Adjust

S.W.P. N-1.1.18.
0-2
Standard
Work
Process
Setup & Adjusting

Procedure
2.5T & 5T Machines
OVF 30 Drives
Date: July 23, 2007

This work and the information it contains (collectively referred to as ‘Work’) are the confidential property of the Otis Elevator Company (‘Otis’). This Work is delivered on the express condition that: it will be
used or reproduced by Otis employees exclusively for, or on behalf of, Otis; it will not be disclosed, reproduced, or distributed by or to others, in whole or in part, without the prior written consent of Otis:
and, it and any copies will be promptly returned to Otis upon demand or upon termination of employment.
Unpublished Work - © Copyright 2007, Otis Elevator Company

Standard Work Process N-1.1.18.0-2
NEB Field Support – (812) – 331 – 5603
NONDISCLOSURE WARNING
This work contains proprietary information and is the property of OTIS Elevator
Company. It is distributed only to those employees with a need to know the
information and may not be reproduced, disclosed, or distributed to any person outside the
employ of OTIS Elevator Company without written authorization from an officer thereof.
OTIS competitors, customers, former employees, retirees, members of the general public,
and consultants not bound by a written nondisclosure agreement are among those outside
the employ of OTIS. In the event that a person outside the employ of OTIS comes into
possession of this work, such employee or person should destroy the work or return it to
OTIS.
Any unauthorized reproduction, disclosure, or distribution of these copies by any person of
any portion of the work may be a breach of duty owed by such a person to OTIS Elevator
Company and could result in damages actionable at law.
PROHIBITION ON COPYING
Any unauthorized reproduction, disclosure, or distribution of copies by any person of any

portion of this work may be a violation of Copyright Law of the United States of
American and other countries, could result in the awarding of Statutory Damages of up to
$250,000 (17 USC 504) for infringement and may result in further civil and criminal
penalties. All rights reserved. Questions, suggestions, or comments should be sent to:
NEB Field Support

1331 South Curry Pike
Bloomington, Indiana 4740
NSAA S.W.P. N-1.1.18.0-2
STANDARD WORK PROCESS Date: 7/23/2007
NEB FIELD SUPPORT - (812) 331-5603 Page: 1 of 107
To: All Construction Superintendents

All Construction Field Associates (Supt. To Ensure Distribution)
RVPs, RGMs, RFOMs, RFEs, LMs, Safety, NAES, Field Support Staff
From: Corrie Archer – National Field Engineer – New Equipment
Product Type: GeN2 ANSI/CSA (NGGC)
Subject: ADJUSTING PROCEDURE FOR GeN2

[2.5T & 5T Machine with OVF 30 Drives]
Introduction: This document is written as a guide for the adjustment of the complete GeN2
ANSI/CSA system. The following sequence of instructions provides a
procedure for the adjuster to take the car from Manual Mode to high-speed
operation.
The information and testing information contained herein will aid in

completing the Field Test & Data Report.
Safety: Before performing any of the tasks described in this S.W.P. and in order
to maintain a SAFE WORK ENVIRONMENT, follow safety rules and
procedures as described in the “OTIS EMPLOYEE SAFETY
HANDBOOK” and any other applicable safety policies.
All jobsite work activity must be in full compliance with Otis World Wide
Jobsite Safety Standards (WWJSSS). When carrying out this
procedure particular consideration should be given to control of the
elevator, LOTO, hoisting and rigging, ensuring public safety (signs and
barriers), working in close proximity of unguarded rotating equipment
(sheaves) and the wearing of appropriate PPE (hand gloves, etc.). It is
required that the mechanic(s) carrying out the repair complete the
appropriate JHA for the task at hand to familiarize themselves with the
work environment. If you are unsure of the WWJSSS standards in
regard to the work task at hand, immediately stop work and refer to
your Supervisor.
Notes: This Standard Work Process article is for use with wiring diagram
ADB21310AB and later versions. Do not use with any earlier wiring
diagram versions, as wiring terminations, hardware, relay information
and software setup may be incompatible.
It is important to read and understand this S.W.P. prior to the

adjustment of the elevator. Failure to do so may result in damage to the
equipment or persons involved in setup and testing.
This work and the information it contains (collectively referred to as ‘Work’) are the confidential property of the Otis Elevator Company (‘Otis’). This Work is delivered on the express
condition that: it will be used or reproduced by Otis employees exclusively for, or on behalf of, Otis; it will not be disclosed, reproduced, or distributed by or to others, in whole or in part,
without the prior written consent of Otis: and, it and any copies will be promptly returned to Otis upon demand or upon termination of employment.

NSAA S.W.P. N-1.1.18.0-2
Page: 2 of 107
Revision History:
Revision
Date Revision Description
Author
Previous revision history removed to separate file. C. Archer
7/31/2006 Changes to software versions on p. 5. Added safety slide information on p. 10. Removed reference to terminals C. Archer
C102 & C103 on p. 55. Removed reference to older wiring diagram versions and procedures on p. 55. Removed
reference to controller terminals C102 & C103 on p. 85. Added G14 version of 5T brake and note describing
difference between G11 & G14 brake on page 24. Added NRZ fault note on page 20. Changed Inertia
Adjustment procedure requirement in Appendix F on page 102. Added new SOS arrangement on page 11.
Added automatic load weighing description on page 52. Added Relative Car Position Test on page 104.
8/24/2006 Added number of pages to header information C. Archer
9/202006 Added instruction to tie down safety rods during buffer tests on p. 82. C. Archer
10/20/2006 Added information on page 5 for AAA30288AAI DBSS software. Added caution note on page 47 to not use MRO C. Archer
until all steps up to and including Section 15 are completed. Added updated GeN2 Trapped Passenger TIP to
document.
3/13/2007 Corrected SP & SC switch settings on page 34. C. Archer
6/8/2007 Updated software version numbers on page 5. Removed “new” SOS switch arrangement on page 11 and C. Archer
reverted to existing arrangement. Updated 5T brake part numbers on page 24.
7/23/2007 Added instruction to jump C-102 to C-103 to Emergency Brake Test Confirmation Test. This had been C. Archer
inadvertently omitted in a previous version
WARNING: The use and ownership of this work is defined in the legend upon the front page hereof.
NSAA S.W.P. N-1.1.18.0-2
Page: 3 of 107
CONTENTS
STANDARD COMPONENTS .............................................................................................................5

OVERVIEW.........................................................................................................................................6
SECTION 1 .........................................................................................................................................8
Pit Work / Equipment.................................................................................................................................. 9
Hoistway Work / Equipment ..................................................................................................................... 12
A. Check / Adjust Coated Steel Belt (CSB) Equalization. ........................................................................ 12
B. Car Static Balance. .............................................................................................................................. 14
C. Setting the Counterweight Overbalance. ............................................................................................. 16
D. Installing the Door Zone Vanes ........................................................................................................... 18
E. Setting the NTT, NTB, ETP Vanes and Final Limit Switches .............................................................. 21
Vane Setting Table – GeN2 ANSI/CSA ................................................................................................ 22
Formulae & Metric Conversions:........................................................................................................... 22
SECTION 2 .......................................................................................................................................23
GeN2 ANSI/CSA Machine Brake ............................................................................................................. 23
SECTION 3 .......................................................................................................................................25
A. Final Checks Before Transferring From Manual Mode to MCSS Control............................................ 25
B. Motor, Encoder (PVT), MCSS Phasing and Direction Conventions .................................................... 25
SECTION 4 .......................................................................................................................................26
A. Transfer From Manual To Normal Mode.............................................................................................. 26
“Worldwide Factory Wire Color Standard” Chart .................................................................................. 28
B. Power Supply Voltage Confirmation .................................................................................................... 29
C. Control Circuit Voltage Confirmation ................................................................................................... 30
D. Circuit Board Input Voltage Confirmation ............................................................................................ 31
SECTION 5 .......................................................................................................................................32
A. Motion Logic Board Preparation .......................................................................................................... 32
B. Motion Logic Board ANSI Speed Check Setting.................................................................................. 34
C. Motion Logic Board Power Up ............................................................................................................. 35
D. Motion Logic Board Input Circuit Checkout ......................................................................................... 36
SECTION 6 .......................................................................................................................................38
DBSS Power Up ....................................................................................................................................... 38
SECTION 7 .......................................................................................................................................39
A. Inspection Mode Start Up (MCSS Control) .......................................................................................... 39
B. Top Of Car Inspection .......................................................................................................................... 41
C. Position Transducer Device (PTD) Checkout ...................................................................................... 42
SECTION 8 .......................................................................................................................................43
A. AT400 Door Operator Start Up Instructions......................................................................................... 43
B. i-Motion II Door Operator Start Up Instructions ................................................................................... 45
C. Door Protection Device / Hoistway Completion ................................................................................... 46
SECTION 9 .......................................................................................................................................47
Service Panel Board (SPB) Start Up Instructions .................................................................................... 47
SECTION 10 .....................................................................................................................................49
Brake Static Capacity Confirmation.......................................................................................................... 49
A. Load Weighing Calibration ................................................................................................................... 49
B: Machine Brake Capacity Confirmation................................................................................................. 53
C: Emergency Brake Capacity Confirmation............................................................................................ 55
NSAA S.W.P. N-1.1.18.0-2
Page: 4 of 107
SECTION 11 .....................................................................................................................................56
Hoistway Learn Run.................................................................................................................................. 56
SECTION 12 .....................................................................................................................................58
A. Full Speed Operation............................................................................................................................ 58
B. Adjusting the “Dynamic Offset” – Extended Duty Load Weighing........................................................ 60
C. ANSI Speed Check Circuit Confirmation.............................................................................................. 61
D: Final Counterweight Overbalance Confirmation .................................................................................. 63
E: Inspection Direction Limit Confirmation ................................................................................................ 65
F: Remote Governor Trip & Reset Confirmation....................................................................................... 67
SECTION 13 .....................................................................................................................................69
Acceptance Tests...................................................................................................................................... 69
A. Power Opening of Doors – 8.10.2.2.1 (j).............................................................................................. 69
A1. Door can open only if elevator is in leveling zone .............................................................................. 69
A2. Leveling zone extends not more than 75mm (3 in.) from landing ...................................................... 70
A3. SC speed is set below 0.75 m/sec (150 fpm)..................................................................................... 70
A4. Elevator senses SC fault when set above threshold .......................................................................... 70
A5. Door can open only if elevator speed is below SC speed .................................................................. 71
Safety Function Tests ............................................................................................................................... 71
B. Selecting a Safety Function Test.......................................................................................................... 71
C. NTSD Test............................................................................................................................................ 72
C1. Dynamic Test...................................................................................................................................... 72
C2. Static Test:.......................................................................................................................................... 73
D. ETSD Test ............................................................................................................................................ 74
E. Overload Test (capacity) ...................................................................................................................... 75
F. Tripping Speed of Governor using Tachometer ................................................................................... 75
G. Overspeed Tests .................................................................................................................................. 76
G.2 Counterweight Safety Test................................................................................................................. 79
H. Traction Test......................................................................................................................................... 81
I. Buffer Test.............................................................................................................................................. 82
J. Unintended Car Movement Protection .................................................................................................. 84
K. Ascending Car Overspeed Protection .................................................................................................. 85
SECTION 14 .....................................................................................................................................88
Operational Control Start Up..................................................................................................................... 88
SECTION 15 .....................................................................................................................................90
A. Service Panel Board Operation ............................................................................................................ 90
B. Manual Rescue Operation.................................................................................................................... 90
SECTION 16 .....................................................................................................................................93
Earthquake Operation (Seismic Risk Zone 2 or Greater) ......................................................................... 93
Implementation.......................................................................................................................................... 93
SECTION 17 .....................................................................................................................................96
Final Adjustments...................................................................................................................................... 96
A: Leveling Motion Performance............................................................................................................... 96
B. Leveling Accuracy................................................................................................................................. 97
C: Start Of Motion Performance................................................................................................................ 97
D: Flight Time.......................................................................................................................................... 101
E: Ride Quality ........................................................................................................................................ 102
F: Inertia Adjustment (Self Commissioning Test) ................................................................................... 102
G: Relative Car Position (CSB Traction Test)......................................................................................... 104
H: Operational Features.......................................................................................................................... 104
I: Installation Completion......................................................................................................................... 105
NSAA S.W.P. N-1.1.18.0-2
Page: 5 of 107
Attachment 1 – S.W.P. N-1.1.18.0-2

T.I.P. 0.1.5-46 – GeN2 Entrapped Passenger Removal Process
APPENDIX 1
OCSS (Ring Car Board II)……………………………………...Refer To Document S.W.P. N-1.1.18.0-2 A1
APPENDIX 2
MCSS (Motion Logic Board III)……………………..……….…Refer To Document S.W.P. N-1.1.18.0-2 A2
APPENDIX 3
DBSS (OVF-30)…………………………………………..…….. Refer To Document S.W.P. N-1.1.18.0-2 A3
APPENDIX 4
SPB (Service Panel Board) …...………………………..…….. Refer To Document S.W.P. N-1.1.18.0-2 A4
STANDARD COMPONENTS
OCSS – Ring Car Board II
Otis P/N: GHA21270A3
Software Version: AP230005AAM
MCSS – Motion Logic Board III (MLB III)

Otis P/N:
CPU Board AAA26800QM
MLB III I/O Board ABA26800AJV
Software Version: AP430396BAC
DCSS – AT400
Otis P/N: AAA24350BK__
Software Version: cpuC_V14
ATYY0331
– i-Motion II
Otis P/N: ABA26800AED
Software Version: AAA30721AAA
DBSS – OVF-30 Drive

90A Otis P/N: ACA21290BJ2
120A Otis P/N: ACA21290BA2
210A Otis P/N: ACA21290BM1
Software Version: AAA30288AAI (U6 - VA Board)
AAA30289AAG (U11 – AAA, ABA, ACA26800VB Board)
or
AAA30923AAC (U11 – ADA26800VB Board
SPB – Service Panel Board (SPB-ANSI/CSA)

Otis P/N: GAA26800KS
Software Version: GAA30760BAB
NSAA S.W.P. N-1.1.18.0-2
Page: 6 of 107
OVERVIEW
This document describes the procedure to transition the GeN2 ANSI/CSA elevator system from
Manual (Construction) Mode operation to Normal (MCSS) operation and subsequently, to complete
all system adjustments and tests required for final handover.
GeN2 ANSI/CSA is a machine-room-less system that uses proven Modular Control System
technology. The “NGGC” controller for GeN2 is designed for installation in a control space or control
room adjacent to, or remote from, the elevator hoistway.
The elevator system will be adjusted using an adaptation of existing methodology designed to
accommodate the mechanical layout of the machine-room-less system components. Some of the
features concerning the GeN2 ANSI/CSA system and the Adjustment strategy are listed as follows.
• In order to commence the adjustment procedure, it is expected that the elevator system be
under Manual (Construction) Mode operation, with all installation processes completed
according to the GeN2 Installation Manual.
• Sections 1 through 3 of this document present a guide to ensure that the mechanical and
electrical components of the system have been completed according to the GeN2
Installation Manual. These items will be completed with the elevator continuing under
Manual (Construction) Mode operation.
• As a result of the mechanical layout of the machine-room-less GeN2 system, there are
some notable changes in the control system and adjustment processes, as follows.
• Counterweight overbalance adjustment will be confirmed using a procedure to
evaluate the motor running currents.
• Remote electrical trip and reset devices are provided for checking governor and
safety activation. Operation of these devices will be confirmed as part of the
adjustment procedure.
• Elevator system motion and status display capability is provided on the controller
through the Service Panel Board.
• Ride quality and motion performance will be evaluated from within the elevator car,
following completion of all safety testing and operational control start-up.
• The GeN2 Machine brake includes two independent braking systems within the same
housing. The procedure to confirm the brake static capacity at 125% load involves an
individual test for each of the independent systems.
• An independent Manual Rescue Operation system is provided as part of the “NGGC”
controller. Manual Rescue Operation is implemented through the Service Panel Board and
associated battery backed components. Operation of this system will be confirmed as part of
the adjustment procedure.
The GeN2 ANSI/CSA product range is classified into two distinct categories, based upon elevator
duty and rise. The first category, known as “Limited Duties”, utilizes the 2.5T machine and covers
the 955 – 1134 kg (2100 – 2500 lb) duties to a maximum rise of 60 m (197 ft). The second
NSAA S.W.P. N-1.1.18.0-2
Page: 7 of 107
category, known as “Extended Duties”, utilizes the 5T machine and covers the 1134 kg – 2268 kg
(2500 – 5000 lb) duties to a maximum rise of 92 m (302 ft).
The two categories of GeN2 equipment have many common components; however there are some
major differences in the main mechanical structures of the two systems.
Where applicable within this document, instructions specific to “Limited Duty” or “Extended Duty”
equipment or components are provided. It is important to note the differences in equipment and to
refer to the appropriate instruction set.
Note: The following diagrams illustrate the different structures of the “Limited Duty” and “Extended
Duty” car frames.
GeN2 “Limited Duty” Car Frame.

(SS Arrangement Shown)
GeN2 “Extended Duty” Car Frame.

(C/O, Rear Cwt. Arrangement Shown)
NSAA S.W.P. N-1.1.18.0-2
Page: 8 of 107
SECTION 1
The following section presents a guide to introduce the GeN2 ANSI/CSA elevator mechanical
components and to ensure that the equipment is adequately prepared for commencement of the
Normal Mode start up procedure.
Prior to commencing Normal Mode Start Up, it is expected that the installation procedures for the
following mechanical systems have been totally completed.
• Machine, machine structure and Coated Steel Belts (CSB’s).
• Governor and governor rope system.
• Car frame and safety gear.
• Counterweight.
• Buffers and pit equipment.
• Car enclosure, door operator, car and hoistway doors.
The final electrical installation and connections between the controller, machine, hoistway safety
circuits, car mounted devices and door interlock circuits must also be completed according to the
GeN2 Installation Manual prior to commencement of this procedure.
WARNING!
Hazardous voltages, which are capable of causing injury or death, exist inside the controller
cabinet!
To prevent personal injury or damage to components, isolate all electrical power including
any battery back-up devices prior to working on the controller.
Follow all WWJSSS requirements and locally established procedures for safe Lockout,
Tagout / Test & Verify when operating the Main Line Disconnect switch.
Use caution when working adjacent to the controller with the power ON.
NSAA S.W.P. N-1.1.18.0-2
Page: 9 of 107
Pit Work / Equipment
Perform the following tasks to ensure the correct installation and final adjustment of the elevator
equipment that is accessible from the bottom of the hoistway.
1. Where oil buffers are provided, ensure that both the car and counterweight buffers are filled with
the correct quantity of Otis Oil #10.
2. Where gas assisted spring return oil buffers are provided, ensure that buffer switches are
installed and wired. Confirm that the switch contacts open when the buffer is compressed to
12.5 mm (1/2") or more.
3. Confirm that the car and counterweight run-by clearances comply with the values specified on
the contract layout diagrams.
4. Confirm that the correct running clearances are available through the complete travel of the car
or counterweight, including the full stroke of the provided buffers.
5. Confirm the alignment of the roller guide and safety housing to the guide rail on each side of the
car frame. The safety to guide rail clearance was set to 2mm (5/64") on each side, using
alignment shims during the car frame installation process. Confirm that the clearance from the
safety housing to the guide rail is no less than 1.5 mm (1/16"), as indicated in the diagram
below.
Safety Clearance (A9672D Type Shown, Clearance Typical For 9672E Type)
Safety to Guide
Rail Clearance
Guide Rail
Blade
NSAA S.W.P. N-1.1.18.0-2
Page: 10 of 107
6. Check and clean the car safeties.

7. Dowel the roller guide assemblies to prevent any movement when the safeties are applied.
a) GeN2 Limited Duties
• Manually raise the safety linkage and confirm that the moveable safety rollers contact
the rail simultaneously on both sides of the car frame.
• Check and adjust the safety-operated switch (SOS) so that the switch contacts open
BEFORE the safety rollers make contact with the guide rail. Manually raise the safety
linkage to confirm switch.
NOTE: If counterweight safeties are present, perform the same checks and adjustments as
for the car safeties. This work can be done from the pit or from the car top.
Safety Slide Information for 9672 Type Safeties

Type E Safeties are dual block arrangement
Type D Safeties are single block arrangement
When 9672E safeties are used, the actual stopping distance is calculated by subtracting 148.5
mm. from the actual slide distance. This is due to the geometry of this safety with 2 knurled
rollers located 148.5 mm vertically from each other. If the 9672D safeties are used, the mark on
the rail is identical to the stopping distance because this safety used only 1 knurled roller.
NSAA S.W.P. N-1.1.18.0-2
Page: 11 of 107
GeN2 Extended Duties

• Confirm that the crosshead safety linkage release spring is set to length according to the
table shown below:
Rise Length of safety linkage spring (X) as shown below
<30 m 405 mm
30 – 50 m 393 mm
50 – 70 m 381 mm
70 – 80 m 370 mm
80 – 92 m 364 mm
• Confirm that the safety lift rods are set so that the safety rollers are just resting upon the
bottom of the safety housing and the lift rod springs are set to 45 mm.
• Manually raise the safety linkage and confirm that the moveable safety rollers contact
the rail simultaneously on both sides of the car frame.
• Check and adjust the safety-operated switch (SOS) so that the switch contacts open
BEFORE the safety rollers make contact with the guide rail. Manually raise the safety
linkage to confirm switch.
X
See
Table
Above
NSAA S.W.P. N-1.1.18.0-2
Page: 12 of 107
8. Check and adjust the bottom final limit switch (BLS) so that the switch contacts open when the
car sill is 127mm (5") below the bottom landing.
9. Confirm that the pit emergency stop switch / switches (PES) and governor tension contact
(GTC), are correctly installed. The correct Governor Tension Sheave Contact setting for the
plastic core rope is shown in the picture below:
Note that the switch arm

is just above the lower
pin with the tension
frame horizontal.
Hoistway Work / Equipment
Perform the following tasks to ensure the correct installation and final adjustment of the elevator
equipment that is accessible from the elevator cab.
A. Check / Adjust Coated Steel Belt (CSB) Equalization.

