

0C58 DNDIR UPDIR -- RUP_M RDN RUP DNL UNL

0C59 RFR RFRM A2KBP CT RCT RH RLULD RDZ

0C5A HDBOR HDBR CDBOR CDBR RHDR RCDR HDR CDR

0C5B -- -- RHDBR RHDB RDZR DZRX ROFRT DZX

0C5C ASI8 ASI7 UNLS RDFV RDSV RUFV RUSV RSTOP

42-02-1P01 TROUBLESHOOTING • 6-29

Page 596
CemcoLift 2008
TABLE 6.9 Mnemonic Definitions for Inputs and Outputs in Table 6.8
A2KBP ANSI 2000 Bypass Input RDN Redundancy Down Relay
ACCI Inspection Access RDFV Redundancy Down Fast Valve
ASI7 ANSI Spare Input 7 RDSV Redundancy Down Slow Valve
ASI8 ANSI Spare Input 8 RDZ Redundancy Door Zone Relay
CD Car Door RDZR Redundancy Door Zone Rear Auxiliary Relay
CDB Car Door Bypass Switch - Bypass Position RDZX Redundancy Door Zone Auxiliary Relay
CDBO Car Door Bypass Switch - Off Position RESBYP Redundancy Emergency Stop Switch Bypass
Relay
CDBOR Car Door Rear Bypass Switch - Off Position ROFRT Redundancy One Floor Run Terminal
CDBR Car Door Rear Bypass Switch - Bypass Position RFR Redundancy Fault Reset
CDR Car Door Rear RFRM Redundancy Fault Reset Memory
CT Cycle Test Output RH Redundancy High Speed Relay
DFV Down Final Valve RHDB Redundancy Hoistway Door Bypass Relay
DNDIR Down Direction Detected RHDBR Redundancy Hoistway Door Bypass Rear Relay
DNL Down Normal Limit RHDR Redundancy Hoistway Door Rear Relay
DTSRL Down Terminal Speed Reducing Limit RIN1 Redundancy Inspection Relay #1
DZRX Door Zone Rear Auxiliary RIN2 Redundancy Inspection Relay #2
DZX Door Zone Auxiliary RLULD Redundancy Level Up / Level Down Relays
ESBYP Emergency Stop Switch Bypass RMR Redundancy Motor Relay
FCCC Fire Phase 2 - Car Call Cancel RPLT Redundancy Pilot Relay
FCOFF Fire Phase 2 Switch - Off position RSAFR Redundancy Safety Relay Input
FIR1 Fire Phase 1 Active - Main or Alternate RSTOP Redundancy Stop Input
FRBYP Fire Phase 1 Switch - Bypass Position RSYNC Redundancy Sync Relay
FRSA Fire Phase 1 - MR / HTW Sensor - Alternate Recall RTBAB Redundancy Top / Bottom Access Buttons Relay
FRSM Fire Phase 1 - MR / HTW Sensor - Main Recall RUDX1 Redundancy Up/Down Auxiliary #1
FWL Fire Warning Light RUDX2 Redundancy Up/Down Auxiliary #2
GOV Governor Switch Input RUDX3 Redundancy Up/Down Auxiliary #3
HD Hoistway Door RUDX4 Redundancy Up/Down Auxiliary #4
HDB Hoistway Door Bypass Switch - Bypass Position RUP Redundancy Up Relay
HDBO Hoistway Door Bypass Switch - Off Position RUP_M Redundancy Up Relay Memory
HDBOR Hoistway Door Rear Bypass Switch - Off Position RUFV Redundancy Up Fast Valve
HDBR Hoistway Door Rear Bypass Switch - Bypass Position RUSV Redundancy Up Slow Valve
HDR Hoistway Door Rear SAFC Safety Circuit - Car
INCTI Inspection - Car Top Inspection SAFH Safety Circuit - Hoistway
INDN Inspection - Down Input SSI Seismic Switch Input
INICI Inspection - In Car Inspection STOP Stop Switch Input
INMR Inspection - Machine Room TEST Test Input
INUP Inspection - Up Input TWO_BI 2 Bus Input
INUP_M Inspection Up Memory TWO_BI_M 2 Bus Input Memory
MPSAF Main Processor - Safety Output UFV Up Final Valve
RACC1 Redundancy Access Inspection Relay #1 UNL Up Normal Limit
RACC2 Redundancy Access Inspection Relay #2 UNLS Up Normal Limit Switch
RCD Redundancy Car Door Relay UPDIR Up Direction Detected
RCDR Redundancy Car Door Rear Relay UPDO_M Up Direction Output Memory
RCT Redundancy CT Relay UTSRL Up Terminal Speed Reducing Limit
RCTIC Redundancy Car Top / In Car Inspection Relay

6-30 • TROUBLESHOOTING 42-02-1P01

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CemcoLift 2008
6.9 STARTERS - SEQUENCE OF OPERATION FLOWCHARTS

FIGURE 6.15 WYE - DELTA Starter Sequence of Operation

SEQUENCE OF OPERATION for WYE - DELTA HYDRAULIC STARTER

Text in Italics are component names

RP = Reverse phase relay
Passed A17.1 -2000 cycle testing = YES SAF = Safety ON = SAFR1 (Main
processor cycle tests and redundancy OK)
RP = ON, SAF = ON Place an up call HC- and SAFR2 (software system OK)
SC-SB2K-H, SAFR1, SAFR2 CI/O, HC-PCI/O
DLK = Door lock input
CD = Car door
DLK, UNLS and UNL Inputs = ON SC-HDIO HD = Hall door
UNL Relay = ON CDR = Car door rear
CD, HD, CDR, HDR HDR = Hall door rear

UPDO=up direction output

MC-PCA- H=high speed output
OA2K
UNL = Up normal limit switch relay
and input
H = ON
HC-PCI/O US = Up Slow relay

RPM input = ON, WYE = M = ON

SC-SB2K-H, SC-HDIO RPM = Run pump motor input
H Relay
M = Main pilot output
SC-SB2K-H
WYE = WYE output
MP = ON, YP = ON SC-SB2K-H, SC-HDIO
If an M contactor is provided it will pick
UPDO = ON when MP picks
UP Relay = ON
HC-PCI/O, SC-SB2K-H MP = Main pilot relay
YP = WYE pilot relay
WYE = ON,
SC-SB2K-H, SC-HDIO
US = ON
SC-SB2K-H DEL = MP Delta output,
DEL = ON, DELP = Delta pilot relay
DELP = ON,
SC-SB2K-H, OTT = Open Transistion Time
SC-HDIO allows 0.10 seconds between
drop of WYE and pick of
DELTA

YP = WYE = OFF, after OTT Auxilliary contacts of DELTA help

SC-SB2K-H, SC-HDIO to allow the valves to operate.

When M, WYE and/or DELTA pick the

Main Processor expects to see inputs
RM, RWYE/A, and/or RDEL go low. If
DELTA = ON these inputs don't go low when
appropriate we will get "CONTACTOR
FAILURE TO PICK" message.

Up High Valve
Up Valve = ON
= ON

Car
accelerates

H:Document on Endevor/Flowchart/HydroWYEDELStart.flo rev 8/22/02

42-02-1P01 TROUBLESHOOTING • 6-31

Page 598
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FIGURE 6.16 ATL Starter Sequence of Operation

SEQUENCE OF OPERATION for ATL HYDRAULIC STARTER

Text in Italics are component names

RP = Reverse phase relay
Passed A17.1 -2000 cycle testing = YES SAF = Safety ON = SAFR1 (Main
processor cycle tests and redundancy OK)
RP = ON, SAF = ON Place an up call HC- and SAFR2 (software system OK)
SC-SB2K-H, SAFR1, SAFR2 CI/O, HC-PCI/O

DLK, UNLS and UNL INPUT = ON DLK = Door lock input

UNL Relay = ON CD = Car door
CD, HD, CDR, HDR HD = Hall door
CDR = Car door rear
HDR = Hall door rear
MC-PCA- UPDO=up direction output
OA2K H=high speed output

H = ON UNL = Up normal limit switch relay

HC-PCI/O and input
UNLS = Up Normal Limit Sw input

US = ON SC-SB2K-H US = Up Slow relay

H Relay
SC-SB2K-H RPM input = ON, WYE = M = ON RPM = Run pump motor input
SC-SB2K-H, SC-HDIO M = Main pilot output
WYE = WYE output

UPDO = ON MP = ON, YP = ON SC-SB2K-H, SC-HDIO

UP Relay = ON If an M contactor is provided it will pick
MP = Main pilot relay
HC-PCI/O, SC-SB2K-H when MP picks
YP = WYE pilot relay

DEL = MP Delta output,

WYE = ON, SC-SB2K-H, SC-HDIO DELP = Delta pilot relay
Once WYE Delta transfer timer elapses
DELP will pick

Normally open contacts of DELP help to

allow valves to open

DEL = ON, NOTE: When M and WYE pick the Main

DELP = ON, Processor expects to see inputs RM and
SC-SB2K-H, RWYE/A go low. If these inputs don't go low
SC-HDIO when appropriate we will get "CONTACTOR
FAILURE TO PICK" message.

Up High Valve
Up Valve = ON
= ON

Car
accelerates

H:Document on Endevor/Flowchart/HydroATLStarter.flo rev 8/22/02

6-32 • TROUBLESHOOTING 42-02-1P01

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FIGURE 6.17 Solid State Starter Sequence of Operation

HYDRO WITH SOLID-STATE STARTER SEQUENCE OF OPERATION

Text in Italics are component names

Passed A17.1 -2000 cycle testing = YES

SAFR1 = Main processor cycle tests
SAF = ON SC-SB2K-H, and redundancy OK
Place an up call HC-
SAFR1, SAFR2 CI/O, HC-PCI/O
SAFR2 = software system OK

DLK, UNLS and UNL INPUTs = ON

UNL Relay = ON DLK = Door lock input
CD, HD, CDR, HDR CD = Car door
HD = Hall door
CDR = Car door rear
HDR = Hall door rear
MC-PCA-
UNLS = Up Normal Limit Input
OA2K UPDO=up direction output
H=high speed output
H = ON UNL = Up normal limit switch relay
HC-PCI/O and input

RPM input = ON, WYE = M = ON US = Up slow relay

H Relay SC-SB2K-H, SC-HDIO
SC-SB2K-H UP Relay = Up Pilot Relay
RPM = Run pump motor input
M = Main pilot output
MP = ON, YP = ON
WYE = WYE output
UPDO = ON,
UP Relay = ON
MP = Main pilot relay
HC-PCI/O SS = ON YP = WYE pilot relay

US = ON SS = Solid-state starter applies

SC-SB2K-H UTS1 = ON HC-IOX
voltage to motor

UTS1 = Up to speed input (OK to

open valves - from SS)

DEL = ON, DEL = MP Delta output,

DELP = ON DELP = Delta pilot relay
SC-SB2K-H,
SC-HDIO

Up Slow Valve Up High Valve

= ON = ON

Car
accelerates

H:Document on Endevor/Flowchart/HydroSSstarter.flo rev 8/22/02

42-02-1P01 TROUBLESHOOTING • 6-33

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FIGURE 6.18 Standard PC Board Layout

C2 C2 C7 C5 C4
C3
C3
C1 C1 C6

C4

C3 C1 C2

C1 C2
C3

C5 C4

6-34 • TROUBLESHOOTING 42-02-1P01

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 Page 602
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 Page 603
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APPENDIX A
ORIGINAL PROGRAMMED VALUES
AND THE RECORD OF CHANGES
OPTIONS MCE VALUES NEW VALUES
BASIC FEATURES
Simplex or Duplex? ___ Simplex ___ Duplex ___ Simplex ___ Duplex
___ Sel. Coll. ___ Single Button ___ Sel. Coll. ___ Single Button
Operation:
___ Single Auto PB ___ Single Auto PB
Top Landing Served (Car A)?
Car Doors are Walk-Thru _____ Yes ______ No _____ Yes ______ No
(Car A)?
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20
Car Serves Frnt/Flr (Car A)?
20 21 22 23 24 25 26 27 28 29 30 31 32 21 22 23 24 25 26 27 28 29 30 31 32
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20
Car Serves Rear/Flr (Car A)?
20 21 22 23 24 25 26 27 28 29 30 31 32 21 22 23 24 25 26 27 28 29 30 31 32
Top Landing Served (Car B)?
Car Doors are Walk-Thru _____ Yes ______ No _____ Yes ______ No
(Car B)?
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20
Car Serves Frnt/Flr (Car B)?
20 21 22 23 24 25 26 27 28 29 30 31 32 21 22 23 24 25 26 27 28 29 30 31 32
1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20
Car Serves Rear/Flr (Car B)?
20 21 22 23 24 25 26 27 28 29 30 31 32 21 22 23 24 25 26 27 28 29 30 31 32
Parking Floor
Alt. Parking Floor
Secondary Park Floor
Lobby Floor
Car Identifier Set first car to A, next car to B Set first car to A, next car to B
Number of IOX Boards: _________ Valid range is 0-4. _________ Valid range is 0-4.
Number of I4O Boards: _________ Valid range is 0-3. _________ Valid range is 0-3.
Number of AIOX Boards: _________ Valid range is 0-1. _________ Valid range is 0-1.
FIRE SERVICE
Fire Service Operation? _____ Yes ______ No _____ Yes ______ No
Fire Phase 1 Main Floor
Fire Phase 1 Alt. Floor
Fire Service Code
Fire Phase 1, 2nd Alt Landing
Bypass Stop Sw. on Phase 1? _____ Yes ______ No _____ Yes ______ No
Honeywell Fire Operation? _____ Yes ______ No _____ Yes ______ No
NYC Fire Phase 2 w/ ANSI 89? _____ Yes ______ No _____ Yes ______ No
White Plains, NY Fire Code? _____ Yes ______ No _____ Yes ______ No
Mass 524 CMR Fire Code? _____ Yes ______ No _____ Yes ______ No
DOOR OPERATION
Nudging? _____ Yes ______ No _____ Yes ______ No
Stuck Photo Eye Protection? _____ Yes ______ No _____ Yes ______ No
Sequential Door Oper.(F/R)? _____ Yes ______ No _____ Yes ______ No
Car Call Cancels Door Time? _____ Yes ______ No _____ Yes ______ No
Nudging During Fire Phase 1? _____ Yes ______ No _____ Yes ______ No
Retiring Cam Option? _____ Yes ______ No _____ Yes ______ No
Pre-Opening? _____ Yes ______ No _____ Yes ______ No
Mechanical Safety Edge? _____ Yes ______ No _____ Yes ______ No
Nudging Output/Buzzer Only? _____ Yes ______ No _____ Yes ______ No
D.C.B. Cancels Door Time? _____ Yes ______ No _____ Yes ______ No
Leave Door Open on PTI/ESS? _____ Yes ______ No _____ Yes ______ No
Nudging During Fire Phase 2? _____ Yes ______ No _____ Yes ______ No

42-02-1P01 APPENDIX A - PROGRAMMED VALUES • A-1

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 OPTIONS MCE VALUES NEW VALUES
Dir. Preference Until DLK? _____ Yes ______ No _____ Yes ______ No
Fully Manual Doors? _____ Yes ______ No _____ Yes ______ No
Cont. D.C.B. to Close Doors? _____ Yes ______ No _____ Yes ______ No
Cont. D.C.B. for Fire Phase 1? _____ Yes ______ No _____ Yes ______ No
Moment. D.O.B. door opening? ______ No ______ No
Moment D.O.B. for: ____Front ____Rear ____Both Calls ____Front ____Rear ____Both Calls
Moment D.O.B. for: ____Hall Calls ____Car Calls ____All Calls ____Hall Calls ____Car Calls ____All Calls
Doors to open if parked? ___None ___ Front ___ Rear ___ Both ___None ___ Front ___ Rear ___ Both
Doors to Open on Main Fire? ___ Front ___ Rear ___ Both ___ Front ___ Rear ___ Both
Doors to Open on Alt. Fire? ___ Front ___ Rear ___ Both ___ Front ___ Rear ___ Both
Leave Doors Open on CTL _____ Yes ______ No _____ Yes ______ No
Limited Door Re-Open Option _____ Yes ______ No _____ Yes ______ No
Reduce HCT with Photo Eye _____ Yes ______ No _____ Yes ______ No
Leave Doors Open on EPI _____ Yes ______ No _____ Yes ______ No
Doors to open if No demand? ___None ___ Front ___ Rear ___ Both ___None ___ Front ___ Rear ___ Both
Const. Press Op. Bypass PHE? _____ Yes ______ No _____ Yes ______ No
Door Type is? _____ Horizontal ______ Vertical _____ Horizontal ______ Vertical
Front Door Mech. Coupled? _____ Yes ______ No _____ Yes ______ No
Rear Door Mech. Coupled? _____ Yes ______ No _____ Yes ______ No
Prevent DCP Til Doors Close: _____ Yes ______ No _____ Yes ______ No
Moment D.C.B to Close Doors? _____ Yes ______ No _____ Yes ______ No
Doors to Latch DOF? ___None ___ Front ___ Rear ___ Both ___None ___ Front ___ Rear ___ Both
Doors to Latch DCF? ___None ___ Front ___ Rear ___ Both ___None ___ Front ___ Rear ___ Both
Inv. Door Closed Limit? ___None ___ Front ___ Rear ___ Both ___None ___ Front ___ Rear ___ Both
TIMER
Short Door Timer _____ seconds _____ seconds
Car Call Door Timer _____ seconds _____ seconds
Hall Call Door Timer _____ seconds _____ seconds
Lobby Call Door Timer _____ seconds _____ seconds
Nudging Timer _____ seconds _____ seconds
Time out of Service Timer ___None_____ seconds ___None_____ seconds
Motor Limit Timer _____ minutes _____ minutes
Valve Limit Timer _____ minutes _____ minutes
Door Hold Input Timer _____ seconds _____ seconds
Parking Delay Timer _____ minutes _____ minutes
Fan/Light Output Timer _____ minutes _____ minutes
Hospital Emerg. Timer _____ minutes _____ minutes
Door Open Protection Timer _____ seconds _____ seconds
CTL Door Open Timer _____ seconds _____ seconds
Door Buzzer Timer _____ seconds _____ seconds
GONGS/LANTERNS
Mounted in hall or car? _____ Hall _____ Car _____ Hall _____ Car
Double strike on Down? _____ Yes _____ No _____ Yes _____ No
PFG Enable Button? _____ Yes _____ No _____ Yes _____ No
Egress Floor Arrival Gong? _____ No Main Egress Floor = _____ _____ No Main Egress Floor = _____
SPARE INPUTS
SP1 used for:
SP2 used for:
SP3 used for:
SP4 used for:
SP5 used for:
SP6 used for:
SP7 used for:
SP8 used for:
SP9 used for:
SP10 used for:

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 OPTIONS MCE VALUES NEW VALUES
SP11 used for:
SP12 used for:
SP13 used for:
SP14 used for:
SP15 used for:
SP16 used for:
SP17 used for:
SP18 used for:
SP19 used for:
SP20 used for:
SP21 used for:
SP22 used for:
SP23 used for:
SP24 used for:
SP25 used for:
SP26 used for:
SP27 used for:
SP28 used for:
SP29 used for:
SP30 used for:
SP31 used for:
SP32 used for:
SP33 used for:
SP34 used for:
SP35 used for:
SP36 used for:
SP37 used for:
SP38 used for:
SP39 used for:
SP40 used for:
SP41 used for:
SP42 used for:
SP43 used for:
SP44 used for:
SP45 used for:
SP46 used for:
SP47 used for:
SP48 used for:
SP49 used for:
SPARE OUTPUTS
OUT1 used for:
OUT2 used for:
OUT3 used for:
OUT4 used for:
OUT5 used for:
OUT6 used for:
OUT7 used for:
OUT8 used for:
OUT9 used for:
OUT10 used for:
OUT11 used for:
OUT12 used for:
OUT13 used for:
OUT14 used for:
OUT15 used for:
OUT16 used for:
OUT17 used for:
OUT18 used for:
OUT19 used for:

42-02-1P01 APPENDIX A - PROGRAMMED VALUES • A-3

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 OPTIONS MCE VALUES NEW VALUES
OUT20 used for:
OUT21 used for:
OUT22 used for:
OUT23 used for:
OUT24 used for:
OUT25 used for:
OUT26 used for:
OUT27 used for:
OUT28 used for:
OUT29 used for:
OUT30 used for:
OUT31 used for:
OUT32 used for:
EXTRA FEATURES
PI Output Type: _____ 1 wire _____ Binary _____ 1 wire _____ Binary
Floor Encoding Inputs? _____ Yes _____ No _____ Yes _____ No
Encode All Floors? _____ Yes _____ No _____ Yes _____ No
Emergency Power Operation? ___ No Emergency Power Return Floor = ___ ___ No Emergency Power Return Floor = ___
Light Load Weighing? ___ No Light Load Car Call Limit = ____ ___ No Light Load Car Call Limit = ____
Photo Eye Anti-Nuisance? ___ No Consec Stops w/o PHE Limit = ____ ___ No Consec Stops w/o PHE Limit = ____
Peripheral Device? _____ Yes _____ No _____ Yes _____ No
PA COM 1 Media: _____ None _____ Serial Cable _____ None _____ Serial Cable
_____ Line Driver _____ Modem _____ Line Driver _____ Modem
PA COM 1 Device: Personal Computer: Personal Computer:
____ CMS ____ Graphic Display ____ CMS ____ Graphic Display
CRT-No Keyboard: Color CRT: __ Yes __ No CRT-No Keyboard: Color CRT: __ Yes __ No
CRT and Keyboard: Color CRT:__ Yes __ No CRT and Keyboard: Color CRT:__ Yes __ No
PA COM 2 Media: _____ None _____ Serial Cable _____ None _____ Serial Cable
_____ Line Driver _____ Modem _____ Line Driver _____ Modem
PA COM 2 Device: Personal Computer: Personal Computer:
____ CMS ____ Graphic Display ____ CMS ____ Graphic Display
CRT-No Keyboard: Color CRT: __ Yes __ No CRT-No Keyboard: Color CRT: __ Yes __ No
CRT and Keyboard: Color CRT:__ Yes __ No CRT and Keyboard: Color CRT:__ Yes __ No
PA COM 3 Media: _____ None _____ Serial Cable _____ None _____ Serial Cable
_____ Line Driver _____ Modem _____ Line Driver _____ Modem
PA COM 3 Device: Personal Computer: Personal Computer:
____ CMS ____ Graphic Display ____ CMS ____ Graphic Display
CRT-No Keyboard: Color CRT: __ Yes __ No CRT-No Keyboard: Color CRT: __ Yes __ No
CRT and Keyboard: Color CRT:__ Yes __ No CRT and Keyboard: Color CRT:__ Yes __ No
PA COM 4 Media: _____ None _____ Serial Cable _____ None _____ Serial Cable
_____ Line Driver _____ Modem _____ Line Driver _____ Modem
PA COM 4 Device: Personal Computer: Personal Computer:
____ CMS ____ Graphic Display ____ CMS ____ Graphic Display
CRT-No Keyboard: Color CRT: __ Yes __ No CRT-No Keyboard: Color CRT: __ Yes __ No
CRT and Keyboard: Color CRT:__ Yes __ No CRT and Keyboard: Color CRT:__ Yes __ No
Automatic Floor Stop Option? _____ No Floor # for Car to Stop at:_____ _____ No Floor # for Car to Stop at:_____
CC Cancel w/Dir. Reversal? _____ Yes _____ No _____ Yes _____ No
Cancel Car Calls Behind Car? _____ Yes _____ No _____ Yes _____ No
CE Electronics Interface? _____ Yes _____ No _____ Yes _____ No
Massachusetts EMS Service? _____No EMS Service Floor #:_____ _____No EMS Service Floor #:_____
Master Software Key ___ Activated ___ Deactivated ___ Enabled ___ Activated ___ Deactivated ___ Enabled
PI Turned off if No Demand? _____ Yes _____ No _____ Yes _____ No
Hospital Emerg. Operation _____ Yes _____ No _____ Yes _____ No
(Car A)
Set Hospital Calls (Car A)? _____ Yes _____ No _____ Yes _____ No
Hospital Calls Frnt/Flr 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20
(Car A)? 20 21 22 23 24 25 26 27 28 29 30 31 32 21 22 23 24 25 26 27 28 29 30 31 32
Hospital Calls Rear/Flr 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20
(Car A)? 20 21 22 23 24 25 26 27 28 29 30 31 32 21 22 23 24 25 26 27 28 29 30 31 32
Hospital Emerg. Operation _____ Yes _____ No _____ Yes _____ No
(Car B)