Equalization of the Coated Steel Belt (CSB) tension is achieved by ensuring that the belt hitch
springs are equal length for each belt. When tensioning the belts, ensure that the car is run for two
to three floors to allow belt tensions to equalize after making adjustments to the spring length.
CSB Terminations
NSAA S.W.P. N-1.1.18.0-2
Page: 13 of 107
Equalize Spring
Length
Check for damage to the plastic termination washers after any buffer or safety test. If damage has
occurred to any of the washers they must be replaced. New ones can be ordered from OSC. (Otis
P/N TAA131AP1)
NSAA S.W.P. N-1.1.18.0-2
Page: 14 of 107
B. Car Static Balance.

a) GeN2 Limited Duties
The GeN2 ANSI/CSA “Limited Duty” mechanical equipment has been designed to ensure that the
car will be balanced to within the required tolerance without additional static balance weights.
Consequently, the car frame has no provision for static balance weights and the requirement for
field adjustment has been eliminated.
To ensure that the designed car balance is achieved, the hitch points of the traveling cable and
compensation chain (where used) must be positioned as indicated on the contract layout diagram.
In order to achieve ride quality targets however, the car frame must not be racked or twisted.
Inspect pressure on the roller guides to ensure that there is no evidence of car frame twist or
racking.
Note: If there is evidence that the car frame is racked or twisted, the frame must be
straightened and the roller guide pressure equalized, before continuing this procedure.
b) GeN2 Extended Duties

The GeN2 ANSI/CSA “Extended Duty” mechanical equipment has been designed to ensure that the
car will be balanced to within the required tolerance, however static balance weight provisions will
be utilized to achieve the required condition.
To ensure that the designed car balance is achieved, the hitch points of the traveling cable,
compensation chains (where used) and specified quantity of static balance weights must be
positioned as indicated on the contract layout diagram.
Refer to the following procedure to check the static balance and confirm that the car frame is not
racked or twisted.
1. Inspect and confirm the location of the hitch points of the traveling cable, the compensating
chains and the specified quantity of static balance weights as indicated on the contract layout
diagram.
2. Place 30% of the duty load in the elevator, evenly distributed on the platform. Where possible,
place the test weights in a diagonal “cross” pattern.
3. Position the elevator as close as possible to the mid hoistway position, while allowing access to
car top from the closest landing. Ensure that any additional static balance weights are available
at this landing.
4. Mark the location of the top roller guide assemblies on the crosshead to facilitate precise
replacement following completion of the check procedure.
5. Establish reference marks for car side – side, front – back position.
• Apply masking tape to the hoistway sill and mark a line from a convenient component on the
front of the car for use as a side – side reference.
• Measure from the edge of the hoistway sill to the chosen component to establish a front –
back reference.
6. Remove the roller guide assemblies from the crosshead, so that the car floats free.
NSAA S.W.P. N-1.1.18.0-2
Page: 15 of 107
7. Using the reference marks established in Item 5., above, ensure that the car floats back to the
center position when deflected off center. If the static balance is acceptable, this procedure is
complete, otherwise continue with Item 8.
8. Where errors in the balance are evident, based upon the position and quantity of static balance
weights determined in Item 1 above, establish the corrective action required, as follows:
• Place additional static balance weights on the platform above where the weight channels are
located, until the desired balance is achieved.
… OR …
• Remove all existing static balance weights. Perform complete static balance adjustment by
placing static balance weights on the platform above where the weight channels are located,
until the desired balance is achieved.
9. Replace the top roller guide assemblies and confirm the car frame twist.
• Install a roller guide assembly on one side of the crosshead, precisely in the original location
marked.
• Place the remaining roller guide assembly onto the crosshead on the other side of the car
and engage rollers with the guide rail.
• Without influencing the car balance, confirm that the guide is positioned according to the
original location marked. This will confirm that the car frame is not twisted or racked. Where
car frame twist is evident, align the car frame and roller guide locations before continuing
this procedure.
• Tighten roller guide assemblies and pin to the crosshead where required.
10. Run the elevator to the bottom landing. Note the position and quantity of static balance weights
and remove from the platform. Position the car to allow easy access to the static balance weight
channel.
11. Install the balance weights into the weight channel according to the quantity and locations
required and then fasten all weights using the setscrew provided.
Car balance weights shown hanging

under car platform.
Setscrews
NSAA S.W.P. N-1.1.18.0-2
Page: 16 of 107
C. Setting the Counterweight Overbalance.

Due to the mechanical characteristics and location of the machine in the GeN2 system, the
counterweight overbalance shall be determined by monitoring the motor current with the car
running. Correct counterweight overbalance setup is the single most important procedure in GeN2
adjustment. Failure to do this correctly will result in traction loss, excessive load weighing rollback or
sag and poor overall performance.
WARNING !
This procedure requires an assistant to run the elevator using the Temporary Run Station
from a position outside of the hoistway.
Ensure that an effective communication means is established with the assistant prior to
commencing this procedure.
Ensure that effective barricades are placed in front of the landing entrance prior to
commencing this procedure.
1. Ensure that the mechanical installation of the elevator car is completed, including cab interior
and toe-guard.
2. Obtain the specified overbalance percentage from the contract layout diagram. The standard
overbalance setting for the GeN2 ANSI/CSA system is 47.5%.
3. Place balanced load in the car. Refer to the table below for balance load values.
Load on platform at 47.5% overbalance

Duty Load – kg (lbs.) Balanced Load – kg (lbs.)
Limited Duty 953 (2100) 453 (998)
Limited / Extended Duty 1134 (2500) 539 (1188)
Extended Duty 1360 (3000) 646 (1421)
Extended Duty 1588 (3500) 754 (1659)
Extended Duty 1814 (4000) 862 (1896)
Extended Duty 2041 (4500) 969 (2133)
Extended Duty 2268 (5000) 1077 (2370)
4. Connect a Service Tool to the DBSS. Select sequence M-4-1-3-1 and press GO-ON to find the
motor current display “Mtr i RMS”.
5. Instruct the assistant to position the elevator as close as possible to the mid hoistway position,
while allowing access to car top from the closest landing.
6. Instruct the assistant to place a sufficient length of the temporary run station cable out onto the
landing.
7. Instruct the assistant to establish a safe position behind the barricade and run the car towards
the counterweight a sufficient distance to allow stable motor running current to be displayed on
the Service Tool.
NSAA S.W.P. N-1.1.18.0-2
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8. Instruct the assistant to run the car away from the counterweight a sufficient distance to allow
stable motor running current to be displayed on the Service Tool.
9. Compare the average motor running currents up and down. If required, instruct the assistant to
adjust the weight inside the cab and repeat the above steps until the readings are approximately
equal.
Note: Refer to the following table for typical balanced load motor running currents.
Mtr i RMS – Motor Running Current At Balanced Load (Typical)

Load In Elevator -> Balanced Balanced Less 23 kg (50 lb)
UP DOWN UP DOWN
2.5T Machine 1.4 A 1.3 A 0.7 A 2.0 A
5TA Machine 2.3 A 2.0 A 1.1 A 3.2 A
5TB Machine 2.2 A 2.1 A 1.2 A 3.1 A
5TC Machine 4.1 A 4.0 A 3.5 A 4.5 A
5TD Machine 4.3 A 4.2 A 3.7 A 4.8 A
10. Determine the amount of weight added or removed from the cab to achieve equal currents, then
add or remove the same amount of weight to/from the counterweight frame.
11. As a final confirmation of the overbalance setting, move the car to the mid hoistway position and
follow the procedure described below.
a) Turn OFF (press) the Emergency Stop Button on the Temporary Run Station.
b) Have the assistant place the temporary run station and cable back onto the car top.
c) Instruct the assistant to establish a safe position outside the hoistway, behind the barricade.
Confirm that all personnel have exited the hoistway. Ensure that access to the hoistway is
restricted during the balance testing procedure.
WARNING !
Be Prepared For Unexpected Movement. Be Prepared To Drop The Brakes Immediately If
Excessive Motion Is Observed.
d) Instruct the assistant to be prepared to sound an alert if excessive car movement is
detected.
e) Place the CIS jumper located on the Maintenance Safety Panel in the J7 (bottom) position.
f) Energize both brakes by rotating the BRB2 keyswitch, located below the SPB, clockwise.
g) Observe for machine movement by monitoring the “PVT UP” and “PVT DWN” LED’s on the
DBSS Processor board.
h) If the overbalance setting is correct, no motion will be observed when the brakes are lifted.
In case the car moves, release the BRB2 keyswitch immediately. Check the balance
settings by returning to Item 4 above and repeating the balance procedure.
12. Restore the CIS jumper to the J1 position.
13. Ensure that the filler weights are tied down and secured into the counterweight frame. In seismic
zone areas, also ensure the through rods are installed.
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D. Installing the Door Zone Vanes

Once the cab is finished, installation of the vanes can be started.
In order to have consistent floor stopping accuracy, the door zone vanes must be installed and set
with care and precision. The Position Transducer Device (PTD) contains seven identical sensors as
follows.
DZ1 (LU), DZ2 (LD) and DZ (DZ) - door zone

information.
NTT top sensor - (NTSD Function).
NTB bottom sensor - (NTSD Function).
ETP1 & ETP2 sensors - (ETSD Function).
Since the PTD mounts off the car's crosshead, all members of the car frame must be plumb and
square before proceeding with installation of the PTD. Ensure that the roller guides have been set
to position the car frame central to the rails and any car frame twist has been corrected as
described previously. Due to the length of the PTD bracket, additional bracing may be required to
stiffen the bracket arrangement.
The following is the recommended method of installation:
1. The vanes are mounted on a bracket attached to the main rail. Refer to the erection drawings
for dimensions and details.
2. Place approximately 20% of duty load evenly over the car platform.
Note: Throughout this procedure, the installer should take care to work from the same place
on top of the car, so as not to affect the relative position of the PTD with the vanes
from floor to floor.
3. Position the car at the first landing with the car sill level with the hoistway sill.
4. Mark a horizontal centerline at 75 mm across the vane (the vane is 150 mm in length). Mark
additional horizontal lines at 19 mm above and below the centerline. The lines will be used to
position the center of the door zone vane with the center of the DZ sensor (middle one of the
three vertical sensors) on the reader box.
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5. Position the vane so that the lines drawn on it bracket the middle sensor. Fasten the vane,
checking that it is both plumb and has sufficient penetration (depth) into the three sensors.
6. Set the top sensor flush or even with the top edge of the vane. (The top sensor will be reset to
its final location at the top floor.)
7. Proceed to the next floor and level the car sill to hoistway sill. Adjust the next vane so that it is
exactly even with the top sensor (use a level if necessary).
Note: Repeat this step for the remaining floors.
8. When all of the vanes have been set, re-adjust the DZ1 sensor and check the setting of the DZ2
sensor to ensure 27 – 29 mm (1.06" – 1.14") clearance from the DZ sensor, as shown in the
following diagram.
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9. If the distance between the DZ sensors is incorrect, a 2935 Fault (NRZ Out of Range)
will be registered when car does a learn run or tries to run normally.
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E. Setting the NTT, NTB, ETP Vanes and Final Limit Switches
1. Refer to the "VANE SETTING TABLE" on the following page to determine required setting
distances for the NTT, NTB, and ETP vanes.
• The vanes for NTSD and ETP must be continuous, without interruption, from point of
activation all the way to the final limit and through to the full stroke of the buffer.
• Dimensions given in the table are measured from the point at which the vane first activates
the optical sensor to the center of the terminal landing door zone vane. For the ETP setting,
this dimension refers to where the first of either ETP1 or ETP2 sensors enter the vane.
Typical Terminal Landing Vane & Limit Switch Arrangement
NSAA S.W.P. N-1.1.18.0-2
Page: 22 of 107
Vane Setting Table – GeN2 ANSI/CSA
CAR SPEED NTB / NTT Vane ETP Vane

1016 mm/s (200 fpm) 750 mm (29 ½") 373 mm (14 ¾")
1778 mm/s (350 fpm) 1975 mm (77 ¾") 1142 mm (45")
2032 mm/s (400 fpm) 2512 mm (98 ¾”) 1492 mm (58)
2286 mm/s (450 fpm) 3133 mm (123 ¼”) 1888 mm (74 ¼”)
2540 mm/s (500 fpm) 3780 mm (148”) 2330 mm (91 ¾”)
Formulae & Metric Conversions:
NTSD Distance Calculation:

Distance = (VELOCITY NORMAL)² + Comp. Distance
(2) (ACCEL. NTSD)
Where Comp. Distance = ((VELOCITY NORMAL) (0.12) + 12) (NTSD COMP PCNT)
ETP Distance Calculation:

Distance = (VELOCITY NORMAL * 0.85)²
(2) (ACCEL. NTSD)
Miscellaneous Conversions:
25.4 mm = 1" (inch)

305 mm = 1’ (foot)
Convert FPM to MM/s: Multiply FPM x 5.08
Convert MM/s to FPM: Divide MM/s by 5.08
2. Check and adjust the top final limit switch (TLS) so that the switch contacts open when the car
sill is 127mm (5") above the top landing.
Note: The Top of Car Inspection direction limits are implemented through software control and will
stop the car at or before the terminal landing floor level, with the system in Top of Car
Inspection mode. The offset from the terminal landing floor level is set by MLBIII parameters
TCI_TOP_DIST and TCI_BOT_DIST (see section 12, part E for the adjustment procedures).
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SECTION 2
The following section provides a guide to introduce the GeN2 ANSI/CSA machine brake assembly
and presents the requirement to confirm brake assembly identification prior to commissioning the
elevator system.
GeN2 ANSI/CSA Machine Brake
The brake assembly of the GeN2 ANSI/CSA machine utilizes a dual coil, multi-plate disk system.
• Two independent braking systems are contained within the same housing. The “Machine Brake”
(B) provides normal brake operation and the “Emergency Brake” (BE) provides brake operation
for the Unintended Car Movement and Ascending Car Overspeed protection.
• The brake system is fully adjusted in the factory thus eliminating any field adjustment
requirements. Note the following points regarding the brake as delivered to the field:
• The braking torque (spring tension) is pre-adjusted to suit contract requirements.
• Running clearances are optimal according to the inherent brake design.
• Brake state sensors are adjusted for correct operation.
GeN2 ANSI/CSA Brake Assembly – 2.5T Machine
CAUTION !
Adjustment of the GeN2 ANSI/CSA brake is done under strictly controlled factory
procedures. Due to the precise tolerances within the brake, field adjustments are NOT
AUTHORIZED.
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Page: 24 of 107
1. There are various brake arrangements for the GeN2 ANSI/CSA system, depending upon
the brake torque required for the specific duty. Refer to the following tables to confirm the
correct brake part number according to contract requirements.
GeN2 ANSI/CSA – 2.5T Machine Brake Arrangements

Speed – m/s (ft/min) Duty Load – kg (lbs.) Part Number
1.02 -1.78 (200 - 350) 953 (2100) TAB20222BD4
1.02 -1.78 (200 - 350) 1134 (2500) TAB20222BD2
GeN2 ANSI/CSA – 5T Machine Brake Arrangements

5T “A” Machine
1.02 -1.78 (200 - 350) 1134 -1360 (2500 - 3000) TBA20236G13
1.02 -1.78 (200 - 350) 1588 (3500) TBA20236G12
5T “B” Machine
1.02 -1.78 (200 - 350) 1814 - 2268 (4000 – 5000) TBA20236G11
5T “C” Machine
2.03 –2.54 (400 – 500) 1360 (3000) TBA20236G14
5T “D” Machine
2.03 –2.54 (400 – 500) 1588 (3500) TBA20236G14
NOTE: The only difference between the G11 and G14 brake assemblies is the speed rating on the
data tag.
GeN2 ANSI/CSA Brake Assembly – 5T Machine
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SECTION 3
In order to run the elevator under Normal Mode operation, including Inspection operation, the
elevator electrical and mechanical safety systems must be completed and functioning. Use the
following section as a guide to confirm that elevator mechanical and electrical components are
adequately prepared for commencement of the Normal Mode start up procedure.
A. Final Checks Before Transferring From Manual Mode to MCSS Control

Ensure that all of the following items have been completed:
1. Counterweight overbalance set correctly.
2. Limit switches installed and adjusted.
3. Door zone, NTSD and ETSD vanes set accurately.
4. Safety chain devices installed and adjusted.
5. Wiring from the cab, hoistway and machine structure mounted devices.
6. Governor and governor rope system.
7. Door lock circuit wiring.
8. All hoistway adjustments.
CAUTION !
Refer to the following instructions for phasing the Drive / Motion system. Do not proceed
until this has been accomplished.
B. Motor, Encoder (PVT), MCSS Phasing and Direction Conventions

The following conventions must be true to establish correct machine to encoder phasing and the
correct rotation relationship for the motion control sub-system (MLB III). Note that the procedure to
determine correct machine to encoder phasing is described in the Construction Start Up document,
S.W.P. N-1.1.18.0-1.
1. Confirm that the parameter “Motor Phasing” (M-4-3-1-1) in the DBSS is set to “1”.
2. Confirm that the parameter “Rotate dir” (M-4-3-1-1 go-on) in the DBSS is set to “1”.
3. Instruct an assistant to run the car using the Temporary Run Station and using a Service Tool
connected to the DBSS, confirm the following conventions.
a) The DBSS variable “Car Speed” (M-4-1-3-1 go-on) must indicate a positive value when
running in the up direction.
b) The “PVT UP” LED on the DBSS processor PCB must be illuminated when running in the up
direction.
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SECTION 4
The following section presents a guide to ensure that the controller is converted from the temporary
“Manual Mode” configuration used during installation, to a state ready for normal inspection mode
start up. Controller power supply and control circuit voltage checks are also presented in this
section.
Note: Three-phase permanent power MUST be available to the controller before proceeding
with normal mode start up.
A. Transfer From Manual To Normal Mode
1. Check the COP and ensure that the “In Car Stop” (ICS) switch is turned to the “RUN” position
and the “Access Key-switch” (IIS) is in the “OFF” position.
2. Position the elevator to enable access to the car top from the landing closest to the controller.
3. Ensure that the door operator power supply connectors are removed, as follows.
a) AT400: In-line power connector AT101 and door controller connector ST401.
b) i-Motion II: Door controller connectors P6 and P8.
4. Ensure that the “Top Of Car Inspection” switch is set to the NORMAL position, all safety devices
are in the normal state and all doors are closed and locked.
5. Turn the controller inspection switch (CIS) to the INSPECTION position.
6. TURN OFF THE MAIN LINE DISCONNECT SWITCH. LO/TO - TEST & VERIFY.
7. Remove the red colored high voltage terminal guards from below the DBSS cabinet and from
below the controller terminal block assembly. Store the guards in a safe location for later
reassembly.
8. Turn OFF controller circuit breakers CBR, CB1 through CB9, CB16 & CB17.
9. If a temporary transformer was used to supply single-phase power to the controller, it must be
disconnected at this time. If permanent power was used to run on Manual Mode, proceed to
Item 10. below.
WARNING !
Ensure that electrical power is removed from the primary side of the temporary transformer
before attempting to disconnect the wiring.
a) Remove the connections from the secondary side of the temporary transformer to controller
terminals C-L2 and C-L3.
b) Verify the 4-wire connections from the Main Line Disconnect switch to controller terminals C-
L1, C-L2, C-L3 & PE.
10. Disconnect the Temporary Run Station (NEB-010-6) and remove associated cables from the
hoistway.
11. Disconnect the controller side of all temporary jumper wiring from the Construction Tool Run
Relay panel (AAA27CK1). Remove the panel from the controller and discard or retain for spare
parts.
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12. Use the following temporary jumper tables and the temporary jumper log sheet to confirm
removal of all temporary jumpers remaining in place from the Construction Start Up procedure.
Note: Do not remove the Fireman’s Service temporary jumpers at this time. Refer to Tables
below for jumper connections.
GeN2 ANSI/CSA “NGGC” Controller – ADA21310AB Wiring Diagram & Later
Relay Contact Jumpers:
Jumper Description Jumper # From To Area

Emergency Brake Nogales 4 UCM-1 UCM-3 3
Safety Circuit Jumpers:

Governors To CB1-1 Nogales 8 C-075 C-110 5
Top Of Car Nogales 9 C-109 C-026 4, 5
Limits Nogales 10 C-026 C-078 4, 5
Pit Switches Nogales 11 C-078 C-080 5
Controller Terminal to Relay Contact Jumpers:
Jumper Description Jumper # From To Relay Area

Controller Contact
Terminal
C Enable Nogales 12 C-080 “MROR”-61 5
C Return Nogales 13 C-015 “C” -A2 5
Controller To Run Relay Panel Jumpers:

Controller Run Relays
Run Relays Return Nogales 5 C-015 TEMP-1 9
Run Relays Feed Nogales 6 C-014 TEMP-4 9
Safety Chain Feed Nogales 7 C-074 C2-6 5
Lo Volt Run Feed Nogales 15 C-199 C2-12 12
Run Up Nogales 16 C-198 UP-9 12
Run Down Nogales 17 C-197 DN-9 12
UD Relay Feed Nogales 18 C Relay-43 DN-7 12
LB Relay Contact Nogales 21 LB Relay-5 TEMP-3 N/A
LB Relay Contact Nogales 22 LB Relay-6 UP-7 N/A
Manual Mode Jumper:

Manual Mode Nogales 14 C-196 C-199 12
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Fireman Service Jumpers:

Alternate Landing Nogales 1 C-183 C-184 19
Main Recall Landing Nogales 2 C-184 C-185 19
2nd Alternate Landing Nogales 3 C-180 C-192 19
M.R. &/or Hoistway Nogales 20 C-180 C-209 19
13. Routine the controller, with attention to the following.

• Check for any damaged components.
• Ensure all electrical connections are tight, particularly those for main line, motor and
dynamic braking resistors.
• Measure the resistance of the Dynamic Braking Resistors (DBR) and ensure the resistance
value is in accordance with the following table. Remove the wires from the DBR and P0
terminals at the bottom of the drive and measure across them to check the resistance.
DBSS Dynamic Braking Resistor Values

Drive Type 90 Amp 120 Amp 210 Amp
DBR Resistance 24.0 Ω 16.0 Ω 16.0 Ω
Note: Before proceeding to the next section, review the controller “Worldwide Factory Wire
Color Standard” as shown in the following table.
This will explain the standardized wire colors and associated voltages used in all Otis controllers.
This signage is also found on the inside of the controller door.
“Worldwide Factory Wire Color Standard” Chart
Color standard combines all the restrictions and requirements with the specific voltage categories
and colors selected and agreed to by worldwide factory wire color team.
Voltage Category Single Signal Wire Single Return Wire Twisted Pair
< or = 10V Blue White w/Blue stripe Blue/White
or (e.g. serial link data
Blue w/White stripe lines – L1 = Blue &
L2 = White
>10 – 50V Brown White w/Brown stripe Brown/White
or
Blue w/White stripe
>50 – 415V Red White w/Red stripe Red/White
or
Blue w/White stripe
Power Lines Black Black N/A
(High Current & (neutral wire)
Voltage
PE Green w/Yellow N/A N/A
stripe
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B. Power Supply Voltage Confirmation

1. Turn ON the Main Line Disconnect switch.
2. With the main line disconnect switch on, using appropriate caution, measure the AC line voltage
at controller terminals C-L1, C-L2, C-L3. Confirm that the power supply voltage matches the
controller nameplate voltage. The following list is provided for reference
Supplied Voltage Measured Voltage
208 VAC * 198 - 218 VAC
230 VAC * 218 - 242 VAC
480 VAC 456 - 504 VAC
575 VAC * 546 - 600 VAC
* A TRL transformer is provided for these voltages.
4. Confirm that the primary taps of transformers TRM and TRP are set to the voltage measured in
the previous step.
TRM Transformer Part Numbers – 2.5T Machine
P/N’s ABA225LB1 Primary Voltage 460 to 500 VAC
ABA225LB2 Primary Voltage 550 to 600 VAC
ABA225LB3 Primary Voltage 200 to 240 VAC
TRM Transformer Part Numbers – 5T Machine

P/N’s ABA225LR1 Primary Voltage 460 to 500 VAC
ABA225LR2 Primary Voltage 550 to 600 VAC
ABA225LR3 Primary Voltage 200 to 240 VAC
Transformer TRM Primary Tap Settings

Power Supply Voltage Transformer Primary Taps
200, 460, 550 H1 – H2
208, 480, 575 H1 – H3
230, 500, 600 H1 – H4
240 H1 – H5
TRP Transformer Part Numbers

P/N’s ABA225GF5 Primary Voltage 437 - 483 VAC
ABA225GF6 Primary Voltage 204 - 240 VAC
ABA225GF7 Primary Voltage 545 - 600 VAC
Transformer TRP Primary Tap Settings

Power Supply Voltage Transformer Primary Taps
208, 440, 545 H1 – H2
230, 460, 575 H1 – H3
240, 480, 605 H1 – H4
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C. Control Circuit Voltage Confirmation

1. Ensure that all board connector plugs are removed from the Service Panel Board (SPB), Ring
Car Board (RCB II) and Motion Logic Board (MLB III).
3. Confirm the following voltages on the secondary side of transformer TRM. Ensure that the brake
circuit, “pick” wiring is connected to the correct transformer taps as per the following tables.
Circuit Description Transformer Taps Voltage

AC1 & AC2 X1 to X2 103.5 – 126.5 VAC
AT400 Door Operator X3 to X5 99.0 – 121.0 VAC
i-Motion II Door Operator X3 to X4 76.5 – 93.5 VAC
GeN2 ANSI/CSA – 2.5T Machine (TRM P/N ABA225LB)

Circuit Description Transformer Taps Voltages
Safety & Control Circuits X1 to X2 115 VAC +/-10%
Brake Circuit Voltage (B & BE) X6 to X13 38 VAC +/-10%
GeN2 ANSI/CSA – 5T Machine (TRM P/N ABA225LR)

Circuit Description Transformer Taps Voltages
Safety & Control Circuits X1 to X2 115 VAC +/-10%
Brake Circuit Voltage (B)* X6 to X9 38 VAC +/-10%
Brake Circuit Voltage (BE)* X11 to X14 38 VAC +/-10%
*NOTE: Separate voltage for each brake coil.
4. Confirm the following voltages on the secondary side of transformer TRP.
Circuit Description Transformer Taps Voltage

30 VDC Supply X1 to X2 20.7 – 25.3 VAC
Ring Car Board X3 to X4 9.0 – 11.0 VAC
Ring Car Board X5 to X6 10.8 – 13.2 VAC
Motion Logic Board (MLB III) X7 to X8 9.0 – 11.0 VAC
5. Turn ON circuit breakers CB1, CB2, CB3, CB5, & CB8.

Note: If a separate car light & power breaker or disconnect is provided, ensure it is turned on at
this point.
6. Ensure there are no high voltages (above 50 VAC) on controller terminal C-116, with respect to
HL1. This wire supplies 24 VDC from the Motion Logic Board (MLB III) to the Position
Transducer Device (PTD) on the car.
7. Confirm the following circuit voltages at the controller terminals indicated.
NSAA S.W.P. N-1.1.18.0-2
Page: 31 of 107
Circuit Description From (+) To (-) Voltage

Cab Light Supply C-005 C-003 103.5 – 126.5 VAC
AT400 Door Operator – AC3 C-012 HL1 99.0 – 121.0 VAC
i-Motion II Door Operator – DC1 C-012 HL1 108.0 – 132.0 VDC
AC1 – Safety & Control Circuit C-014 HL1 103.5 – 126.5 VAC
30 DC1 – Drive, Brake Sensor, C-195 HL2 27.0 – 33.0 VDC
Door Operator, Lambda.
D. Circuit Board Input Voltage Confirmation

1. Confirm the following input voltages to the Motion Logic Board (MLB III) at the board connector
plug terminals indicated.

Motion Logic Board (MLB III) J1-1 J1-3 15.3 – 18.7 VDC
24/30 VDC Supply for Motion J1-4 J1-6 19.8 – 24.2 VAC
Logic Board (MLB III) Inputs
AC1 Safety & Control Circuit J1-8 J1-10 110 – 120 VAC
Motion Logic Board (MLB III) J7-4 J7-6 9.0 – 11.0 VAC
2. Confirm the following input voltages to the Service Panel Board (SPB-NSAA) at the board
connector plug terminals indicated.

30 DC1 to SPB P2-3 P2-4 27.0 – 33.0 VDC
30 DC1 to SPB P2-3 P2-5 27.0 – 33.0 VDC
3. Confirm the following input voltages to the Ring Car Board (RCB II) at the board connector plug
terminals indicated.

10 VAC Power Supply for RCB II P2-5 P2-4 9.0 – 11.0 VAC
12 VAC Power Supply for RCB II P2-2 P2-6 10.8 – 13.2 VAC
NSAA S.W.P. N-1.1.18.0-2
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SECTION 5
The following section presents a guide for initial power up and checkout of the Motion Logic Board
(MLB III) in preparation for normal inspection mode. Input circuit checks are also presented in this
section in order to detect inappropriate voltage levels prior to making connections to the board.
The Motion Logic Board uses a solid-state safety circuit arrangement whereby the MLB
microprocessor together with safety PAL (Programmable Array Logic) logic circuits independently
monitor and control the safety functions of the elevator system. In addition, the ANSI Speed Check
functionality is integrated onto the Motion Logic Board, including the required setting switches and
safety function outputs. For further information regarding MLB operation, refer to the MCSS
Appendix attached to this document.
A. Motion Logic Board Preparation

1. Confirm the following MLB III jumper settings according to the contract requirements.
Note: Refer to the following page for MLB III jumper locations.
Jumper Contract Condition Location

No access at top “OUT” (P3–2 to P3–3)
“ART” (P3) Top access at front door “OUT” (P3–2 to P3–3)
Top access at rear door “IN” (P3–2 to P3–1)
No access at bottom “OUT” (P4–2 to P4–3)
“ARB” (P4) Bottom access at front door “OUT” (P4–2 to P4–3)
Bottom access at rear door “IN” (P4–2 to P4–1)
Door Lock Bypass Enabled P5–1 to P5–2
“B44” (P5)
Door Lock Bypass Disabled P5–2 to P5–3
2. Confirm that the door bypass switches “LBP” and “CBP” are in the OFF position.
NSAA S.W.P. N-1.1.18.0-2
Page: 33 of 107
Motion Logic I/O Board (MLB III I/O)
ANSI Speed Check

“U110” IC. ART ARB B44
IN
OUT
CBP
ON OFF
UCMRST
LBP
SAFE
RUN2
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B. Motion Logic Board ANSI Speed Check Setting

1. Verify that the correct version of the U110 IC is installed in the MLB III I/O board. This IC is
located on the left side of the I/O board near the MLB CPU Board as shown on the previous
page. There are two versions of the U110 IC available for MLB III, however the GeN2 system
uses one version throughout the duty range. Refer to the following table to confirm that the
correct part has been supplied.
Arrangement U110 Part Number

2.5T or 5T Machine With Danaher Encoder AAA616KV1
2. Refer to the following table to determine the required settings for ANSI Speed Check “SP” and
“SC” adjustment switches. Adjust the rotary hexadecimal switches “SW1 & SW2” for the SC
setting and “SW3 & SW4” for the SP setting.
Note:
SC: SW1 – Most Significant digit
SW2 – Least Significant digit
SP: SW3 – Most Significant digit
SW4 – Least Significant digit
Arrangement Speed SP SC
SW3 SW4 SW1 SW2
2.5T Machine With Danaher 1016 mm/s (200 fpm) 9 0 8 A
Encoder 1778 mm/s (350 fpm) B F 4 F
5T Machine With Danaher 1016 mm/s (200 fpm) 7 F 8 A
Encoder 1778 mm/s (350 fpm) B 6 4 F
2032 mm/s (400 fpm) B F 4 5
2286 mm/s (450 fpm) C 6 3 D
2540 mm/s (500 fpm) C C 3 7
Note: The actual ANSI Speed Check settings will be confirmed once the elevator is in normal
speed operation in a later stage of this article.
NSAA S.W.P. N-1.1.18.0-2
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C. Motion Logic Board Power Up

1. Install Motion Logic Board input power connector plugs J1 and J7 into their respective sockets
on MLB III I/O board.
3. Confirm that the following Motion Logic Board power supply status LED’s are illuminated. If not,
check the associated fuse or wiring.
LED Function Fuse

LD55 (VDD) 5 VDC Power F4
LD56 (VDD2) 9 VDC For Safety Logic F3
LD54 (24V) 24 VDC Power F2
LD50 (110V) 110 VAC Power F1
LD53 (BAT 24) 24 VDC Battery Backup Power F5
LD52 (BAT) Battery Charge Status --
4. Confirm that LED “LD1 (WDG)” on the MLB III I/O board is blinking, 1/2 second on, 1/2 second
off. This is the watchdog indicator, which should ALWAYS blink to indicate that the MLB
software is running.
Note: On first power up, the MLB processor board status display will indicate a scrolling fault
condition since the input wiring connectors have not been inserted at this stage.
5. Connect a Service Tool to the J2 connector on the MLB III I/O board. Referring to the default
parameter list contained in the MCSS Appendix attached to this document, verify that all
installation parameters are set correctly to suit contract conditions.
6. Confirm that the door table, under Service Tool sequence M-2-3-3, is set according to the
contract requirements. Where required, enter a "1" in the appropriate Front or Alternate door
field for each landing the elevator serves.
Note: Turn the EEPROM Protect switch to the right to enable changes to the installation
parameters.
7. Ensure the EEPROM Protect switch is returned to the “Protect” position.
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D. Motion Logic Board Input Circuit Checkout

The Motion Logic Board (MLB III I/O) provides 115 VAC and 24 VDC input and output circuits for
control of the elevator system. The voltage feeds for the various control system devices connected
to the MLB III I/O board originate from the board connectors, thus most system devices are not
connected to power until the board connectors are inserted.
The following procedure first establishes the 115 VAC inputs and safety circuits to the MLB III I/O
board, tests for the correct voltage levels at the 24 VDC input connectors then finally establishes
the 24 VDC input circuits.
1. Turn OFF Circuit Breaker CB1.

2. Ensure that the Controller Inspection Switch is in the “INSPECTION” position.
3. Install the Motion Logic Board 115VAC control and safety circuit connectors into the respective
sockets on the MLB III I/O board according to the following table.
Circuit Description Connector

Safety Circuit JF1
Door / Gate Switch Inputs JF2
Top of Car Inspection & Related Inputs JF3
Access Related Inputs JF6
ETP1 & 2 Inputs JF7
Safety Circuit JF11
C Relay Control Circuits J3
UD Relay Control Circuits J15
Controller Inspection Circuits J20

5. Turn ON Circuit Breaker CB1.
6. With all doors closed, safety circuit contacts made and car switched to Control Room Inspection
operation, confirm the following circuit voltages at the controller terminals indicated.

AC1 – Safety & Control Circuit C-014 HL1 103.5 – 126.5 VAC
Safety Circuit “SAF3” C-080 HL1 103.5 – 126.5 VAC
/TCI Input C-016 HL1 103.5 – 126.5 VAC
IIS – Normal C-017 HL1 103.5 – 126.5 VAC
GTC Input C-056 HL1 103.5 – 126.5 VAC
Front Gate Switch C-023 HL1 103.5 – 126.5 VAC
Rear Gate Switch C-024 HL1 103.5 – 126.5 VAC
Top Door Switch C-063 HL1 103.5 – 126.5 VAC
Bottom Door Switch C-065 HL1 103.5 – 126.5 VAC
Front Door Switches C-066 HL1 103.5 – 126.5 VAC
Rear Door Switches C-070 HL1 103.5 – 126.5 VAC
Note: Correct any circuit problems before proceeding to the next step.
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Ensure there are no high voltages (above 50 VAC) on the Motion Logic Board
connector pins listed in the following table, with respect to HL1. The connectors
referenced in the table are either encoder circuits or the 24 VDC inputs and outputs
for the MLB III I/O Board, which MUST not be connected to 115 VAC.
Connector Pins Reference

JF5 1 to 5, 8 to 12 HL1
JF8 1, 2, 5, 7 to 12 HL1
JF9 1 to 4 HL1
J5 1, 2, 3, 4, 5, 6, 7, 10 HL1
J9 1, 2, 6 HL1
J13 7, 8, 9 HL1
8. Install the Motion Logic Board low voltage control circuit connectors into the respective sockets
on the MLB III I/O board according to the following table.

Encoder (PVT) Circuits JF5
Position Transducer Device (PTD) JF8
Door Operator Communications JF9
HL2 JF10
UCM Relay Control Circuits J4
24 VDC Control Circuits J5
REM Communications J6
Governor Trip / Reset & RDSO Circuits J8
DSO Circuits J9
SBS, ICSS Bypass Circuits J13
OCSS Communications J14
DBSS Communications J16

10. With all doors closed, safety circuit contacts made and car switched to Controller Inspection
operation, confirm the following circuit voltages at the controller terminals indicated.

Slack Belt Switch Input C-158 HL2 21 - 27 VDC
MLB 24 VDC Control Circuit C-159 HL2 21 - 27 VDC
PVTOK C-127 HL2 21 - 27 VDC
Encoder “C” Channel Power C-176 C-177 8.1 - 9.9 VDC
PTD Power C-116 C-113 21 - 27 VDC
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SECTION 6
The following section is a guide for power up and check out of the OVF-30 Drive unit.
DBSS Power Up
1. Measure the three-phase AC voltage on the line side of circuit breaker CBR, terminals CBR –
LI-1, LI-2, LI-3. Confirm that the voltage measured is 480 VAC +/- 5%.
3. Turn ON Circuit Breaker CBR.
4. Replace the red colored high voltage terminal guards below the DBSS cabinet and below the
controller terminal block assembly.
6. Measure the Encoder (PVT) power supply on controller terminal C-170 (+) with respect to
terminal C-171 (-) and confirm that the voltage is within the range, 8.0 VDC – 10.0 VDC.
7. Confirm that the Drive Processor Board Display changes to “*04A*” and the drive fans turn on
after the DBSS initial power on reset routine completes.
RESET FLT RESET DIB
+5V GND +5V

EEPROM
CHANGE
PROTECT
SVT TOOL
EEPROM
DSP
PROM
U11
ELEVATOR
* 0 4 A
HOST
OTIS
PROM
U6
MCSS
* 0 4 A
LVIB
LVIB
Note: 1) If the Drive Processor Board display indicates a value other than “*04A”, note the code
displayed and refer to the DBSS Appendix for further information.
2) The fault response for certain conditions detected by the DBSS will force the Drive into
SHUTDOWN mode and may require a DBSS reset.
• The processor “RESET”, button is located just above the toggle switch in the upper left-
hand corner of the drive.
• The button to the right, “FAULT RESET”, resets the drive faults only.
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SECTION 7
The following section presents a guide for starting the controller on normal inspection mode under
MCSS control. Procedures to confirm operation of the Position Transducer Device (PTD), safety
circuit devices and top of car inspection control station are also presented in this section.
A. Inspection Mode Start Up (MCSS Control)

The “NGGC” control system includes circuitry to detect an Ascending Car Overspeed or Unintended
Car Movement (UCM) event and respond with application of the emergency brake. Following
detection of either event, the control system will prevent all motion until the UCM event is manually
reset. The UCM circuitry will be reset as part of the inspection start up routine.
CAUTION !
The following start-up procedure requires the elevator to be run from the Controller
Inspection Station. Ensure that the hoistway is clear and all doors are closed and locked
prior to commencing elevator motion. Initial inspection runs from the controller must be as
brief as possible until all safety circuit functions have been confirmed.
1. Reset the UCM circuitry as follows.

• Press the “UCMRST” button on the MLB III I/O board.
• Confirm that relay “UCM” is energized.
• Press the “CPU RST” button on the MLB III I/O board.
2. Connect a Service Tool to the J2 connector on the MLB III I/O board.
3. Use Service Tool sequence (M-2-2-2) to access the MCSS event log. Press the sequence “Shift
(Blue)-5” to clear the event log.
4. Confirm that the “DBSS” LED on the MLB III I/O Board is flashing, indicating that DBSS to
MCSS communication is functioning.
5. Confirm that the MLB III I/O board LED indicators are consistent with the LED state diagram on
the following page.
6. Confirm that the MLB CPU Board Display indicates “CI” (For GeN2, CI is designated Control
Room Inspection mode). Refer to Note 1) below, where required.
7. Using the Controller Inspection Station, initiate an inspection run in a direction away from the
closest terminal landing. Verify that the car begins to move in the selected direction by
monitoring the “PVT UP” and “PVT DWN” LED’s on the DBSS Processor Board.
Note: 1) If the MLB CPU Board display indicates other than “CI” or has a fault code scrolling
across the display, note the fault code and refer to the MCSS Appendix attached to this
document.
2) Prior to every run, the MLB III control system will perform a pre-flight check (CIO Drop
Test) to confirm operation of the safety circuit components. During the pre-flight check, the
MLB III inputs will be toggled and the safety circuit relays will cycle as the check proceeds.
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MLB III I/O Board – Inspection Start Up State
DCSS OCSS DBSS RING

WD REM
EEPROM
PROT
CPU
RST
LD55
VDD
LD56
VDD2
LD54
24V
LD50
110V
LD53
BAT24
LD55
BAT
ART ARB B44

IN
OUT
PVT-C CBP
ON OFF
SC
ETSC BDS FDS UCMRST
LBP
LD RGS RDS SAFE
DZ TDS FGS
RUN2
LU NOR ETP1
OD1 GS_P ETP2
RUN3
OD2 NTB NTT
SAF3
CIO1
CIO2 SAF2
Note: Status of LED's "LD, DZ, LU, ETP1, ETP2, NTB RUN1
& NTT" shown with elevator outside of door zone SAF1
and away from terminal zones.
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3) Prior to commencing motion for the first time after power is applied to the controller, the
OVF Drive must perform a “Locked Rotor Test” (LRT) operation in order to determine the
machine rotor magnetic position. After a command for motion is received by the drive, the
LRT operation will be automatically performed if rotor magnet position is not known. This
operation will cause a 4-5 second delay after the drive starts, before the machine brakes lift
and machine rotation commences. The “Locked Rotor Test” will only be performed after a
power cycle or after certain fault conditions are detected within the drive.
4) Motor phasing and encoder feedback was determined during the construction mode start
up procedure and again confirmed in Section 3 of this document. If the attempted run aborts
as the elevator begins to move, confirm that the wiring between the DBSS VFB connector
P6 and the MLB III I/O board connector JF5 is connected as per the wiring diagram.
8. Using the Controller Inspection Station, initiate an inspection run in a direction away from the
closest terminal landing. With the car running, turn controller stop switch CB1 to the STOP
position and confirm that an emergency stop occurs and the car stops immediately.
9. Verify the PVT dictated and actual velocity. Connect a Service Tool to the MLB III I/O board and
select sequence (M-2-4-2) to monitor car velocity. Using the Controller Inspection Station,
initiate an inspection run and confirm that dictated velocity (DV) is approximately equal to actual
velocity (AV) while the car is running at constant speed. Select Service Tool sequence (M-4-1-3-
1 GO-ON) and confirm that OVF-30 Drive variable “Car speed” is approximately equal to the
value displayed through the MCSS.
Note: The velocity for “Control Room Inspection” and “Top of Car Inspection” is configured through
separate software parameters in the MLB system. Refer to the MLB setup parameter list to
determine the default setting for CI velocity.
10. Confirm that the MLB III I/O board LED “PVT-C” indicates that pulses are being received from
the ANSI Speed Check Encoder when elevator motion commences on an inspection run. The
LED will either flash on or reduce intensity as the Encoder (PVT) C channel pulses are received.
11. Using the Controller Inspection Station, initiate an inspection run in a direction towards the
closest terminal landing. Verify that the car begins to move in the selected direction by
monitoring the “PVT UP” and “PVT DWN” LED’s on the DBSS Processor Board.
12. Position the elevator to allow access to the car top.
B. Top Of Car Inspection

1. Access the car top using the defined procedure.
2. Confirm that the Control Room Inspection buttons are disabled when the Top Of Car Inspection
switch is turned to the INSPECTION position.
3. Initiate a Down inspection run from the Top Of Car Inspection Station. Confirm that the elevator
responds correctly and performs a controlled stop when the button is released. Confirm correct
operation in the Up direction.
4. Verify that the following safety devices in the hoistway are operational.
a) All door locks.
b) Gate switches.
c) Governor overspeed switch.
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d) Top of car emergency stop switch / switches.

e) Safety operated switch.
f) Emergency exit contact.
g) Top final limit switch.
h) Any other safety related switches.
5. Verify that the following safety devices in the pit are operational.
a) Pit emergency stop switch / switches.
b) Bottom final limit switch.
c) Buffer switches, where gas assisted spring return oil buffers are applied.
d) Governor tension sheave contact (when open, will inhibit top of car inspection, but not
control room inspection).
e) Any other safety related switches.
C. Position Transducer Device (PTD) Checkout

1. Using the Controller Inspection Station, position the elevator outside of the closest terminal
landing zone.
2. Confirm that controller relays “X” and “V” are energized.
3. Confirm that MLB III I/O board LED’s “ETP1” and “ETP2” are illuminated.
4. Run the elevator towards the closest terminal landing using the Controller Inspection Station. If
approaching the bottom landing, check that MLB III I/O board LED “NTB” illuminates when the
sensor engages the NTB vane. If approaching the top landing, check that MLB III I/O board LED
“NTT” illuminates when the sensor engages the NTT vane.
5. Continue to run the elevator towards the closest terminal landing and check that the controller
relays “X” and “V” are de-energized when the sensors engage the ETP vane. Also confirm that
the MLB III I/O board LED’s “ETP1” and “ETP2” switch off at this point.
6. Run the elevator towards the opposite terminal landing and check that the MLB III I/O board
LED’s “LU”, “DZ” & “LD” illuminate as the respective DZ1, DZ & DZ2 sensors pass the door
zone vanes.
7. Continue to run the elevator towards the opposite terminal landing and confirm operation of the
terminal zone sensors as described in Item 4 & 5 above.
8. Position the elevator to allow access to the car top at the landing closest to the controller.
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SECTION 8
The following section presents a guide for starting up the available Door Operator systems applied
to the Gen2 product range and completing the Lambda adjustment process.
A. AT400 Door Operator Start Up Instructions
The AT400 door operator system used on the GeN2 ANSI/CSA elevator system is a Closed Loop
Door System employing a toothed-belt drive transmission system coupled to a DC gear motor. The
AT400 door operator system utilizes a serial multi-drop RS485 interface for communication with the
control system.
Note: Refer to Standard Work Process: S.W.P. N-22.16-1 for detailed installation and
adjusting instructions.
1. Ensure that the mechanical installation of the door equipment is completed according to the
instructions in the GeN2 Installation Manual.
2. Confirm the following voltages at the connectors within the AT400 door operator assembly.