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 OPTIONS MCE VALUES NEW VALUES
Set Hospital Calls (Car B)? _____ Yes _____ No _____ Yes _____ No
Hospital Calls Frnt/Flr 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20
(Car B)? 20 21 22 23 24 25 26 27 28 29 30 31 32 21 22 23 24 25 26 27 28 29 30 31 32
Hospital Calls Rear/Flr 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20
(Car B)? 20 21 22 23 24 25 26 27 28 29 30 31 32 21 22 23 24 25 26 27 28 29 30 31 32
Fire Bypasses Hospital? _____ Yes _____ No _____ Yes _____ No
High Seed Delay After Run? _____ Yes _____ No _____ Yes _____ No
Single Speed A.C. Option? _____ Yes _____ No _____ Yes _____ No
Sabbath Operation? _____ Yes _____ No _____ Yes _____ No
UP Front Call? 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20
20 21 22 23 24 25 26 27 28 29 30 31 21 22 23 24 25 26 27 28 29 30 31
UP Rear Call? 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 1 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20
20 21 22 23 24 25 26 27 28 29 30 31 21 22 23 24 25 26 27 28 29 30 31
DOWN Front Call? 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 21 22 23 24 25 26 27 28 29 30 31 32
DOWN Rear Call? 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20 2 3 4 5 6 7 8 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 21 22 23 24 25 26 27 28 29 30 31 32
Leveling Sensors ___Enabled ____ Disabled ___ Enabled ____Disabled
KCE ___Enabled ____ Disabled ___ Enabled ____Disabled
Analog Load Weigher? ___None ____ MCE____K-Tech ___None ____ MCE____K-Tech
Ind. Bypass Security? _____ Yes _____ No _____ Yes _____ No
Ats. Bypass Security? _____ Yes _____ No _____ Yes _____ No
Car to Floor Return _____ Floor _____ Floor
Scrolling Speed ___Slow ____ Normal____Fast ___Slow ____ Normal____Fast
Low Oil Switch Contact _____N.O. _____N.C. _____N.O. _____N.C.
OFRP Between Flrs _____ Floor _____ Floor _____ Floor _____ Floor
ASME A17.1 - 2000 FEATURES
Hoistway Access _____ Yes _____ No _____ Yes _____ No
Number of Motor Starters ____1 _____2 _____3 ____1 _____2 _____3
Minimum Number of Motors ____1 _____2 _____3 ____1 _____2 _____3
Soft-Stop Timer _____ Seconds ______ Seconds
Starter #1 Type ____ Wye-Delta _____Across the Line ____ Wye-Delta _____Across the Line
____ Solid State ____Solid State
Y-D Transfer Timer ____ Seconds _____N/A ____ Seconds _____N/A
Y-D Open Transn. Timer ____ mSeconds _____N/A ____mSeconds _____N/A
Up To Speed Timer ____ Seconds _____N/A _____Seconds _____N/A
M Contactor Installed? ____ Yes _____No ____Yes _____No
Starter #2 Type ____ Wye-Delta _____Across the Line ____ Wye-Delta _____Across the Line
____ Solid State _____None ____Solid State _____None
Y-D Transfer Timer ____ Seconds _____N/A ____ Seconds _____N/A
Y-D Open Transn. Timer ____ mSeconds _____N/A ____mSeconds _____N/A
Up To Speed Timer ____ Seconds _____N/A _____Seconds _____N/A
M Contactor Installed? ____ Yes _____No ____Yes _____No
Starter #3 Type ____ Wye-Delta ____Across the Line ____ Wye-Delta _____Across the Line
____ Solid State ____None ____Solid State _____None
Y-D Transfer Timer ____ Seconds _____N/A ____ Seconds _____N/A
Y-D Open Transn. Timer ____ mSeconds _____N/A ____mSeconds _____N/A
Up To Speed Timer ____ Seconds _____N/A _____Seconds _____N/A
M Contactor Installed? ____ Yes _____No ____Yes _____No
Starter Configuration ____ Sequential _____Simultaneous ____ N/A ____Sequential _____Simultaneous
Multiple Valves ____ Yes _____No ____ Yes _____No
Speed > 150 FPM? _____ Yes _____ No _____ Yes _____ No
PTHC Version 6.03.xxxx

42-02-1P01 APPENDIX A - PROGRAMMED VALUES • A-5

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APPENDIX B
NOMENCLATURE
NOMENCLATURE
Motion Control Engineering, Inc. Effective Date: 03/14/03 3 Pages
# PC BOARD DESCRIPTION
1 HC-RB4 Traction Controller Main Relay Board
1 HC-RBH Hydraulic Controller Main Relay Board
2 HC-CI/O Non Programmable Controller Call I/O Board
2 HC-CI/O-E Programmable Controller Call I/O Expander Board
3 HC-PI/O Non Programmable Controller Power I/O Board (Car A) â
3 HC-PCI/O Programmable Controller Power And Call I/O Board
4 HC-PI/O Non Programmable Controller Power I/O Board (Car B) â
6 HC-TAB Traction Adapter Board
7 HC-RDRB Rear Door Relay Board
8 HC-RD Rear Door Logic Board (Car A) â
9 HC-RD Rear Door Logic Board (Car B)
10 HC-DB-MOD Front G.A.L. MOD Door Interface Board
11 HC-DB-MOD-R Rear G.A.L. MOD Door Interface Board
12 HC-DPS Door Power Supply Board
13 HC-PIX Position Indicator Expander Board (Car A) â
14 HC-PIX Position Indicator Expander Board (Car B)
15 HC-SRT Suicide Relay Timing Board
16 HC-SCR SCR Interface Board
17 HC-EQ Earthquake Board
18 HC-IOX I/O(8 Input / 8 Output) Expander Board (Car A) â
19 HC-IOX I/O(8 Input / 8 Output) Expander Board (Car B)
20 HC-IOX Additional I/O(8 Input / 8 Output) Expander Board (Car A) â
21 HC-IOX Additional I/O(8 Input / 8 Output) Expander Board (Car B)
26 HC-DYNA Dynalift Interface Board
27 MC-ACFR AC Feedback Relay Board
28 IMC-GIO General Turbo DF I/O Board
29 IMC-RB Turbo DF Relay Board
30 HC-DB-MOM/H Front G.A.L. MOM/MOH Door Interface Board
31 HC-DB-MOM/H-R Rear G.A.L. MOM/MOH Door Interface Board
32 HC-OA Output Adapter Board
33 IMC-RI M/G Relay Interface Board
34 IMC-PRI M/G Power Relay Interface Board
35 IMC-DIO Digital I/O Board
36 IMC-DAS Data Acquisition Board
37 HC-I4O I/O(16 Input /4 Output) Expander Board (Car A) â
38 HC-I4O I/O(16 Input /4 Output) Expander Board (Car B)
39 HC-I4O Additional I/O(16 Input / 4 Output) Expander Board (Car A) â
40 HC-I4O Additional I/O(16 Input /4 Output) Expander Board (Car B)
41 SCR-RI SCR/AC Relay Interface Board

A-6 • APPENDIX B - NOMENCLATURE 42-02-1P01

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 NOMENCLATURE
Motion Control Engineering, Inc. Effective Date: 03/14/03 3 Pages
# PC BOARD DESCRIPTION
42 SCR-PRI SCR/AC Power Relay Interface Board
43 HC-LB Lock Bypass Board
44 HC-GB Gong Board
45 HC-GB Additional Gong Board
46 HC-SIB Selectable Input Buffer Board (Car A) â
47 HC-SIB Selectable Input Buffer Board (Car B)
48 HC-RT Relay Tester Board
49 IMC-ACIB AC Baldor Interface Board
50 HC-DPS-MOM/H Front G.A.L. MOM/MOH Door Interface and Power Supply Board
51 HC-ACI AC Drive Interface Board
52 HC-ACIF AC Flux Vector Interface Board
53 HC-DPS-MOM/H-R Rear G.A.L. MOM/MOH Interface and Power Supply Board
54 IMC-MBX IMC Enhanced Motherboard
55 SCR-RIX SCR Relay Interface Extension Board
56 HC-HBF A.S.M.E. Front Door Lock Bypass Board
57 HC-HBFR A.S.M.E Front and Rear Door Lock Bypass Board
58 IMC-ACIM AC MagneTek Interface Board
59 HC-TACH-MG Tach Adjust Board for VVMC-MG Controller
60 HC-TACH-SCR Tach Adjust Board for VVMC-SCR Controller
61 SC-SB2K Main A17.1 - 2000 Compliant Relay Board
62 SC-HDIO High Density I/O board for A17.1 - 2000
63 SC-BASE-D Lock Bypass, Access, Overspeed and Emergency Brake Board used
with DF controlers
64 SC-BASE Lock Bypass, Access, Overspeed and Emergency Brake Board used
with non-DF controllers
65 SC-BASER-D Rear version of SC-BASE used with DF controllers
66 SC-BASER Rear version of SC-BASE used with non-DF controllers
67 SC-SB2K-H Hydraulic controller main relay board for A17.1 compliance
68 SC-BAH Hydraulic controller Bypass/Access board
69 SC-BAHR Hydraulic controller Bypass/Access/Rear Door board
â Individual group cars use board numbers for car A only

42-02-1P01 APPENDIX B - NOMENCLATURE • A-7

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 NOMENCLATURE
Motion Control Engineering, Inc. Effective Date: 03/14/03 Page 3 of 3

A-8 • APPENDIX B - NOMENCLATURE 42-02-1P01

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APPENDIX C
ELEVATOR SECURITY INFORMATION AND OPERATION

Building name:

Building location:

Security activation: Key switch Mon: from to

or Tue: from to
Time clock Wed: from to
Thu: from to
Fri: from to
Sat: from to
Sun: from to

Instructions: To gain access to secured floors, follow the steps below while in the elevator car. The
steps may be taken while the car is moving or standing still. Requests for a car from a hallway or
corridor are answered without restriction.

1. While in the car, press the button for the desired floor. If the destination floor is secured, the
button for that floor will flash on/off.

If the button for that floor stays solidly illuminated, that floor is unsecured.

2. While the destination floor button is flashing, enter the security code for that floor within 10
seconds. Enter the security code by pressing the corresponding buttons on the panel.

If the code was entered correctly and within the required time limit, the car will immediately go
to that floor. If the code was not entered within the 10-second time limit or was entered
incorrectly, the destination floor button light will turn off after 10 seconds and the entire
sequence must be repeated.

If a mistake is made while entering the security code, simply wait until the destination floor
button light stops flashing and then start the entire sequence again.

42-02-1P01 APPENDIX C - ELEVATOR SECURITY OPERATION • A-9

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SECURITY CODES

Maintain a record of the security codes by noting the floor name as found in the elevator cab and
each floor's code. Any floor with a security code is a secured floor.

1. Floor security code =

2. Floor security code =
3. Floor security code =
4. Floor security code =
5. Floor security code =
6. Floor security code =
7. Floor security code =
8. Floor security code =
9. Floor security code =
10. Floor security code =
11. Floor security code =
12. Floor security code =
13. Floor security code =
14. Floor security code =
15. Floor security code =
16. Floor security code =
17. Floor security code =
18. Floor security code =
19. Floor security code =
20. Floor security code =
21. Floor security code =
22. Floor security code =
23. Floor security code =
24. Floor security code =
25. Floor security code =
26. Floor security code =
27. Floor security code =
28. Floor security code =
29. Floor security code =
30. Floor security code =
31. Floor security code =
32. Floor security code =

A-10 • APPENDIX C - ELEVATOR SECURITY OPERATION 42-02-1P01

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APPENDIX D
FLEX-TALK OPTION

NOTE: The following is a listing of diagnostic tools available on a controller if the

Flex-Talk option is provided.

Use this addendum in conjunction with the manual. The addendum provides information
regarding the diagnostics and volume adjustments for the TPI-FT option on the Flex-Talk unit.

1.0 INTRODUCTION AND THEORY OF OPERATION

The Flex-Talk board is designed for use on any MCE controller to provide flexibility in audio
announcement. The TPI-FT board is installed inside the controller and hooked up to the last
board of the daisy chain. The TPI-FT receives such needed information as door status,
nudging, PI, etc. from the MCE bus. A 5V power supply runs the digital circuitry, and a -/+15V
supply operates the analog circuitry of the speaker. There are eight LED’s used for diagnostic
purposes in conjunction with the dip switches. The input and output connectors (J1 and J2)
are used for the MCE bus; however, it is unlikely that the output will be used, as the Flex-Talk
board is typically the last in the daisy chain. The exception being a duplex where there are two
Flex-Talk boards.

FIGURE D.1 Flex-Talk Board

Diagnostic LED’s Dip Switch set Volume

control
trimpots

42-02-1P01 APPENDIX D - FLEX-TALK • A-11

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2.0 DIAGNOSTICS

The six switches on the dip switch package are used for diagnostics purposes. There are eight
LED’s (D2 through D9) also, for displaying diagnostics information. These LED’s are used in
conjunction with the dip switch package (see below).For self-test, turn on switch S2 of the dip
switch set. The unit will announce each of the floor messages, direction, nudging and fire
service messages (special messages are not included in the self test).This test does not
require connection of the MCE bus.

TABLE D.1 Diagnostic Table

DIP SWITCHES DIAGNOSTIC LEDS MNEM.

S2 S3 S4 S5 S6 D2 D3 D4 D5 D6 D7 D8 D9

1 0 0 0 0 SELF TEST

0 0 0 0 0 UP DOWN NUDG DOOR MAIN SAF ALT HOSP MODSW

FIRE FIRE

0 1 0 0 0 PIs DISPLAYED IN BINARY ( 00 = BOTTOM) PIN

0 0 1 0 0 X EM3A EM2A EM1A DORA GDA GUA PIA MAW

0 1 1 0 0 PIs DISPLAYED IN BINARY ( 00 = BOTTOM) IPR_3

0 0 0 1 0 SEC. HLW EMP X X X X X SMAW1

FLR

0 1 0 1 0 STOP OVS LOBM X X X X X SMAW2

SW

0 0 1 1 0 X X EMP X X X X X EMPWIN

0 1 1 1 0 UP DOWN NUDG DLK FRS SAF FRA HOSP ITR-1

0 0 0 0 1 PI0 PI1 PI2 PI3 PI4 CSE HLW EPR ITR-2

0 1 0 0 1 PI5 X DOPLFR X X H OR ATALT ATMN ITR-3

(NOT)
STC

Dip switches - switches S2, S3, S4, S5, and S6 are used to select which flags on the TPI
are to be displayed.
- switch S2 is used for self test.
- switch S1 is currently not used.
- 0 = switch is “Off” and 1= switch is “On”

D2 thru D9: diagnostic LEDs located on the processor board. Illuminated LEDs indicate that
one of the flags listed below D2 thru D9 on the above chart are read as active.

Example: If all switches are off, D4 & D6 are turned on, then nudging and main
fire service flags are on.

A-12 • APPENDIX D - FLEXTALK 42-02-1P01

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3.0 VOLUME CONTROL

Trimpots R32 and R33 adjust the main and alternate volume. The main volume adjustment
(R32) controls the floor announcements (such as “First Floor”). The alternate volume (R33)
controls all other announcements (such as “going up”). Turning either trimpot fully counter-
clockwise gives maximum volume. The adjustments are easily made with diagnostics switch
S2-ON. This will activate the messages and allow the time necessary to adjust volume. These
two trimpots do not effect any music volume that may be connected on J8. Music volume is
set external of this unit.

4.0 TROUBLESHOOTING
If there are no audio messages, then:
• The speaker may not be connected on J9.
• The +/-15V supply on connector J7 may not be present.
• U39 relay may be defective.
• U38 (audio power op-amp) may be defective.
• U5 (program EPROM), U7 or U8 (digitized voice EPROM) may be defective.
• A volume control trimpot may be defective or turned fully clockwise.

If the message, “Please allow the doors to close” is heard when nudging:
• The photo eye used to detect objects in the door path may be blocked.
• The photo eye may be dirty, or defective.

5.0 PERIPHERAL EQUIPMENT

Square recessed mount 6 1/4" by 6 1/4" by 4 1/4" (manufacturer Model # 198-4).
Square surface mount 7" by 7" by 4 1/4" (manufacturer Model # SE 198-4).
Circular recessed mount 6 1/8" by 4 1/4" without lip (manufacturer Model # 94-4).
7" round by 4 1/4" (including lip).
7 3/8" in diameter with a circular grill.

FIGURE D.2 Speaker Dimensions

42-02-1P01 APPENDIX D - FLEX-TALK • A-13

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APPENDIX E
LS-QUTE LANDING SYSTEM ASSEMBLY DRAWINGS

NOTE: If a sensor or the HC-IPLS board is replaced make sure the orientation
of the HC-IPLS board is correct. Use the chassis ground and the LEDs
shown in the figure below for an orientation reference.

FIGURE E.1 LS QUTE Enclosure Assembly

A-14 • APPENDIX E - LS-QUTE LANDING SYSTEM 42-02-1P01

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FIGURE E.2 LS QUTE Wiring Diagram

SENSOR HC-IPLS BOARD TERMINALS

DZ1 DZ2 SENSOR S18
DZX SDZX S18
DZ2 DZ1 SENSOR S27
DZF SDZF S18
DZR SDZR S18
LD SLD S18
LU SLU S18
STD STD S2
STU STU S2
ISTD ISTD S2
ISTU ISTU S2
One 2 inch jumper S18 S2

42-02-1P01 APPENDIX E - LS-QUTE LANDING SYSTEM • A-15

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Controllers

MCE Controller

Motion 2000

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 This page
intentionally
left blank.

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 Motion Control Engineering
HYDRAULIC ELEVATOR CONTROLS

Motion 2000 Hydraulic Control

™

The simple, solid, dependable hydraulic Applications

elevator control • Modernization or new construction

• Simplex, duplex, or group control

The all new Motion 2000 hydraulic elevator control from MCE is built solidly upon the
experience of our customers. Before we began designing, we analyzed years of comments • Groups up to 8 cars
and suggestions. Then made certain we were building the controller that both installers • Service up to 32 landings
and building owners wanted us to build.

The Motion 2000 supports simplex, duplex, or group control for up to eight cars serving Benefits
up to thirty-two landings. Motion 2000 design achieves simple interconnectivity and easy • Serial COP dramatically reduces traveler
field expansion through CAN Bus technology, phone-style connectors and optimized field wire count
connection locations.
• Solid state control replaces relays
MCE’s Motion 2000 offers the same straight-forward user interface, switch programming, and • Universal I/O boards provide 16
LCD display as previous generation MCE controllers; no learning curve required. To make field independent channels; 24–120V AC or DC
programming even easier you can use the hand-held user interface plugged into a controller, with built-in current limiting protection
COP or cartop CAN connection to access all system parameters. Motion 2000 uses multiple,
redundant, self-contained processors for reliable control and constant safety monitoring. • Enclosure knock-outs for easy installation
Through the CAN Bus, each processor is continuously aware of all system activity. • Optimized customer connection points

An optional Ethernet port supports real time connection to MCE iReport for current and • Open architecture and simple phone-style
historical performance, activity reporting and archival; to MCE iMonitor for remote monitoring connectors allow easy field expansion
and control; to MCE iLobby for
• Programmable using standard MCE
eye-pleasing, graphic display of
switches (no learning curve) or hand-held
elevator group activity. IDS Lift-
user interface
Net™ monitoring and control
application is available using the • Simplified diagnostics using LED status
optional ethernet connection. indicators on most customer connections
and an RS232 PC connection for detailed
status monitoring

• Redundant, self-contained processors

monitor safety, increase control reliability,
and enhance noise immunity

• Expandable to four motor/valve combina-

tions using additional interface boards

• Optional ethernet port for iReport or

iMonitor connection (automated email
Motion 2000 uses a standard,
notification through monitoring application)
wall-mount enclosure
• LiftNet compatible using optional
ethernet port

www.mceinc.com
800.444.7442
The leader in non-proprietary controllers, technical LiftNet is a trademark of
916.463.9200 Page
services and repair solutions for elevator 621
modernization.
Integrated Display Systems, Inc.

CemcoLift 2008
Motion 2000 Hydraulic Control

Motion 2000 specifications Compliance

• ASME A17.1-2004/CSA B44-04

Maximum 200 fpm, 1.0 mps
car speed • CSA B44.1-04/ASME A17.5-2004

• BS EN 81
Configuration Simplex, duplex, group
• AS 1735
Landings Up to 32 with 64 openings • EN 12015 and 12016

Motor control Solid state, Wye/Delta or Across the Line

Landing system LS-QUTE (solid tape/magnets)

LS-STAN (vanes/switches)

System access LCD and switches or hand-held user interface

Dispatching Distributed control of up to 8 cars

Environment 32–104˚ F, 0–40˚ C, humidity non-condensing up to 95%;

harsh environment rugged service available (NEMA 4, 4X, 12)

Standard enclosure 34" w x 31.5" h x 9" d (864 x 800 x 280 mm) includes knock-outs

Optional enclosure 36" w x 42" h x 9" d (914 x 1067 x 305 mm) includes knock-outs
(Feature dependent)

Input 208–600 VAC, 50/60 Hz, single or 3-phase

www.mceinc.com
800.444.7442
The leader in non-proprietary controllers, technical
916.463.9200 Page
services and repair solutions for elevator 622
modernization.
Motion2000-DS-02-0208

CemcoLift 2008
Controllers

Otis Controller

211M

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Battery Back-Up

Reynolds &
Reynolds
Electronics

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Page 730
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POWERVATOR ®
Si n g l e
Emergency Return System a s e
Ph

v
v e
e n
n
PPrroo b iilliittyy
e
e l
l i
i a
a b GN
N
R
R P
PA
D
D
AC
EES
CTT
SIIG

CO
C OM
M
IIN
N

Page 731
CemcoLift 2008
POWERVATOR ®
UV-2
Emergency Return System SERIES
❖ Compact, wall mounted steel cabinet contains the electronic circuitry and batteries.
❖ Simplified primary side installation available (208VAC – 480VAC)
❖ Automatic activation — unit turns on during power failure to power entire controller, thereby
keeping all safety circuits intact. When required, unit will provide multiple voltages for seamless
controller, valve and door operation.
❖ Optional reverse phase relay can be added, if required in elevator specs.
❖ A set of dry contacts are built into the unit to signal the controller it is under emergency power,
aid in power transfer or pilot other relays.
❖ Terminals on the circuit board connect to the main disconnect safety to inhibit the unit during
maintenance work, thereby preventing unexpected power going to the controller valve.
❖ Relay and rectifier isolation keep main and emergency power separate.
❖ Voltage output is regulated to maintain controller stability.
❖ ON/OFF, Battery Disconnect and main disconnect SAFETY switches aid in routine diagnostic
tests and allow safe maintenance work.
❖ Frequency, charger voltage, and voltage regulation may be adjusted in the field via adjustable
resistors on the circuit board.
❖ Single, hinged circuit board design allows for simple board or battery exchange.
❖ Indicators located on circuit board show battery charging and inverter activity.
❖ Separate fusing for batteries, outputs, logic circuitry and battery charger offer extra protection.
❖ Maintenance-free, sealed-lead acid batteries are trickle charged for prolonged life. Sealed batteries
eliminate possibility of dangerous fume build-up.

Up to 750 VA power output Dimensions 12.5"Hx12.5"Wx8"D

Internal current limiting & Complete unit CSA approved
fused protection 1 Year warranty
Technical field support Full liability coverage

Reynolds & Reynolds Electronics, Inc. ❖ 521 E. Fourth Street ❖ PO Box 1710 ❖ Bethlehem, PA 18016
Tel: 610-691-2224 ❖ Fax: 610-691-2869
www.reynoldselectronics.com ❖ E-Mail:Page
sales@reynoldselectronics.com
732
❖ tech@reynoldselectronics.com
CemcoLift 2008
Door Operators

GAL Door
Operators

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left blank.

Page 734
CemcoLift 2008
 G.A.L. Manufacturing Corporation January, 2003
50 East 153rd Street, Bronx, N.Y. 10451
Phone (718) 292-9000 Fax (718) 292-2034

MOVFR
DOOR OPERATOR
INSTALLATION AND
ADJUSTING MANUAL

Doc. No. INSTMOVFR 1

Page 735
CemcoLift 2008
G.A.L. Manufacturing Corporation January, 2004

i
COMMENTS

All G.A.L. door operators are factory adjusted and tested for the actual job requirements. When
installed correctly, they may require minor adjustments to suit actual job conditions.

IMPORTANT:
All equipment must be installed, adjusted, tested and maintained to comply with all Federal, State,
and Local codes.

See section 10, page 22 in this manual for Kinetic Energy and closing force requirements.

Before mounting the operator, check that the car door is plumb, free and moves easily without bind.
Check the attached standard measurements sheets. Install the operator according to the measurements
supplied.

Doc. No. INSTMOVFR 2

Page 736
CemcoLift 2008
G.A.L. Manufacturing Corporation January, 2004

ii
FOREWORD

It is the intent of this manual to give the reader certain key points of information critical to the proper
installation of the door operator. It is not intended to give comprehensive installation procedures
nor does it cover the installation of door headers, tracks, hangers, etc.

It is hoped that the procedures presented in this manual will reduce the installation and adjustment
time and result in a smooth, long lasting door operation.

When properly installed, G.A.L. operators will give many years of trouble free service.

Doc. No. INSTMOVFR 3

Page 737
CemcoLift 2008
G.A.L. Manufacturing Corporation January, 2004

iii
TABLE OF CONTENTS

SECTION PAGE

i Comments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ii Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
iii Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1 Illustrations of the MOVFR operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2 Determining the hand of the door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3 Mounting the operator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4 Pre-adjustment tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5 Adjusting single speed and two speed slide doors . . . . . . . . . . . . . . . . . . . . . . . 10
6 Adjusting center-parting doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
7 Electrical adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
7.1- Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
7.2- Adjustment aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
7.3- Preliminary checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
7.4- Speed adjustments using the parameter unit . . . . . . . . . . . . . . . . . . . . . . . . 18
7.5- Parameter adjustments: Speed, Rate, Torque. . . . . . . . . . . . . . . . . . . . . . . 18
a) Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
b) Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
c) Re-opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
7.6- Adjusting the speed parameters and the position of the speed limit cams. . 21
7.7- Using the FR-PU04 hand held unit to cope the pre-set parameters and
others. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
7.8- How to replace the drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
7.9- Interfacing procedure between G.A.L. certified light curtain and MOVFR . . 23
8 Kinetic Energy and closing force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
9 Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Operator wiring diagram dwg. 8032
Table of closing functions, Table of opening functions
Optical cams
Open cycle graph, Close cycle graph, Quick reversal graph
Single speed 22-48 operator data table dwg. DATA21
Two speed 30-48 operator data table dwg. DATA22
Center opening 30-59 operator data table dwg. DATA23

Doc. No. INSTMOVFR 4

Page 738
CemcoLift 2008
LEFT HAND SIDE OPENING RIGHT HAND SIDE OPENING

CENTER PARTING

Page 739
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G.A.L. Manufacturing Corporation January, 2004

2
DETERMINING THE HAND OF THE DOOR
G.A.L. door operators are available for right hand doors and for left hand doors. (Center parting
doors use a variation of the left hand operator). To determine the hand of the door, stand in the
lobby facing the elevator doors. If the doors close to the left, it is a left hand door. If the door closes
to the right it is a right hand door. The left hand, center parting and right hand operators are not
interchangeable. The figures below illustrate the door hand.

CLOSING CLOSING
DIRECTION DIRECTION

STRIKE JAMB STRIKE JAMB

LEFT HAND DOOR RIGHT HAND DOOR

Doc. No. INSTMOVFR 6

Page 740
CemcoLift 2008
G.A.L. Manufacturing Corporation January, 2004

3
MOUNTING THE OPERATOR

As with all G.A.L. operators it is important to have the proper mechanical setup.
Before continuing, check that doors are hung properly and glide freely with no binding.
The spring closer should also be set so that the hoistway door will close fully.
The door operator should be mounted in the proper position with the drive arm plumb and the
operator arm and pivots set according to the DATA sheets (DATA21 for single speed, DATA22 for
two speed). Slight differences are acceptable.

Install the isolation pads.

Isolation pads for the operator base are provided to minimize noise and vibration transmission into
the cab. These pads must be glued to the operator base before mounting it to the car top.

Set the header plumb.

Place the operator over the pre-tapped holes in the header assembly. Set the base flush with the
face of the header assembly and tighten the front bolts only. Move the operator base and header
until the header is perfectly plumb. Temporarily clamp the rear of the base to the operator support
to prevent any further movement of the header.

Side opening doors:

With the header assembly correctly installed, the vertical centerline of the operator drive pulley
should be 9 ¾” from daylite for a door opening of 22” to 44” and 14 ¾” for a door opening of 45”
to 48“ (see Figure 3 and Appendix dwgs. # DATA21 & DATA22).

Center parting doors:

With the header assembly correctly installed, the center of the door opening lines up with the center
of the header track. The center of the operator drive pulley should also line up with center of the
opening (see Figure 6 and Appendix dwg. # DATA23).

Determining the position of the front edge of the door operator base:
Mount the drive arms to the drive arm support brackets on the header assembly for center parting
doors and to the drive arm support bracket for slide doors. The mounting brackets are slotted for
fine adjustments later, if needed. At this time, position the arms in the center of the bracket and
tighten it.

Attach the connecting linkage(s) to the drive pulley, making sure that when the word “closed” is
on top, the doors will be closed. Tighten the linkage(s) to the drive pulley.

Attach the clutch assembly to the drive door linkage, then attach the clutch to the drive door using
the pre-tapped holes on the door panel. Tighten the clutch assembly to the drive door.
Attach the other door (for center parting doors) to its linkage and tighten the door bracket to the
center of the slots.

Raise or lower the rear operator support bracket mounted to the cab to vertically
level the operator drive pulley. This helps to prevent binds in the opening and closing.

Doc. No. INSTMOVFR 7

Page 741
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G.A.L. Manufacturing Corporation January, 2004

Check that the operator arms hang free and are not forced to or away from the operator drive pulley.
Slide the operator forward or backward, if necessary. Turn the drive pulley by hand making sure
that the drive arms and connecting links are perpendicular and clear of door and track. If necessary,
slide the operator base forward or backward.
Proper positioning of the operator is critical to the life of the arm bearings. Bending of the drive
arms will place stress on the bearings reducing their operating life.
Once the operator base is in correct position, drill the holes to permanently fasten the rear of the
operator and tighten all mounting bolts.

Doc. No. INSTMOVFR 8

Page 742
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G.A.L. Manufacturing Corporation January, 2004

4
PRE-ADJUSTMENT TIP

BEFORE PROCEEDING TO THE ADJUSTMENT SECTIONS, READ THE FOLLOWING TIP

( REFER TO FIGURE 1)
Think of the drive pulley crank arm(s) and the connecting link(s) as each having its own independent
role.
The crank arm determines the total door travel. The further the arm is away from the drive pulley,
the longer the door travels.
The connecting link determines the door position. The longer the arm, the further the door
moves from the jamb.
Example:
If the door opening is 42” but the door travels only 40” as stopped by the open and close limit cams,
do not alter the cams. The cams have been factory pre-set. Correct the under travel by extending
the crank arm outward from the drive pulley until the door travels 42” from fully open to fully closed
(as determined by the limit cams), then fasten the crank arm in place.
Now, loosen the connecting link bolts, close the door against the stop roller and tighten one of the
link bolts. Open the door until the open limit is activated and check the door position. If the door
is not in the proper open position, close the door and readjust the connecting link. Repeat the above
steps until the operation is complete and then fasten the two link bolts. Make sure that the closing
door is stopped against the stop roller and not the strike post.

Remembering the above two points will facilitate door adjustments.

Bear in mind, that the drive pulley crank arm position and the cams are pre-set by our factory as
indicated on the installation drawings

THIS LENGTH AFFECTS THE TOTAL DRIVE PULLEY

DOOR TRAVEL FROM FULLY CL
OPEN TO FULLY CLOSED.
CRANK ARM
THE LONGER THE LENGTH
THE LONGER THE TRAVEL. C L OS E D
ADJUST THE CRANK ARM
TO SET THE DOOR TRAVEL.

CONNECTING LINK ASS'Y.

ADJUST THE CONNECTING LINK ARM
TO SET THE DOOR POSITION.
OP E N

THIS LENGTH AFFECTS

THE DOOR POSITION

FIGURE 1

Doc. No. INSTMOVFR 9

Page 743
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G.A.L. Manufacturing Corporation January, 2004

5
ADJUSTING THE SINGLE SPEED AND TWO SPEED SLIDE DOORS

5.1 Removing the zone locking device and the bumpers:

Before adjusting the operator, remove the car door bumpers and the locking cam from the zone
locking device (see document LWZ-1). Removing the locking cam from the zone locking device,
allows unimpeded movement of the doors.
Removing the bumpers – Because the car door moves to unlock the hoistway door, it must move
approximately 7/16” further than the hoistway door. Removing the car door bumpers makes up
some of this difference and allows better door alignment at full open.

5.2 Adjusting the release roller and clutch:

Referring to figure 2A, adjust the lock release rollers so that they will clear the clutch by about 3/16”
when the car door is in its final closed position and the drive pulley stop roller is against the stop
plate.
Adjust the clutch cam and roller depth as per figures 2C and 2D. The clutch should retract as late
as possible in the closing cycle.

FULLY OPEN POSITION OF

1/16" CAR DOOR IF BUMPER IS
NOT REMOVED
BUMPER
REMOVED
CAR DOOR CAR DOOR

FULLY OPEN POSITION OF

CAR DOOR WITH BUMPER
REMOVED

RUNNING CLEARANCE
3/16"

BUMPER
HOISTWAY DOOR HOISTWAY DOOR

FIGURE 2A FIGURE 2B
DOORS FULLY CLOSED DOORS FULLY OPEN

ADJUST CLUTCH CAM TO RETRACT

CLUTCH REAR VANE BY 1/8" PAST
1/2"
THE ROLLERS (AS SHOWN), WHEN
HATCH DOOR IS FULLY CLOSED WITH DOORS FULLY ENGAGED,
AND CAR DOOR IS 1/2" FROM THE CLUTCH REAR VANE IS 1/2"
STRIKING POST. ON TO THE ROLLER.

CAR DOOR CAR DOOR

1/8"
1/2"

HOISTWAY DOOR HOISTWAY DOOR

FIGURE 2C FIGURE 2D
CAR DOORS 1/2" OPEN DOORS FULLY ENGAGED

Doc. No. INSTMOVFR 10

Page 744
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G.A.L. Manufacturing Corporation January, 2004

5.3 Crank arm and clutch link positions with door closed:
Referring to Figure 3, with the doors fully closed, the crank arm should be just a few degrees above
the horizontal and the clutch link about 20 degrees above the horizontal. This setting will help
prevent slamming and roll back, yet still allow manual opening of the doors when the car is stopped
at a landing during a power failure.
If adjustments are necessary, close the car door. Loosen the two connecting link bolts and the two
crank arm bolts. Keeping the door fully closed, adjust the link and arms to the proper positions. If
necessary move the bolts to new holes. Re-tighten all four bolts when finished.

THIS DIM. 9 3/4" FOR 22 44" OPENING

14 3/4" FOR 45 48" OPENING

CL DRIVE PULLEY INTERMEDIATE PULLEY

DAYLITE CRANK ARM
C L OS E D DRIVE ARM SUPPORT
BRACKET
THIS ANGLE
SHOULD BE
JUST A
FEW DEGREES
OP E N

ABOVE THE
HORIZONTAL CONNECTING LINK ASS'Y.

1/16"

STRIKE POST
(BUMPERS
ALUMINUM
REMOVED) DOOR DRIVE ARM

THIS ANGLE
SHOULD BE
ABOUT 20°
ABOVE THE
HORIZONTAL

FIGURE 3
DOOR FULLY CLOSED

Doc. No. INSTMOVFR 11

Page 745
CemcoLift 2008
G.A.L. Manufacturing Corporation January, 2004

5.4 Crank arm and clutch link positions with door open:
Referring to figure 4, the best door opening operation occurs when the crank arm and the connecting
link are in a straight line, the clutch link is about horizontal and the car door is approximately ½”
past the return jamb. To make this adjustment, turn the drive pulley toward the open direction by
hand until the crank arm and the connecting link are in line. Adjust the crank arm to bring the car
door to ½” into the return jamb, then re-adjust the door open limit to stop the door electrically at
this position.

SEE FIGURE 3
CL DRIVE PULLEY INTERMEDIATE PULLEY
CRANK ARM
OP E N DRIVE ARM SUPPORT
BRACKET
CONNECTING LINK ASS'Y.

D
C L OS E

TRACK

CRANK ARM AND ALUMINUM DOOR

CONNECTING DRIVE ARM
LINK IN LINE

FIGURE 4 CLUTCH
ACTUATING LINK
DOOR FULLY OPEN

Doc. No. INSTMOVFR 12

Page 746
CemcoLift 2008
G.A.L. Manufacturing Corporation January, 2004

6
ADJUSTING CENTER-PARTING CAR DOORS

6.1 Adjusting the stop roller:

Referring to figure 5A, we recommend adjusting the driven car door so that it leads the hoistway
door by ¼”. This will make the car door more closely match the hoistway door when fully open.
Adjust the stop roller on the drive pulley so that the closing doors will be stopped by the roller as
they meet. Do not have pressure on the meeting car doors, otherwise it will place unwanted stress
on the arms.

6.2 Adjusting the release roller and clutch:

Referring to figure 5A, adjust the lock release rollers so that they will clear the clutch by about
3/16” when the car doors are in their final closed position and the operator stop roller is against
the stop plate.
Adjust the clutch cam as per figures 5B and 5C. The clutch should retract as late as possible in
the closing cycle.

INCORRECT POSITION WITH

CAR DOOR ON CL

CORRECT POSITION WITH

CAR DOOR 1/4" OFF CL

1/4"
CAR DOOR

1/4"

RUNNING CLEARANCE

3/16"

HATCH DOOR

CL OPNG.

FIGURE 5A
DOORS FULLY CLOSED

ADJUST CLUTCH CAM TO RETRACT

CLUTCH REAR VANE BY 1/8" PAST
THE ROLLERS (AS SHOWN), WHEN
HATCH DOORS ARE FULLY CLOSED WITH DOORS FULLY ENGAGED,
AND CAR DOORS ARE 1" FROM THE CLUTCH REAR VANE IS 1/2"
1" EACH OTHER. ON TO THE ROLLER.

1/8"
1/2"

FIGURE 5B FIGURE 5C
CAR DOORS 1" OPEN DOORS FULLY ENGAGED

Doc. No. INSTMOVFR 13

Page 747
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G.A.L. Manufacturing Corporation January, 2004

6.3 Crank arm and clutch link positions with doors closed:
Referring to Figure 6, with the doors fully closed, the connecting links should be about
1 1/2” from the horizontal centerline of the pulley. The clutch link should be at about 20 degrees
above the horizontal as shown.

1 1/2" FROM CL OF DRIVE PULLEY

CL TO CL OF CONNECTING LINK
DRIVE PULLEY
OS E D
CL
OPERATOR CRANK ARM INTERMEDIATE PULLEY

OP E
N

DRIVE ARM
TRACK SUPPORT BRACKET CONNECTING LINK ASS'Y.

ALUMINUM DOOR
THIS ANGLE DRIVE ARM
SHOULD BE
ABOUT 20°

DOOR DRIVE ARM BRACKET CLUTCH ACTUATING LINK

FIGURE 6
DOOR FULLY CLOSED

Doc. No. INSTMOVFR 14

Page 748
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G.A.L. Manufacturing Corporation January, 2004

6.4 Crank arm and clutch link positions with doors open:
Referring to Figure 7, with the door fully open, the connecting links should be about 1½” apart. The
clutch link should be about horizontal.

CONNECTING LINKS
DRIVE PULLEY 1 1/2" APART INTERMEDIATE PULLEY
OP E
N

DRIVE ARM
SUPPORT
BRACKET
ED
C L OS

CONNECTING LINK ASS'Y. TRACK

DOOR DRIVE ARM BRACKET

CLUTCH ACTUATING LINK

FIGURE 7
DOOR FULLY OPEN

Doc. No. INSTMOVFR 15

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G.A.L. Manufacturing Corporation January, 2004

7
ELECTRICAL ADJUSTMENTS

ADJUSTING INSTRUCTIONS FOR THE G.A.L. VARIABLE FREQUENCY

CLOSED LOOP DOOR OPERATOR TYPE MOVFR.

7.1 Overview:
The MOVFR is an AC door operator controlled by a variable voltage variable
frequency (VVVF) closed loop drive. The controls include the AC motor, a VVVF
Drive, and a PC board. It features keypad programming with digital display, electronic
door position optical cams, sequential lights for speed and door positions, obstruction
detection signal and DPM Fault Monitor* signal. It accepts universal input signals,
from dry contacts to signal voltage, from 24 to 230 volts AC or DC**. The output
contacts are rated at 10 amp 230 volts AC including door open limit, door close
limit, re open signal and DPM signal.

* The Fault Monitor is a G.A.L. patented door lock and gate switch protection device
used to meet ASME A17.1 RULE 210.15 and CAN/CSA-B44-M90 RULE 3.12.1.5.
** If the input signal voltage is 60 volts or less, the input board resistor must be
cut (see connection diagram Dwg. No. 8032).

7.2 Adjustment aids:

Switches, Pilot lights and a Parameter unit are available to aid in the adjustment
of the operator:

A. Three toggle switches and one push button have been provided to facilitate the
adjusting procedure as described below:

1. RUN—CAM SETUP switch. The RUN position is for normal operation, the
CAM SETUP position allows adjusting the cams and turning on the appropriate
pilot lights without applying power to the motor.

2. AUTO—MAN. switch The AUTO position is for normal operation, the MAN
position allows opening and closing the door by means of the OPEN—
CLOSE switch.

3. OPEN—CLOSE switch allows constant pressure opening and closing when

the AUTO—MAN. switch is in the MAN position.

4. NUDG. switch allows closing the door at reduced speed (nudging speed)
when in the MAN and CLOSE mode.

5. RESET button allows manual reset of faults. Pressing this button will reset
any drive feature that may have caused the operator to shutdown. The Drive
green pilot light indicates drive has power, the red pilot light indicates an
alarm has occurred and shutdown the Drive. If this occurs, make a visual
inspection of the door, if there are no visible problems, place the AUTO-MAN
switch in the MAN position, press the RESET button and operate the door
with the OPEN–CLOSE switch making sure that all is clear before returning
it to the AUTO mode. Use the Parameter unit to view the alarm history (See
section VIII para. C).

Doc. No. INSTMOVFR 16

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B. Pilotlights:

A pilot light is provided on each of the three input boards (open-close-nudging)

(Note:The input board resistor must be cut if the input signal voltage is 60
volts or less). Twelve additional pilot lights have been provided to indicate the
position of the speed cams, limit cams and modes of operation. When a cam
blocks the optical sensor, the function is activated and the corresponding pilot
light turns on. The twelve pilot lights are:

1. HSC. High speed close.

2. FSC. Final slow speed close.
3. DCL. Door close limit (DCL output relay is energized when pilot light turns
on).
4. SSO. Slow start open.
5. HSO. High speed open.
6. MSO. Medium speed open.
7. FSO. Final slow speed open.
8. DOL. Door open limit (DOL output relay is energized when pilot light turns
on).
9. HOLDING. Door is in its full open or full closed position. (when the door
is fully open or fully closed, a minimal amount of power is applied to the
motor to prevent drifting).
10. NUDG. Door closing at reduced speed (nudging).
11. RE-OPEN. Door re-opening feature has been activated (such as when
striking an object).
12. STALL REVERSE. The operator has electronically detected an obstruction.
13. DPM. Auxiliary car door closed contact for customer ’s use (such as for
Fault Monitor). (DPM output relay is energized when pilot light turns on).

C. The Parameter unit plugs into the drive and permits changing the values of
pertinent parameters (see section IV).

7.3 Preliminary checks:

(This procedure will assure that the motor is turning in the correct direction, if
replacing the motor, and that all speed signals are in working order).

A. Place the AUTO--MAN switch in the MAN position and the RUN--CAM SETUP
switch in the RUN position.

B. With the doors fully closed, hold the OPEN—CLOSE switch in the OPEN
position while observing door movement. If replacing the motor check its
direction. If turning in the wrong d irection, you must swap any two of the three
motor leads. The door should change speed as the various cams operate the
speed controlling sensors.
The door should start moving at a slow speed with the SSO sensor blocked
accelerating to high speed (HSO) as the SSO sensor opens and then slowing
down as the slowdown sensors are blocked (MSO then FSO).
When the doors are fully open, hold the switch in the CLOSE position the door
should accelerate to high speed (HSC) and then slowdown when the FSC sensor
is blocked.

Doc. No. INSTMOVFR 17

Page 751
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G.A.L. Manufacturing Corporation January, 2004

7.4 Speed adjustments using the parameter unit:

Speed values, acceleration, deceleration and torque are changed by means of the
Parameter unit. If the FR-PUO4 parameter unit is used, it is advisable to copy the
factory pre-set parameters into this unit before making any changes. Once copied,
the factory pre-set parameters can be downloaded back into the drive unit, if
necessary. See section VIII for copy and downloading procedures.

A. How To set parameters with the FR-PUO4 hand held unit :

1. Press SET
2. Enter Pr. Number
3. Press READ (The current value is displayed).
4. Enter new value
5. Press WRITE After pressing WRITE, another parameter can be entered
directly without pressing SET by entering the new parameter number. If a
mistake is made before pressing WRITE, press the ESC button and re-enter
the new value; Otherwise press the SET button and start over.

B. How to set parameters with the FR-PAO2 unit:

1. Open the parameter cover.

2. Press the mode button until it reads Pr ..
3. Press the up arrow (•'3f) to display the desired parameter number.
4. When the desired parameter number is displayed, press the SET button.
The display will show the current value of that parameter.
5. Enter the new value using the up and down arrows.
6. Press the SET button and hold it depressed until the displays flashes the
new value alternatively with the parameter number. The newly set value
can be changed again by repeating steps 5 and 6. To change another
parameter, repeat steps 2 thru 6.
7. To return the display to monitor mode press the MODE button three times,
after that the SET button can pressed to change the display from Hz to
Amps to Volts.
8. If the STOP/RESET button is pressed, door motion will stop. The system
can be restarted by momentarily pressing the reset button on the PC board
or by momentarily disconnecting main power.

7.5 Parameter Adjustments: Speed, Rate, Torque.

Caution! All equipment must be installed and adjusted to meet Federal, State
and Local codes.

Note 1: The closing kinetic energy is affected by speed which may be

affected by torque and it must not exceed code limits.
Note 2: The closing torque is affected by the torque adjustments as well
as the speed.
Note 3: Whenever changing any of the close adjustments, the door should
be rechecked to meet code requirements.

Caution! Do not change any parameter (Pr.) not listed below.