AC3 – Door Operator AT101: 1 AT101: 2 103.5 – 126.5 VAC
Door Operator Interface Power ST401: 1 ST401: 10 27.0 – 33.0 VDC
4. Connect the “in-line” power connector AT101 and install connector ST401 on the door operator
controller.
Note: Do NOT install connector ST601 (Load Weighing Transducer) at this time.

6. Confirm that the “POWER” LED on the AT400 Operator Interface Panel is either illuminated, or
flashing an error code sequence to indicate that a Learn Operation is required.
7. Confirm the door operator configuration according to the following instructions.
a) Press the “Local Operation” switch and ensure that it latches in the ON (depressed) position
and the “Local Operation” LED is illuminated.
b) Connect a Service Tool to the AT400 door controller. Select sequence (M-3-3-1-1) to access
the “Confg Operator” menu. Confirm that the door operator parameters are configured
according to the conditions of the contract, with reference to the following parameter
definition table.
Parameter Description GeN2 Setting
Code Code Select – ANSI = 0 / CEN = 1 0
Intf type DCSS Communication Type Mdrop
baudrate DCSS Baud Rate – 9600 = 0 / 19200 = 1 0
DoorID Door Select – Front = 0 / Alt = 1 0 or 1
DeckID Deck Select – Lower = 0 / Upper = 1 0
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c) Select Service Tool sequence (M-3-3-1-4) to access the “Config LWSS” menu. Confirm that
the LWSS parameter is configured according to the conditions of the contract, with reference
to the following parameter definition table.

LWSS Load Weighing Device Type Limited Duty = 1
Extended Duty = 2
Note: For Alternate Door Operator Alt. Operator = 0
8. Commission the door operator system according to the following condensed AT400 Learn
Operation instructions. For detailed AT400 adjustment instructions, refer to Standard Work
Process: S.W.P. N-22.16-1.
a) Position the elevator, level with the floor, at the landing with the heaviest hoistway door
configuration.
b) Ensure that the doors are closed and that the car doors are coupled with the hoistway
doors.
c) Press the momentary “Learn” button and hold for three seconds to initiate the learn
operation. The “Power” LED will flash rapidly, indicating the learn operation request.
d) Release the “Learn” button once the learn operation commences. The “Power” LED will
flash slowly, indicating the learn operation is in progress.
e) The doors will complete several motion cycles to determine the mass of the doors, the fully
open position and the fully closed position. When door motion is complete and the “Power”
LED stops flashing continuously, the learn operation is complete. See Note: 1) below.
f) Select Service Tool sequence (M-3-4-1) to access the door run command menu. Initiate
open and close commands to evaluate door operator performance. Following completion of
the evaluation, ensure the doors are closed.
g) Press the “Local Operation” switch to release the latch and restore the switch to the OFF
(raised) position. Ensure that the “Local Operation” LED is extinguished.
Note: 1) The AT400 fault warning mechanism latches the last fault into memory and will
continue to flash an error code sequence on the “Power” LED until the fault log is
reset via the Service Tool or a POR occurs.
2) If problems are experienced with door learn operations or door performance issues
are encountered, refer to the detailed troubleshooting and setup instructions
contained within S.W.P. N-22.16-1.
3) Where front and alternate doors are provided, the multi-drop communication line
terminator must only be enabled on the front door operator. Refer to jumper
configuration instructions contained within S.W.P. N-22.16-1.
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B. i-Motion II Door Operator Start Up Instructions

The i-Motion II door operator system used on the GeN2 ANSI/CSA elevator system is a Closed
Loop Door System employing a harmonic mechanical linkage with belt and chain reduction systems
coupled to a DC motor. The i-Motion II door operator system utilizes a serial multi-drop RS485
interface for communication with the control system.
Note: Refer to Standard Work Process: S.W.P. N-22.14-1 for detailed installation and
adjusting instructions.
1. Ensure that the mechanical installation of the door equipment is completed according to the
instructions in the GeN2 Installation Manual.
2. Confirm the following voltages at the connectors within the i-Motion II door operator assembly.

DC1 – Door Operator Power P8-1 P8-2 108 – 132 VDC
Door Operator Interface Power P6-2 P6-1 27.0 – 33.0 VDC
4. Insert connectors P6 and P8 to the respective sockets on the door operator controller.
Note: Do NOT install connector P5 (Load Weighing Transducer) at this time.

6. Confirm that the “VDD” LED on the i-Motion II control board is illuminated and the
“HEARTBEAT” LED is flashing.
7. Confirm the door operator configuration according to the following instructions.
a) Connect a Service Tool to the i-Motion II door controller. Referring to the instructions for
“Setup – Standard Times and Masses” in S.W.P. N-22.14-1, confirm that the door operator
parameters are configured according to the conditions of the contract.
b) Referring to the instructions for “Setup – Spare Options” in S.W.P. N-22.14-1, confirm that
the door operator parameters are configured according to the conditions of the contract, with
reference to the following parameter definition table.

LoadWeighing Load Weighing Device Type 2LdCell – ED
1LdCell – LD
Note: For Alternate Door Operator none
CommType DCSS Communication Type multdrp
CommBaud Rate DCSS Baud Rate Br9600
Safety Code Code Select ANSI
8. Referring to the instructions for “Setup – Learn Run” in S.W.P. N-22.14-1, commission the door
operator system, as follows.
a) Position the elevator, level with the floor, at any suitable landing.
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b) Ensure that the doors are closed and that the car doors are coupled with the hoistway
doors.
c) Initiate the learn procedure as per “Setup – Learn Run” instructions in S.W.P. N-22.14-1.
d) Referring to “Manual Mode RUN Commands” instructions in S.W.P. N-22.14-1, initiate open
and close commands to evaluate door operator performance. Following completion of the
evaluation, ensure the doors are closed.
Note: Where front and alternate doors are provided, the multi-drop communication line
terminator must only be enabled on the front door operator. Refer to jumper
configuration instructions contained within S.W.P. N-22.14-1.
C. Door Protection Device / Hoistway Completion

1. Referring to the adjustment sheet provided with the Lambda or Lambda 3D door protection
device, complete the installation checks and the 3D adjustment procedure (if applicable).
2. Finish up in hoistway.
• Exit the car top.
• Set the Top of Car Inspection Switch to the NORMAL position.
• Set the Top of Car Stop Switch to the RUN Position.
• Ensure that all hoistway work is completed
• Ensure that the hoistway, pit and overhead are cleared of any obstructions and that all
personnel have exited the hoistway.
• Close and lock the hoistway doors and return to the control room.
3. Confirm that the “DCSS” LED on the Motion Logic Board is flashing at a half-second rate,
indicating that communication to the door operator has been established.
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SECTION 9
The following section presents a guide for starting up the Service Panel Board (SPB-ANSI/CSA).
CAUTION: Do not use Manual Rescue Operation (MRO) until all steps in Sections 10 – 15 are
completed.
Section 15 describes MRO Testing & Verification.
Service Panel Board (SPB) Start Up Instructions

The Service Panel Board system, comprising the SPB-ANSI/CSA, an independent rescue encoder
mounted on the machine and a 24 VDC battery supply, provides a means to move the elevator car
in the event of certain system failures or loss of main line power.
Note: With the introduction of the ACA version of the wiring diagrams, the SPB batteries are
now automatically disconnected when power is removed from the controller. Battery backed
power is restored to the SPB and associated devices (including the optional intercom) when
the CB2 circuit breaker is switched to the off position.
1. Turn circuit breaker CB1 to the “STOP” position.

2. Confirm the following input voltages to the Service Panel Board (SPB-ANSI/CSA) at the board
connector plug terminals indicated.

30 DC1 to SPB P2-3 P2-4 27.0 – 33.0 VDC
30 DC1 to SPB P2-3 P2-5 27.0 – 33.0 VDC
3. Ensure there are no high voltages (above 50 VAC) on the Service Panel Board connector pins
listed in the following table, with respect to HL1. The connectors referenced in the table are
either the rescue encoder circuits or the 24 VDC inputs and outputs for the SPB, which MUST
not be connected to 115 VAC.

P2 1 to 7 HL1
P3 1&2 HL1
P4 1 to 5 HL1
5. Install the Service Panel Board low voltage circuit connectors into the respective sockets on the
SPB according to the following table.

Input Power, Brake & I/O Circuits P2
Output Power & I/O Circuits P3
Rescue Encoder P4
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SPB – OCSS Communication P6
6. Connect the negative terminal wire to the SPB battery (BAT2) located in the lower section of the
controller adjacent to the field termination panel.
7. Install the Service Panel Board battery power connector into the respective socket according to
the following table.

Battery Power P1
8. Turn circuit breaker CB2 to the “Off” position, and verify battery backed power is applied to the
SPB.

Battery Power P1-1 P1-3 24.0 – 28.0 VDC
9. Turn circuit breaker CB2 back to the “On” position, and verify battery backed power is removed
from the SPB.
11. Confirm the circuit voltages at the SPB connector pins indicated in the following table.

Battery Power P1-1 P1-3 24.0 – 28.0 VDC
Encoder Power P4-1 P4-2 11.6 – 12.4 VDC
12. Confirm that the SPB status LED “SPB-OK” is flashing, indicating that the board software is
functioning.
13. Confirm that the SPB battery status LEDs indicate that the battery is either in the “BAT-
CHARGE” or “MAINTENANCE” state. If the “FAULT” LED is on, check the SPB battery wiring
and circuitry.
14. Turn circuit breaker CB1 to the “Run” position.
15. Using “Control Room Inspection”, initiate an inspection run and confirm that the SPB “Speed &
Direction” LED bar graph indicator illuminates, indicating that the Rescue Encoder is
functioning.
Note: Full functionality of the SPB, including the correct motion direction display is not
available at this stage. The SPB configuration parameters and required system
signals are transmitted through the OCSS communication link, which is not yet
established. The SPB functionality will be confirmed after the OCSS is started in a
later section of this document.
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SECTION 10
The following section presents the procedure to confirm the static load capacity of both the Machine
Brake and the Emergency Brake. In addition, instructions are provided to adjust the load weighing
prior to the static test to eliminate the roll back while moving the test weights.
Brake Static Capacity Confirmation

The GeN2 ANSI/CSA elevator system, being designed according to the ASME 17.1 – 2000 code
requirements, employs two independent braking systems integral to the gearless machine.
Prior to demonstrating the dynamic stopping requirements specified in the code, each braking
system must be independently tested to ensure the capacity to statically hold duty load plus 25%
inside the elevator cab.
WARNING !
The purpose of this test is to ensure that the elevator braking system has the capacity to
hold 125% of the duty load according to the elevator code requirements. Use extreme
caution when loading, unloading and working within the elevator cab during this test
procedure !
The elevator system is not designed to raise in excess of 100% of duty load, DO NOT
ATTEMPT to run the elevator on normal operation in the up direction with any load
exceeding 100% of duty load !
If the car is run on inspection with 125% load in the car, be aware that excessive roll-back
will occur if load weighing is not installed and adjusted.
Ensure that an effective communications means is available with the assistant required for
this test, prior to commencing the test procedure.
Ensure that the appropriate barriers are placed in front of the elevator entrance prior to
commencing this test procedure.
Follow all WWJSSS requirements and locally established procedures when using jumpers
on the controller.
Note: 1) The instructions on the following page must be read and understood before proceeding
with this test procedure.
2) The 125% load brake capacity is a minimum requirement of ANSI A17.1 code, refer to
section 2.24 of the ASME A17.1 – 2000 code.
3) The holding capacity of the Machine Brake and the Emergency Brake depends upon the
adjustment of the respective brake spring tension. The spring tension of the brake assembly
is adjusted in the factory, according to the specific elevator duty requirements. If the brake
static capacity does not meet the defined requirements, confirm that the correct brake
assembly is supplied according to the contract specifications and contact your
Superintendent for instructions before proceeding. There are NO AUTHORIZED FIELD
ADJUSTMENTS for the GeN2 ANSI/CSA brake.
A. Load Weighing Calibration
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The mechanical design of the GeN2 “Limited Duty” car frame differs considerably from that of the
GeN2 “Extended Duty” system, as described in the Overview section of this document. The
differences in mechanical design affect the load weighing system performance and therefore
require specific adjustment instructions for each system. Refer to the instructions applicable to the
contract equipment, as follows.
GeN2 “Limited Duties”

1. Position the elevator to allow access to the car top and the door operator control assembly.
3. Install connector ST601 to the AT400 door control assembly.
5. With no load in the car, check the output of the load cell. Measure the DC voltage on a milli-volt
scale as indicated in the following table. Confirm that the voltage is 4 mV +2 / -1 mV dc. Add or
remove shims from the load cell to obtain this output.
Door Operator Type Load Cell From (+) To (-) Voltage

AT400 LC1 ST601:2 ST601:1 3.0 – 6.0 mV
6. Position the elevator at a landing convenient for loading test weights into the car.
7. Confirm that the MLB III EEPROM parameter “Load Device Type” under sequence “M-2-3-4” is
set to 4.
8. Turn the MLB III EEPROM write protect switch to the right.
9. Using the Service Tool, set the “Gain Adjust” parameter (M-2-3-4 <go-on> 9 times) to 255.
10. Select Service Tool sequence (M-2-4-5) to access the Manual Load Calibration routine and
follow the instructions below.
a) With car empty, adjust the OFFSET to show 1 - 2% load on the Service tool. The OFFSET
value is set to a default of “255”. Enter “100” as a starting point by pressing the 1, 0, 0 keys
and then “Shift (Blue)” and “Enter”. Increase or decrease the OFFSET setting to obtain a
“LD%” value of 1 - 2%.
Ld= 000 Ld%= 000
OFSET o:255n:
b) Next, place a full load on the car. Press the GO ON key and adjust the GAIN setting so that
the value of "LD%" equals 100.
Ld= 200 Ld%= 100

GAIN o:255:xxx
11. Turn the MLB III EEPROM write protect switch to the Protect position.
GeN2 “Extended Duties”
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1. Position the elevator to allow access to the car top and the door operator control assembly.
3. Install connector ST601 on the AT400 door control assembly or connector P5 on the i-Motion II
door control board.
5. Run the car to the floor above the bottom landing. Position the elevator to allow access to the
car top and the door operator control assembly.
6. With no load in the car, check the output of the load cells. Measure the DC voltage on a milli-volt
scale as indicated in the following table. Confirm that the voltage is 4 mV +2 / -1 mV dc, in both
cases. Add or remove shims from the load cells to obtain this output.
Door Operator Type Load Cell From (+) To (-) Voltage

AT400 LC1 ST601:2 ST601:1 3.0 – 6.0 mV
LC2 ST601:4 ST601:3 3.0 – 6.0 mV
i-Motion II LC1 P5-2 P5-1 3.0 – 6.0 mV
LC2 P5-4 P5-3 3.0 – 6.0 mV
7. Confirm that the MLB III EEPROM parameter “Load Device Type” under sequence “M-2-3-4” is
set to 4.
9. Run the car to the bottom landing.
10. Using the Service Tool, set the “Gain Adjust” parameter (M-2-3-4 <go-on> 9 times) to 255.
11. Select Service Tool sequence (M-2-4-5) to access the Manual Load Calibration routine and
follow the instructions below.
a) With car empty, adjust the OFFSET to show 1 - 2% load on the Service tool. The OFFSET
value is set to a default of “255”. Enter “100” as a starting point by pressing the 1, 0, 0 keys
and then “Shift (Blue)” and “Enter”. Increase or decrease the OFFSET setting to obtain a
LD% value of 1 - 2%. Note the value of parameter “OFSET”.
Ld= 000 Ld%= 000

OFSET o:255n:
b) Run the car to the top landing.

c) Select Service Tool sequence (M-2-4-5) and readjust the OFFSET to obtain the same “Ld%”
value as achieved with the car at the bottom landing. Note the value of parameter “OFSET”.
Subtract the “OFSET” value determined at the bottom of the hoistway from the “OFSET”
value determined at the top of the hoistway. The difference will be called the “Dynamic
Offset”.
d) Select Service Tool sequence (M-2-3-4) and press GO ON to access parameter “Dynamic
Offset”. Enter the “Dynamic Offset” value established in Item c), above.
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e) Select Service Tool sequence (M-2-4-5) and restore the value of parameter “OFSET” to the
original setting achieved with the car at the bottom landing. Ensure that the LD% is restored
to a value of 1 – 2%.
f) Next, place a full load on the car. Press the GO ON key and adjust the GAIN setting so that
the value of "LD%" equals 100.
Ld= 200 Ld%= 100

GAIN o:255:xxx
13. Run the car to landings in the mid hoistway region and the bottom of the hoistway. Confirm that
the “Load%” value displayed on the Service Tool is consistent throughout the hoistway.
Automatic Load Calibration
A new feature in AP230396BAC and higher software allows automatic calibration of load
weighing on systems with compensation and to automatically update the EEPROM parameter
“Dynamic Offset” to compensate for the load differences experienced between the top and
bottom floors.
The automatic load weighing setup is accessed by Service Tool test M-2-4-4. Follow the
prompts on the Service Tool display.
Note: Where required, the Service Tool may be used from within the elevator cab to adjust the
Offset and Gain values. In order to use the Service Tool inside the elevator cab, move the
extension harness provided adjacent to the Ring Car Board, down to the MLB III board and
connect to the MLB III service tool port. Connect the Service Tool into the COP service tool
port.
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B: Machine Brake Capacity Confirmation

1. Place the required test weights at the lowest level that the elevator serves.
2. Using the Controller Inspection Station and monitoring the PTD input states on the MLB III
LED’s, position the elevator level at the bottom landing.
CAUTION!
In order to prevent any unexpected motion during the test, the elevator must not be in
automatic operation when this test is performed.
3. Turn OFF circuit breaker “CB3” to remove power from the door operator.
4. Manually open the elevator doors. Place test weights equal to 125% of the duty load inside the
cab, equally distributed on the platform.
5. Verify that the load percentage value displayed under Service Tool menu “M-2-1-2” is consistent
with the actual load value within +/- 5%.
6. With 125% Load on the car verify that the cab platform isolation is maintained by checking for
any contact between the metal of the platform and the car frame. Ensure that the platform
jacking bolts are adjusted for 1.5 mm (1/16") clearance from the car isolation frame.
7. Remove the equivalent weight of the assistant who shall be confirming the brake capacity.
8. To confirm the Machine Brake holding capacity, the Emergency Brake must be energized and
lifted clear of the brake disk. Energize the Emergency Brake by:
• Place the CIS jumper located on the Maintenance Safety Panel in the J6 position and note
that the UCM relay drops.
• Enable the “Brake Test” in MCSS using the Service Tool (M-2-2-5-1 <go-back> <enter>)
and verify that the UCM relay picks.
• While observing the SPB speed display, rotate the BRB2 keyswitch, located below the SPB,
clockwise.
• Confirm that the “LB” relay picks, indicating that the Emergency Brake is energized. On
systems with brake switch LEDs, verify that the “EB” LED turns off when the Emergency
Brake is lifted.
9. While holding the BRB2 keyswitch activated, instruct the assistant to confirm the Machine Brake
holding capacity by moderately “bouncing” the car.
10. The elevator cab should barely move (1/8" to 1/4" inch) at each oscillation of the car while
bouncing is being performed.
11. Release the BRB2 keyswitch.
12. Disable the “Brake Test” in MCSS using the Service Tool (M-2-2-5-1 <go-back> <enter>)
and verify that the UCM relay drops.
Note: If the brake holding capacity is not sufficient, ensure that the correct brake assembly has
been supplied according to the duty load of the elevator system. Refer to Note: 3) in this Section
and Section 2 of this document for further information.
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14. Upon completion of the test, manually close the elevator doors.
15. Using the Controller Inspection Station, recover the elevator to the floor level if required.
Note: Continue the brake capacity test with the elevator loaded at the bottom landing to confirm
the Emergency Brake capacity, as follows.
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C: Emergency Brake Capacity Confirmation

1. Verify that the “Brake Test” is disabled in MCSS using the Service Tool (M-2-2-5-1 <go-
back>).
2. Place the CIS jumper located on the Maintenance Safety Panel in the J7 position
CAUTION!
Verify that the UCM relay is dropped. If UCM is picked, unexpected motion will occur.
3. Manually open the elevator doors.