Doc. No. INSTMOVFR 18

Page 752
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G.A.L. Manufacturing Corporation January, 2004

TIP: Before increasing the high speed parameter value, first decrease the
deceleration parameter by at least the same percent value in order to avoid door
slamming.
Example: If the parameters have been set as In the table below, and you wish
to increase the high speed opening parameter 25 from 45 to 50, an increase of
approx. 12%, first decrease the deceleration parameter 45 from 10 to 8.5.

See pages 6, 7 and 8 for tables, cams and graphs.

A. Closing :
HSC (Pr. # 4):
This is the high speed close parameter. It is the most important speed for overall
closing times. Higher speeds (higher settings) will give faster closing times.

FSC (Pr. # 5):

This is the final closing speed. It should be adjusted so that the DCL and the
close stop roller are reached without slamming.

ACCEL (Pr. # 7):

Slower rates ( higher settings) produce slightly smoother operation. Faster rates
(lower settings) produce quicker closing times.

DECEL (Pr. # 8):

After setting FSC, the deceleration rate should be set so that the FSC speed is
reached just prior to the uncoupling of the doors resulting in a smooth final closing.

Holding (Pr. # 2 & 0):

Activated by DCL at full close and DOL at full open.
When the door is fully open or fully closed, the door is kept from drifting or rolling
back by maintaining reduced power on the motor. Parameter 2 (holding speed)
is the same for open and close and should be set at about 2 or 3 Hz to produce
just enough speed to move and hold the drive pulley against the stop roller.
Parameter 0 should be set for a holding current of about 0.8 amps. Note that Pr.
0 also affects the closing torque.
Caution! To prevent unnecessary heating of the motor, the holding amps
should be limited to a max of 0.9 amps.

Torque and Holding Torque (Pr. # 3 & 0):

The factory settings for torque and holding torque should be suitable for the initial
adjustments. After completion of closing adjustments including Pr. 0, above,
measure torque for code requirementsand adjust Pr. 3 to meet code limitations.
The higher the value of Pr. 3, the lower the torque. Jobs that may experience
wind conditions should have the closing torque set just below the 30 lb. code
limit.
Caution! Closing torque affects the holding amps to a small degree.

Stall Reverse Force (Pr. #150):

This parameter is factory set at 40% of the inverter rated current. When the
current is determined to be above this value, the existence of an obstruction is
assumed, and the operator generates a stall reverse condition. The value of this
parameter should be increased, as neccessary, if nuisance activation of the stall
reverse conditions occurs.

Doc. No. INSTMOVFR 19

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G.A.L. Manufacturing Corporation January, 2004

B. Opening :

Torque and Slow Speed Torque (Pr. # 47 & 46):

The factory settings of these values should be sufficient for all door sizes and
weights. Field adjustments may not be necessary. Pr. # 47 should not be set
less than 60.

SSO (Pr. # 24):

When the door starts to open, this is the speed at which the interlock rollers
unlock the hoistway door. A slower speed produces smoother and quieter
unlocking. For fast door openings this should be set as fast as possible ( higher
settings) while allowing smooth and quiet operation.

HSO (Pr. # 25):

Can be activated as soon as the hoistway door is unlocked (approx. after first
1/2" of car door movement). This is the high speed open parameter. It is the
most important speed for overall opening times. Higher speeds (higher settings)
will give faster opening times. See tip on previous page.
MSO (Pr. # 26):
This speed is used for a fast reopening in the final 1/3 to 1/4 of the opening.
When properly adjusted, this speed will have no effect during the full opening
cycle because the doors decelerate through this zone from HSO to FSO. The
factory setting of this speed is slow so that the full opening can be adjusted
without interference from MSO. See paragraph VI on reopening for proper
adjustment of MSO.

FSO (Pr. # 27):

This is the final opening speed. It should be adjusted so that the DOL and the
open stop roller are reached without bouncing.

ACCEL (Pr. # 44):

Slower rates ( higher settings) produce slightly smoother operation. Faster rates
(lower settings) produce quicker opening times.

DECEL (Pr. # 45):

After setting FSO, the deceleration rate should be set so that the FSO speed is
reached just prior to the DOL and the final open position without bouncing. For
a very fast opening, it may be desirable to have a quick deceleration rate (a
lower value of Pr. 45) with a shorter MSO zone.

Holding (Pr. #2):

Activated by DOL at full open or DCL at full close, see closing parameter
adjustments.

C. Re-opening:
After adjusting the closing cycle and the full opening cycle, the re-opening can
be set.

Doc. No. INSTMOVFR 20

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Quick Stop (Pr.#12):

Parameter 12 determines how quick the closing door is stopped when a reopen
signal is activated. This should be adjusted when a reopen signal occurs with
the door half closed (mid-opening). Do not set this parameter at 0. A low setting
produces a smoother longer stop which is better for the equipment. The best
setting is for a 1” to 2” stopping distance.

MSO(Pr.#26):
Before increasing MSO from the factory setting, observe how the door reaches
the final open position and /or the open stop roller during a full open cycle. Start
the closing cycle let door close approximately 1/4 to 1/3 of the distance and
reopen the door (approximately the full MSO zone). Increase the MSO speed
to produce a quick reopening in that zone. Once again observe the full open
cycle. It should be the same as before. If it is more abrupt or bounces on the
stop roller, decrease MSO slightly.

7.6 Adjusting the speed parameters and the position of the speed and limit
cams
Parameter values, speed and limit cams have been factory preset. Minor adjustments
may be required to suit actual job conditions.

Parameters values can be changed even during door motion, Cams are best set
when the RUN—CAM SETUP switch is in the CAM SETUP position. In this position,
power is disconnected from the motor but not from the position pilot lights. The
drive pulley can be turned by hand while observing the pilot lights.

The tables found in the appendix list the parameter values and the associated cam
settings.

7.7 Using the FR-PUO4 hand held unit to copy the pre-set parameters and
others:
Before any parameter changes are made and again after all adjustments have been
satisfactorily completed, the parameter settings should be copied into the parameter
unit for future use. If the drive settings are unintentionally changed, the original
settings can be downloaded back into that drive or into a replacement drive or the
Parameter unit can be taken to a similar installation and downloaded into that door
operator ’s drive.
This procedure is especially useful on group jobs that have the same openings.
After completing the adjustment on one car, the Drive parameters can be copied
into the parameter unit and then downloaded into the other cars and each d oor will
operate exactly the same.

A. Procedure for copying (READ) parameters from the Drive into the Parameter
unit.
Caution! This procedure will erase all settings from the Parameter unit
and replace them with whatever settings are in the Drive. Once completed
it cannot be undone.

1. Press SET
2. Press the up arrow ( ).
3. Press READ and wait for the completed signal.
4. Press MON

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B. Procedure for downloading (WRITE) parameters from the Parameter unit into
the Drive.
Caution! Factory shipped Parameter units have not been pre-programmed
with parameter values. Before downloading, READ first the parameters from
a proper Drive using the procedure in paragraph A above.

1. Press SET
2. Press the up arrow ( ).
3. Press WRITE and wait for the completed signal.
4. Reset the drive by momentarily pressing the reset button on the PC board or
by momentarily disconnecting main power.

C. Viewing and resetting the alarm history.

Press HELP twice. Scroll to Alarm Hist to view the alarms or to Alarm Clear to
clear the alarm history. Press READ. To clear the alarm history press WRITE.

D. Viewing running hz, amps and volts.

To view HZ, press MON. Press SHIFT to display amps. Press SHIFT again to
display volts. Press SHIFT a total of five times to display all three functions
simultaneously.

E. How to reset the Drive.

The Drive can be reset with the Reset button on the operator as explained In
Section II A 5. It can also be reset with the PU04 parameter unit by pressing
HELP twice, scrolling to INV. RESET, pressing READ and then pressing WRITE.
7.8 How to replace the Drive:

1. Disconnect the door operator power from the machine room.

2. Flip ON – OFF switch on operator board to OFF position and the AUTO-MAN
switch to the MAN position. Wait 10 minutes for the Drive’s internal capacitor
to completely discharge.
3. Unplug the two ribbon cables from the Drive.
4. Remove the two Drive mounting screws leaving the remaining wires attached
to the Drive and move it to the side.
5. Install the new Drive.
6. Remove one wire at a time from the old Drive and connect it to the
corresponding terminal on the new Drive.
7. Plug-in the two ribbon cables into the proper connectors.
8. Reapply power to the Drive but leave the switch in the MAN position for
now.
9. WRITE the parameters from the parameter unit into the Drive as explained
above.
10.Check door operation with the OPEN-CLOSE switch before returning the
system to AUTO.

Doc. No. INSTMOVFR 22

Page 756
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G.A.L. Manufacturing Corporation January, 2004

7.9 Interfacing procedure between G.A.L. Certified light curtain and MOVFR:

To take full advantage of the MOVFR and simplify the REOPENING circuit for the
Door Operator, the REOPEN relay in the MOVFR board should be used to Reopen
the door in cases of:

· Exceeding the Limit of the Torque allowed.

· Obstructing the Light Curtain.

The exceeding torque feature has already been built in the MOVFR board.
The following illustration shows the interfacing procedure of a G.A.L. Certified
Infra-Red Light Curtain and G.A.L. MOVFR board.

1 st . The Programmable
Chip DPPC-0001N is
needed. If you don’t have
the Programmable Chip,
call GAL. MFG. CORP. to
obtain the DPPC-0001N
Chip. Make sure that the
Red line is positioned in
pin #1 Plug the
DPPC-0001N chip into the
socket as shown.

2nd. Remove Jumper JP1

3rd. Plug the light curtain

connectors into the mating
connectors of the MOVFR
Board.
Note: The TX and RX
connectors of the light
curtain are swappable
between the mating
connectors CN4 and CN5
of the MOVFR board.

4th. Ensure that you have

the Reopen Circuit from the
Controller connected to the
REOPEN contact of the
MOVFR Board.

Followings are G.A.L. Certified Infra-Red Light Curtains that are available
from G.A.L. MANUFACTURING CORP.:

- Formula Systems
- Tritronics
- TL Jones (Microscan E)
- Janus
- Adams

Doc. No. INSTMOVFR 23

Page 757
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G.A.L. Manufacturing Corporation January, 2004

10
KINETIC ENERGY AND CLOSING FORCE

Code definitions: ft = foot; lbf = pound (force); N = Newton; J = Joule.

ASME A17.1-1996 Rule 112.4 requires that the force necessary to prevent closing of the door from
rest shall not be more than 30 lbf (133 N). The kinetic energy for the average closing speed shall
not exceed 7 ft-lbf (9.49 J) where a re-opening device is used and 2.5 ft-lbf where the re-opening
device is disconnected or not used.

In addition, requirement 2.13.4.2.4 of ASME A17.1 2000 stipulates that a data tag be attached to
the door operator or car crosshead. If you are in a jurisdiction that has adopted the 2000 code, you
must comply with this requirement. A blank data tag is supplied with each operator, and must be
filled out by the GAL customer using the GAL kinetic energy tables for your particular door
configuration.

The data tag is required to show:

- The minimum code closing time for the door system that will result in average kinetic energy
of less than 7.37 foot pounds.
- The minimum code closing time for the door system, when in nudging, that will result in
average kinetic energy of less than 2.5 foot pounds.

The minimum closing times to meet the above requirements can be found by refering to the kinetic
energy tables found in the download section of GAL’s website (www.gal.com). If you use all GAL
equipment, and follow GAL instructions, these tables will give you the minimum code closing time
for all of the normal door configurations, sizes, and operator models available.

Notes:

Code Closing Distance / Time

On side opening, the code distance starts 2” from the jamb and goes to 2” from full close (opening
size – 4”). On center opening, code distance starts 1” from the jamb and goes to 1” from full close
(still opening size – 4”). Times shown are minimums for the code closing distance.

Average Kinetic Energy (7.37 ft lbs)

This is what is reflected in the times shown on the spread sheets. The rotational inertia of the motor
and operator is included in these calculations. GAL’s calculations include “equipment rigidly
connected thereto” and accommodate all hangers, rollers, clutches, closers, releases, and any
normal reopening devices.

Actual (peak) Kinetic Energy (17 ft lbs)

With GAL equipment and following GAL instructions, if your times comply with the requirements
shown for average KE, you will not exceed the requirement for actual (peak) KE.

Nudging Kinetic Energy (2.5 ft lbs)

If you take the minimum code closing time for your application and double it, you will have a safe
time to use for the requirement under nudging. Note – this is a very conservative time, if you really
want to close your door quickly while in nudging, you can call GAL for an absolute minimum.

Non Standard Systems

If you have a non-standard application, like three speed doors, or panels that are so heavy or light

Doc. No. INSTMOVFR 24

Page 758
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G.A.L. Manufacturing Corporation January, 2004

9
APPENDIX

Doc. No. INSTMOVFR 25

Page 759
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 SUITABLE FOR USE ON A GRN GROUND PC BOARD DRIVE OVERLOAD FACTORY SET AT 2.7 AMPS.
CIRCUIT CAPABLE OF DELIVERING SEE WARNING
NOT MORE THAN 5000 rms
SYMMETRICAL AMPERES PA02-02 PU04
230 VOLTS MAXIMUM GRN
PR PA02-02 UNIT or PU04 CABLE
GATE SWITCH P+ PLUG INTO SAME TERMINAL
CONVENIENCE TERM'S L1
200/230 VOLTS AC L2 VVVF U
AC
500 VA DRIVE V MOTOR
DYNAMIC RESISTOR W
6 AMP SEE
FAST-ACTING WARNING
OR 3 AMP 230 VAC DRIVE
SLOW BLOW ALTERNATE CONNECTIONS GROUND
FUSES
NUDGING
N
230 VAC LINE OPEN RELAYS ON
O CONTROL
RIBBON CLOSE
C MUST HAVE
CABLE
SAME COMMON

X
X
CLOSE CLOSE
CONNECTED TO

INPUTS
OPEN
230 VAC ABOVE REMOVE INPUT BOARD NUDG

X
X
OR TO OPEN RESISTOR IF INPUT COM
ANY OTHER SEE SIGNAL IS 60V or LESS
VOLTAGE

X
X
NOTE 1
FROM 12-230 NUDG INSTRUCTIONS FOR THE PAO2
AC or DC C PARAMETER UNIT
CLOSE Press MODE to display Pr. Then
O C, O, AND N CONTACTS scan with arrows to display Pr. no.
OPEN SHOWN CAN BE REPLACED Press SET. Scan with arrows for
INPUTS
N WITH 30 MILLIAMP new value.
NUDG ELECTRONIC CLOSURE. Press and hold SET. Display will flash.
ALSO SEE ALTERNATE.
To return to monitor mode,
COM press MODE 3 times.
DPM N.O. CONTACT TO INSTRUCTIONS FOR THE PUO4
PLUGGABLE
N.C. MAKE JUST BEFORE
TERMINALS PARAMETER UNIT
GATE SWITCH MAKES.
DPM

SEE NOTE 2 COM CAUTION: To transfer data from one

FOR G.A.L. FAULT MONITOR
N.O. TO MEET ANSI A17.1 drive to another, you must READ the
AND CAN/CSA-B44 data from the first drive.
REOPEN RELAY, IN THE CLOSE
N.C. DIRECTION, IS SUBJECT TO:
REOPEN

Press SET. Press Up Arrow . Press READ.

COM CTRL BY
Wait for signal.
OUTPUTS TO N.O. LIGHT CURTAIN CHIP U5
CONTROL RATED STALL REVERSE PAR. 150
AT MAXIMUM FREQUENCY FAILU RE (FF) PAR. 42 Press SET. Press Up Arrow . Press WRITE.
230VAC 10AMP N.C. Wait for signal. Reset drive.
DCL

COM
N.O. N.C. CONTACT Press SET. Enter Pr number.
OPENS WHEN DOOR Press READ. Enter new value.
REACHES LIMIT Press WRITE.
N.C. RED
FACTORY SET AT
DOL

LIGHT STRIPE
COM CURTAIN CLOSING Pr.# RANGE STANDARD WATERPROOF
N.O. ENABLE U5 C/P S/O C/P S/O
CHIP
HOLDING TORQUE 0 0-30 4 3 2 1.5
USED W/GAL LIGHT CURTAIN HOLDING SPEED 2 0-120 1.5 2 1.2 1.5
APPROVED LIGHT
CURTAIN ONLY
TORQUE
HIGH SPD HSC
* 3
4
0-400
0-30
153 175
16 19
118
10
135
12
(SEE NOTE # 3)
+V
SE
LC
0V
+V
SE
LC
0V

FINAL SPD FSC 5 0-30 4 5 3.2 4

N U D G E S P D NR 6 0-30 7.8 9 5 6
ACCELERATION 7 0-360 4 6 6.6 10
LIGHT CURTAIN CONNECTIONS DECELERATION 8 0-360 7 10 17.5 25
STALL REV. FORCE 150 0-200 40 40 40 40
TRANSMITTER-TX RECEIVER-RX MAX. CLOSE SPEED 42 0-400 30 30 30 30
TYPE MFG. INTERCONNECTIONS
CN4 CN5 FACTORY SET AT
LC LC OPENING Pr.# RANGE STANDARD WATERPROOF
+V 0V +V 0V C/P S/O C/P S/O
SE SE
QUICK STOP ON REV 12 0-30 1 15 1.3 20
FORMULA GRN/ GRN/
DPFS BLK BLK BLK BLK NONE SLOW START SSO 24 0-400 3.4 5 2.3 3.3
SYSTEMS YEL YEL
HIGH SPD HSO 25 0-400 31 45 24 35
DPTL T.L. JONES RED YEL BLK RED YEL BLK NONE MED SPD MSO 26 0-400 14 20 10.5 15
FINAL SPD FSO 27 0-400 3.4 5 2.2 3.3
DPJE JANUS RED BLU ORG NONE NONE ORG TX-WHT TO RX-WHT ACCELERATION 44 0-360 3 4 6 6
DECELERATION 45 0-360 6 10 9 10
TRI
DPTT RED WHT BLK SLOW SPD TORQUE 46 0-30 0 0 0 0
TRONICS
* TORQUE 47 0-400 50 80 50 60

NOTES:
1-POWER IS MAINTAINED AUTOMATICALLY ON DOORS AT THEIR LIMITS. FOR THIS REASON THE DOOR CLOSE
* TO LOWER THE TORQUE, INCREASE THE TORQUE PARAMETER VALUE.

SIGNAL CAN BE REMOVED WHEN THE DOOR IS FULLY CLOSED OR WHEN THE ELEVATOR IS RUNNING.
THE "C" RELAY CAN DROP OUT WITH THE DOOR CLOSE LIMIT OR CAN REMAIN ENERGIZED, THE SYSTEM
WILL WORK EITHER WAY. THE LIMIT CAN BE USED FOR FIRE SERVICE ONLY.
2-HEAVY LINES REPRESENT CONNECTIONS FROM ELEVATOR CONTROLLER TO DOOR OPERATOR PC BOARD.
3-FOR PROPER LIGHT CURTAIN OPERATION, MAKE SURE ENABLE CHIP U5 IS PROPERLY PLUGGED INTO SOCKET.

WARNING:
ALL EQUIPMENT MUST BE INSTALLED AND ADJUSTED TO MEET FEDERAL, STATE AND LOCAL CODES.
TO PREVENT AN ELECTRICAL SHOCK, THE FLEXIBLE METALLIC CONDUIT MUST BE FASTENED FIRMLY TO
THE MOTOR AND CONTROL BOX. THE CONTROL BOX MUST BE GROUNDED.
I REVISED REOPEN RELAY 2/18/04
H REVISED C/P PARAMETERS 2/26/03
TITLE: MOVFR G.A.L. MANUFACTURING CORP.
G REVISED CLOSE SPEED RANGE 10/25/02
DOOR OPERATOR 50 EAST 153rd STREET BRONX, N.Y. 10451
EL

S
CE

VA I
E

T OR D E V
E REVISED F.S. CONNECTIONS 9/30/02
D REVISED TRITRONICS CONNECTION 9/24/02 CONNECTION DWG. BY T.P. ENGR. P.LE DATE 2-18-04
REV.
B/C C.S.A./ REVISED DETAILS 3/05/02 SCALE PART No. DWG. No. 8032
REV DESCRIPTION DATE DIAGRAM F/N DOOR EQUIPMENT\WD\8032 REV I.dwg 1 0F __
SHEET __ 1 I
Doc. No. INSTMOVFR 26
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 Table of closing functions:
LED CAM CHANNEL SETTINGS
FACTORY DISTANCE ACTIVATED
PILOT Pr. PARAMETER SETTINGS
CLOSING FUNCTION HIGHER SETTING OPENED BLOCKED /
LIGHT No RANGE
PARAMETER COMMENT
C/P S/O FSC DPM DCL
Torque -- 3 0 - 400hz 225 175 Lower Closing Force Set for Closing Force only after

Doc. No. INSTMOVFR

Note: Set this for less setting Holding Torque, Pr. No. 0
than “Code Force”
Acceleration -- 7 0 - 360s 6 6 Longer accel time
Deceleration -- 8 0 - 360s 10 10 Longer decel time
High Speed HSC 4 0 - 400hz 23 19 Faster speed Until 4” from final close
Final speed FSC 5 0 - 400hz 6 5 Faster speed Last 4” of close range
Fault Monitor DPM -- -- -- -- --- Just before gate switch is
activated
Holding speed HOLD 2 0 - 120hz 2 2 Stronger holding power 1/4" from close stop roller
& and (Holding Torque, Pr. No. 0 must
Holding torque DCL 0 0 – 30% 3 3 Higher holding amps. be set before setting Torque
Pr. No. 3)
Nudge speed NUDG 6 0 - 400hz 11.5 9 Faster speed

Table of opening functions:

Page 761
CemcoLift 2008
OPENING FUNCTION LED Pr. PARAMETER FACTORY CAM CHANNEL SETTINGS DISTANCE ACTIVATED
PILOT No. RANGE SETTING /
HIGHER SETTING OPENED BLOCKED PARAMETER COMMENT
LIGHT
C/P S/O SSO/FSO MSO DOL
Slow Speed Torque -- 46 0 - 30% 0 0 Higher torque
Torque -- 47 0 - 400hz 80 80 Lower running torque
Acceleration -- 44 0 - 360s 4 4 Longer accel time
Deceleration -- 45 0 - 360s 9 10 Longer decel time
Slow start SSO 24 0 - 400hz 5 5 Faster speed First ½ inch of opening
High speed HSO 25 0 - 400hz 45 45 Faster speed ½ inch to 3/4 open
Med speed MSO 26 0 - 400hz 20 20 Faster speed Last 1/4 of opening
Final speed FSO 27 0 - 400hz 5 5 Faster speed Last 4” of open
Holding speed HOLD 2 0 - 120hz 2 2 Stronger holding power ¼ inch from open stop roller
& and (Holding Torque, Pr. No. 0 must be
Holding torque DOL 0 0 – 30% 3 3 Higher holding amps. set before setting Torque
Note: This is the closing Pr. No. 3)
Parameter
Quick stop REOPEN 12 0 – 30% 1 15 Quicker stop
Stall rev. force REOPEN 150 0 – 200% 40 40 Stronger stall force

27
 TYPICAL
TYPICAL CAM SENSOR CAM

DCL
DPM

FSC

OPTICAL CAMS ARE LOCATED DOL

IN THE SAME POSITION FOR:
LEFT HAND, RIGHT HAND AND MSO
CENTER PARTING DOORS
FSO
SSO

TOP VIEW OF OPTICAL CAMS

FSO
SSO DARK EDGE OF
CAM INDICATES
ACTIVATING
EDGE
OPEN
ROTATION SSO
FSO

SSO/FSO
SSO/FSO MSO DOL
FSO & SSO CAMS DOOR OPEN CAMS - DOOR FULLY OPEN
DOOR FULLY CLOSED

LEFT HAND CLOSE

ROTATION
AND DARK EDGE OF
CENTER PARTING CAM INDICATES
ACTIVATING
CAMS EDGE

FSC DPM DCL

DOOR CLOSE CAMS - DOOR FULLY CLOSED

DARK EDGE OF
FSO CAM INDICATES
ACTIVATING
EDGE SSO

OPEN
SSO ROTATION

FSO

SSO/FSO SSO/FSO MSO DOL

FSO & SSO CAMS
DOOR OPEN CAMS - DOOR FULLY OPEN
DOOR FULLY CLOSED

RIGHT HAND
CLOSE
CAMS ROTATION

DARK EDGE OF
CAM INDICATES
ACTIVATING
EDGE

FSC DPM DCL

DOOR CLOSE CAMS - DOOR FULLY CLOSED

Doc. No. INSTMOVFR 28

Page 762
CemcoLift 2008
 HSO
Pr. # 25 HSC
Pr. # 4

Doc. No. INSTMOVFR

DECEL
Pr. # 45

MSO
Pr. # 26 DECEL
ACCEL (MSO SPEED Pr. # 8
Pr. # 44 NOT SEEN
DURING ACCEL
FULL OPEN Pr. # 7
CYCLE)

FSO FSC
SSO
Pr. # 24 Pr. # 27 Pr. # 5

SSO FSO HSC ZONE FSC ZONE

HSO ZONE MSO ZONE
ZONE ZONE
DOL & HOLDING Pr. # 2 DCL & HOLDING Pr. # 2
(SAME AS CLOSE)

OPEN CYCLE GRAPH CLOSE CYCLE GRAPH

Page 763
Full close to full open Full open to full close

CemcoLift 2008
MSO
Pr. # 26

QUICK OPEN FSO

REVERSAL Pr. # 27
Pr. # 12

MSO FSO
CLOSE ZONE ZONE
DOL & HOLDING

QUICK REVERSAL GRAPH

29
 8 3/4
T Q
45-48 6
16 1/2 SPACE
22-44 1 1st.
REQUIRED
MT'G. A
DOOR OPNG. T R FOR OPER.
BOLT

F
1/2
13 C
DAYLITE

E
Z (REF)
M
D

8 7/8 X (REF.)
D.O.

1/16 5/16 5/8 1/2 3/4

48 10 34 12 31 21 23 39 47 33 11
7/8 1/8 5/8 1/2 3/4
47 9 34 12 31 21 23 39 47 33 11
11/16 15/16 5/8 1/2 3/4
46 9 33 12 31 21 23 39 47 33 11
1/2 3/4 5/8 1/2 3/4
45 9 33 12 31 21 23 39 47 33 11
7/8 3/4 5/8 3/4 1/2
44 9 34 10 26 20 19 34 42 33 9
11/16 9/16 5/8 3/4 1/2
43 9 34 10 26 20 19 34 42 33 9
7/16 3/8 5/8 3/4 1/2
42 9 34 10 26 20 19 34 42 33 9
3/16 3/16 5/8 3/4 1/2
41 9 34 10 26 20 19 34 42 33 9
5/8 3/4 1/2
40 9 34 10 26 20 19 34 42 33 9
3/8 1/4 1/4 3/8 3/4
39 8 29 8 24 16 15 29 36 28 7
13/16 3/16 1/4 1/4 3/8 3/4
38 7 29 8 24 16 15 29 36 28 7
5/8 1/4 1/4 3/8 3/4
37 7 29 8 24 16 15 29 36 28 7
7/16 13/16 1/4 1/4 3/8 3/4
36 7 28 8 24 16 15 29 36 28 7
1/4 5/8 1/4 1/4 3/8 3/4
35 7 28 8 24 16 15 29 36 28 7
1/2 3/16 1/4 3/8 1/2
34 6 25 6 25 15 15 25 37 24 8
3/8 1/4 3/8 1/2
33 6 25 6 25 15 15 25 37 24 8
1/8 1/4 1/2 3/8 1/2 7/8
32 6 24 6 25 15 15 24 37 23 8
15/16 1/16 1/2 3/8 1/2 7/8
31 5 24 6 25 15 15 24 37 23 8
3/4 7/8 1/2 3/8 1/2 7/8
30 5 23 6 25 15 15 24 37 23 8
3/4 1/8 3/4 7/8 1/2
29 6 27 10 19 15 11 27 32 26 7
9/16 15/16 3/4 7/8 1/2
28 6 26 10 19 15 11 27 32 26 7
3/8 3/4 3/4 7/8 1/2
27 6 26 10 19 15 11 27 32 26 7
3/16 9/16 3/4 7/8 1/2
26 6 26 10 19 15 11 27 32 26 7
3/8 3/4 7/8 1/2
25 6 26 10 19 15 11 27 32 26 7
1/2 3/8 7/8 3/4 1/4
24 5 25 10 18 14 11 25 30 25 6
5/16 3/16 7/8 3/4 1/4
23 5 25 10 18 14 11 25 30 25 6

22 5 1/8 25 10 18 14 11 25 7/8 30 3/4 25 6 1/4

INCHES A C D E F M X Z Q R
DOOR OPENING OPERATOR ARMS DOOR ARMS CLUTCH PIVOT OPERATOR
NOV. 11, 1994
SINGLE SPEED 22-48 D.O. OPERATOR DATA TABLE DATA21
S
EL

CE

VA I
E

T OR D E V

Doc. No. INSTMOVFR 30

Page 764
CemcoLift 2008
 8 3/4
T Q
45-48 6
16 1/2 SPACE
30-44 1 1st.
A REQUIRED
DOOR OPNG. T MT'G.
FOR OPER.
BOLT R

C 1/2
13
DAYLITE Z (REF)

8 7/8 X (REF.)
D.O.

1/16 5/16 5/8 1/2 3/4

48 10 34 12 31 21 23 39 47 33 11
7/8 1/8 5/8 1/2 3/4
47 9 34 12 31 21 23 39 47 33 11
11/16 15/16 5/8 1/2 3/4
46 9 33 12 31 21 23 39 47 33 11
1/2 3/4 5/8 1/2 3/4
45 9 33 12 31 21 23 39 47 33 11
7/8 3/4 5/8 3/4 1/2
44 9 34 10 26 20 19 34 42 33 9
11/16 9/16 5/8 3/4 1/2
43 9 34 10 26 20 19 34 42 33 9
7/16 3/8 5/8 3/4 1/2
42 9 34 10 26 20 19 34 42 33 9
3/16 3/16 5/8 3/4 1/2
41 9 34 10 26 20 19 34 42 33 9
5/8 3/4 1/2
40 9 34 10 26 20 19 34 42 33 9
3/8 1/4 1/4 3/8 3/4
39 8 29 8 24 16 15 29 36 28 7
13/16 3/16 1/4 1/4 3/8 3/4
38 7 29 8 24 16 15 29 36 28 7
5/8 1/4 1/4 3/8 3/4
37 7 29 8 24 16 15 29 36 28 7
7/16 13/16 1/4 1/4 3/8 3/4
36 7 28 8 24 16 15 29 36 28 7
1/4 5/8 1/4 1/4 3/8 3/4
35 7 28 8 24 16 15 29 36 28 7
1/2 3/16 1/4 7/8 1/2
34 6 25 6 25 15 15 25 37 23 8
3/8 1/4 7/8 1/2
33 6 25 6 25 15 15 25 37 23 8
1/8 1/4 1/2 3/8 1/2 7/8
32 6 24 6 25 15 15 24 37 23 8
15/16 1/16 1/2 3/8 1/2 7/8
31 5 24 6 25 15 15 24 37 23 8
3/4 7/8 1/2 3/8 1/2 7/8
30 5 23 6 25 15 15 24 37 23 8

INCHES A C D E F M X Z Q R
DOOR OPENING OPERATOR ARMS DOOR ARMS CLUTCH PIVOT OPERATOR

AUG. 23 1994

TWO SPEED 30-48 D.O. OPERATOR DATA TABLE

DATA22
S
EL

CE

VA I
E

T OR D E V

Doc. No. INSTMOVFR 31

Page 765
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 B
C 16 1/2 SPACE
A
15° REQUIRED
FOR OPER.

G J F 50-59 17
1/4 OFFSET N 30-49 15
CL OPENING R DOOR OPNG. N

E
M
D

9 3/8
D.O.
3/4 3/16 1/2 1/2 3/4
59 7 8 35 8 29 15 14 19 7 34
5/8 1/16 1/8 1/2 1/2 3/4
58 7 8 35 8 29 15 14 19 7 34
1/2 15/16 1/4 1/2 1/2 3/4
57 7 7 35 8 29 15 14 19 7 34
3/8 13/16 3/8 1/2 1/2 3/4
56 7 7 35 8 29 15 14 19 7 34
1/4 11/16 1/2 1/2 1/2 3/4
55 7 7 35 8 29 15 14 19 7 34
7/16 1/2 1/2 1/2
54 6 7 34 8 29 15 13 19 8 33
5/16 3/8 3/16 1/2 1/2
53 6 7 34 8 29 15 13 19 8 33
3/16 1/4 5/16 1/2 1/2
52 6 7 34 8 29 15 13 19 8 33
1/16 1/8 7/16 1/2 1/2
51 6 7 34 8 29 15 13 19 8 33
15/16 9/16 1/2 1/2
50 5 7 34 8 29 15 13 19 8 33
15/16 1/4 5/8 1/2 1/2 1/4
49 5 6 29 6 25 12 11 15 8 29
13/16 1/8 3/4 1/2 1/2 1/4
48 5 6 29 6 25 12 11 15 8 29
11/16 7/8 1/2 1/2 1/4
47 5 6 29 6 25 12 11 15 8 29
9/16 7/8 1/2 1/2 1/4
46 5 5 30 6 25 12 11 15 8 29
7/16 3/4 1/8 1/2 1/2 1/4
45 5 5 30 6 25 12 11 15 8 29
5/16 5/8 1/8 1/2 1/2 5/8 1/4
44 5 5 29 6 25 12 11 15 8 28
3/16 1/2 1/4 1/2 1/2 5/8 1/4
43 5 5 29 6 25 12 11 15 8 28
1/16 3/8 3/8 1/2 1/2 5/8 1/4
42 5 5 29 6 25 12 11 15 8 28
15/16 1/4 1/2 1/2 1/2 5/8 1/4
41 4 5 29 6 25 12 11 15 8 28
13/16 1/8 5/8 1/2 1/2 5/8 1/4
40 4 5 29 6 25 12 11 15 8 28
7/8 1/8 1/2 1/2 1/2 5/8
39 5 6 27 6 21 12 11 11 8 26
5/8 15/16 5/8 1/2 1/2 5/8
38 5 5 27 6 21 12 11 11 8 26
1/2 13/16 3/4 1/2 1/2 5/8
37 5 5 27 6 21 12 11 11 8 26
5/16 5/8 7/8 1/2 1/2 5/8
36 5 5 27 6 21 12 11 11 8 26
1/8 1/2 1/2 1/2 5/8
35 5 5 28 6 21 12 11 11 8 26
5/16 1/8 1/2 1/2 5/8
34 5 5 28 6 21 12 11 11 8 26
3/16 9/16 1/16 3/4 1/2 3/4 1/8
33 5 5 25 5 19 12 11 11 7 24
1/16 3/8 3/16 3/4 1/2 3/4 1/8
32 5 5 25 5 19 12 11 11 7 24
15/16 1/4 3/8 3/4 1/2 3/4 1/8
31 4 5 25 5 19 12 11 11 7 24

30 4 13/16 5 1/8 25 1/2 5 19 3/4 12 11 1/2 11 7 3/4 24 1/8

INCHES A B C D E F G M R J
DOOR OPENING OPERATOR ARMS DOOR ARMS CLUTCH PIVOT
NOV. 11, 1994
CENTER OPENING 30-59 D.O. OPERATOR DATA TABLE DATA23
S
EL

CE

VA I
E

T OR D E V

Doc. No. INSTMOVFR 32

Page 766
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Door Operators

Otis Door
Operators

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Page 768
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Page 50
TIP 1.1.170-2
August 22, 2007 TECHNICAL INFORMATION PUBLICATION

14. Setting up Door Operator

Confirm power supply voltage on the door operator and perform a door Learn Run as
described in the following section:

14.1 i-MOTION© II Door Operator

1. Press the stop switch on the door operator.

2. Confirm the 120 VDC power supply is present and wired to P8-1(+) and P8-3 (-) on
the door operator. See area 13.

3. Confirm the 30 VDC power supply is present and wired to P6-2 (+) and P6-i (-) on
the door operator. See area 12.

4. Confirm that the door operator is grounded.

5. Confirm the door operator’s heartbeat LED is blinking and the power LED is on
(viewed through the window in the door operator cover). Confirm the display shows
DN (de-energized).

6. Press and hold the down arrow key on the door operator box until “SET UP” is
shown on the display. Press the ENTER key to view the door setup parameters.

7. Press the down arrow key to view and confirm each setup parameter. If a parameter
needs to be changed, press the ENTER key, then the up or down arrow key to
modify. To save the value, press the ENTER key. Refer to TIP 22.14-i, Adjusting
TM II for Modernization, for more details.
i-MOTION

8. After the last parameter has been verified, pressing the down arrow key will show
“LEARN RUN” on the display. Press ENTER to initiate a learn run and follow the
instructions in Table 28.

WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.

Page 769
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 Page 51
TIP 1.1.17.0-2
TECHNICAL INFORMATION PUBLICATION August 22, 2007

TM II Door Learn Screens

Table 28: i-MOTION

Scrolling Display Action for Mechanic

Push Doors Closed, Then Press Enter Push doors to fully closed position and press
ENTER.
WARNING! E-Stop Ignored, ENTER to Keep clear of door linkages and then press
Continue, + to Quit. ENTER

Learning Closed Position Wait as doors close

Tune Open Wait as doors open

Up to Open, DOWN to Close, ENTER When Press and hold the up arrow until the door is
Done in the desired fully open position. Press the
down arrow if you overshoot fully open.
Press ENTER when finished.
Closing Doors Wait for doors to power closed
WAIT Wait

Still Learning, ENTER to Continue, + to Press ENTER

Quit.
Re-initializing Wait
Opening Doors Wait for doors to power open
Closing Doors Wait for doors to power closed
Learn Run Complete, Press ENTER to Save Press ENTER

9. Pull out the stop switch on the door operator.

10. Cycle controller power to reboot the door operator and MCSS CPU.

11. Repeat for rear door as necessary.

14.2 AT400 Door Operator

1. Confirm the 120 VAC power supply is present and wired to terminals 2 and 3 on the
door operator junction box. See area 13.

2. Confirm the 30 VDC power supply is present and wired to ST4OI-1 (+) and ST4OI-2
on the door operator. See area 12.

3. Confirm that the door operator is grounded.

4. Confirm the door parameters are set correctly.

5. With the doors closed, press the disable button to disable the doors. The disable
LED should illuminate.

WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.

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Page 52
TIP 1.1.17.0-2
August 22, 2007 TECHNICAL INFORMATION PUBLICATION

6. Press and hold the learn button for 3 seconds. The door will open slightly, then
close, then open fully.

7. Once the doors have reached fully open, the learn run is complete. Press the
disable switch again to enable the doors.

8. Cycle controller power to reboot the door operator and MCSS CPU.

9. Repeat for rear door as necessary.

WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.

Page 771
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 Page 53
TIP 1.1.17.0-2
TECHNICAL INFORMATION PUBLICATION August 22, 2007

14.3 Setting Door Parameters in Controller

1. With the SVT plugged into P23 on the I/O BD, confirm that the door related
EEPROM parameters in menu M-3-2 are set correctly as shown in Table 29. To
change any parameter, you must first enable the EEPROM by pressing M-1-6-1 or
M-1-8-1 forAAC baseline.

Table 29: M-3-2 Contract Parameters

Parameter Description Range, Initial Contract

Setting Setting
Default

FRONT DOOR TYPE Selects door type: 0—9, 9 6, 8, 9

REAR DOOR TYPE 6 = Full manual doors 0—9, 9 0, 6, 8, 9

8 = Swing hoistway doors with
powered gate

9 = I-MOTION II or AT400 or
Black Belt
0 = no (rear) door
FRONT TIMER 1 Sets time to pick DO after the 0—255, 1 1
drop of DC on a reversal. Set
to 255 with door type 8. This is
not used with door type 6.
FRONT TIMER 2 Used to adjust the drop of DO 0—255, 2 0
at door fully open. Set to 255
with door type 8. This not used
with door type 6.
FRONT TIMER 3 Sets the delay to pick DO when 0—255, 5 0
doors have sagged from the
fully open position.
FRONT TIMER 4 Not Used 0—255, 0 0

FRONT TIMER 5 Not Used 0—255,0 0

REAR TIMER 1 Sets time to pick DO after the 0—255, 1 1

drop of DC on a reversal. Set
to 255 with door type 8. With
door type 6 this is not used.
REAR TIMER 2 Used to adjust the drop of DO 0—255, 2 0
at door fully open. Set to 255
with door type 8. This not used
with door type 6.
REAR TIMER 3 Sets the delay to pick DO when 0—255, 5 0
doors have sagged from the

WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.

Page 772
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Page 54
TIP 1.1 .17.0-2
August 22, 2007 TECHNICAL INFORMATION PUBLICATION

fully open position.

REAR TIMER 4 Not Used 0—255, 0 0

REAR TIMER 5 Not Used 0—255, 0 0

MAX DOOR SAG CNT The number of times the doors 0—255, 10 10
will be powered open after
close sag from the fully open
position. Once this number is
reached, the doors will reopen
every 25.5 sec

WARNING; The use and ownership of this work is defined in the legend upon the front page hereof.

Page 773
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 _________

Page 55
TIP 1.1.17.0-2
TECHNICAL INFORMATION PUBLICATION August 22, 2007

Table 29: M-3-2 Contract Parameters (Continued)

Parameter Description Range, Initial Contract

Default Setting Setting

MANUAL CAM PROT Set the time the cam will stay 50—255, 50 50
energized with car not wnning. (5—25 5
It is also the time t will stay de
. . seconds
energized before trying to lift
.

again.
FDED AT DFC OPT Set the delay to de-energize the 0—255, 0 0
doors at fully closed. I count 0—255, 0 0
RDED AT DEC OPT

INVERT DOL Invert sense of door limit 0—1, 0 0

switches. 01, 0 0
INVERT DCL
0 = normal (active low)
INVERT RDOL 0—1, 0 0
1 = inverted (active high)
INVERT RDCL 0—1,0 0

LATE DOB TIME Set.the time allowed for the 0—255, 7 7

DOB to be active after DCL has
been reached.
I count=0.1 sec

1. With the SVT plugged into P23 on the I/O BD, confirm that the door masks are set
correctly. Press M-2-3-2. The screen will display the floor mask for the bottom floor
(Landing 0) as shown in Figure 10.

Enable (1) or disable (0) door

at this (front) landing

LD> FRi UPOO 0000

00 ALO DNOO D000

Landing NumbeJ
(bottom = 00)
L Enable (1) or dIsable (0) door
at this (rear) landing

Figure 10: Door Masks

2. Confirm the front or rear door (or both) is enabled for each valid landing (FR=1 or AL=1
to enable, FR=0 or AL=0 to disable). If the mask is incorrectly configured, enable the
EEPROM by pressing M-1-6-1 or (M-1-8-1 with AAA3O900AAC baseline). Then return

WARNING: The use and ownership of this work is defined in the iegend upon the front page hereof.

Page 774
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Page 56
TIP 1.1.17.0-2
August 22, 2007 TECHNICAL INFORMATION PUBLICATION

to menu M-2-3-2 and use the UP (BLUE—2) or DOWN (BLUE—3) buttons to move the
cursor (“>“ symbol) to the FR or AL position. Press 0 or 1 and ENTER (BLUE—CLEAR)
to change the value.

3. Once the bottom landing is set correctly, press GO ON key to set the door mask at
the next landing, continuing until all floors are confirmed.

WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.

Page 775
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 Page 57
TIP 1.1.17.0-2
TECHNICAL INFORMATION PUBLICATION August 22, 2007

14.4 Confirming Door Operation

1. Once the doors have learned the opening, run the car back into floor level. Set the
controller inspection switch back to the NOR position.

2. With an SVT plugged into port P23 on the I/O board, go to menu M-2-1 -2. Press GO
ON until the lower line of the SVT display shows the command “FOPD.” Press
ENTER and confirm that the DO LED on the I/O board is on and the DC LED is off. If
not, confirm the car is in the door zone and the door mask is set correctly (see section
14) and the EEPROM parameter OCSS SVT CMD in menu M-2-3-1 is set to 1.

3. With the DO LED on, confirm the door operator opens the car door. If not, check the
wiring.

4. With the doors open, go to menu M-2-1-2 and press GO ON until the lower line of
the display shows the command “FCLD.” Press ENTER and confirm the doors are
powered closed.

5. Repeat steps 2-4 with the rear doors (if present) using commands “AOPD” and
“ACLD” while checking LEDs marked RDO and RDC on the EXIO board.

WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.

Page 776
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Door Protection

FCU47

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Page 778
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Products Page 1 of 2

Item Detail Additional comments

Number of beams 47 non-focused beams Infra-red
Number of Sensors 24 See drawing outline
Sensor Spacing 2.95" (75mm) See drawing outline
Distance between beams at pinch 1.48" (37.5mm) See drawing outline
Diagrams: point (doors closed)
Scan Type Interleaved
Drawing outline Relates to point of
Response Time 10 to 100 milliseconds
detection in scan cycle

Wiring Diagram Range of detection 6’ Door mounted (1800mm)

Standard Range product
FCU 0547 01
Long range product FCU
16’ Door mounted (5000mm)
0547 02
Light Immunity 50 000 lux Visible light
UNIVERSAL Angular displacement 10°
INTERFACE
+/- 0.7" (18mm) vertically Doors closed, units
MODEL FPS270 Positional mounting tolerance
+/- 0.2" (5mm) side by side touching
Operating voltage 24 volts 16 volts min 30 volts max
Current consumption <100 mA RMS Total of both units
Optional Interface (FPS
Control unit Not required
0270 or FPS 0271)
Environmental protection Conformal coating to
PCB's
Operating temperature range 0°C to +70°C

Storage temperature range -40°C to +80°C

Unit size 1.18"x0.8"x7’ (30x20x2136mm)

Mounting Five screw positions See drawing outline
Indicators Green LED
Supply present:
Red LED
System fault / beams obstructed:
Two x 13’ (4m) approx of 3 core Connects to product via
Cable supplied
cable short fixed lead
Case material Aluminium alloy Finished Black
Cover (filter) Infra-red transparent plastic Snap-on fixing
Installation kit Instructions - 1 off

Spacer Block - 1 off

Cable Clips - 6 off
Nytie - 3 off
Screws Hex. Flanged Head (self
8-32unc x 1/2" - 20 off Tapping)
Washers - 20 off
Washer Spring - 20 off
Mounting Brackets - 2 off
Screws Use with Mounting
M5.0 x 10mm - 10 off Bracket

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Products Page 2 of 2

Use with Mounting

Washers M5.0 - 10 off
Bracket
Cable retainer - 2 off Optional
Screwdriver - 1 off Optional
Drill Bit - 1 off Optional
SYSTEM APPROVALS UL, cUL, CE (EMC) EN12015, EN12016.