4. Place a temporary jumper between controller terminals C-102 and C-103
5. To confirm the Emergency Brake holding capacity, the Machine Brake must be energized and
lifted clear of the brake disk. Energize the Machine Brake by:
• While observing the SPB speed display, rotate the BRB2 keyswitch, located below the SPB,
clockwise.
• Confirm that the “LB” and “UD” relays pick, indicating that the Machine Brake is energized.
Verify that the “B” LED turns off when the Machine Brake is lifted.
6. While holding the BRB2 keyswitch activated, instruct the assistant to confirm the Emergency
Brake holding capacity by moderately “bouncing” the car.
7. The elevator cab should barely move (1/8" to 1/4" inch) at each oscillation of the car while
bouncing is being performed.
8. Release the BRB2 keyswitch.
9. Remove the temporary jumper between C-102 and C-103.
Note: If the brake holding capacity is not sufficient, ensure that the correct brake assembly has
been supplied according to the duty load of the elevator system. Refer to Note: 3) in this
Section and Section 2 of this document for further information.
11. Upon completion of the test, manually close the elevator doors.
12. Using the Controller Inspection Station, recover the elevator to the floor level if required.
13. Manually open the elevator doors.
14. Remove the load from the car and verify that the load percentage value displayed under Service
Tool menu “M-2-1-2” is consistent with the actual load value within +/-5%.
15. Manually close the elevator doors, turn ON circuit breaker CB3 and prepare elevator for the next
step.
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SECTION 11
The following section presents a guide for preparing the elevator and conducting the hoistway learn
run.
Hoistway Learn Run

1. Ensure that the controller inspection switch (CIS) is turned to the INSPECTION position and the
MLB III CPU board display indicates “CI” mode.
2. Place 20% of duty load in the elevator, evenly distributed on the platform.
3. Monitor the state of the MLB III I/O board LED “NTB”. Using the Controller Inspection Station,
position the elevator so that the LED “NTB” is illuminated, indicating that the sensor has
engaged the NTB vane.
4. Monitoring the point at which the LED “NTB” switches off, move the elevator up to a position
approximately 0.5 – 1 meter (2 – 3 ft.) above the NTB vane.
5. Connect a Service Tool to the MLB III I/O board. Select the Service Tool sequence M-2-4-1 to
enter the hoistway Learn Run routine. To initiate the learn process follow the prompts presented
on the display and refer to the following summary or the sequence as shown on the next page.
• Press “GO ON”
• Confirm that the expected NTSD distance displayed on the Service Tool is the same as the
NTB and NTT vane settings.
• Turn the EEPROM write protect switch to the right.
• Press “GO ON”
• Turn the controller inspection switch to the “NORMAL” position. The Learn Run routine will
commence.
6. When the elevator reaches the top landing, learns the top door zone position and levels to the
floor, the following message will be displayed.
DONE: PUSH ENTER
HW length:xxxxxx
7. Press the sequence “Shift (Blue)” “Enter” on the Service Tool. The display will change to the
following.
Learn Finished
Push Enter
Again press the sequence “Shift (Blue)” “Enter” on the Service Tool to confirm completion of the
Learn routine.
8. Turn the EEPROM write protect switch to the left, PROTECT position.
Note: If an error occurs during the learn run, note the error code and refer to the MCSS Appendix
attached to this document.
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Learn Run Sequence
Press "MODULE" , "2"
MONITOR=1 TEST=2
SETUP=3 CALIB=4>
Press "4" , "1"
Switch on CI This display will only appear if the "CIS" is

switched to the "NORMAL" position.
Switch "CIS" to INSPECTION
to start learn-
run press GO ON
Press "GO ON"
est. NTB Vane Confirm that the displayed NTB vane length is in
Length (mm)=xxxx accordance with the "Vane Setting Table" in
Section 1.
Press "GO ON"
Disable the
Enable E2P The Learn Run will be aborted if the EEPROM Write
Write GO ON
EEPROM Write
Protection
! Protect switch is not in the correct position.
Press "GO ON"
switch back to
normal GO ON
Switch "CIS" to NORMAL

The learn routine will commence motion, find the
NTB position and the lowest landing level then
d af:00 DOWN NTB
stop. The system will then reverse direction and run
A:xxxxxxL:000000
up to establish the landing positions and NTT
position, finally reaching the top landing level.
u af:xx UP LU
A:xxxxxxL:xxxxxx As the elevator moves through the hoistway, learn
d af:xx DOWN TFL run status and data will be updated on the screen.
A:xxxxxxL:xxxxxx
If errors are encountered during the learn
DONE PUSH ENTER ! operation, refer to the MCSS error log (M-2-2-2).
Refer to the MCSS Appendix for error descriptions.
HW length:xxxxxx
Press "ENTER"
- af:xx INACTIVE
This message will appear briefly.
A:xxxxxxL:xxxxxx
Learn Finished
Elevator will level to the top landing at this point.
Push Enter
Enable the
EEPROM Write
Protection
Press "ENTER"
2=MCSS 3=DCSS
The learn procedure is complete.
4=DBSS
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SECTION 12
The following section presents a guide for commissioning the elevator system into full speed
operation using the Service Tool direct connection to the motion control sub-system. The procedure
uses MCSS alternate profile settings to gradually increase the elevator speed up to contract
velocity. Also presented in this section is the procedure to calibrate the Dynamic Offset for the
Extended Duty Load Weighing system.
A. Full Speed Operation

Note: 1) In order to minimize handling of test weights, it is recommended that the following
sections of this article be reviewed before proceeding.
2) Do not attempt to change the Velocity Normal parameter for this portion of the adjusting
sequence as it is used during the Learn Run calculations, and if changed now, will result in
an error!
1. Remove all test weights from the elevator and ensure the hoistway equipment is appropriately
prepared for operation at normal speed.
2. With the Service Tool connected to the MLB III board, select sequence M-2-3-2 and change the
following installation parameters:
• “VELOC PROFILE 2” to 500 mm/s (100 fpm).
• “ACCEL PROFILE 2” to the contract acceleration rate. (ACCELERA NORMAL)
• “JERK PROFILE 2” to the contract jerk rate. (JERK NORMAL)
3. With the elevator at the top floor, select Service Tool sequence M-2-1-2 to access the Monitor
State of Commands menu, as follows.
-xx STB INA ][][

GTN >GTNnn 000%
a) Confirm that the states of all doors are fully closed, as displayed on the Service Tool. Where
required, press the “GO ON” key until the FCLD (ACLD) command is displayed. Press the
“Shift (Blue)” and “Enter” keys to issue the door close command.
b) Press the “GO ON” key until the MGRU2 command is displayed. Press the “Shift (Blue)” and
“Enter” keys to select Alternate Profile 2.
c) Press the GO ON key until the GTN command is selected.
d) Enter the number of the floor below the top landing and press the “Shift (Blue)” and “Enter”
keys. Remember to count the bottom floor as 0 and not 1.
e) Confirm that a normal motion sequence commences and the elevator moves smoothly to the
next landing and stops level with the floor. Ensure that the MLB I/O board LED’s “LU”, “DZ”
& “LD” are illuminated, indicating that the elevator is level with the floor.
f) If no faults occur in the Motion Control or Drive systems, select and enter the GTN
command for a long run to the floor above the bottom landing. Confirm that the elevator
moves at dictated speed (VELOC PROFILE 2) and stops level at the selected landing.
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g) Select and enter the GTN command for a long run to the floor below the top landing.
Confirm that the elevator moves at dictated speed (VELOC PROFILE 2) and stops level at
the selected landing.
Note: 1) Avoid running the elevator on full speed runs to the terminal landings until final
confirmation of the ANSI Speed Check settings has been completed.
4. Increase the value of parameter “VELOC PROFILE 2” in steps of 500 mm/s (100 fpm) and
repeat the test runs as described in Item 2, above. Increase the value of this parameter and
repeat the test runs until contract speed is reached.
5. Press the “GO ON” key until the MGRU1 command is displayed. Press the “Shift (Blue)” and
“Enter” keys to select Contract (Normal) Profile. Normal velocity and profile settings for the
contract will now be used with the GTN command. Repeat the test runs as described in Item 2.,
above.
6. With the elevator running at constant speed towards the target landing, select Service Tool
sequence (M-2-4-2) to monitor car velocity. Confirm that the dictated velocity (DV) is
approximately equal to actual velocity (AV) and the indicated speed is correct as per contract
specifications.
7. With the elevator at the floor below the top landing, enter the GTN command for a short run to
the top landing. Select door commands FOPD (AOPD) and FCLD (ACLD) to cycle doors open
and closed to confirm operation from MCSS commands.
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B. Adjusting the “Dynamic Offset” – Extended Duty Load Weighing

2. Run the car to the bottom landing.
3. Select Service Tool sequence (M-2-4-5) to access the Manual Load Calibration routine.
4. With car empty, readjust (if necessary) the OFFSET to show 1 - 2% load on the Service tool.
Increase or decrease the OFFSET setting to obtain a LD% value of 1 - 2%. Note the value of
parameter “OFSET”.
Ld= 000 Ld%= 000

OFSET o:255n:
5. Run the car to the top landing.

6. Select Service Tool sequence (M-2-4-5) and readjust the OFFSET to obtain the same “Ld%”
value as achieved with the car at the bottom landing. Note the value of parameter “OFSET”.
Subtract the “OFSET” value determined at the bottom of the hoistway from the “OFSET” value
determined at the top of the hoistway. The difference will be called the “Dynamic Offset”.
7. Select Service Tool sequence (M-2-3-4) and press GO ON to access parameter “Dynamic
Offset”. Enter the “Dynamic Offset” value established in Item 6), above.
8. Select Service Tool sequence (M-2-4-5) and restore the value of parameter “OFSET” to the
original setting achieved with the car at the bottom landing. Ensure that the LD% is restored to a
value of 1 – 2%.
9. Next, place a full load in the car. Press the GO ON key and adjust the GAIN setting so that the
value of "LD%" equals 100.
Ld= 200 Ld%= 100

GAIN o:255:xxx
11. Run the car to landings in the mid hoistway region and the bottom of the hoistway. Confirm that
the “Load%” value displayed on the Service Tool is consistent throughout the hoistway.
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C. ANSI Speed Check Circuit Confirmation

The following procedure will be used to confirm that the ANSI Speed Check signals operate within
the required tolerance and where required, make fine adjustments to the settings.
ETSC Signal Confirmation
1. Select the Service Tool sequence (M-2-3-2) and set parameter “VELOC PROFILE 2” to the
upper ETSC test speed, as per the table below.
2. Select the Service Tool sequence (M-2-1-2) and use the MGRU2 command to select Alternate
Profile 2.
3. Press the GO ON key until the GTN command is selected. Avoiding the terminal landings where
possible, use the GTN command to send the car on a long, full speed run to the bottom, then
back to the top of the hoistway. Select sequence (M-2-4-2) and confirm that the car velocity
matches the selected ETSC test speed. Confirm that the ETSC indicator on the MLB III I/O
board turns off as the car reaches constant velocity in both directions.
lower ETSC test speed, as per the table below.
5. Avoiding the terminal landings where possible, use the GTN command to send the car on a
long, full speed run to the bottom, then to the top of the hoistway. Select sequence (M-2-4-2)
and confirm that the car velocity matches the selected ETSC test speed. Confirm that the ETSC
indicator on the MLB III I/O board remains on as the car reaches constant velocity in both
directions.
6. If the ETSC signal operates as defined in the above tests, the switch point is within the specified
tolerance. Where required, adjust the ETSC switch point by increasing or decreasing SW4 as
described in the Note at the end of this section.
Car Speed ETSC Trip Speed (94%) ETSC Test Speed

Upper Lower
1016 mm/s (200 fpm) 955 mm/s 978 mm/s 931 mm/s
SC Signal Confirmation
upper SC test speed, as per the table below.
2. Select the Service Tool sequence (M-2-1-2) and use the MGRU2 command to select Alternate
Profile 2.
3. Press the GO ON key until the GTN command is selected. Avoiding the terminal landings where
possible, use the GTN command to send the car on a multiple floor run down the hoistway, then
back to the top of the hoistway. Select sequence (M-2-4-2) and confirm that the car velocity
NSAA S.W.P. N-1.1.18.0-2
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matches the selected SC test speed. Confirm that the SC indicator on the MLB III I/O board
turns off as the car reaches constant velocity in both directions.
lower SC test speed, as per the table below.
5. Avoiding the terminal landings where possible, use the GTN command to send the car on a
multiple floor run down the hoistway, then back to the top of the hoistway. Select sequence (M-
2-4-2) and confirm that the car velocity matches the selected SC test speed. Confirm that the
SC indicator on the MLB III I/O board remains on as the car reaches constant velocity in both
directions.
6. The switching velocity of the SC signal MUST not exceed 750 mm/sec, as per code
requirements. If the SC signal operates as defined in the above tests, the switch point is within
the specified tolerance. Where required, adjust the SC switch point by increasing or decreasing
SW2 as described in the Note at the end of this section.
7. Once the ANSI Speed Check switches have been adjusted, restore parameter “VELOC
PROFILE 2” to its original value.
Car Speed SC Trip Speed SC Test Speed

Upper Lower
Note: If it is required to decrease SW4 (or SW2) from 0 to F, SW3 (or SW1) must be decreased
one count also. Likewise, when increasing SW4 (or SW2) from F to 0, SW3 (or SW1) must
be increased one count. After each change to the ASC switches, use the above procedures
to confirm the speed at which the SC and ETSC signals operate.
For This Effect: Do This:

Lower ETSC trip speed decrease SW4
Raise ETSC trip speed increase SW4
Lower SC trip speed decrease SW2
Raise SC trip speed increase SW2
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D: Final Counterweight Overbalance Confirmation

Due to the mechanical characteristics and location of the machine in the GeN2 system, the
counterweight overbalance shall be determined by monitoring the motor current with the car
running.
1. Ensure that the mechanical installation of the elevator car is completed, including cab interior
and toe-guard.
2. Obtain the specified overbalance percentage from the contract layout diagram. The standard
overbalance setting for the GeN2 ANSI/CSA system is 47.5%
3. Place balanced load on the car. Refer to the table below for balance load values.
Load on platform at 47.5% overbalance
Duty Load – kg (lbs.) Balanced Load – kg (lbs.)
Limited Duty 953 (2100) 453 (998)
Limited / Extended Duty 1134 (2500) 539 (1188)
Extended Duty 1360 (3000) 646 (1421)
Extended Duty 1588 (3500) 754 (1659)
Extended Duty 1814 (4000) 862 (1896)
Extended Duty 2041 (4500) 969 (2133)
Extended Duty 2268 (5000) 1077 (2370)
4. Connect a Service Tool to the DBSS. Select sequence (M-4-1-3-1) and press GO-ON to find the
motor current display “Mtr i RMS”.
5. Connect another Service Tool to the MCSS. Select sequence (M-2-1-2) to access the motion
command menu for running the car at contract speed.
6. Run the car from the bottom landing to the top landing and record the motor running current
displayed on the Service Tool as the elevator car passes the mid travel point of the hoistway.
7. Run the car from the top landing to the bottom landing and record the motor running current
displayed on the Service Tool as the elevator car passes the mid travel point of the hoistway.
8. Compare the average motor running currents up and down. If required, adjust the weight inside
the cab and repeat the above steps until the readings are approximately equal.
Note: Refer to the following table for typical balanced load motor running currents. The readings
for the 5TC and 5TD machines will be higher, based on the higher operating speeds of the
machines (2032 mm/s - 2540 mm/s), however, the balanced load running currents should
still be as close to each other as possible in each direction.
Mtr i RMS – Motor Running Current At Balanced Load (Typical)

Load In Elevator -> Balanced Balanced Less 23 kg (50 lb)
UP DOWN UP DOWN
2.5T Machine 2.1 A 2.3 A 1.5 A 2.6 A
5TA Machine 4.0 A 4.3 A 3.8 A 4.7 A
5TB Machine 3.5 A 3.3 A 2.6 A 4.3 A
5TC & D Machine See NOTE above.
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9. Determine the amount of weight added or removed from the cab to achieve equal currents, then
add or remove the same amount of weight to the counterweight frame.
10. Ensure that the filler weights are tied down and secured into the counterweight frame.
11. As a final confirmation of the overbalance setting, move the car to the mid hoistway position and
follow the procedure described below.
a) Confirm that all hoistway doors are locked and that all personnel have exited the hoistway.
Ensure that access to the hoistway is restricted during the balance testing procedure.
WARNING !
Be Prepared For Unexpected Movement. Be Prepared To Drop The Brakes Immediately If
Excessive Motion Is Observed.
b) Energize both the machine and emergency brakes by:

i. Verify that connector P4 on the RCBII is disconnected, preventing communications
between OCSS and MCSS.
ii. Place the CIS jumper located on the Maintenance Safety Panel in the J7 position and
note that the UCM relay drops.
iii. Enable the “Brake Test” in MCSS using the Service Tool (M-2-2-5-1 <go-back> <enter>)
and verify that the UCM relay picks.
iv. While observing the SPB speed display, rotate the BRB2 keyswitch, located below the
SPB, clockwise.
v. Confirm that the “LB” and “UD” relays pick, indicating that both the Machine Brake
Emergency Brake are energized. On systems with brake switch LEDs, verify that the “B”
and “EB” LED’s change state.
c) Observe for machine movement by monitoring the “Speed and Direction Indicators” on the
Service Panel Board (SPB).
d) Release the BRB2 keyswitch upon completion of balance confirmation.
e) If the counterweight overbalance setting is correct, no motion will be observed when the
brakes are lifted. In case the car moves, release the BRB2 keyswitch immediately. Check
the balance settings by returning to Item 4 above to repeat the balance procedure.
f) Disable the “Brake Test” in MCSS using the Service Tool (M-2-2-5-1 <go-back>
<enter>) and verify that the UCM relay drops.
g) Restore the CIS jumper to the J1 position.
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E: Inspection Direction Limit Confirmation

The Top of Car Inspection direction limits are implemented through software control and will stop
the car at or before the terminal landing floor level, with the system on Top of Car Inspection mode.
These limits are set in the factory as a contract parameter; however, they are to be checked and
adjusted if necessary. The procedures for this test and adjustment follow.
1. Position the elevator one floor below the top terminal landing.
2. Using Control Room Inspection, run the elevator up towards the top terminal landing until the
direction limit stops the car.
3. Verify that the car can be run in the down direction.
4. Position the elevator one floor above the bottom terminal landing.
5. Using Control Room Inspection, run the elevator down towards the bottom terminal landing until
the direction limit stops the car.
6. Verify that the car can be run in the up direction.
Top of Car Inspection Top Limit Distance Confirmation Procedure:
1. Position the elevator to allow access to the car top.

2. Access the car top using the defined procedure.
3. Run the car up from the access position (monitoring car position and overhead clearances) until
the car stops on the Top of Car Inspection Top Limit.
4. Verify that the car stops at this point and will not restart or run in the UP direction.
5. Measure the distance above the top of the car in the “Refuge Space” see (drawing on following
page) to the nearest object at the top of the hoistway projecting into this space. If the distance is
less than 1830 mm (72"), record the distance in centimeters (cm), and use the following
adjusting procedure to correct this limit.
6. Run the car DOWN to the point of top of car access, and egress from the top of the using the
defined procedure.
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Top of Car Inspection Top Limit Adjustment Procedure:
1. On the Motion Logic I/O Board (MLB III I/O), enable writing to the EEPROM by switching
“EEPROM” switch (located at the top of the MLB III I/O board) out of the “PROT” position.
2. Use the Service Tool (M-2-3-7 <go-back> 3 times) to view the parameter “TCI_TOP_DIST” (top
inspection limit distance from top floor) and record this value. Note, this value represents the
distance below the top landing (in cm) for the top of car inspection limit.
3. Calculate the new top of car inspection limit as follows:
TCI_TOP_DIST (new) = 183 – Measured Distance + TCI_TOP_DIST (old)
Where:
• TCI_TOP_DIST (new) = The new value in cm to be entered for the top of car
inspection limit
• TCI_TOP_DIST (old) = Current value for TCI_TOP_DIST
• Measured Distance = Actual distance measure and value recorded at current top of car
inspection limit to the top of the hoistway.
TCI TOP DIST

old:000 new:xxx
4. Enter the calculated value into the parameter “TCI_TOP_DIST” and press <enter>.
5. On the Motion Logic I/O Board (MLB III I/O), disable writing to the EEPROM by switching
“EEPROM” switch back to the “PROT” position.
6. Repeat the Top of Car Inspection Top Limit Confirmation Procedure to verify the limit has been
set correctly.
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F: Remote Governor Trip & Reset Confirmation

Due to the location of the governor(s) with the machine-room-less GeN2 system, remote trip and
reset features are provided to facilitate testing the governor and resetting the overspeed switch. The
following procedure is provided to confirm operation of the remote governor trip & reset feature.
Note: To protect the governor trip mechanism, the controller software will not enable
governor trip operation if the car is running in a direction opposite to that required for
governor activation.
Car Governor
1. Position the elevator one floor below the top terminal landing.
2. Turn the Controller Inspection Switch to the INSPECTION position.
3. Place a temporary jumper on controller terminals C-074 to C-075.
4. Select the Service Tool sequence (M-2-2-5-1) to access the Safety Function display. Press the
GO ON button to select Safety Checks and set as follows to enable Car Governor Trip feature.
• CAR Gov Trp:enab (Car Governor Trip: Enabled)
5. Using the Controller Inspection Station, initiate a down inspection run. With the car running
down on inspection, press the “GOV TEST” button on the Maintenance Safety Panel to activate
the governor trip solenoid. Confirm that the car stops when the governor trips and the car
safeties are applied.
7. Place a temporary jumper on controller terminals C-019 and C-026 to bridge the safety-
operated switch (SOS).
9. Using the Controller Inspection Station, run the elevator up to release the car safeties and reset
the governor mechanism.
10. Remove temporary controller jumper from C-074 to C-075.
11. Select the Service Tool sequence (M-2-2-5-1) to access the Safety Function display. Press the
GO ON button to select Safety Checks and set as follows to enable Car Governor Reset
feature.
• CAR Gov Rst:enab (Car Governor Reset: Enabled)
12. Press the “GOV TEST” button on the Maintenance Safety Panel to activate the governor reset
solenoid. Release the “GOV TEST” button and confirm that the safety circuit is restored
indicating that the governor overspeed switch is reset.
14. Remove the temporary jumper from controller terminals C-019 and C-026.
Counterweight Governor (if applicable)
1. Position the elevator one floor above the bottom terminal landing.
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2. Turn the Controller Inspection Switch to the INSPECTION position.

3. Place a temporary jumper on controller terminals C-074 to C-075.
4. Select the Service Tool sequence (M-2-2-5-1) to access the Safety Function display. Press
the GO ON button to select Safety Checks and set as follows to enable CWT Governor Trip
feature.
5. CWT Gov Trp:enab (Counterweight Governor Trip: Enabled)
6. Using the Controller Inspection Station, initiate an up inspection run. With the car running up
on inspection, press the “GOV TEST” button on the Maintenance Safety Panel to activate
the governor trip solenoid. Confirm that the car stops when the governor trips and the car
safeties are applied.
7. Release the buttons as soon as the car stops to prevent belt damage.
8. Using the Controller Inspection Station, run the elevator down to release the counterweight
safeties and reset the governor mechanism.
9. Remove the temporary jumper on controller terminals C-074 to C-075.
10. Select the Service Tool sequence (M-2-2-5-1) to access the Safety Function display. Press
the GO ON button to select Safety Checks and set as follows to enable CWT Governor
Reset feature.
11. CWT Gov Rst:enab (Counterweight Governor Reset: Enabled)
12. Press the “GOV TEST” button on the Maintenance Safety Panel to activate the governor
reset solenoid. Release the “GOV TEST” button and confirm that the safety circuit is
restored indicating that the governor overspeed switch is reset.
13. Run the car to ensure the safeties have reset and are not dragging.
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SECTION 13
Acceptance Tests
All tests described in this section are intended to meet the requirements of ASME A17.1-2000 &
CSA B44-00.
Refer to ASME A17.1-2000 & CSA B44-00 Section 8.10.2 – Acceptance Inspection and
Tests of Electric Elevators for reference.
Code Required Tests

The ASME A17.1-2000 & CSA B44-00 safety codes for elevators require specific tests to prove the
effectiveness of the hardware and software safety devices as used with static drive
(microprocessor) systems.
A. Power Opening of Doors – 8.10.2.2.1 (j)

Power opening of doors checkout procedure consists of five parts.
A1. Confirm that door can open only if elevator is in leveling zone.
A2. Confirm that leveling zone extends not more than 75mm (3 in.) from landing.
A3. Confirm that SC speed is set below 0.75 m/sec (150 fpm).
A4. Confirm that elevator senses SC fault when set above threshold.
A5. Confirm that door can open only if elevator speed is below SC speed.
A1. Door can open only if elevator is in leveling zone

1. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if connected.
2. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command, run
elevator at contract speed to any landing.
3. Using menu M-2-1-2 and F OP1 command, open door.
4. Using menu M-2-3-7, change parameter LSP TYPE from "005" to "000". This eliminates
interference from UCM during this demonstration.
5. Using menu M-2-1-2, enter command ST SB (stay in standby). This eliminates releveling during
this demonstration.
6. Remove field wire from C-117 (DZ1). This simulates elevator is outside of releveling zone. LU
indicator turns off.
7. Remove field wire from C-118 (DZ). This simulates elevator is outside of leveling zone. RUN2
and SAFE indicators turn off. Controller responds to elevator with door open being outside of
leveling zone by forcing door closed. After door closes, RUN2 and SAFE indicators turn on
again. Thus, controller allows door to be open only if elevator is in leveling zone.
8. Reconnect field wire to C-118.
9. Reconnect field wire to C-117.
10. Using menu M-2-3-7, change parameter LSP TYPE from "000" to "005".
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A2. Leveling zone extends not more than 75mm (3 in.) from landing
3. Using menu M-2-3-2, record current value for VELOCITY MR Ins (machine room inspection
velocity).
4. Using menu M-2-3-2, change value for VELOCITY MR Ins to 20 mm/s.
5. Using CI, run elevator up while observing LEDs on MLB III I/O board. LU and DZ will turn off.
Position elevator exactly where DZ changes state.
6. Determine distance that elevator is from landing. This can be done either by physically
measuring or by comparing its actual position (M-2-4-2 test; read mm count at P:) with learned
floor table position (M-2-1-6 test; top line mm count next to floor number). The actual length of
leveling zone is determined by physical placement of DZ1, DZ, and DZ2 sensors in position
transducer.
7. Repeat in down direction.
8. Using menu M-2-3-2, change value for VELOCITY MR Ins to original setting (recorded in step
3).
A3. SC speed is set below 0.75 m/sec (150 fpm)

3. Using menu M-2-4-6-1 (for KV1 software), press GO ON button to access display SC = ###
mm/s. This is speed at which SC changed state during last run.
4. Confirm that SC speed displayed is below 750 mm/s (150 fpm).
5. The SC speed is determined via ANSI speed check encoder, which is independent of primary
velocity transducer.
A4. Elevator senses SC fault when set above threshold

3. Record settings for SC switches on MLB III I/O board (SW 1 and SW 2).
4. Change settings for SC switches on MLB III I/O board to "F" "F". This setting forces SC to
remain in an active state at a speed above its maximum threshold.
5. Using menu M-2-1-2 and GTN command, run elevator at contract speed to another landing.
Elevator will complete this run and shut down because SC remained in an active state above its
maximum threshold.
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6. Change settings for SC switches on MLB III I/O board to original settings (recorded in step 3).
7. Reset MLB III I/O board by pressing CPU RST button.
A5. Door can open only if elevator speed is below SC speed

4. Record settings for SC switches on MLB III I/O board (SW 1 and SW 2).
5. Change settings for SC switches on MLB III I/O board to "0" "0". This changes SC speed
setting to 000 mm/s. RUN2 and SAFE indicators turn off. Controller responds by forcing door
closed. After door closes, RUN2 and SAFE indicators turn on again. Thus, controller allows
door to be open if elevator speed is below SC speed.
6. Change settings for SC switches on MLB III I/O board to original settings (recorded in step 4).
Safety Function Tests

B. Selecting a Safety Function Test
1. If OCSS is connected when Service Tool sequence M-2-2-5-1 is selected, display will read:
Please first
Disconnect OCSS
Once OCSS has been disconnected and with Service Tool connected to MLB III I/O board,
select sequence M-2-2-5-1, display will read:
Safety Function:
Safty Tst V:disa
The Safety Function is shown on lower line to left of colon. The Status (enab for enabled, disa
for disabled) is shown on lower line to right of colon.
2. The safety tests available are:
• Safty Tst V - Safety Test Velocity – Run elevator at a profile defined by TEST VEL, ACCEL,
and JERK EEPROM parameters.
• Stop Cont.P - Stop Control Point – Disables normal stop control point allowing elevator to
travel past all landings until elevator is stopped by another safety device.
• Abs.Overspd - Absolute Overspeed – Disables software checking of elevator overspeed
condition. You can then use safety test profiles to overspeed elevator.
• Tract. Loss - Traction Loss – Disables software direction limits for inspection mode only.
The software inspection/direction limits will remain disabled until system is put back on
normal/automatic or until function is manually re-enabled using this menu.
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• Tracking Er - Tracking Error – Disables software checking of profile tracking. Tracking error
fault is declared if elevator speed is not same as dictated speed ± tolerance.
• NTSD Dynam - NTSD Dynamic test – Disables dynamic NTSD checking. Dynamic NTSD
checking is performed continuously as elevator enters terminal landing.
• NTSD Static - NTSD Static test – Disables static NTSD checking. Static NTSD checking is
calculated when elevator reaches NTT or NTB vane approaching terminal landing.
• Overload - Overload – Allows elevator to leave landing even if it is overloaded.
• Dir Limits - Disables normal/automatic direction limits.
• Open Loop - Open Loop Mode – Enables feature to run car in open loop mode with DSD-
412 drive system only. Not applicable to GeN2 systems.
• CAR Gov Trp - Remote Governor Trip – Enables remote governor trip feature to allow
operation of governor trip solenoid.
• CAR Gov Rst - Remote Governor Reset – Enables remote governor reset feature to allow
operation of governor overspeed switch (OS) reset solenoid.
• CWT Gov Trp - Remote Counterweight Governor Trip – Enables remote counterweight
governor trip feature to allow operation of counterweight governor trip solenoid.
• CWT Gov Rst - Remote Counterweight Governor Reset – Enables remote counterweight
governor reset feature to allow operation of counterweight governor overspeed switch (OCS)
reset solenoid.
• Brake Test – used in conjunction with the Maintenance Safety Panel to selectively lift the
Machine and Emergency Brakes.
3. Use GO ON/GO BACK keys to scroll through safety functions.
4. Use Enter key to enable/disable selected safety function. Note that if any safety function is
disabled (or SAFETY TEST VELOCITY function is enabled), it will only be disabled (or enabled)
for next elevator run, and then will revert to enabled (or disabled) state. If SAFTEY TEST
VELOCITY function is enabled, motion profile will be dictated using test profile generator
parameters (VELOCITY TEST, ACCLERATION TEST, and JERK TEST) for one run.
5. Press SET key to exit this function and return to MLB Test Menu.
C. NTSD Test
The NTSD test consists of two parts: NTSD Dynamic Test and NTSD Static Test. The Dynamic
test must be performed first.
Refer to ASME A17.1-2000 & CSA B44-00 Section 2.25.2 for reference.
C1. Dynamic Test

2. With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command,
position empty elevator at least three floors from top landing.
3. Using menu M-2-2-2 and shift + 5, clear the MCSS error log.
4. Using menu M-2-2-5-1, Access Safety Function display as described in MLB-III Service Tool
User’s Manual, TIP 1.1.15.1-3. Press GO ON button and set Safety Checks as shown:
• Stop Cont P:disa (Stop Control Point: Disabled)
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• NTSD Static:disa (NTSD Static: Disabled)

5. Using menu M-2-1-2 and GTN command, run elevator at contract speed to top landing. The
elevator should make an NTSD dynamic stop at top landing. An NTSD error will be recorded in
event log. The elevator will make a controlled stop at a higher deceleration rate (ACCELERA
NTSD) and should stop in door zone. The elevator should not trip ETSD protective devices
during run.
6. Using menu M-2-1-3-1, check door zone inputs. At least two sensors should be on.
7. If elevator does not stop in door zone, compare its actual position (M-2-4-2 test; read mm count
at P:) with learned floor table position (M-2-1-6 test; top line mm count next to floor number).
8. If elevator stops outside of door zone and short of destination landing, decrease parameter
“NTSD Comp Pcnt” (M-2-3-2). If elevator stops outside of door zone and goes past destination
landing, increase parameter "NTSD Comp Pcnt" (M-2-3-2).
9. Repeat test after changing "NTSD Comp Pcnt".
10. With correct NTSD Comp Pcnt value, elevator should make an NTSD stop at floor level in door
zone.
11. Return elevator to normal operation. Using menu M-2-1-2 and GTN command, position elevator
with 125% load at least three floors from bottom landing.
12. Repeat test at bottom landing. If elevator goes below floor level at bottom landing, mm count in
M-2-4-2 test will be negative.
C2. Static Test:

3. Using menu M-2-2-5-1, access Safety Function display as described in MLB-III Service Tool
• NTSD Dynam:disa (NTDS Dynamic: Disabled)
4. Using M-2-1-2 test and GTN command, run elevator at contract speed to top terminal landing.
The elevator should decelerate at a higher rate (ACCELERA NTSD) and stop in door zone. If
NTSD vane lengths have been set correctly, elevator should stop within door zone, independent
of load in elevator. The elevator should not trip ETSD protective devices during run.
5. If elevator does not stop in door zone, compare its actual position (M-2-4-2 test; read mm count
at P:) with learned floor table position (M-2-1-6 test; top line mm count next to floor number).
Calculate difference.
6. If elevator stops below door zone, move NTT vane toward top of hoistway by distance
calculated in previous step. If elevator stops above door zone, move NTT vane down by
distance calculated in previous step.
7. If it is necessary to reposition NTT vane, repeat learn run and repeat NTSD Static Test at top
landing.
8. Return elevator to normal operation. Using menu M-2-1-2 and GTN command, position elevator
with 125% load at least three floors from bottom landing.
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9. Repeat test at bottom landing.

10. If elevator stops above door zone, move NTB vane toward bottom of hoistway by distance
calculated. If elevator stops below door zone, move NTB vane up by distance calculated.
11. If it is necessary to reposition NTB vane, repeat learn run and repeat NTSD Static Test at
bottom landing.
D. ETSD Test
Stopping ability of the elevator with respect to terminal landing floor level is determined by the
setting of the ETP vane length and the tension of the brake springs. The intent here is to set the
vane length to stop an empty elevator at the top terminal before going onto the final limit. The
empty elevator up test should be performed before the fully loaded elevator down test.

3. Using menu 2-2-5-1, access Safety Function display as described in MLB-III Service Tool
• NTSD Dynam:disa (NTSD Dynamic: Disabled)
4. Using menu M-2-1-2 and GTN command, run elevator to top landing. The elevator may stop
before the floor or between door zone and final limit, but should not go onto final limit.
5. If elevator goes onto final limit, perform following steps.
6. Switch CIS to INSPECTION. Remove controller inspection jumper plug from its normal position,
place plug into limit/buffer position, and run elevator back to floor level.
7. Return controller inspection jumper plug back to normal position.
8. Increase length of top ETP vane. It is important not to extend top ETP vane to point that ETP
operates at same time as or before ETSC signal. The calculation for vane length allows for
some distance that ETP vane can be extended without causing ETP to operate before ETSC.
9. Repeat ETSD test at top landing as necessary.
10. After successfully completing ETSD at top landing, return elevator to normal operation, and
using menu M-2-1-2 and GTN command, position elevator with 100% load at least three floors
from bottom landing.
11. Using menu 2-2-5-1, access Safety Function display as described in MLB-III Service Tool
• NTSD Dynam:disa (NTSD Dynamic: Disabled)
12. Using menu M-2-1-2 and GTN command, run elevator to bottom landing. The elevator may stop
before the floor or between door zone and final limit, but should not go onto final limit.
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13. If elevator goes onto final limit, perform following steps.

place into limit/buffer position, and run elevator back to floor level.
15. Return controller inspection jumper plug back to normal position.
16. Increase length of bottom ETP vane. It is important not to extend top ETP vane to point that
ETP operates at same time as or before ETSC LED. The calculation for vane length allows for
some distance that ETP vane can be extended without causing ETP to operate before ETSC.
17. Repeat ETSD test at bottom landing as necessary.
E. Overload Test (capacity)

The purpose of this test is to demonstrate that passenger elevators "shall be designed and installed
to safely lower, stop, and hold the car with an additional load up to 25% in excess of rated load."

3. Using menu M-2-1-2 and F OP1 command, open doors.
4. Place 125% load in elevator.
5. Using menu M-2-1-2 and FCLD command, close doors.
6. Use GTN command to run elevator back down to bottom landing.
7. If load shown on Service Tool is greater than 125%, using menu M-2-2-5-1, access Safety
Function display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-3. Press GO
ON button and set Safety Checks as shown:
• Overload:disa (Overload: Disable)
8. Use GTN command to run elevator back down to bottom landing.
9. Using menu M-2-1-2 and F OP1 command, open doors.
10. Remove test weights from elevator.
F. Tripping Speed of Governor using Tachometer

2. Switch CIS to INSPECTION . Using CI, position cartop near floor level at top landing.
3. Access top of elevator. Using top of car inspection, run elevator up to reach governor.
4. Put top of car emergency stop switch in STOP position.
5. Attach nylon strap between crosshead and machine structure before removing governor rope
linkage.
6. Disconnect governor rope linkage from safety rod.
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7. Hold tachometer on governor rope just as it exits through governor mounting bracket.
8. Allow governor rope linkage to drop and slowly accelerate as it falls. Listen for overspeed
switch to click as it opens and immediately note tachometer reading. Record this value on Field
Test and Data report.
9. Pull governor rope linkage back up toward top of hoistway.
10. Allow governor rope linkage to drop and slowly accelerate as it falls. Observe tachometer
reading just as governor grabs governor rope. Record this value on Field Test and Data report.
11. If governor rope does not accelerate rapidly enough to get valid readings, attach a small weight
to governor rope linkage.
12. Pull governor rope linkage back up toward top of hoistway. Reattach governor rope linkage to
safety rod.
13. Manually reset overspeed switch.
14. Remove nylon strap between crosshead and machine structure.
15. Return top of car emergency stop switch to RUN position.
16. Using top of car inspection, run elevator down to egress cartop.
17. Return CIS to NORMAL position.
G. Overspeed Tests
Refer to ASME A17.1-2000 & CSA B44-00 Section 2.18 for reference.
G.1 Car Safety Test
1. If there are counterweight safeties present, prior to beginning this test access the top of car and
tie down the counterweight safeties to prevent accidental application during this test. Ensure
there are adequate clearances from the tie down means to any hoistway objects.
position elevator with 100% load to top landing.
4. Using menu M-2-3-2, access Profile Generator Parameter display as described in MLB-III
Service Tool User’s Manual, TIP 1.1.15.1-3 to confirm values for both Acceleration Test and
Jerk Test are same as contract acceleration and jerk values.
5. With Service Tool connected to MLB III I/O board, using menu M-2-3-2, access Profile
Generator Parameter display as described in MLB-III Service Tool User’s Manual, TIP 1.1.15.1-
3 to change Velocity Test value to a value slightly above the car governor overspeed switch
setting.
• Safty Tst V:enab (Safety Test Velocity: Enabled)
• Abs. Overspd:disa (Absolute Overspeed: Disabled)
7. Using menu 2-1-2 and GTN command, run elevator to bottom landing.
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8. The governor overspeed switch should trip.