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 47
FCU SAFESCREEN SYSTEM INSTALLATION
PACKING LIST FCU 0547
Side Opening Center Opening
Product: Interface Unit Interface Unit
1 - Safescreen Receiver x1
2 - Safescreen Transmitter x1 Door Controller (Optional) (Optional)
3 - Cable Assembly x2 Connection Door Controller
4 - Mounting Bracket x2 Connection
5 - Installation Guide x1

Accessories: (See reverse) (See reverse)

6 - M5 x 10mm Screw (standard) x 10
7 - M5 Washer Plain x 10 } 1
8 - M5 Washer Shakeproof x 10
9 - M4 x 20mm Screw (thread forming) x 24 4
10 - M4 Washer Plain (large diameter) x 24 }
11 - M4 Washer Shakeproof x 24 10
5
12 - Drill Bit 3.6mm (optional) x1
13 - #10 x 13mm Screw (self drill) x 14 11 2
5
14 - Spacer Block x1 12
15 - Cable Clips x6 5 4
16 - Nytie x8 13
17 - Self adhesive pads x4 5
18 - Cable retainer x2
4 1
7 2
5
8 4
5 2
16 9 5
5 2
10 Option 7
2 10
11 8
10 10
2

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5 9
12 10
2 11 14

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5 5
13 12 Option
5
13 19 10
10
Option 11 14
10 10
12
10 10
2 13
11 14
19 2 2
12
2 19
Option
13
1/8” (3 mm) 10 Option
2
11 14 10
2 2 2
12 11 14
2 2 2
13 12
2 2
13

15

3/8”
(10mm)
1/8” (3 mm) Spacer
LEAF0140 Iss 01 14-OCT-03
 47
FCU SAFESCREEN SYSTEM INSTALLATION
FINAL CHECK & TROUBLESHOOTING OPTIONAL INTERFACE UNIT - ADDITIONAL INFORMATION
INDICATOR LOCATIONS
FPS 0271 - BUZZER / NUDGING FEATURES
SAFESCREEN RECEIVER
UNIT TOP Indicator Status Action The FPS 0271 buzzer/nudging power supply offers a variety of features to facilitate
Green On - Supply OK elevator door control set-up during continuous beam interruption.
Off - No Supply Check AC (DC) Supply
& Cables for damage As with our standard power supply, the FPS 0271 features a simple relay that
Red Off - No Obstruction
activates whenever beam paths are blocked.
On - Obstruction (beam broken) Remove obstruction In addition to the "standard" relay, the FPS 0271 includes a second relay, that will
Flash - Single Beam Override Active activate after beam paths have been continuously blocked for a pre-determined period
of time. This "time-out period" can be determined by the installer during set-up by way
SAFESCREEN TRANSMITTER
of a variable potentiometer mounted on the power supply circuit board.
Indicator Status Action

7 7/8” (200 mm)

Green On - Supply OK As elevator controllers have become more intelligent over time, Formula have
Off - No Supply Check AC (DC) Supply included a relay configuration option that may be invoked through "Switch #3".
& Cables for damage
Green For older elevator systems, door speed/power are typically a door-operator controlled
OPTIONAL INTERFACE UNIT - FPS 0271 function. The door controller simply controls the instructions to open or close doors.
Indicator Status Action Therefore, if a constant obstruction is detected, the "standard" relay will activate as
Red Green On - Supply OK normal, and remains activated until the "time-out" relay switches.
(RX) Off - No Supply Check AC (DC) Supply
On older elevators, the "time-out" relay would switch in a resistor to effectively reduce
Red Off - No Obstruction (relay energised) the motor power to slow-down the closing speed of the doors. However, with the

1 3/16” (30 mm)

On – Obstruction (beam broken) Remove obstruction beam-path obstruction still present, the "standard" relay would still be activated,
therefore the controller would still not know that the doors can now be instructed to
close.
OPTIONAL INTERFACE UNIT - DETAILS
Switch #3 resolves this conflict. If switch #3 is in the "on" position, as soon as the
INTERFACE UNIT - FPS 0271 "time-out" relay activates, the "standard" relay immediately reverts to a "no

Page 784
obstruction" state, even though an obstacle remains. Therefore, the "time-out" relay
Relay LED Power LED switches in the door speed resistor on the operator, and at the same time the door

CemcoLift 2008
N/O (RED)- (GRN)-
115/
COM Detect 230V controller sees an "all clear" from the "standard" relay, thereby allowing the doors to
To the Controller Relay Supply
N/C Transformer Supply be instructed to close.
(Voltage free change
N/O Time Out Earth/ Input
over contacts)

Voltage
Selection
COM 1 2 3 GRD Leaving switch #3 in the "off" position may be a requirement for more sophisticated
Relay
N/C
controllers that can invoke slow-speed closing from the "time-out" relay and can ignore
-

C
C

+
O/P
+
O/P
+ the "standard" relay signal.
1=Buzzer ON Time Out
Time Out
2=Buzzer ON Detect In order to see this feature in operation, let a power supply time-out (this can be done
Adjuster Light Curtain 3=Detection Relay Option
bench-mounted without edges connected), and turn switch #3 on and off. This should
INTERFACE UNIT - FPS 0270 activate and de-activate the "standard" relay.
EVENT SEQUENCE - BUZZER / NUDGING OPERATION
N/O 115/
COM 230V Standard Relay Standard Relay Time-out Relay
To the Controller Detect Supply
N/C Transformer Supply (Switch 3 OFF) (Switch 3 ON)
(Voltage free change Relay Event
N/O Earth/ Input

Voltage
over contacts) Relay Power

Selection
COM GRD No obstruction Dormant Dormant Dormant
LED LED
N/C
(RED) (GRN)

C
C

+
O/P
+
O/P
Obstruction before time-out period Active Active Dormant
Obstruction after time-out peroid Active Dormant Active
Light Curtain

FIELD WIRING
Contacts:
Cable insulation to be rated 60°C mininum. > 60°C Cu
Copper conductors must be used. Formula online: http://www.formula-systems.com
Nominal tightening torque value 0.45Nm 0.45Nm
Customer Care: North America: 1-866 952 9200 (toll free)
Route cable through the holes provided adjacent to the point of connection. Others Countries: +44 (0)1865 882442
Door Protection

Lamda

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Door Protection

Leading Edge

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 “We Like It Wet!”
All elevators at the
American Falls observation
tower in Niagra Falls, NY,
are equipped with
Tri-Tronics’ Waterproof
arrays.
They like it wet!
Page 835
CemcoLift 2008
In fact, LEADINGEDGE™ by Tri-Tronics® is
made for the most extreme applications!
The LEADINGEDGE™ elevator door edge control system is
designed for the most demanding applications in the world.
The waterproof edge protects from the most extreme condi-
tions including, mist, humidity, and direct sunlight exposure.
Unique Features and Benefits
• 100% waterproof edge with waterproof power supply.
• Weatherproof models for less extreme environments.
• Robust metal housing withstands harsh environments such
as vibration, collision and abuse.
• Totally immune to ANY ambient light, including direct
sunlight, strobes, and fluorescent!
Made in the U.S.A.
www.elevatoredge.com • info@elevatoredge.com
Phone: 813-886-4000 • Toll-Free: 800-237-0946
Only Tri-Tronics offers
Elevator Edges in
three distinctive
anodized finishes:
• Black
• Bright Silver
• Bright Gold
SPECIFICATIONS
LIGHT BEAM AND RECEIVER ARRAYS POWER SUPPLIES
Size: 1.57" W x 81.125" L x .75" D (39.7 mmW x 2061 mmL x 19 mmD) Size: Non-metallic, 3.25"H x 9.2"W x 6"D (82.5 mmH x 233.1 mmW x 152 mmD)
Metallic, NEMA 1, 4"H x 8"W x 8"D
Cable Length: 15 feet (4572 mm), connectorized at both ends Metallic Waterproof, NEMA 4, 4"H x 10"W x 8"D
Distance between bottom of receiver housing and lowest detector: Voltage Requirements: 120 or 240 VAC Power Supply
2 inches (50.8 mm)
Power Consumption: 5 VA maximum
Distance between bottom of receiver housing and highest detector:
64 inches (1625 mm) Plug-In Output Relay:
MASTER CONTROL RELAY...SPDT action with contacts rated up
Range: Up to 12 feet (3658 mm)
to 10 amps @ 250 VAC or 30 VDC. Relay de-energizes when
Number of light beams: 64 (2 per detector operating in a redundant obstruction is detected.
mode) Rated at 100,000 lux
Models Equipped with Nudge -1 PC Assembly:
Operating Voltage Range of Arrays: 12-30 VDC Accessory Relay Switch Selectable Options:
Maximum allowable installed misalignment: +- 20 degrees @ 3 feet Option 1: Functions as a Nudging Relay that energizes
Response Time: 50 milliseconds nominal, 75 milliseconds max. after Adjustable Delay.
Option 2: Functions as a Redundant Relay...i.e., Master Control
Maximum Current Draw: 130 mA total of both arrays Relay and Accessory Relay operate simultaneously.
Ratings: NEMA 1 for Standard Leading Edge; NEMA 4, IP67 for Waterproof Arrays Buzzer Options: ON-OFF Switch Selectable...energizes
after Adjustable Delay.
Diagnostic Indicators:
Receiver Array Indicators: Diagnostic Indicators:
TOP RED LED: DSA™ Indicator (Dynamic Sensitivity Adjustment) Main output relay status indicator
Nudge relay status indicator on Nudge Board
LOWER RED LED: Output Status Indicator DC power ON indicator
Light Beam Array:
Nudge Time Out: Adjustable from 5 to 45 seconds
RED LED: Flash Rate Indicator. Flash Rate denotes
Operational Status. Power Supply Enclosures: NEMA 1 for Non-Metallic and Metallic
NEMA 4, IP67 Metallic for "W" Series
Exceeds ADA Operating Temperature Range: -40˚ F to +158˚ F (-40˚C to 70˚ C)
American Disability Requirements
Operating Humidity Range: Up to 95% relative humidity at 104˚ F (40˚ C)

ORDERING INFORMATION Anodized Array Colors:

EDGE ADD-ON BOARDS FINISH SERIES • Black
For EDGE 4 & 5 ONLY • Bright Silver
EDGE-4 No Board - (Blank) Black - (Blank) Water Resistant - • Bright Gold
(Power Supply with Nudge Board - N Gold - G (Blank)
Non-Metallic
Enclosure) Silver - S Waterproof - W
EDGE-5 (LA-2W, RA-2W &
(Power Supply with Power Supply are
Metallic Enclosure) Water Proof)
EDGE-6
(No Power Supply)
All models include the EGAC-4 kit which includes all mounting brackets and hardware.

Complete Standard Systems Power Supply Case Array Colors Nudging

Description Non-Metallic Metallic Black Silver Gold Yes No
Part Numbers PSC-4 PSC-5 LA-2 & RA-2 LA-2S & RA-2S LA-2G & RA-2G NUDGE-1*
EDGE-4 X X X
EDGE-4S X X X
EDGE-4G X X X
EDGE-4N X X X
EDGE-4NS X X X
EDGE-4NG X X X
EDGE-5 X X X
EDGE-5S X X X
EDGE-5G X X X
EDGE-5N X X X
EDGE-5NS X X X
EDGE-5NG X X X
Complete Waterproof System NUDGE-1
EDGE-5W PSC-5W LA-2W & RA-2W X
EDGE-5NW PSC-5NW LA-2W & RA-2W X
Leading Edge Arrays Less-Power Supply
EDGE-6 LA-2 & RA-2
EDGE-6S LA-2S & RA-2S
EDGE-6G LA-2G & RA-2G
EDGE-6W (Waterproof) LA-2W & RA-2W
All models include the EGAC-4 kit which includes all mounting brackets and hardware.
Page 836
* The NUDGE-1 PC Assembly can be field installed on any model power supply.
CemcoLift 2008
Specifications for Elevator Door Edge Controls

ARCHITECTS, CONSULTANTS, AND SPECIFIERS

Door protection shall be an infrared light screen type with a minimum of 64 light beams
(2 per detector operating in a redundant mode). The light screen is to be totally immune
to ambient light, including strobes, fluorescent, and direct sunlight (100,000 lux).
Maximum allowable installed misalignment shall be plus or minus 30 degrees @ 3 feet.
The receiver and light array cables shall be hi-flex robotic grade, a minimum of 15 feet in
length, connectorized on each end, and interchangeable when connected to the power
supply.

Light beam and receiver arrays to operate independent of the power supply, allowing the
use of any 12 – 30Vdc supply, and provide a continuously short-circuit protected NPN
transistor output. The arrays shall incorporate Automatic Dynamic Gain Sensitivity
Adjustment to compensate for severe misalignment, condensation, damaged or
contaminated lenses, and provide automatic on-the-fly dynamic adjustment as the doors
open and close.

The power supply shall be dual voltage input (120-240Vac, 50/60Hz), provide LED
indicators for power applied and relay operation, simulator test button for beam break,
and push-to-test button for manual operation of master control relay. Nudge feature to be
field installable in standard power supply with accessory relay to operate in either the
delayed nudge mode or redundant mode, switch selectable. Nudge feature also to
incorporate buzzer with enable/disable switch, and delay timer adjustable from 5 to 45
seconds for nudge operation.

Provide nylon fasteners, which attach to array studs for mounting array to jam of side
parting door. Molded tool for attaching fasteners to be included.

Waterproof systems shall be per specifications above with epoxy sealed beam arrays and
NEMA 4 rated power supply enclosure. Arrays and power supply to be NEMA 4 / IP67
rated.

All configurations shall meet or exceed ADA requirements, be CE certified, and UL /

cUL listed. Door protection will be per these specifications and be manufactured by
Tri-Tronics Company, Tampa, FL, USA.

February 6, 2002
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Limits, Selectors &
Tape Selectors
Limits Only

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Limits, Selectors &
Tape Selectors
Standard Limits
& Selectors

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Limits, Selectors &
Tape Selectors
Limits & Tape
Selectors

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Limits, Selectors &
Tape Selectors
Tape Selectors

CJ Anderson

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Limits, Selectors &
Tape Selectors
Tape Selectors

ESI

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 ALWAYS
NON-PROPRIETARY ELEVATOR SYSTEMS INC.
THE CONTROLLER PEOPLE

TS-89 TOP OF CAR TAPE UNIT

FEATURES
Transparent sensor head
cover

Modular design - allows for

easy maintenance and repair

Solid Construction - Built to

endure daily punishment

Every unit is custom

engineered to individual job
specifications

Reliable solid state PC

board design

Takes up a minimal amount

of space

Requires less time to install

than conventional vane
systems

Page 885
CemcoLift 2008
 ELEVATOR SYSTEMS INC.

MECHANICAL LAYOUT

Page 886
207 LAWRENCE AVE. INWOOD, NY 11096 TEL: (516) 239-4044 FAX: (516) 239-5793
CemcoLift 2008
Limits, Selectors &
Tape Selectors
Tape Selectors

MCE

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For Information on
MCE Tape Selectors:

Please see MCE

Controllers in
Section M

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Limits, Selectors &
Tape Selectors
Tape Selectors

Otis

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Structural
Isometric
Drawings
Dual Holeless

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Structural
Isometric
Drawings
Dual Roped

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Structural
Isometric
Drawings
Cantilever
Roped

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Structural
Isometric
Drawings
Cantilever
Direct Pick-Up

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Structural
Isometric
Drawings
Cantilever
Offset Pick-Up

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Structural
Isometric
Drawings
In-Ground

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Structural Isomet-
ric Drawings
Platen Plate
Assembly

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Structural Isomet-
ric Drawings
Freight Platform
Assembly

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Structural Isomet-
ric Drawings
Spring Buffer
Assembly

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Guide Shoes

CemcoLift

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 2801 TOWNSHIP LINE RD. HATFIELD, PA 19440
215-799-2900 • 800-962-3626 • Fax 215-703-0347

IN-STILE FREIGHT SHOE

- Rugged heavy duty cast ductile iron construction.

- Available for rail sizes: 15, 18.5, 22.5, and 30 lbs.
- Fits an 8” channel (or larger) style.
- Weighs 26 lbs.

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Guide Shoes

ELCO

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Model TSR-76

Model TSR-125

Model TSR-160

Model TSR-260

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Guide Shoes

ELPRO

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This is the model used by CEMCOLIFT

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This is the model used by CEMCOLIFT

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Guide Shoes

ELSCO

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Brochure &
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 PERFORMANCE

ENGINEERED SOLUTIONS

TO MEET YOUR

ELEVATOR NEEDS

H Y D R A U L I C E L E V A T O R S
 NEWSEUM
News Gets a Lift from Cemcolift
(Featured on the front cover)

The boldest design in the Freedom Forum’s new Mu-

seum for News was also its toughest engineering
challenge, one that many believed couldn’t be done.
Shuttle elevators carrying thousands of passengers
each day to the top of the museum’s atrium serve
as marquis elements in the building’s design. Keep-
ing with the architect’s vision, the design demand-
ed no exposed cables, the ability to run on a single
piston, minimal visual obstructions, and a structural
glass car enclosure. To meet the challenge presented
by the museum’s unique design (a concept that had
never been attempted) Cemcolift engineered three
elevators capable of lifting 18,000 pounds, traveling
more than 100 feet high at a speed of 150 feet per
Four power units drive over 2000 gallons of oil into the 20” cylinders with
minute — meeting the design’s unique requirements 400 horsepower; Structural glass cabs provide an uninterrupted view of the
atrium during the 45 second ride to the top; A five section piston, 16 inches
and delivering on the impossible. in diameter, weighing over 5 tons, travels just over 100 ft.

MAKING THE MOST UNIQUE CONCEPTS REALITY

For nearly 100 years, Cemcolift has manufactured top quality elevator systems and components for commercial
and residential use. William Corbett and the Corbett Elevator Company originally began installing and maintaining el-
evators throughout Philadelphia. Thirteen years later, the company changed the name to CEMCO (The Corbett Elevator
Manufacturing Company). Cemcolift has been prospering since then with facility expansions in 1982 and 1990. Cemcolift
then became part of the Otis Elevator family of companies in 1999. In 2001, further expansion took place consolidating
all administrative and manufacturing activities in a new 276,000 square foot building in Hatfield, PA.

Cemcolift has all its manufacturing operations under one roof providing contractors with complete hydraulic elevator sys-
tems and components, microprocessor controllers, jack assemblies, pump units, car slings and platforms, control valves,
cabs, entrances, fixtures, and accessories. The new facility has world-class quality control and Environmental Health and
Safety policies, which enhance our position as an industry leader.
ENGINEERED
SOLUTIONS
THAT SET
CEMCOLIFT
APART FROM
THE OTHERS
PARTIAL INGROUND TELESCOPIC

ARROW THREE SIDED FREIGHT

SIDEWALK ELEVATORS CORNERPOST ECCENTRIC

STRUCTURAL
INTEGRITY
SPECIAL NEMA
CONDITIONS
SHIPBOARD
DESIGNS
GLASS CONSTRUCTION UNIQUE DESIGNS

Cemcolift Hydraulic Elevators 2

 STANDARD CAB DESIGNS

Passenger/Service - Wood Core

Flush Mica (WM-1)

• Shell: Wood Core with High Pressure

Plastic Laminate Facing
• Door Sill: Extruded Aluminum See page 6
• Front Return: Stainless Steel #4 for additional
options &
• Door: 14 Gauge Enamel Steel finishes
• Base: Black Enamel
• Canopy: 12 Gauge Steel White Enamel
• Ceiling: Thermoclear / Fluorescent Lighting
• Handrail: 3/8” x 2” Stainless Steel #4
(Shown on side wall typically on rear wall only)
• Fan: Two Speed

Passenger/Service - Steel Shell

Panels w/ Enamel Finish (SE-1)

• Shell: 14 Gauge Enamel Steel

• Door Sill: Extruded Aluminum
See page 6
• Front Return: Stainless Steel #4 for additional
• Door: 14 Gauge Enamel Steel options &
finishes
• Base: Enamel
• Canopy: 12 Gauge Steel White Enamel
• Ceiling: Thermoclear / Fluorescent Lighting
• Handrail: 3/8” x 2” Stainless Steel #4
(Shown on side wall typically on rear wall only)
• Fan: Two Speed

3 Standard Cab Designs

We offer lift systems to fit a wide variety of commercial applications. You can choose
from our large selection of standard packages or have one custom designed.

Passenger - Steel Shell Panels

w/ Wood Core Panels (SP-1)

• Shell: 14 Gauge Enamel Steel Frame

• Vertical Panels: Faced w/ High Pressure
Plastic Laminate (Horizontal panels available)
• Reveals: 2” wide - Enamel
• Door Sill: Extruded Aluminum
See page 6
• Front Return: Stainless Steel #4 for additional
• Door: 14 Gauge Enamel Steel options &
finishes
• Base: Enamel
• Canopy: 12 Gauge Steel White Enamel
• Ceiling: Thermoclear / Fluorescent Lighting
• Handrail: 3/8” x 2” Stainless Steel #4
• Fan: Two Speed

If you require heavy cargo to be moved, our freight elevators can handle the job. Our freight elevator
can be used as an automotive lift, as a heavy handler, in convention centers to move materials efficiently
or just about anywhere large capacity lifts are needed.

See page 6
for additional
Freight - Steel Shell options &
w/ Prime Paint finishes

• Shell: 14 Gauge Prime Paint

• Car Gate: Prime Paint - Wire Mesh
• Ceiling: Recessed Fluorescent
• Finished Floor Options:
Steel Smooth Plate
Steel Diamond Plate
Aluminum Diamond Plate
Stainless Steel Diamond Plate

Standard Cab Designs 4

 CAB CEILING DESIGNS

These are just a few ceiling designs that we offer. Contact us for feasibility if your design is not shown. 1-800-962-3626

CT-1 CE-1
• Lexan Thermoclear Diffusers in Suspended Aluminum Frame w/ • Aluminum Eggcrate Diffusers in Suspended Aluminum Frame w/
white painted canopy white painted canopy

CD-1 CD-4
• Steel Drop Panel - (1) Down Light per Panel w/ white painted canopy • Steel Drop Panel - (4) Down Lights per Panel w/ white painted canopy
• Available in Painted, Stainless, Bronze, or Mica Finish • Available in Painted, Stainless, Bronze, or Mica Finish

CP-1 CDR-1
• Steel white painted Canopy w/ Recessed Lighting - (1) Down Light
• Suspended Ceiling - Perimeter Lighting w/ white painted canopy per Panel
• Available in Painted, Stainless, Bronze, or Mica Finish • Available in Painted, Stainless, or Mica Finish

5 Cab Ceiling Designs

 OPTIONS & FINISHES

Handrail - 3/8” x 2” Handrail - 1 1/2” Diameter

• Available in Stainless Steel & Bronze (#4 Satin or #8 Mirror) • Available in Stainless Steel & Bronze (#4 Satin or #8 Mirror)
• Also Available in 3/8” x 4” • Optional Returned Ends
• Optional Returned Ends

Hard Wood Bumper Rail - 2” x 4” Freight - Steel Channel Bumper Rail

• Lacquered Finish - Available in different sizes • Prime Painted - Available in different sizes

Sills Cab Ventilation & Wall Protection

• Extruded Aluminum • Nickel Silver • 2 Speed Fan • 3 Speed Fan
• Stainless Steel • Bronze • Blower • Buttons / Hooks
• Protection Pads

Doors, Entrance Frame, & Cab Front Cab Walls

• Painted • Mica • Painted • Mica
• Stainless Steel (#4 Satin or #8 Mirror) • Bronze (#4 Satin or #8 Mirror) • Stainless Steel (#4 Satin or #8 Mirror) • Sound Deadening
• Patterned Stainless • Sound Deadening • Patterned Stainless
• Glass (Vision Panel or Complete) • Glass (Vision Panel or Complete)

Cab Reveals & Base Hoistway Entrance Frame

• Painted • Mica • Mitered & Welded Construction
• Stainless Steel (#4 Satin or #8 Mirror) • Bronze (#4 Satin or #8 Mirror) • Set-up for Block or Drywall Construction

Options & Finishes 6

 STANDARD ENTRANCE DESIGNS & SILL DETAILS

See page 6 See page 6

for additional for additional
options & options &
finishes finishes

Single Slide Side Open (SSSO) Single Slide Center Open (SSCO)

See page 6 See page 6

for additional for additional
options & options &
finishes finishes

Two Speed Side Open (2SSO) Two Speed Center Open (2SCO)

• Door: 14 Gauge Enamel Steel (Std.) • Door Sill: Extruded Aluminum

• Frame Construction: Bolted • UL 1 1/2 Hour B Label

Unistrut Sill Groutless Sill Grouted Sill

7 Standard Entrance Designs & Sill Details

 STANDARD FIXTURE DESIGNS

Hall Stations Car Operating Panel

Standard Vandal
• Illuminated Button • Center Illuminated Button
• Stainless #4 Finish • Stainless #4 Finish

Lanterns

Standard Vandal

• Digital Car P.I.

• Handsfree Telephone
Standard Vandal • Stainless Steel #4 Finish
• Swing Return Available
• Plastic Lens • Vandal Proof
• Stainless #4 Finish • Stainless #4 Finish • Optional Telephone Cabinet (phone by others)

Hall Position Indicator OPTIONS

• Finishes Available:
Stainless Steel (#4 Satin or #8 Mirror)
Bronze (#4 Satin or #8 Mirror)

• Auxiliary Car Operating Panels

Digital • Engraving for Code and Special Requirements
• Vandal Buttons & Screws
• Dot-Matrix or Segmented • Stainless #4 Finish • Special Nema Requirements
• Service & Attendant Cabinets
OPTIONS for Hall Position Indicators:
• Multiple Accessories
• Hall P.I. / Lantern Combo Key Switches, Buttons, Jewels, etc…
• Hall P.I. Located in Hall Station GFI Outlet, Jamb Tags, Fireman’s Jack, etc…

Standard Fixture Designs 8

 PASSENGER/SERVICE - STANDARD IN-GROUND

Traditional design utilizing a single

hydraulic jack, which is located
under the platform and installed in
the ground.

Advantages:
• Available with low and high
capacity elevators
• Available with higher travels
• Accommodates passenger or
freight loading
• Allows for front and rear
openings
• Minimal hoistway sizes required
• Minimal pit and overhead
required
• Flexible rail bracket spacing
• Typically the lowest material
costs
• Easiest installation
• Two stage in-ground telescopic
jacks available (reduces drilling
depth)

Disadvantages:
• Drilling of hole to accommodate
jack required. Hole depth is
typically travel plus 5 feet
• Possible contamination of oil
into ground (PVC recommended
to prevent contamination)

Suggested machine room size

is 10’-0” x 7’-6” (See Page 19).

Electronic drawings can be

found at www.cemcolift.com

Front Openings Only Front & Rear Openings

Hoistway Outside Platform Inside Cab Door Hoistway Outside Platform Inside Cab Door
Capacity Width Depth Width Depth Width Depth Width Wall to Plat. Type Capacity Width Depth Width Depth Width Depth Width Wall to Plat. Type
A B C D E F G H A B C D E F G H
2000 7’-4” 5’-10” 6’-0” 5’-1” 5’-8” 4’-3” 3’-0” 6 1/4” SSSO 2000 7’-4” 6’-7 1/2” 6’-0” 5’-7” 5’-8” 4’-3” 3’-0” 6 1/4” SSSO
2500 8’-4” 5’-10” 7’-0” 5’-1” 6’-8” 4’-3” 3’-6” 6 1/4” SSSO 2500 8’-4” 6’-7 1/2” 7’-0” 5’-7” 6’-8” 4’-3” 3’-6” 6 1/4” SSSO
2500 6’-8” 6’-10” 5’-4” 6’-0” 5’-0” 5’-0” 3’-6” 7 3/4” 2SSO 2500 6’-8” 7’-11 1/2” 5’-4” 6’-8” 5’-0” 5’-0” 3’-6” 7 3/4” 2SSO
3000 8’-4” 6’-3” 7’-0” 5’-6” 6’-8” 4’-8” 3’-6” 6 1/4” SSSO 3000 8’-4” 7’-3 1/2” 7’-0” 6’-3” 6’-8” 4’-11” 3’-6” 6 1/4” SSSO
* 3500 8’-4” 7’-0” 7’-0” 6’-3” 6’-8” 5’-5” 3’-6” 6 1/4” SSSO * 3500 8’-4” 7’-9 1/2” 7’-0” 6’-9” 6’-8” 5’-5” 3’-6” 6 1/4” SSSO
* 3500 7’-0” 9’-0” 5’-8” 8’-2” 5’-4” 7’-2” 3’-6” 7 3/4” 2SSO * 3500 7’-0” 10’-1 1/2” 5’-8” 8’-10” 5’-4” 7’-2” 3’-6” 7 3/4” 2SSO
* 4000 7’-4” 9’-6 1/2” 6’-0” 8’-8” 5’-8” 7’-8” 4’-0” 7 3/4” 2SSO * 4000 7’-4” 10’-7 1/2” 6’-0” 9’-4” 5’-8” 7’-8” 4’-0” 7 3/4” 2SSO
* 4000 9’-4” 6’-10” 8’-0” 6’-1” 7’-8” 5’-3” 3’-6” 6 1/4” SSSO * 4000 9’-4” 7’-7 1/2” 8’-0” 6’-7” 7’-8” 5’-3” 3’-6” 6 1/4” SSSO
* 4500 7’-4” 9’-10 1/2” 6’-0” 9’-0” 5’-8” 8’-0” 4’-0” 7 3/4” 2SSO * 4500 7’-4” 10’-11 1/2” 6’-0” 9’-8” 5’-8” 8’-0” 4’-0” 7 3/4” 2SSO

Notes: Center opening doors are available but do not meet ADA code for 2000 Lb. elevators.
Other platform sizes, capacities, and travels available (consult factory).
Dimensions are based on 70’-0” of travel, car speed of 150 FPM, and cab height of 8’-0”.
All dimensions are subject to change without notice. Confirm with factory.
Sizes shown with a * will accommodate a 24” x 84” size stretcher.
Additional hoistway width or notching of hoistway may be required per code to accommodate pit ladder.

9 Passenger/Service - Standard In-Ground

 PASSENGER - CANTILEVER IN-GROUND

Design utilizing a single hydraulic

jack, which is located under the
platform and installed into the
ground. The platform is supported
by a cantilevered car frame with
the rails located on one side of the
hoistway.

Advantages:
• Available with higher travels
• Allows for front, rear, and side
openings
• Allows for glass walls on sides
where equipment is not located
• Rail bracket attachment only on
one wall

Disadvantages:
• Larger hoistway size required
• Platform depth limited due to
cantilever design
• Only available with low capacity
elevators (2500 Lbs or less)
• Drilling of hole to accommodate
jack required. Hole depth is
typically travel plus 5 feet
• Possible contamination of oil
into ground (PVC recommended
to prevent contamination)

Suggested machine room size

is 10’-0” x 7’-6” (See Page 19).

Electronic drawings can be

found at www.cemcolift.com

Front Openings Only Front & Rear Openings

Hoistway Outside Platform Inside Cab Door Hoistway Outside Platform Inside Cab Door
Capacity Width Depth Width Depth Width Depth Width Wall to Plat. Type Capacity Width Depth Width Depth Width Depth Width Wall to Plat. Type
A B C D E F G H A B C D E F G H
2000 7’-4” 7’-0” 6’-0” 5’-1” 5’-8” 4’-3” 3’-0” 6 1/4” SSSO 2000 6’-8” 8’-7 1/2” 4’-7” 7’-4” 4’-3” 5’-8” 3’-0” 7 3/4” 2SSO
2500 8’-4” 7’-0” 7’-0” 5’-1” 6’-8” 4’-3” 3’-6” 6 1/4” SSSO 2500 7’-3” 9’-7 1/2” 4’-10” 8’-4” 4’-6” 6’-8” 3’-6” 7 3/4” 2SSO
2500 7’-5” 6’-10” 5’-4” 6’-0” 5’-0” 5’-0” 3’-6” 7 3/4” 2SSO 2500 7’-5” 7’-11 1/2” 5’-4” 6’-8” 5’-0” 5’-0” 3’-6” 7 3/4” 2SSO

Notes: Center opening doors are available but do not meet ADA code for Front & Side Openings
2000 Lb. elevators.
Other platform sizes, capacities, and travels available (consult factory). Hoistway Outside Platform Inside Cab Door
Dimensions are based on 70’-0” of travel, car speed of 150 FPM, and cab Capacity Width Depth Width Depth Width Depth Width Wall to Plat. / Type
height of 8’-0”. A B C D E F G Front Side
2000 8’-0” 7’-0” 6’-8” 5’-1” 5’-8” 4’-3” 3’-0” 6 1/4”/SSSO 7 3/4”/2SSO
All dimensions are subject to change without notice. Confirm with factory. 2500 9’-0” 7’-0” 7’-8” 5’-1” 6’-8” 4’-3” 3’-6” 6 1/4”/SSSO 7 3/4”/2SSO
Additional hoistway width or notching of hoistway may be required per
code to accommodate pit ladder.

Passenger - Cantilever In-Ground 10

 PASSENGER/SERVICE - DUAL HOLELESS

Design utilizes two hydraulic jacks,

which are located on each side of
the platform and installed on the
pit floor. Jacks can be single stage
or two stage telescopic. Single
stage jacks can accommodate
approximately 12’-6” of travel.
Two stage telescopic jacks can
accommodate approximately 23’-
0” of travel. Travel may dictate the
pit and overhead.

Advantages:
• Available with low and high
capacity elevators
• Accommodates passenger or
freight loading
• Allows for front and rear
openings
• Jack hole is not required –
Eliminates cost for drilling and
reduces the risk of oil
contamination

Disadvantages:
• May require a larger hoistway
width due to the jacks mounted
on each side of the platform
• Additional pit and overhead
may be required with higher
travels
• Side opening not an option
• Material costs are typically
higher compared to an
in-ground application

Suggested machine room size

is 9’-6” x 6’-6” (See Page 19).

Electronic drawings can be

found at www.cemcolift.com

Front Openings Only Front & Rear Openings

Hoistway Outside Platform Inside Cab Door Hoistway Outside Platform Inside Cab Door
Capacity Width Depth Width Depth Width Depth Width Wall to Plat. Type Capacity Width Depth Width Depth Width Depth Width Wall to Plat. Type
A B C D E F G H A B C D E F G H
2000 7’-4” 5’-10” 6’-0” 5’-1” 5’-8” 4’-3” 3’-0” 6 1/4” SSSO 2000 7’-4” 6’-7 1/2” 6’-0” 5’-7” 5’-8” 4’-3” 3’-0” 6 1/4” SSSO
2500 8’-4” 5’-10” 7’-0” 5’-1” 6’-8” 4’-3” 3’-6” 6 1/4” SSSO 2500 8’-4” 6’-7 1/2” 7’-0” 5’-7” 6’-8” 4’-3” 3’-6” 6 1/4” SSSO
2500 6’-8” 6’-10” 5’-4” 6’-0” 5’-0” 5’-0” 3’-6” 7 3/4” 2SSO 2500 6’-8” 7’-11 1/2” 5’-4” 6’-8” 5’-0” 5’-0” 3’-6” 7 3/4” 2SSO
3000 8’-4” 6’-3” 7’-0” 5’-6” 6’-8” 4’-8” 3’-6” 6 1/4” SSSO 3000 8’-4” 7’-3 1/2” 7’-0” 6’-3” 6’-8” 4’-11” 3’-6” 6 1/4” SSSO
* 3500 8’-4” 7’-0” 7’-0” 6’-3” 6’-8” 5’-5” 3’-6” 6 1/4” SSSO * 3500 8’-4” 7’-9 1/2” 7’-0” 6’-9” 6’-8” 5’-5” 3’-6” 6 1/4” SSSO
* 3500 7’-0” 9’-0” 5’-8” 8’-2” 5’-4” 7’-2” 3’-6” 7 3/4” 2SSO * 3500 7’-0” 10’-1 1/2” 5’-8” 8’-10” 5’-4” 7’-2” 3’-6” 7 3/4” 2SSO
* 4000 7’-4” 9’-6 1/2” 6’-0” 8’-8” 5’-8” 7’-8” 4’-0” 7 3/4” 2SSO * 4000 7’-4” 10’-7 1/2” 6’-0” 9’-4” 5’-8” 7’-8” 4’-0” 7 3/4” 2SSO
* 4000 9’-4” 6’-10” 8’-0” 6’-1” 7’-8” 5’-3” 3’-6” 6 1/4” SSSO * 4000 9’-4” 7’-7 1/2” 8’-0” 6’-7” 7’-8” 5’-3” 3’-6” 6 1/4” SSSO
* 4500 7’-4” 9’-10 1/2” 6’-0” 9’-0” 5’-8” 8’-0” 4’-0” 7 3/4” 2SSO * 4500 7’-4” 10’-11 1/2” 6’-0” 9’-8” 5’-8” 8’-0” 4’-0” 7 3/4” 2SSO

Notes: Center opening doors are available but do not meet ADA code for 2000 Lb. elevators.
Other platform sizes, capacities, and travels available (consult factory).
Dimensions are based on 12’-6” of travel, car speed of 100 FPM, and cab height of 8’-0”.
Telescopic jacks available up to 23’-0” of travel w/ 4’-0” pit & 12’-6” overhead (consult factory).
All dimensions are subject to change without notice. Confirm with factory.
Sizes shown with a * will accommodate a 24” x 84” size stretcher.
Additional hoistway width or notching of hoistway may be required per code to accommodate pit ladder.

11 Passenger/Service - Dual Holeless

 PASSENGER - CANTILEVER HOLELESS

Design utilizing a single hydraulic

jack and installed on the pit
floor. The platform is supported
by a cantilevered car frame with
the jack and rails located on one
side of the hoistway. Single stage
jacks can accommodate approxi-
mately 12’-6” of travel. Two stage
telescopic jacks can accommodate
approximately 23’-0” of travel.
Travel may dictate the pit and
overhead.

Advantages:
• Allows for front, rear, and side
openings
• Allows for glass walls on sides
where equipment is not located
• Rail bracket attachment only on
one wall
• Jack hole is not required –
Eliminates cost for drilling and
reduces the risk of oil
contamination

Disadvantages:
• Larger hoistway size required
• Platform depth limited due to
cantilever design
• Only available with low capacity
elevators (2500 Lbs or less)
• Additional pit and overhead may
be required with higher travels
• Material costs are typically
higher compared to an
in-ground application

Suggested machine room size

is 9’-6” x 6’-6” (See Page 19).

Electronic drawings can be

found at www.cemcolift.com

Front Openings Only Front & Rear Openings

Hoistway Outside Platform Inside Cab Door Hoistway Outside Platform Inside Cab Door
Capacity Width Depth Width Depth Width Depth Width Wall to Plat. Type Capacity Width Depth Width Depth Width Depth Width Wall to Plat. Type
A B C D E F G H A B C D E F G H
2000 7’-4” 7’-0” 6’-0” 5’-1” 5’-8” 4’-3” 3’-0” 6 1/4” SSSO 2000 6’-8” 8’-7 1/2” 4’-7” 7’-4” 4’-3” 5’-8” 3’-0” 7 3/4” 2SSO
2500 8’-4” 7’-0” 7’-0” 5’-1” 6’-8” 4’-3” 3’-6” 6 1/4” SSSO 2500 7’-3” 9’-7 1/2” 4’-10” 8’-4” 4’-6” 6’-8” 3’-6” 7 3/4” 2SSO
2500 7’-5” 6’-10” 5’-4” 6’-0” 5’-0” 5’-0” 3’-6” 7 3/4” 2SSO 2500 7’-5” 7’-11 1/2” 5’-4” 6’-8” 5’-0” 5’-0” 3’-6” 7 3/4” 2SSO

Notes: Center opening doors are available but do not meet ADA code for Front & Side Openings
2000 Lb. elevators.
Other platform sizes, capacities, and travels available (consult factory). Hoistway Outside Platform Inside Cab Door
Dimensions are based on 12’-6” of travel, car speed of 100 FPM, and cab Capacity Width Depth Width Depth Width Depth Width Wall to Plat. / Type
height of 8’-0”. A B C D E F G Front Side
2000 8’-0” 7’-0” 6’-8” 5’-1” 5’-8” 4’-3” 3’-0” 6 1/4”/SSSO 7 3/4”/2SSO
Telescopic jacks available up to 23’-0” of travel w/ 4’-0” pit & 12’-6” overhead 2500 9’-0” 7’-0” 7’-8” 5’-1” 6’-8” 4’-3” 3’-6” 6 1/4”/SSSO 7 3/4”/2SSO
(consult factory).
All dimensions are subject to change without notice. Confirm with factory.
Additional hoistway width or notching of hoistway may be required per code
to accommodate pit ladder.

Passenger - Cantilever Holeless 12

 PASSENGER/SERVICE - DUAL ROPE

Design utilizes wire ropes in

conjunction with two hydraulic
jacks to lift the elevator at a 1:2
ratio. For each foot the jacks rise,
the elevator rises two feet.

Advantages:
• Available with higher travels up
to 80’-0”
• Available with low and medium
capacity elevators
• Accommodates passenger or
freight loading
• Allows for front and rear
openings
• Jack hole is not required –
Eliminates cost for drilling and
reduces the risk of oil
contamination
• Oil requirements are minimized
with the 1:2 ratio
• Minimal overhead required

Disadvantages:
• Requires a larger hoistway
width due to the jacks and
roping mounted on each side of
the platform
• Governor access door is required
in overhead unless special
governor is provided
• Side opening not an option
• Material costs are typically
higher compared to an
in-ground application
• Installation time is greater than
an in-ground application

Suggested machine room size

is 10’-0” x 7’-6” (See Page 19).

Electronic drawings can be

found at www.cemcolift.com

Front Openings Only Front & Rear Openings

Hoistway Outside Platform Inside Cab Door Travel Hoistway Outside Platform Inside Cab Door Travel
Capacity Width Depth Width Depth Width Depth Width Wall to Plat. Type Up To Capacity Width Depth Width Depth Width Depth Width Wall to Plat. Type Up To
A B C D E F G H A B C D E F G H
2000 7’-6” 5’-10” 6’-0” 5’-1” 5’-8” 4’-3” 3’-0” 6 1/4” SSSO 40’-0” 2000 7’-7” 6’-7 1/2” 6’-0” 5’-7” 5’-8” 4’-3” 3’-0” 6 1/4” SSSO 60’-0”
2000 7’-10” 6’-4” 6’-0” 5’-1” 5’-8” 4’-3” 3’-0” 6 1/4” SSSO 80’-0” 2000 7’-10” 6’-10 1/4” 6’-0” 5’-9 3/4” 5’-8” 4’-5 3/4” 3’-0” 6 1/4” SSSO 80’-0”
2500 8’-7” 5’-10” 7’-0” 5’-1” 6’-8” 4’-3” 3’-6” 6 1/4” SSSO 40’-0” 2500 8’-9” 6’-7 1/2” 7’-0” 5’-7” 6’-8” 4’-3” 3’-6” 6 1/4” SSSO 60’-0”
2500 8’-10” 6’-4” 7’-0” 5’-1” 6’-8” 4’-3” 3’-6” 6 1/4” SSSO 80’-0” 2500 8’-10” 6’-10 1/4” 7’-0” 5’-9 3/4” 6’-8” 4’-5 3/4” 3’-6” 6 1/4” SSSO 80’-0”
3000 8’-10” 6’-4” 7’-0” 5’-6” 6’-8” 4’-8” 3’-6” 6 1/4” SSSO 80’-0” 3000 8’-10” 7’-3 1/2” 7’-0” 6’-3” 6’-8” 4’-11” 3’-6” 6 1/4” SSSO 80’-0”
* 3500 8’-10” 7’-0” 7’-0” 6’-3” 6’-8” 5’-5” 3’-6” 6 1/4” SSSO 80’-0” * 3500 8’-10” 7’-9 1/2” 7’-0” 6’-9” 6’-8” 5’-5” 3’-6” 6 1/4” SSSO 80’-0”
* 3500 7’-7” 9’-0” 5’-8” 8’-2” 5’-4” 7’-2” 3’-6” 7 3/4” 2SSO 80’-0” * 3500 7’-7” 10’-1 1/2” 5’-8” 8’-10” 5’-4” 7’-2” 3’-6” 7 3/4” 2SSO 80’-0”
* 4000 7’-10” 9’-6 1/2” 6’-0” 8’-8” 5’-8” 7’-8” 4’-0” 7 3/4” 2SSO 80’-0” * 4000 7’-10” 10’-7 1/2” 6’-0” 9’-4” 5’-8” 7’-8” 4’-0” 7 3/4” 2SSO 80’-0”
* 4000 9’-11” 6’-10” 8’-0” 6’-1” 7’-8” 5’-3” 3’-6” 6 1/4” SSSO 80’-0” * 4000 9’-11” 7’-7 1/2” 8’-0” 6’-7” 7’-8” 5’-3” 3’-6” 6 1/4” SSSO 80’-0”
* 4500 7’-10” 9’-10 1/2” 6’-0” 9’-0” 5’-8” 8’-0” 4’-0” 7 3/4” 2SSO 80’-0” * 4500 7’-10” 10’-11 1/2” 6’-0” 9’-8” 5’-8” 8’-0” 4’-0” 7 3/4” 2SSO 80’-0”

Notes: Center opening doors are available but do not meet ADA code for 2000 Lb. elevators.
Other platform sizes, capacities, and travels available (consult factory).
Dimensions are based on travel shown, car speed of 150 FPM, and cab height of 8’-0”.
All dimensions are subject to change without notice. Confirm with factory.
Sizes shown with a * will accommodate a 24” x 84” size stretcher.
Additional hoistway width or notching of hoistway may be required per code to accommodate pit ladder.

13 Passenger/Service - Dual Rope

 PASSENGER - CANTILEVER ROPE

Design utilizes wire ropes in

conjunction with a single hydrau-
lic jack to lift the elevator at a 1:2
ratio. The platform is supported by
a cantilevered car frame with the
jack, rails, and roping located on
one side of the hoistway.

Advantages:
• Available with higher travels up
to 80’-0”
• Allows for front, rear, and side
openings
• Allows for glass walls on sides
where equipment is not located
• Rail bracket attachment only on
one wall
• Jack hole is not required –
Eliminates cost for drilling and
reduces the risk of oil
contamination
• Oil requirements are minimized
with the 1:2 ratio

Disadvantages:
• Larger hoistway size required
• Platform depth limited due to
cantilever design
• Only available with low capacity
elevators (2500 Lbs or less)
• Governor access door is required
in overhead unless special
governor is provided

Suggested machine room size

is 9’-6” x 6’-6” (See Page 19).

Electronic drawings can be

found at www.cemcolift.com

Front Openings Only Front & Rear Openings

Hoistway Outside Platform Inside Cab Door Hoistway Outside Platform Inside Cab Door
Capacity Width Depth Width Depth Width Depth Width Wall to Plat. Type Capacity Width Depth Width Depth Width Depth Width Wall to Plat. Type
A B C D E F G H A B C D E F G H
2000 7’-4” 7’-0” 6’-0” 5’-1” 5’-8” 4’-3” 3’-0” 6 1/4” SSSO 2000 6’-8” 8’-7 1/2” 4’-7” 7’-4” 4’-3” 5’-8” 3’-0” 7 3/4” 2SSO
2500 8’-4” 7’-0” 7’-0” 5’-1” 6’-8” 4’-3” 3’-6” 6 1/4” SSSO 2500 7’-3” 9’-7 1/2” 4’-10” 8’-4” 4’-6” 6’-8” 3’-6” 7 3/4” 2SSO
2500 7’-5” 6’-10” 5’-4” 6’-0” 5’-0” 5’-0” 3’-6” 7 3/4” 2SSO 2500 7’-5” 7’-11 1/2” 5’-4” 6’-8” 5’-0” 5’-0” 3’-6” 7 3/4” 2SSO

Front & Side Openings

Notes: Center opening doors are available but do not meet ADA code for
2000 Lb. elevators. Hoistway Outside Platform Inside Cab Door
Other platform sizes, capacities, and travels available (consult factory). Capacity Width Depth Width Depth Width Depth Width Wall to Plat. / Type
Dimensions are based on 80’-0” of travel, car speed of 150 FPM, and cab A B C D E F G Front Side
height of 8’-0”. 2000 8’-0” 7’-0” 6’-8” 5’-1” 5’-8” 4’-3” 3’-0” 6 1/4”/SSSO 7 3/4”/2SSO
2500 9’-0” 7’-0” 7’-8” 5’-1” 6’-8” 4’-3” 3’-6” 6 1/4”/SSSO 7 3/4”/2SSO
All dimensions are subject to change without notice. Confirm with factory.
Additional hoistway width or notching of hoistway may be required per code
to accommodate pit ladder.