9. Use Service Tool M-2-2-5-1 and shift + 2, obtain highest velocity achieved during last run.
Record this value on Field Test and Data report.
10. Use Service Tool M-2-2-5-1 to enable governor reset, and press GOV TEST button to reset
governor overspeed switch.
11. Run elevator back to top landing.
12. Place a temporary jumper on controller terminals C-074 and C-075 to bridge governor
overspeed switch.
Service Tool User’s Manual, TIP 1.1.15.1-3 to change Velocity Test value to a value slightly
above governor tripping speed.
14. Place CIS jumper in the J7 (bottom) position. Note that the UCM relay drops out.
• Brake Test: enab (Enable the Brake Test – Note the UCM relay picks)
• NOTE: The brake is designed to trip if the governor fails to trip at the correct speed. Check
that the correct UCM Trip Speed is entered in the EEPROM with the Service Tool (M-2-3-8-
GO BACK). The values for this are:
Contract Speed UCM Overspeed Trip
0 – 1.02 m/sec 1.76 m/sec
1.03 – 1.78 m/sec 2.73 m/sec
1.79 – 2.03 m/sec 3.04 m/sec
2.04 – 2.29 m/sec 3.36 m/sec
2.30 – 2.54 m/sec 3.36 m/sec
16. Using menu 2-1-2 and GTN command, run elevator to bottom landing.
17. When the elevator begins to move, switch the BRB2 keyswitch clockwise, (ON) and hold while
observing the dual 7-segment display on the Service Panel Board.
CAUTION: This display shows car speed (m/sec) when the car is moving. Release BRB2
and drop the brake if this display indicates the car is moving greater than governor
tripping speed and if the governor does not trip. Maximum car governor tripping speeds
are:
Contract Speed Maximum Car Governor Trip Speed

1.02 m/sec 1.42 m/sec
1.78 m/sec 2.3 m/sec
18. The governor should trip causing safeties to engage.
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19. Immediately after the safeties set, release BRB2 and turn OFF the CB1 circuit breaker.
20. Using menu M-2-2-5-1 and shift + 2, obtain highest velocity achieved during last run. Record
this value on Field Test and Data report.
21. If the car stops on the brake and the safeties did not trip, the test was unsuccessful and the
brake clearance must be checked for both the machine and emergency brakes (see the Brake
Wear Inspection procedure, AAA29000AC BWI FM2 for Limited Duty and AAA29000AD BWI
FM2 for Extended Duty. This information can be found here on Planet Otis:
http://pegasus2.fe.us.otis.com/OECF_EXTERNAL/AAA29000AD_INDEX_SERVICE.htm). If the
clearances are not within specified values, the brake must be replaced.
Service Tool User’s Manual, TIP 1.1.15.1-3 to change Velocity Test value back to contract
speed.
23. Observe hoistway location where elevator came to rest. Observe that elevator set level on
safeties. Observe any evidence of racking or carframe damage.
24. Switch CIS to INSPECTION position. Return the controller inspection jumper plug to J1 (normal
position).
25. Place a temporary jumper on controller terminals C-026 and C092 to bridge safety operated
switch (SOS).
26. Turn the CB1 breaker back to the ON position.
27. Using CI, run elevator up to disengage safeties.
28. Using menu M-2-2-5-1, enable governor reset, and press GOV TEST button to reset governor
overspeed switch.
29. Remove temporary jumper from controller terminals C-074 and C-075.
32. Using menu M-2-1-2 and GTN command run elevator to landing.
35. Using menu M-2-1-2 and FCLD command, close door.
36. Using CI, position cartop near floor level at landing.
37. Access top of elevator. Inspect safety linkages on elevator. Verify that safety operated switch
reset completely (for elevators with safety operated switch located on top of elevator).
38. Using top of car inspection, run elevator to hoistway location where elevator came to rest after
safety test. Observe marks made when safeties contacted guide rails. Measure length of these
marks and record this value on Field Test and Data report. File guide rails to repair damage to
blade surface.
NOTE: When 9672E safeties are used, the actual stopping distance is calculated by subtracting
148.5 mm. from the actual slide distance. This is due to the geometry of this safety with 2
knurled rollers located 148.5 mm vertically from each other. If the 9672D safeties are used, the
mark on the rail is identical to the stopping distance because this safety used only 1 knurled
roller.
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G.2 Counterweight Safety Test

1. Prior to starting this test, if the counterweight safeties had been tied down during the car safety
test, remove the tie downs and place them on the car safeties for the duration of this test.
Ensure the tie downs have proper running clearances in the hoistway.
2. Disable OCSS – MCSS communications by disconnecting J4 from RCB II board, if connected.
3. With the Service Tool connected to the MLB III I/O board, using menu M-2-1-2 and GTN command,
position elevator with 0% load level at the bottom landing.
Service Tool User’s Manual TIP 1.1.15.1-3 to confirm values for both Acceleration Test and Jerk
Test are the same as contract acceleration and jerk values.
Service Tool Manual, TIP 1.1.15.1-3 to change Velocity Test value to a value slightly higher
than the counterweight governor tripping speed.
6. Place a temporary jumper on controller terminals C-074 and C-075 to bridge governor
overspeed switches.
7. Place CIS jumper in the J7 (bottom) position. Note that the UCM relay drops out.
User’s Manual, TIP 1.1.15.1-3. Press GO ON button and enable Safety Checks as shown:
• Safty Tst V: enab (Safety Test Velocity: Enabled)

• Brake Test: enab (Enable the Brake Test: Note the UCM Relay picks)
NOTE: The brake is designed to trip if the governor fails to trip at the correct speed. Check that the
correct UCM trip speed is entered in the EEPROM with the Service Tool (M-2-3-8 GO BACK). The
values for this are:
Contract Speed UCM Overspeed Trip

0 – 1.02 m/sec 1.76 m/sec
1.03 – 1.78 m/sec 2.73 m/sec
1.79 – 2.03 m/sec 3.04 m/sec
2.04 – 2.29 m/sec 3.36 m/sec
2.30 – 2.54 m/sec 3.36 m/sec
9. Using menu M-2-1-2 and GTN command, run the elevator to the top landing.
10. When the elevator begins to move, switch the BRB2 keyswitch clockwise (ON) and hold while
observing the dual 7-segment display on the Service Panel Board.
11. CAUTION: This display shows car speed (m/sec) when the car is moving. Release BRB2 and
drop the brake if this display indicates the car is moving greater than the governor tripping
speed and if the governor does not trip or if the UCM relay drops. Maximum CWT governor
tripping speeds are:
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Contract Speed Maximum CWT Governor Trip Speed

1.02 m/sec 1.56 m/sec
1.78 m/sec 2.53 m/sec
2.03 m/sec 2.85 m/sec
2.29 m/sec 3.17 m/sec
12. The governor should trip causing the counterweight safeties to engage.
13. Immediately after the safeties set, release BRB2 and turn OFF the CB1 breaker.
14. Turn the CIS switch to Inspection position.
15. Using menu M-2-2-5-1 and Shift+2, obtain the highest velocity achieved during the last run.
Record this value on the Field Test and Data report.
Service Tool User’s Manual, TIP 1.1.15.1-3 to change Velocity Test value back to contract
speed.
17. Observe hoistway location where counterweight came to rest. Observe hoistway, car and
counterweight for any evidence of damage.
18. Using CI, run elevator down to disengage counterweight safeties.
19. Using menu M-2-2-5-1, enable car governor reset and press GOV TEST button to reset
counterweight governor overspeed switch.
21. Return controller inspection jumper plug to NORMAL (J1) position.
22. Using CI, run the elevator on a short run down and then back up to confirm operation.
23. Access the car top and remove the means used to tie down the car safety lift rod
mechanism. Ensure that the safety mechanism is operating correctly.
24. Run the car to the counterweight and inspect safety linkages on counterweight. Verify that the
car safety operated switch reset completely.
25. Run the car to the hoistway location where the counterweight safeties came to rest after the
safety test. Observe marks made when safeties contacted guide rails. Measure the length of
these marks and record this value on Field Test and Data Report. File guide rails to repair any
damage to the blade surface.
NOTE: When 9672E safeties are used, the actual stopping distance is calculated by subtracting
148.5 mm. from the actual slide distance. This is due to the geometry of the of this safety with 2
knurled rollers located 148.5 mm vertically from each other. If the 9672D safeties are used, the
mark on the rail is identical to the stopping distance because this safety used only 1 knurled
roller.
26. Exit car, restore to normal operation.
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H. Traction Test
Refer to ASME A17.1-2000 & CSA B44-00 Section 2.24.2.3.2 for reference.
1. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board, if

connected.
2. With Service Tool connected to MLB III I/O, using menu M-2-1-2 and GTN command, run
elevator at contract speed to top landing.
4. Place 100% load in elevator.
5. Using menu M-2-1-2 and FCLD command, close door.
6. Move CIS to INSPECTION position. Remove controller inspection jumper plug from its
normal position and plug into limits/buffer position.
• Tract. loss: disa (Traction Loss: Disabled)
• Tracking Er: disa (Tracking Error: Disabled)
8. Using CI, run elevator up to fully compress counterweight buffer.
9. Attempt to run elevator UP on INSPECTION again. Either coated steel belts slip traction or
driving system stalls. Either condition is acceptable, and duty of elevator determines which will
occur. If coated steel belts slip traction, LEDs on Service Panel Board illuminate to demonstrate
machine velocity, but elevator does not move. If driving system stalls, LEDs on Service Panel
Board will not illuminate, and elevator does not move up.
10. Run elevator down until counterweight is no longer compressing counterweight buffer.
11. Check that counterweight buffer returns to its fully extended position.
12. Return controller inspection jumper plug to its normal position.
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I. Buffer Test
Caution!
Do not jump out the final limit or buffer switches for this test.
Notes: 1) No test is required for spring type buffers. This test applies to oil type buffers
only.
2) Two procedures are provided, one method for systems with 3 or more stops
and a second for those with only terminal landings (2 stops). The second
method requires that the car be moved on control room inspection to a position
just off the ETSD vane. This should still allow enough distance for the car to
accelerate to full contract speed (up to 1.78 m/sec (350 ft/min)) before reaching
the terminal landing.
1. Before beginning the buffer test procedures, tie down the safety rods on the car (and
counterweight if present) to prevent accidental application of the safeties during the test.
2. Because of reduced clearance between toe guard and pit floor, assure pit is clear of
obstructions and debris before proceeding with this test.
3. Check buffers for proper amount of Otis Spec. 10 oil and check buffer fill cap is tight.
4. Record length of buffer stroke on Field Test and Data report.
5. Disable OCSS – MCSS communications by disconnecting J4 from the RCBII board, if
connected.
6. Position car below top landing.
a) Method 1 – For Systems with 3 or more stops:
With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command,
run empty elevator at least one floor below top landing (but not within the bottom emergency
terminal zone) to test counterweight buffer.
b) Method 2 – For Systems with only 2 stops:
i) With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN
command, run empty elevator to the bottom landing.
ii) Place the car on Control Room Inspection (CI) by switching the CIS switch to “INS”, and
move the car UP on CI and stop as soon as the ETP1 and ETP2 LED on the MLB III I/O
board extinguish.
iii) Place the car in Normal by switching the CIS switch to “NOR”.
6. Place two jumpers across the following controller terminal blocks; jumper 1 from C-113 to C-
122, and jumper 2 from C-122 to C-212. This will prevent interference with ETSD function.
7. Using menu M-2-2-5-1, access Safety Function display as described in LMCSS Service Tool
User’s Manual, TIP 31.4-6. Press GO ON button and set Safety Checks as shown:
• NTSD Dynam: disa (NTSD Dynamic: Disabled)
• NTSD Static: disa (NTSD Static: Disabled)
• Stop Cont. P: disa (Stop Control Point: Disabled)
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8. Using menu M-2-1-2 and GTN command, run elevator to top landing.
9. The elevator should now move toward top landing and continue upward until counterweight
impacts counterweight buffer.
10. Check counterweight and buffer for damage.
place into limits/buffer position, and run elevator back to floor level.
12. Check that counterweight buffer returns to fully extended position.
13. Return controller inspection jumper plug to its normal position, and remove the two jumpers on
the controller.
14. Position car above bottom landing.
a) Method 1 – For Systems with 3 or more stops:
With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN command,
run the elevator with 100% load at least one floor above the bottom landing (but not within
the top emergency terminal zone) to test car buffer.
b) Method 2 – For Systems with only 2 stops:
i) With Service Tool connected to MLB III I/O board, using menu M-2-1-2 and GTN
command, run empty elevator to the top landing.
ii) Place the car on Control Room Inspection (CI) by switching the CIS switch to “INS”,
and move the car DOWN on CI and stop as soon as the ETP1 and ETP2 LED on the
MLB III I/O board extinguish.
iii) Place the car in Normal by switching the CIS switch to “NOR”.
15. Place two jumpers across the following controller terminal blocks; jumper 1 from C-113 to C-
122, and jumper 2 from C-122 to C-212. This will prevent interference with ETSD function.
• NTSD Dynam: disa (NTSD Dynamic: Disabled)
• NTSD Static: disa (NTSD Static: Disabled)
• Stop Cont. P: disa (Stop Control Point: Disabled)
17. Using menu M-2-1-2 and GTN command, run elevator to bottom landing.
18. The elevator should now move toward bottom landing and continue downward until elevator
impacts car buffer.
19. Check car and buffer for damage.
20. Switch CIS to INSPECTION. Remove controller inspection jumper plug from its normal
position, place into limits/buffer position, and run elevator back to floor level.
21. Return controller inspection jumper plug to its normal position, and remove the two jumpers
on the controller.
22. Check that car buffer returns to fully extended position.
23. Verify that slack belt switch is completely reset.
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J. Unintended Car Movement Protection


connected.
2. Place a temporary jumper wire between controller terminals C-102 and C-103.
position elevator one floor from top landing.
4. Either of two methods can be used to demonstrate unintended car movement. Steps 4 through
7 (preferred method) are used for demonstration with doors closed. Steps 8 through 11
(alternate method) are used for demonstration with doors open. Results are identical.
5. Preferred method - Using menu M-2-1-2 and FCLD command, close doors.
6. Preferred method - Remove the FDS field wire from terminal C-057 (simulates an open door
lock) and GS field wire from terminal C-022 (simulates open gate switch). Make sure GTC field
wire remains connected to C-057.
7. Preferred method – Lift both brakes and conduct test:
a) Place CIS jumper in the J7 (bottom) position. Note that the UCM Relay drops out.
b) Enable the Brake Test on the Service Tool (M-2-2-5-1 <go-back><enter>) and note the
UCM Relay picks
c) While observing SPB speed display, rotate the BRB2 keyswitch, located below the SPB,
clockwise.
d) The car starts to move and the UCM circuitry detects movement, activates emergency
brake, and stops elevator before elevator moves 1220 mm (48 in.) from landing in either
direction with any load up to 125% load.
e) CAUTION: If car movement is not detected or excessive speed is detected, release the
BRB2 keyswitch immediately.
8. Preferred method - Replace field wires on terminals C-057 and C-022.
9. Alternate method - Using menu M-2-1-2 and F OP1 command, open doors.
10. Alternate method - Position a barricade in front of doors.
11. Alternate method - Position a person in front of the barricade to keep people away.
12. Alternate method – Lift both brakes and conduct test:
a) Verify OCSS communications is disabled (remove RCBII: J4)
b) Place CIS jumper in the J7 (bottom) position. Note that the UCM Relay drops out.
c) Enable the Brake Test on the Service Tool (M-2-2-5-1 <go-back><enter>) and note the UCM
Relay picks
d) While observing SPB speed display, rotate the BRB2 keyswitch, located below the SPB,
clockwise.
e) The car starts to move and the UCM circuitry detects movement, activates emergency brake,
and stops elevator before elevator moves 1220 mm (48 in.) from landing in either direction
with any load up to 125% load.
f) CAUTION: If car movement is not detected or excessive speed is detected, release the
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13. Measure distance elevator moved away from landing. Record this value on Field Test and Data
report.
14. Remove the temporary jumper wire between controller terminals C-102 and C-103
15. Replace J4 on RCBII and restore the CIS jumper to the J1 position.
16. Reset UCM by pressing UCMRST button on MLB III I/O board.
17. Reset MLB III I/O board by pressing POR button.
18. Using menu M-2-1-2 and GTN command, run elevator to landing.
K. Ascending Car Overspeed Protection


connected.
position elevator at bottom landing. Ascending Car Overspeed is demonstrated with empty car.
Refer to 8.10.2.2.2(cc)(1).
3. Using menu M-2-3-2, access Profile Generator Parameters 1 display as described in LMCSS
Service Tool User’s Manual, TIP 31.4-6 to confirm values for both Acceleration Test and Jerk
Test are same as contract acceleration and jerk values.
Service Tool User’s Manual, TIP 31.4-6 to change Velocity Test value to a value slightly above
governor overspeed switch setting.
• Abs.Overspd:disa (Absolute Overspeed: Disabled)
6. Place CIS jumper in the J7 (bottom) position. Note that the UCM Relay drops out.
7. Enable the Brake Test on the Service Tool (M-2-2-5-1 <go-back><enter>) and note the UCM
Relay picks.
8. Using menu M-2-1-2 and GTN command, run elevator to top landing.
9. As elevator begins to run, rotate the BRB2 keyswitch, located below the SPB, clockwise, while
observing SPB speed display. This will prevent machine brake from dropping until after elevator
comes to a complete stop.
10. When elevator reaches governor overspeed switch tripping speed, ACO circuitry activates
emergency brake and stops elevator.
CAUTION: If the overspeed trip switch does not trip or excessive speed is detected, release the
11. Using menu M-2-2-5-1 and shift + 2, obtain highest velocity achieved during last run. Record
this value on Field Test and Data report.
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12. Using menu M-2-2-5-1, enable governor reset, and press GTR button to reset governor
overspeed switch.
13. Replace J4 on RCBII and restore the CIS jumper to the J1 position.
14. Reset UCM by pressing UCMRST button on MLB III I/O board.
15. Reset MLB III I/O board by pressing POR button.
Service Tool User’s Manual, TIP 31.4-6 to change Velocity Test value to contract speed.
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Buffer Stroke
UNITS CAR BUFFER
SPEED STROKE
ft/min 200 4 in
mm/s 1016 100 mm
ft/min 350 8.25 in
mm/s 1778 205 mm
ft/min 400 11.5 in
mm/s 2032 292 mm
ft/min 450 17 in
mm/s 2286 431 mm
ft/min 500 17 in
mm/s 2540 431 mm
Max Governor Trip Speeds and Min - Max Stopping Distance
UNITS CAR STOPPING GOVERNOR POT SWITCH

SPEED DISTANCE TRIP SPEED TRIP SPEED
MIN - MAX MAX MAX
ft/min 200 4 - 22 in 280 252
mm/s 1016 102 - 559 mm 1422 1280
ft/min 350 10 - 40 in 452 407
mm/s 1778 254 - 1016 mm 2296 2066
ft/min 400 13 – 48 in 510 459
mm/s 2032 330 - 1219 mm 2591 2332
ft/min 450 17 – 58 in 568 511
mm/s 2286 432 – 1473 mm 2885 2597
ft/min 500 20 – 68 in 625 563
mm/s 2540 508 – 1727 mm 3175 2858
The potential switch must not exceed 90% of the actual governor tripping speed.
The CWT governor tripping speed must be 101 – 110% of the actual car governor tripping speed.
The CWT potential switch must not exceed 90% of the actual CWT tripping speed.
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SECTION 14
This section presents a guide to start up the Operational Control Sub-System and check the
elevator operational features. The OCSS may be started prior to evaluating the motion performance
of the elevator system, since it is not possible to observe motion performance from the control room
with the machine-room-less configuration.
Operational Control Start Up

1. Confirm the voltages to the Ring Car Board (RCB II) at the board connector plug terminals
indicated.

Ring Car Board P2-2 P2-6 10.8 – 13.2 VAC
Ring Car Board P2-4 P2-5 9.0 – 11.0 VAC
2. Turn ON circuit breakers CB7 and CB17.

3. Confirm the following circuit voltages at the controller terminals indicated.

30DC3 – Controller / Group RSL C-180 HL2 27.0 – 33.0 VDC
30DC4 – Car Fixtures RSL C-132 HL2 27.0 – 33.0 VDC
4. Ensure there are no high voltages (above 50 VAC) on the Ring Car Board II connector pins
listed in the following table, with respect to HL1. The connectors referenced in the table are the
RSL data lines for the RCB II, which MUST not be connected to 115 VAC.

P5 2, 3, 4, 5, 7, 8 HL1
6. Install all Ring Car Board II wiring connectors into the respective sockets on the board.
7. Install the RCB II battery connector to the P10 socket.
8. Switch the CIS to INSPECTION.
9. Connect a Service Tool to the RCB II.
11. Select Service Tool sequence (M-1-5-1) to clear the RCB II battery backed “PF RAM”. Select
sequence (M-1-5-2) to clear the RCB II battery backed “SAC RAM”.
12. Select Service Tool sequence (1-7-2) and set the system clock to the current time and date.
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13. Confirm that the following LEDs on the RCB II are blinking to indicate correct operation of the
associated function:
• GL1 : Watch dog
• GL2 : Communication to MCSS
• GL3 : Ring communication to other RCBII, or loop-back if simplex car.
• GL4 : Ring communication to other RCBII, or loop-back if simplex car.
14. Confirm that the LED’s “SPB-OK” and “COM-OK” are flashing on the Service Panel Board to
indicate that the OCSS to SPB communications is operational. Confirm that either the “Charge”
or “Maintenance” LED’s are illuminated on the SPB to indicate normal battery status.
15. Select Service Tool sequence (M-1-1-1) to monitor status of the operational control. With the
elevator on Inspection mode, the service tool display will indicate “INS” mode as indicated in the
following example.
A–10 INS M- ><][

00C U00D00 D
16. Turn the CIS to the NORMAL position. If serial link parameters are correctly assigned and
specified emergency service signals are in the normal state, the service tool display will change
to “NOR” or “IDL” mode.
Note: 1) If the car mode does not indicate “NOR” or “IDL”, but changes to an emergency
service mode, note the indicated mode and check the status and settings of related
serial link parameters and input circuits.
2) If the car mode indicates “NAV”, select Service Tool sequence (M-1-2-2-1) to access
the OCSS event log and determine the reason for “NAV” mode.
3) Once relevant faults or input states have been corrected, clear the “PF RAM” as
described in Item 11., above.
17. Press the “DDO” switch on the Service Panel Board to prevent the doors from opening during
the following test. Select Service Tool sequence (M-1-1-1) to monitor elevator status and enter
car calls to the system. Verify that the elevator moves smoothly to the correct landing, as car
calls are entered. (In the OCSS software, the bottom landing is 1, not 0).
18. Run the elevator to the landing closest to the controller. Press the “CHCS” switch on the Service
Panel Board to place the elevator into “CHC” mode.
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SECTION 15
The following section presents a guide for confirming operation of the features provided on the
Service Panel Board and verifying Manual Rescue Operation.
A. Service Panel Board Operation

1. Press both the “SHIFT” and “TEST” buttons simultaneously, then release both buttons to reset
the SPB. Confirm that all LED indicators are illuminated as part of the reset process.
2. With the elevator under operational control mode “CHC” and doors disabled using the “DDO”
function, press the “CCBL” button on the SPB to run the car to the bottom landing.
3. Confirm with the car running down at contract speed that the “CON-SPEED” indicator on the
SPB is illuminated, the DOWN bar graph display has all segments flashing and that the correct
car speed is displayed, in meters / second, on the seven-segment display.
Car Speed SPB Display (m/s)

1016 mm/s (200 fpm) 1.0
1778 mm/s (350 fpm) 1.7 or 1.8
2032 mm/s (400 fpm) 2.0
2286 mm/s (450 fpm) 2.2 or 2.3
2540 mm/s (500 fpm) 2.5
4. Confirm with the car stopped level at the bottom landing that the “DZ” indicator is illuminated
and the seven-segment display indicates the current MCSS landing number as displayed under
menu (M-2-1-2).
5. Press the “CCTL” button on the SPB to run the car to the top landing.
6. Confirm with the car running up at contract speed that the “CON-SPEED” indicator on the SPB
is illuminated, the UP bar graph display has all segments flashing and that the correct car speed
is displayed, in meters / second, on the seven-segment display.
7. Confirm with the car stopped level at the top landing that the “DZ” indicator is illuminated and
the seven-segment display indicates the current MCSS landing number as displayed under
menu (M-2-1-2).
8. Press the “TEST” button and confirm that the UP and DOWN bar graph indicators are not
illuminated, showing that no errors were encountered during the test.
Note: If problems are encountered with the tests described above, confirm the setting of
SPB parameters under OCSS menu (M-1-3-1-9) (see Appendix 4 for additional
information on the Service Panel Board).
B. Manual Rescue Operation Verification – See T.I.P. 0.1.5-46 (attached) for
additional information.
B1. Confirm Manual Rescue Operation with empty car.
1. Ensure that the elevator is empty, then position car one floor below the top terminal landing.
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2. Ensure that all personnel have exited the hoistway and that all doors are closed and locked.
4. Turn OFF circuit breaker CB2.
5. Confirm that indicator “SPB-OK” is flashing and “BAT-MODE” is illuminated, indicating that the
SPB system is operating under battery mode.
6. Confirm that SPB indicator “DZ” is illuminated, indicating that the PTD sensors are operating
under battery power.
7. Insert the manual rescue key into the BRB2 keyswitch mounted below the SPB.
8. Activate the BRB2 keyswitch and confirm that controller relay “MROR” is energized.
WARNING !
While confirming manual rescue operation, if car speed appears excessive or the SPB
overspeed warning buzzer sounds, release the BRB2 keyswitch and the BRB1 button
immediately.
9. Monitoring car speed and direction using the UP & DOWN bar graph displays on the SPB, while
holding BRB2 activated, press and hold the BRB1 button on the SPB.
10. Confirm from the bar graph display, that elevator motion commences in the up direction and that
car speed does not exceed full scale of the display during the controlled pulsing motion.
11. Continue to hold BRB2 keyswitch and BRB1 button activated until the “DZ” indicator illuminates,
the SPB buzzer sounds and the pulsing motion ceases with the elevator at the top landing.
12. Confirm that car position is updated on the SPB seven-segment display and that the car
stopped near floor level.
13. Remove the manual rescue key from the BRB2 keyswitch.
14. Turn ON circuit breaker CB2.
B2. Confirm Manual Rescue Operation interlocks.