Passenger - Cantilever Rope 14

 FREIGHT - IN-GROUND

ASME A17.1 Freight Loading

Class & Minimum Rating
Class A

General Freight Loading - 50 Lbs Per Sq. Ft. No

item weighs more than 1/4 of rated capacity.
Class B

Motor Vehicle Loading - 30 Lbs Per Sq. Ft.

Class C1

Industrial Truck Loading - 50 Lbs Per Sq. Ft.

Truck carried with load.
Class C2

Industrial Truck Loading - 50 Lbs Per Sq.

Ft. Truck NOT carried with load and load on
platform does not exceed 150% of rated load
during load/unload.
Class C3

Sectional Dimensions
Cab & Door Height Pit Depth Overhead
K K
I J Single Section Double Section
Concentrated Loading - 50 Lbs Per Sq. Ft. No
7’-0” 4’-0” 13’-4” 11’-3”
truck used and load exceeds 1/4 of rated
8’-0” 4’-6” 14’-4” 12’-11”
capacity.
9’-0” 5’-0” 15’-4” 14’-5”
10’-0” 5’-6” 16’-4” 15’-11”

Hoistway Outside Platform Inside Cab Opening Hoistway Outside Platform Inside Cab Opening
Class A Class B
Depth Depth Depth Depth
Width Wall to Depth Depth Depth Depth
Width Wall
Loading Width Width Depth Width Loading Width to
Front Only Front & Rear Front Only Front & Rear Plat. Width Depth Width
Front Only Front & Rear Front Only Front & Rear Plat.
Capacity A B B C D E F G H Capacity A B B C D E F G H
4000 8’-0’’ 8’-8’’ 8’-11’’ 6’-4’’ 8’-0’’ 6’-0’’ 7’-5 1/2’’ 7’-3’’ 6’-0’’ 5 1/2” 6000 10’-0’’ 20’-0’’ 20’-3’’ 8’-4’’ 19’-4’’ 8’-0’’ 18’-9 1/2’’ 18’-7’’ 8’-0’’ 5 1/2”
4000 8’-0’’ 10’-8’’ 10’-11’’ 6’-4’’ 10’-0’’ 6’-0’’ 9’-5 1/2’’ 9’-3’’ 6’-0’’ 5 1/2” 8000 10’-0’’ 23’-0’’ 23’-3’’ 8’-4’’ 22’-4’’ 8’-0’’ 21’-9 1/2’’ 21’-7’’ 8’-0’’ 5 1/2”
6000 8’-0’’ 12’-8’’ 12’-11’’ 6’-4’’ 12’-0’’ 6’-0’’ 11’-5 1/2’’ 11’-3’’ 6’-0’’ 5 1/2” 10000 12’-0’’ 26’-0’’ 26’-3’’ 10’-4’’ 25’-4’’ 10’-0’’ 24’-9 1/2’’ 24’-7’’ 10’-0’’ 5 1/2”
6000 8’-0’’ 14’-8’’ 14’-11’’ 6’-4’’ 14’-0’’ 6’-0’’ 13’-5 1/2’’ 13’-3’’ 6’-0’’ 5 1/2”
8000 10’-0’’ 12’-8’’ 12’-11’’ 8’-4’’ 12’-0’’ 8’-0’’ 11’-5 1/2’’ 11’-3’’ 8’-0’’ 5 1/2” Hoistway Outside Platform Inside Cab Opening
8000 10’-0’’ 14’-8’’ 14’-11’’ 8’-4’’ 14’-0’’ 8’-0’’ 13’-5 1/2’’ 13’-3’’ 8’-0’’ 5 1/2” Class C Depth Depth Depth Depth
Width Wall
Loading Width to
10000 10’-0’’ 16’-8’’ 16’-11’’ 8’-4’’ 16’-0’’ 8’-0’’ 15’-5 1/2’’ 15’-3’’ 8’-0’’ 5 1/2” Width Depth Width
Front Only Front & Rear Front Only Front & Rear Plat.
10000 12’-0’’ 14’-8’’ 14’-11’’ 10’-4’’ 14’-0’’ 10’-0’’ 13’-5 1/2’’ 13’-3’’ 10’-0’’ 5 1/2” Capacity A B B C D E F G H
12000 12’-0’’ 16’-8’’ 16’-11’’ 10’-4’’ 16’-0’’ 10’-0’’ 15’-5 1/2’’ 15’-3’’ 10’-0’’ 5 1/2” 6000 8’-0’’ 12’-8’’ 12’-11’’ 6’-4’’ 12’-0’’ 6’-0’’ 11’-5 1/2’’ 11’-3’’ 6’-0’’ 5 1/2”
12000 14’-0’’ 16’-8’’ 16’-11’’ 12’-4’’ 16’-0’’ 12’-0’’ 15’-5 1/2’’ 15’-3’’ 12’-0’’ 5 1/2” 6000 8’-0’’ 14’-8’’ 14’-11’’ 6’-4’’ 14’-0’’ 6’-0’’ 13’-5 1/2’’ 13’-3’’ 6’-0’’ 5 1/2”
8000 10’-0’’ 12’-8’’ 12’-11’’ 8’-4’’ 12’-0’’ 8’-0’’ 11’-5 1/2’’ 11’-3’’ 8’-0’’ 5 1/2”
8000 10’-0’’ 14’-8’’ 14’-11’’ 8’-4’’ 14’-0’’ 8’-0’’ 13’-5 1/2’’ 13’-3’’ 8’-0’’ 5 1/2”
Notes: Other platform sizes, capacities, and travels available (consult factory). 10000 10’-0’’ 16’-8’’ 16’-11’’ 8’-4’’ 16’-0’’ 8’-0’’ 15’-5 1/2’’ 15’-3’’ 8’-0’’ 5 1/2”
Dimensions are based on regular bi-parting hoistway doors w/ power operated single section cab gates, 10000 12’-0’’ 14’-8’’ 14’-11’’ 10’-4’’ 14’-0’’ 10’-0’’ 13’-5 1/2’’ 13’-3’’ 10’-0’’ 5 1/2”
70’-0” of travel, & car speed of 100 FPM or less.
12000 12’-0’’ 16’-8’’ 16’-11’’ 10’-4’’ 16’-0’’ 10’-0’’ 15’-5 1/2’’ 15’-3’’ 10’-0’’ 5 1/2”
Double Section Gate: Inside cab depth will be 2” less with front only and 4” less with front and rear.
12000 14’-0’’ 16’-8’’ 16’-11’’ 12’-4’’ 16’-0’’ 12’-0’’ 15’-5 1/2’’ 15’-3’’ 12’-0’’ 5 1/2”
Sizes shown are for basic freight dimensions. Please verify that your freight will fit in the dimensions shown.
All dimensions are subject to change without notice. Confirm with factory. Electronic drawings can be found at www.cemcolift.com
Additional hoistway width or notching of hoistway may be required per code to accommodate pit ladder.

15 Freight - In-Ground
 FREIGHT - DUAL HOLELESS

ASME A17.1 Freight Loading

Class & Minimum Rating
Class A

General Freight Loading - 50 Lbs Per Sq. Ft. No

item weighs more than 1/4 of rated capacity.
Class B

Motor Vehicle Loading - 30 Lbs Per Sq. Ft.

Class C1

Industrial Truck Loading - 50 Lbs Per Sq. Ft.

Truck carried with load.
Class C2

Industrial Truck Loading - 50 Lbs Per Sq.

Ft. Truck NOT carried with load and load on
platform does not exceed 150% of rated load
during load/unload.
Class C3

Sectional Dimensions
Cab & Door Height Pit Depth Overhead
K K
I J
Concentrated Loading - 50 Lbs Per Sq. Ft. No Single Section Double Section
truck used and load exceeds 1/4 of rated 7’-0” 4’-0” 13’-4” 11’-3”
capacity. 8’-0” 4’-6” 14’-4” 12’-11”
9’-0” 5’-0” 15’-4” 14’-5”
10’-0” 5’-6” 16’-4” 15’-11”

Hoistway Outside Platform Inside Cab Opening Hoistway Outside Platform Inside Cab Opening
Class A Class B
Depth Depth Depth Depth Depth Depth Depth Depth
Width Wall to
Width Wall
Loading Width to Loading Width Width Depth Width
Width Depth Width Plat.
Front Only Front & Rear Front Only Front & Rear Plat. Front Only Front & Rear Front Only Front & Rear
Capacity A B B C D E F G H Capacity A B B C D E F G H
4000 8’-1’’ 8’-8’’ 8’-11’’ 6’-4’’ 8’-0’’ 6’-0’’ 7’-5 1/2’’ 7’-3’’ 6’-0’’ 5 1/2” 6000 10’-3’’ 20’-0’’ 20’-3’’ 8’-4’’ 19’-4’’ 8’-0’’ 18’-9 1/2’’ 18’-7’’ 8’-0’’ 5 1/2”
4000 8’-1’’ 10’-8’’ 10’-11’’ 6’-4’’ 10’-0’’ 6’-0’’ 9’-5 1/2’’ 9’-3’’ 6’-0’’ 5 1/2” 8000 10’-6’’ 23’-0’’ 23’-3’’ 8’-4’’ 22’-4’’ 8’-0’’ 21’-9 1/2’’ 21’-7’’ 8’-0’’ 5 1/2”
6000 8’-3’’ 12’-8’’ 12’-11’’ 6’-4’’ 12’-0’’ 6’-0’’ 11’-5 1/2’’ 11’-3’’ 6’-0’’ 5 1/2” 10000 12’-7’’ 26’-0’’ 26’-3’’ 10’-4’’ 25’-4’’ 10’-0’’ 24’-9 1/2’’ 24’-7’’ 10’-0’’ 5 1/2”
6000 8’-3’’ 14’-8’’ 14’-11’’ 6’-4’’ 14’-0’’ 6’-0’’ 13’-5 1/2’’ 13’-3’’ 6’-0’’ 5 1/2”
8000 10’-6’’ 12’-8’’ 12’-11’’ 8’-4’’ 12’-0’’ 8’-0’’ 11’-5 1/2’’ 11’-3’’ 8’-0’’ 5 1/2” Hoistway Outside Platform Inside Cab Opening
Class C Depth Depth Depth Depth
8000 10’-6’’ 14’-8’’ 14’-11’’ 8’-4’’ 14’-0’’ 8’-0’’ 13’-5 1/2’’ 13’-3’’ 8’-0’’ 5 1/2”
Width Wall
Loading Width to
Width Depth Width
10000 10’-6’’ 16’-8’’ 16’-11’’ 8’-4’’ 16’-0’’ 8’-0’’ 15’-5 1/2’’ 15’-3’’ 8’-0’’ 5 1/2” Front Only Front & Rear Front Only Front & Rear Plat.
10000 12’-6’’ 14’-8’’ 14’-11’’ 10’-4’’ 14’-0’’ 10’-0’’ 13’-5 1/2’’ 13’-3’’ 10’-0’’ 5 1/2” Capacity A B B C D E F G H
12000 12’-6’’ 16’-8’’ 16’-11’’ 10’-4’’ 16’-0’’ 10’-0’’ 15’-5 1/2’’ 15’-3’’ 10’-0’’ 5 1/2” 6000 8’-3’’ 12’-8’’ 12’-11’’ 6’-4’’ 12’-0’’ 6’-0’’ 11’-5 1/2’’ 11’-3’’ 6’-0’’ 5 1/2”
12000 14’-7’’ 16’-8’’ 16’-11’’ 12’-4’’ 16’-0’’ 12’-0’’ 15’-5 1/2’’ 15’-3’’ 12’-0’’ 5 1/2” 6000 8’-3’’ 14’-8’’ 14’-11’’ 6’-4’’ 14’-0’’ 6’-0’’ 13’-5 1/2’’ 13’-3’’ 6’-0’’ 5 1/2”
8000 10’-6’’ 12’-8’’ 12’-11’’ 8’-4’’ 12’-0’’ 8’-0’’ 11’-5 1/2’’ 11’-3’’ 8’-0’’ 5 1/2”
Notes: Other platform sizes, capacities, and travels available (consult factory).
8000 10’-6’’ 14’-8’’ 14’-11’’ 8’-4’’ 14’-0’’ 8’-0’’ 13’-5 1/2’’ 13’-3’’ 8’-0’’ 5 1/2”
Dimensions are based on regular bi-parting hoistway doors w/ power operated single section cab gates,
10000 10’-6’’ 16’-8’’ 16’-11’’ 8’-4’’ 16’-0’’ 8’-0’’ 15’-5 1/2’’ 15’-3’’ 8’-0’’ 5 1/2”
12’-0” of travel, & car speed of 100 FPM or less.
10000 12’-7’’ 14’-8’’ 14’-11’’ 10’-4’’ 14’-0’’ 10’-0’’ 13’-5 1/2’’ 13’-3’’ 10’-0’’ 5 1/2”
Double Section Gate: Inside cab depth will be 2” less with front only and 4” less with front and rear.
Sizes shown are for basic freight dimensions. Please verify that your freight will fit in the dimensions shown.
All dimensions are subject to change without notice. Confirm with factory. Electronic drawings can be found at www.cemcolift.com
Additional hoistway width or notching of hoistway may be required per code to accommodate pit ladder.

Freight - Dual Holeless 16

 FREIGHT - DUAL ROPE

ASME A17.1 Freight Loading

Class & Minimum Rating
Class A

General Freight Loading - 50 Lbs Per Sq. Ft. No

item weighs more than 1/4 of rated capacity.
Class B

Motor Vehicle Loading - 30 Lbs Per Sq. Ft.

Class C1

Industrial Truck Loading - 50 Lbs Per Sq. Ft.

Truck carried with load.
Class C2

Industrial Truck Loading - 50 Lbs Per Sq.

Ft. Truck NOT carried with load and load on
platform does not exceed 150% of rated load
during load/unload.
Class C3

Concentrated Loading - 50 Lbs Per Sq. Ft. No Sectional Dimensions

truck used and load exceeds 1/4 of rated Cab & Door Height Pit Depth Overhead
capacity. K K
I J Single Section Double Section
7’-0” 4’-0” 13’-4” 11’-3”
8’-0” 4’-6” 14’-4” 12’-11”
9’-0” 5’-0” 15’-4” 14’-5”
10’-0” 5’-6” 16’-4” 15’-11”

Hoistway Outside Platform Inside Cab Opening

Class A Depth Depth Depth Depth
Width Wall
Loading Width to
Width Depth Width
Front Only Front & Rear Front Only Front & Rear Plat.
Capacity A B B C D E F G H
4000 8’-3’’ 8’-8’’ 8’-11’’ 6’-4’’ 8’-0’’ 6’-0’’ 7’-5 1/2’’ 7’-3’’ 6’-0’’ 5 1/2” Hoistway Outside Platform Inside Cab Opening
Class B
4000 8’-3’’ 10’-8’’ 10’-11’’ 6’-4’’ 10’-0’’ 6’-0’’ 9’-5 1/2’’ 9’-3’’ 6’-0’’ 5 1/2” Depth Depth Depth Depth
Loading Width Width Depth Width Width Wall to
6000 8’-7’’ 12’-8’’ 12’-11’’ 6’-4’’ 12’-0’’ 6’-0’’ 11’-5 1/2’’ 11’-3’’ 6’-0’’ 5 1/2” Front Only Front & Rear Front Only Front & Rear Plat.
6000 8’-6’’ 14’-8’’ 14’-11’’ 6’-4’’ 14’-0’’ 6’-0’’ 13’-5 1/2’’ 13’-3’’ 6’-0’’ 5 1/2” Capacity A B B C D E F G H
8000 10’-8’’ 12’-8’’ 12’-11’’ 8’-4’’ 12’-0’’ 8’-0’’ 11’-5 1/2’’ 11’-3’’ 8’-0’’ 5 1/2” 6000 10’-8’’ 20’-0’’ 20’-3’’ 8’-4’’ 19’-4’’ 8’-0’’ 18’-9 1/2’’ 18’-7’’ 8’-0’’ 5 1/2”
8000 10’-8’’ 14’-8’’ 14’-11’’ 8’-4’’ 14’-0’’ 8’-0’’ 13’-5 1/2’’ 13’-3’’ 8’-0’’ 5 1/2”
10000 10’-8’’ 16’-8’’ 16’-11’’ 8’-4’’ 16’-0’’ 8’-0’’ 15’-5 1/2’’ 15’-3’’ 8’-0’’ 5 1/2” Hoistway Outside Platform Inside Cab Opening
Class C Depth Depth Depth Depth
Width Wall
Loading Width to
Notes: Other platform sizes, capacities, and travels available (consult factory). Width Depth Width
Front Only Front & Rear Front Only Front & Rear Plat.
Dimensions are based on regular bi-parting hoistway doors w/ power operated single section cab gates, Capacity A B B C D E F G H
80’-0” of travel, & car speed of 125 FPM or less. 6000 8’-8’’ 12’-8’’ 12’-11’’ 6’-4’’ 12’-0’’ 6’-0’’ 11’-5 1/2’’ 11’-3’’ 6’-0’’ 5 1/2”
Double Section Gate: Inside cab depth will be 2” less with front only and 4” less with front and rear. 6000 8’-8’’ 14’-8’’ 14’-11’’ 6’-4’’ 14’-0’’ 6’-0’’ 13’-5 1/2’’ 13’-3’’ 6’-0’’ 5 1/2”
Sizes shown are for basic freight dimensions. Please verify that your freight will fit in the dimensions shown.
All dimensions are subject to change without notice. Confirm with factory.
Additional hoistway width or notching of hoistway may be required per code to accommodate pit ladder. Electronic drawings can be found at www.cemcolift.com

17 Freight - Dual Rope

 PASSENGER/SERVICE ISOMETRIC DRAWINGS

Each system has to pass a series of rugged tests before we ship them. Material will not ship until it meets our high quality
standards. Electronic drawings can be found at www.cemcolift.com

Standard In-Ground Standard Dual Holeless

Standard Dual Rope Standard Cantilever Rope

Passenger/Service Isometric Drawings 18

 PASSENGER/SERVICE MACHINE ROOM

• Suggested machine room size for passenger/

service elevators based on basic information
(see pages 9-14)

• Additional machine room equipment may

require a larger machine room

• Clearances may vary per state / city

requirements. Check your local codes.

• Minimum machine room height is 7’-0”.

Check your local codes.

• Consult factory for special arrangements

• Machine room is suggested to be adjacent at

the lowest landing, but can be located remote.
Remote machine rooms can affect equipment.

Power unit can be furnished with oil line outlet on

either right side or left side of the tank.

Minimum electrical clearance between live service-

able equipment and non-electrical equipment is
3’-6”. Clearance between opposing live serviceable
equipment is 4’-0”.

Do not install machine room door and frame

until pump unit(s) are installed. If this cannot be
achieved, the door opening must be large enough
to accommodate the overall power unit, including
any additional equipment mounted to the power
unit.
Fused disconnect switch and light switch are to be located
If and when a battery back-up is furnished, the on strike jamb side of machine room door.
main disconnect switch (by others) shall include
an auxiliary contact. This contact shall cause the Machine room temperature to be maintained between
battery back-up system to be disabled when the 60°F and 100°F. Relative humidity is not to exceed 95%
main disconnect switch is in open/off position. condensing.

Electronic drawings can be found at www.cemcolift.com

19 Passenger/Service Machine Room

 POWER UNITS

Quality shows in our products and your satisfied customers. From properly sized power units to sealed PVC cylinder
systems, agencies, institutions and owners prefer the Cemcolift quality designs.

Cemcolift’s Submersible Power Units

• Compact Design
• 100% Factory Tested
• Available up to 50 HP
• Multiple Sizes Available
• Unique Suspension
• Muffler/Silencer Included
• Isolation Pads Included
• Oil Dipstick Incl. w/ Optional Oil Level Gauge
• Junction Box Incl. w/ Optional Starter Mount
• 80 Starts per Hour Incl. (Optional 120 st/hr up to 40 HP)
• Optional Features:
Tank Heater
Oil Cooler
Pressure Switch

Cemcolift’s V-Belt Drive Power Units

• 100% Factory Tested
• Available up to 100 HP (480V)
• Multiple Sizes Available
• Muffler/Silencer Included
• Isolation Pads Included
• Tank Shut-Off Valve Included
• VA/GSA/Transit Designs Available
• Oil Dipstick Incl. w/ Optional Oil Level Gauge
• Junction Box Incl. w/ Optional Starter Mount
• 80 Starts per Hour Incl. (Optional 120 st/hr up to 75 HP)
• Optional Features:
Tank Heater
Oil Cooler (as shown mounted on unit)
Pressure Switch
Sound Insulation

Power Units 20
 POWER UNITS

When you have complex project requirements or specifications, rely on Cemcolift to provide true quality and perfor-
mance. It’s no wonder that more owners and consultants write Cemcolift products in their specifications.

Cemcolift’s V-Belt “Breakdown” Power Units

• Ideal for Modernization
• 100% Factory Tested
• Available up to 100 HP (480V)
• Multiple Sizes Available
• Muffler/Silencer Included
• Isolation Pads Included
• Tank Shut-Off Valve Included
• VA/GSA/Transit Designs Available
• Shipped Fully Assembled
• Oil Dipstick Incl. w/ Optional Oil Level Gauge
• Junction Box Incl. w/ Optional Starter Mount
• 80 Starts per Hour Incl. (Optional 120 st/hr
up to 75 HP)
• Optional Features:
Tank Heater/Oil Cooler
Pressure Switch
Sound Insulation

Cemcolift’s Conjoined Power Units

• 100% Factory Tested
• V-Belt Available up to 100 HP (480V) Per Tank
• Multiple Sizes Available
• Various Arrangements Available
• Mufflers/Silencers Included
• Isolation Pads Included
• Tank Shut-Off Valves Included
• VA/GSA/Transit Designs Available
• Oil Dipsticks Incl. w/ Optional Oil Level Gauges
• Junction Boxes Incl. w/ Optional Starter Mounts
• 80 Starts per Hour Incl. w/ Optional 120 st/hr
• Optional Features:
Tank Heaters/Oil Coolers
Pressure Switches
Sound Insulation
Submersible (Available Up to 50 HP)

21 Power Units
 COMPLETE JACK UNITS/PLUNGERS & CYLINDERS

In-ground Jack w/ PVC Cylinder Protection

& Evacuation System
Facilitates monitoring the space between the cylinder and PVC to
detect unwanted liquids.

Contact us today for an electronical version

of our specifications or visit us Online at
www.cemcolift.com
1-800-YO-CEMCO

In-Ground & Holeless Jacks

• Direct Acting
• Single Roped
• Dual Roped

Standard Features
• Multi-Piece Assemblies
Threaded Couplings
• AEC Coating (In-Ground)
• PVC (Sch. 40 std. & Sch. 80)
Piston Wrenches
Assembly tool for locking multiple section plungers and cylinders.
Custom Solutions
• Two Stage Telescopic
The right tool for the job. • Double Wall Cylinders
• Piston Only Manufacturing
• Cylinder Only Manufacturing
• Advanced Hoisting Methods
• PVC Water Stop Rings
• Threaded / Slip Fit PVC
• Double Bearing Cylinders

Complete Jack Units/Plungers & Cylinders 22

 IN ADDITION TO COMMERCIAL HYDRAULIC ELEVATORS,
CEMCOLIFT ALSO OFFERS:

DRY &
PLUNGERS &
MODERNIZATION SUBMERSIBLE
CYLINDERS
POWER UNITS

RESIDENTIAL TRACTION
PART SALES
ELEVATORS ELEVATORS

2801 Township Line Road

Hatfield, PA 19440
Phone 1.800.962.3626
Fax 215.703.0344
www.cemcolift.com • sales@cemcolift.com
©2008 Cemcolift Hydraulic Elevators
Vendor & Misc.
Information
Use this section
to store any cor-
respondence or
information for
your elevator
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Job Specific
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Specification
Sheet

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Job Specific
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Job Specific
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Final Layouts
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