1. Position the elevator to allow access to the car top from the landing closest to the controller.
5. Activate the BRB2 keyswitch and confirm that controller relay “MROR” is energized. Release
the BRB2 keyswitch and remove the manual rescue key.
6. Access the Top of Car Inspection station and turn the TCI switch to INSPECTION position.
9. Activate the BRB2 keyswitch and confirm that controller relay “MROR” is NOT energized.
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10. While holding BRB2 activated, press and hold the BRB1 button on the SPB. Confirm that
manual rescue operation is NOT initiated.
11. Release the BRB2 keyswitch and remove the manual rescue key.
12. Access the Top of Car Inspection station and turn the TCI switch to NORMAL position.
13. Substituting the Top of Car Emergency Stop button (TES), the Front Emergency Stop button
(FES) and Rear Emergency Stop button (RES) in Steps 4. to 12. above, confirm that Manual
Rescue Operation is NOT allowed with respective switches in the STOP position.
B3. Confirm Manual Rescue Operation with fully loaded car.

1. Place full load in the elevator, then position car one floor above the bottom terminal landing.
6. Activate the BRB2 keyswitch and confirm that controller relay “MROR” is energized.
WARNING !
While confirming manual rescue operation, if car speed appears excessive or the SPB
overspeed warning buzzer sounds, release the BRB2 keyswitch and the BRB1 button
immediately.
7. Monitoring car speed and direction using the UP & DOWN bar graph displays on the SPB, while
holding BRB2 activated, press and hold the BRB1 button on the SPB.
8. Confirm from the bar graph display, that elevator motion commences in the down direction and
that car speed does not exceed full scale of the display during the controlled pulsing motion.
9. Continue to hold BRB2 keyswitch and BRB1 button activated until the “DZ” indicator illuminates,
the SPB buzzer sounds and the pulsing motion ceases with the elevator at the bottom landing.
10. Confirm that the car stopped near floor level.
11. Remove the manual rescue key from the BRB2 keyswitch.
Note: If problems are encountered with the tests described above, confirm the setting of
SPB parameters under OCSS menu (M-1-3-1-9) (see Appendix 4 for additional
information on the Service Panel Board).
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SECTION 16
Earthquake Operation (Seismic Risk Zone 2 or Greater)
Implementation
Earthquake emergency operation (EQO), actuated by a seismic switch and/or counterweight

displacement switch, is required on all traction elevators operating at a rated speed of 750mm/sec
(150 ft./min.) or more in Seismic Risk Zone 2 or greater. Earthquake emergency operation is not
required for Risk Zone 2 if the car and counterweight guide rail systems conform to the
requirements for Zone 3 or greater. Resetting of the elevator system, after an earthquake, is
performed via a momentary push button on the Seismic Board, which is located in the controller.
The elevator will be provided with at least one seismic switch per building, which is wired to the
EQSC input of the Seismic Board, a counterweight displacement sensor in the hoistway, which is
wired to the EQCW input, and a sensor to determine if the car is above or below the counterweight,
which is wired to the EQMS input as shown in figure 16a. The interface to the controller is via the
Remote Serial Link (RSL) and is communicated to the RCB II through an RS5 module mounted on
the Seismic Board. The visual and audible signals in the cab are driven from an RS4/RS5 board in
the COP. These devices are also shown in figure 16a.
The activation of the EQSC input (seismic activity switch) will cause a car in motion to stop at the
next available floor and park with the doors open. The car will be shut down with the doors open
until the elevator is inspected and the reset button on the Seismic Board is pressed. If the car is on
Phase II operation when the seismic switch is activated, the car will remain on Phase II, subject to
the operating conditions outlined in section 5.3 of this document.
The activation of the EQCW input (counterweight displacement sensor) will cause a moving car to
execute an emergency stop. Once the car has stopped, the car will move away from the
counterweight at less than 750mm/sec (150 ft/min), stopping at the next landing. The EQMS input
is used to determine which direction to recover the car based on whether the car is above or below
the counterweight. Once the car has stopped at a landing, the doors will open subject to the
restrictions outlined in the previous paragraph. Once the car has been shut down, it will not be
allowed to return to service until the car and hoistway have been inspected and the reset button on
the Seismic Board has been pressed.
NSAA S.W.P. N-1.1.18.0-2
Page: 94 of 107
Car RSL
(CDL)
Figure 16a
Seismic Operation Circuits
The Otis counterweight detector (see figure 16b) uses a dual “ring and string” arrangement to
detect when the counterweight breaks free of the counterweight rails. This causes the rings
attached to the counterweight to contact the wires running the length of the hoistway (strings). This
shunts the current from the Seismic Board’s RS5 input and produces a logic-low signal. Upon
receipt of the signal, a car in motion will make a controlled emergency stop, then move at slow
speed in a direction away from the counterweight. When the car reaches the next door zone, the
car shall open its doors and shut down. The car will remain shut down, even in case of power
failures, until manually inspected and reset. The circuit is designed such that the failure of any
single wire or power supply will result such that a derailment is sensed and the system fails in a
safe state.
NSAA S.W.P. N-1.1.18.0-2
Page: 95 of 107
The dual “ring and string” arrangement is used because the Coated Steel Belts electrically insulate
the counterweight from the rest of the system and the second wire is used as the ground reference.
The two wires are shorted together by the dual ring arrangement when a displacement is detected.
NOTE: The Seismic board in the controller is not the same one provided on other traction
equipment because of the dual string arrangement. The new board number is AAA26800KS1.
Figure 16b
Counterweight Displacement Sensor
A seismic detector (not supplied by Otis), which produces a signal when seismic activity is taking
place shall be located in the elevator machine room and, where possible, shall be mounted
adjacent to a vertical load bearing building structural member. Upon receipt of the signal, a car in
motion will stop at the next committable floor, open its doors, and shut down. The car will remain
shut down, even in case of power failures, until manually inspected and reset.
The mid-shaft position, required to ensure that the car is moved in the direction away from the
counterweight at inspection speed if the counterweight sensor were to detect a guidance failure of
the counterweight, is sensed using the car position as computed by the MLB III. The MLB III control
system provides battery backup to a relative positioning to track and store position during a loss of
power. This system does not require the car to move to re-establish position after a loss of power.
When any seismic activity is monitored, an audible and visual signal must be generated in the car.
NSAA S.W.P. N-1.1.18.0-2
Page: 96 of 107
SECTION 17
Final Adjustments
This section presents a guide for completing the final motion adjustment procedures, confirming all
operational features of the elevator system and performing final system checks in preparation for
handover.
Note: 1) The elevator should be complete and capable of running under Normal operational
control at this time.
2) Default parameters in the OVF-30 Drive and Motion Logic Board (MLB III) have been
selected to provide the control and stability required to achieve specified ride quality
standards and performance time values. The following procedures present a guide to
confirm the system motion performance.
A: Leveling Motion Performance

1. Run the elevator to the landing closest to the controller. Using switches on the Service Panel
Board, ensure that the car is on “CHC” mode and then allow the doors to open.
2. Ride the elevator, making long and short runs in the up and down direction and evaluate final
leveling performance at top, middle and bottom of the hoistway. The elevator should approach
the floor smoothly and stop without jerks or hesitation.
• If a jerk or hesitation is evident during the deceleration and final approach to the floor,
confirm the settings of the following parameters.
Parameter Location Default Value Normal Range

GAIN FIXED POSCT M-2-3-8 25 20 – 25
DELTA TC [ms] M-2-3-8 250 150 – 250
• If a jerk or bump is evident at the end of leveling or final stop phase, the following parameter
may be increased to ensure that car is electrically stopped (at zero velocity) before the brake
is applied.

ZERO SPEED TIME M-2-3-2 750 500 – 1000
Note: If vibration, jerk or poor leveling performance is evident despite confirmation of the
above settings, verify that the OVF-30 drive parameters are configured correctly
according to the type of machine installed for the contract.
NSAA S.W.P. N-1.1.18.0-2
Page: 97 of 107
B. Leveling Accuracy
1. Place 20% of duty load in the elevator.
2. Ensure that the car is empty then activate the “DDO” switch to allow operation with doors
closed.
3. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board.
4. Using Service Tool sequence (M-2-1-2) run the car to several landings at the top, middle and
bottom of the hoistway in both directions. With the car stopped at each landing, access Service
Tool menu (M-2-1-9) and press GO ON to display the “lvlerr” field. The value displayed under
“lvlerr” is the difference between actual position and the learned floor table position for that
landing, displayed in millimeters. Ensure that the leveling error distance at all floors is no greater
than 3 mm.
5. Run the elevator to the landing closest to the controller.
6. Enable OCSS - MCSS communications by re-connecting J4 to RCB II board.
7. Using switches on the Service Panel Board, ensure that the car is on “CHC” mode and then
allow the doors to open.
8. Configure the service tool extension cable to allow service tool operation from the COP service
tool port.
9. Remove the equivalent weight of the person operating the car, to allow a total of 20% of duty
load in the elevator.
10. Run the car to each landing and check the actual level error at the car sill. Compare the actual
sill level error with the “lvlerr” error value displayed under Service Tool menu (M-2-1-9).
• If the actual level agrees with the learned position within 3 mm, then the car is stopping
where it should.
• If the actual level error is greater than 3 mm, establish a table of corrective measurements
and re-adjust the respective door zone vanes. Confirm that the changes have corrected all
leveling errors, then perform a new learn run as described under Section 11.
11. Remove all test weights from the car.
C: Start Of Motion Performance

The GeN2 elevator system, utilizing a relatively low inertia suspension system and gearless
machine, relies upon correct adjustment of load weighing and bias torque features in order to
provide optimum start of motion performance. The following provides a guide to confirm operation
and make adjustments to optimize the start of motion performance.
Load Weighing Confirmation

closed.
2. Run the car to the bottom landing. Using Service Tool menu (M-2-1-7), verify that the load
weighing system indicates that there is 1 – 2 % load in the car. This value is displayed in the
“Ld%” field, as indicated in the Service Tool screen below.
NSAA S.W.P. N-1.1.18.0-2
Page: 98 of 107
Ld = Represents the raw load input from DCSS.
LD%= Represents the % of Load in MCSS.

Ld= 002 Ld%= 001
OC= ANS DB%=-047
OC = Load Operational state sent to OCSS.
DB%= Value sent to DBSS.
3. Verify that the load weighing value displayed in the “DB%” field is approximately - 47 depending
upon the final actual counterweight overbalance.
4. Run the car to the top landing. Using Service Tool menu (M-2-1-7), verify that the load weighing
system indicates the same value for “Ld%” as displayed at the bottom landing.
• If the difference in load readings between the bottom and top landings is greater than 3%,
the load weighing system adjustment should be confirmed.
Note: 1) The “DB%” value is affected by load weighing parameter settings used to mitigate the
starting performance effects on systems that are not equipped with chain compensation.
This value may change depending upon elevator position.
2) GeN2 “Extended Duty” systems have the traveling cable & compensating chain attached
to the platform. This results in different load cell readings as the car changes position up and
down the hoistway. The load weighing feature “Dynamic Offset” is used to compensate for
the position based load cell offset resulting from this arrangement.
Bias Torque (Pre-Torque) Confirmation

The GeN2 system uses “Advanced Brake Lift” as a standard feature on all duty ranges. As the car
doors start to close, the pre torque command is sent to the drive from MLB III. The drive provides
torque bias current to the motor prior to lifting of the brake. When the doors are near the fully closed
position (GSM), the lift brake command is generated from MLB III and the brake lifts. If bias current
does not exactly match that required, a slight rollback may be observed (or roll-forward, depending
on direction of travel).
Note: 1) Advance brake lift is only in effect when the car doors are operating, that is, there will be
no advance brake lift operation from a “standing stop” start.
2) Because the machine and sheaves are located in the hoistway, rollback is not directly
observable. However, the system now has the capability to sense rollback (but not roll-
forward) and display it on the Otis Service Tool.
closed.
2. Disable OCSS - MCSS communications by disconnecting J4 from RCB II board.
3. Using Service Tool sequence (M-2-1-2) run the car to several landings at the top and bottom of
the hoistway in both directions. After each run, observe the rollback at the start of the run on the
Service Tool according to following methods.
NSAA S.W.P. N-1.1.18.0-2
Page: 99 of 107
• Method 1: Enter: M-2-1-9 <go-back> to display ROLBAK directly.
ROLBAK T7s T8s

+00 mm -- --
• Method 2: Enter: <up> (<shift>2) to display ROLBAK when in the monitor (M-2-1-2) menu.
Enter: <down> to return to the MCSS monitor menu.
ROLBAK +000 mm
LVLERR +00 mm
Note: The Service Tool “ROLBAK” feature will only display a value when the system exhibits a
rollback at the start of a run, not when the system rolls forward. Run the car in the direction
which rollback is evident while evaluating start of motion performance.
• If rollback is observed and the magnitude of the motion is relatively consistent throughout
the hoistway, the value of Drive parameter “Pretrq trim” may be adjusted to eliminate or
minimize the motion.
• If the car rolls in the down direction as the brake lifts, the Bias Torque is too high and the
value of “Pretrq trim” should be reduced.
• If the car rolls in the up direction as the brake lifts, the Bias Torque is too low and the
value of “Pretrq trim” should be increased.
• Adjust the value of “Pretrq trim” in increments of 0.05 until rollback or roll-forward is not
evident.

Pretrq trim M-4-3-1-1 1.0 0.8 – 1.2
Note: 1) DO NOT adjust the value of “Pretrq trim” below 0.8 or above 1.2.
2) If the value of “Pretrq trim” required for correcting rollback or roll-forward falls
outside of the normal adjustment range, the following system checks must be made
to correct the cause of the problem.
• Confirm the counterweight overbalance.
• Confirm the configuration of MLB III parameters under menu M-2-3-4.
• Confirm the configuration of OVF-30 Drive parameters.
• If rollback is observed and the magnitude of the motion is different between the top and the
bottom of the hoistway, the source of the problem must be determined as follows, prior to
adjusting the value of Drive parameter “Pretrq trim”.
• Confirm that the load percent value (Ld%) is consistent between bottom and top
hoistway locations, as described earlier in this section.
NSAA S.W.P. N-1.1.18.0-2
Page: 100 of 107
• Confirm the following parameters, based upon the contract specifications.
Parameter Location Default Value

Limited Duty Extended Duty
W/Comp WO/Comp W/Comp WO/Comp
Hoist. Ropes ena M-2-3-4 0 1 0 1
Hoist. Ropes % M-2-3-4 0 Contract 0 Contract
Dynamic Offset M-2-3-4 0 0 Adjust Adjust
W/Comp = With compensation. Contract = Calculated per contract.

WO/Comp = Without compensation. Adjust = Determined during LW adjustment.
• In case the above information does not indicate the source of the problem, confirm value
calculated for parameter “Hoist. Ropes %” with assistance from OtisROLE or your
Regional Field Engineer.
• In case rollback (roll-forward) is evident following correction of this issue, adjust the
value of “Pretrq trim” as described in Item 2., above.
4. Run the elevator to the landing closest to the controller.

5. Enable OCSS - MCSS communications by re-connecting J4 to RCB II board.
6. Using switches on the Service Panel Board, ensure that the car is on “CHC” mode and then
allow the doors to open.
7. Ride the elevator, making short runs at the top, middle and bottom of the hoistway, first in one
direction then in the other. At the start of each run, evaluate start of motion performance and
confirm that the car starts without any rollback or roll-forward in the different areas of the
hoistway.
NSAA S.W.P. N-1.1.18.0-2
Page: 101 of 107
D: Flight Time
Once the start of motion and leveling performance has been confirmed, the specified flight time
measurements can be performed. The following presents a guide to confirm flight time performance
and to make limited adjustments to achieve required targets.
1. Run the elevator to the landing closest to the controller. Ensure the car is empty, then using
switches on the Service Panel Board, place the car into “NOR” mode and prevent door
operation with the “DDO” switch.
2. Using Service Tool menu (M-1-1-1), run the elevator on single floor runs in the up and down
direction near the bottom and top of the hoistway. At the end of each run, using Service Tool
menu (M-2-1-9), monitor the distance traveled and the associated flight time for that run, as
indicated in the Service Tool screen below.
DISTmm – Distance traveled in millimeters.

DISTmm T1 s T2 s
003658 05.7 05.2 T1 s – Time, start of motion to end of motion.
T2 s – Time, start of motion to 6 mm from floor.
3. Ensure that the flight time indicated under timer “T2 s” complies with the specifications for the
contract.
• If the flight time is slightly higher than the required value, the following revised parameter
values may be used to decrease final leveling delay, thus reducing flight time. Evaluate final
leveling performance to ensure operation is acceptable with the revised settings.
Parameter Location Default Value Revised Value

GAIN FIXED POSCT M-2-3-8 25 20
DELTA TC [ms] M-2-3-8 250 150
Note: For the GeN2 system, standard flight time specification for a 12 foot floor height is:
5.7 seconds @ 1.02m/s - 200FPM.
5.2 seconds @ 1.78m/s - 350FPM
5.2 seconds @ 2.03m/s – 400FPM
NSAA S.W.P. N-1.1.18.0-2
Page: 102 of 107
E: Ride Quality
When all system adjustments are complete, ride the elevator and evaluate the overall elevator
performance. Evaluate and perform required checks according to the following points.
• Note any squeaks, rattles, or any unusual hoistway noises and initiate means to
eliminate all noise sources.
• Observe door opening for quick, smooth and quiet operation.
• Confirm that door-closing torque is less than the maximum allowable of 30 ft.lb.
• Confirm that door closing is smooth and quiet and close speeds are not less than the
minimum times described in the applicable door operator adjustment article.
• Run car into terminal landings and listen for limit switch noises, comp chain noises and
other objectionable noises. Initiate means to eliminate all such noise sources.
• Run the car at contract speed from top to bottom of hoistway, ride perception should be
smooth and quiet without any bumps or vibrations. Note any rail alignment bumps or
roller guide noise and initiate means to eliminate such problems.
Note: Most hoistway noises can be corrected by minor adjustments of cab and platform isolation,
adjusting roller guides, cab steadying plates, hanging of traveling cables and comp chains.
F: Self-Commissioning – Inertia Adjustment Test
The Inertia Adjustment Test should be performed once the final car cab finishes are in place so that
the Inertia setting calculated by engineering matches the actual jobsite conditions. Correct inertia
setting will enable the car to run smoother and quieter in most cases. In order to do this, the Self
Commissioning Inertia Adjustment Test can be run using the following procedure.
Entering Auto Tune Mode:
• Plug Service Tool into VA/VB processor board.
• Turn the E2 write protect switch on the VA/VB processor board to the CHANGE position
• Use the Service Tool to access M-4-3-1-1 and hit the <go-on> key until the parameter
“Auto Tune 1/0” is displayed. Set the parameter to 1.
• Hit the <go-on> key to display the parameter “Max LR ampl PU”. Make sure that this
parameter is set to 0.2.
• When “WAIT” is no longer displayed on the drive processor board LEDs, hit the reset
button on the processor board to POR the drive. The LED display should now show
“0AA” or “0A0” to indicate that the drive is in auto-tune mode.
Inertia Adjustment
• Disable hall calls, car calls and parking operations before proceeding. Also disable doors
so that passengers cannot enter the car.
NSAA S.W.P. N-1.1.18.0-2
Page: 103 of 107
• Before starting the test, select two floors between which you want to run. Ensure that the
car is at the lower of the two floors (first requested run is UP).
• Access Service Tool menu M-4-4-1-3 and hit the <go-on> key to start the test.
• When prompted by the Service Tool, issue an up call through the MCSS. Then, when
prompted by the Service Tool, issue a down call through the MCSS.
OR – allow the elevator to cycle up and down while the drive collects data and adjusts
the INTERTIA parameter (cycle the elevator between the two selected floors with a
delay of at least 15 seconds).
• The test will repeat several times (at least 2).
• When the tests are finished, the Service Tool will display “Inertia Tuning / Complete Hit
>”. Hit the <go-on> key to proceed.
• The service tool will now display ‘To save data to / EEPROM hit >’. To save the data to
EEPROM automatically hit go-on. Otherwise hit the module, function or set keys to
abort the test. If the saving operation is aborted, the determined parameters will not be
saved to EEPROM but will be available for inspection in menu M-4-4-2.
• When prompted by the SVT display, turn the E2 write protect switch to the CHANGE
position.
• The data will be saved.
• When prompted by the SVT display, turn the E2 write protect switch to the PROTECT
position.
• Hit the ‘go-on’ key to continue.
• The service tool will now remind you that to view the results of the tests you can display
them by going to menu M-4-4-2.
Exiting the Auto Tune Mode
• Turn the E2 write protect switch on the processor board to the CHANGE position.
• Use the Service Tool to access menu 4-3-1-1 and hit the <go-on> key until the
parameter ‘Auto Tune 1/0’ is displayed. Set the parameter to 0.
• When “WAIT” is no longer displayed on the processor board LEDs hit the RESET button
on the processor board to POR the drive. Hitting RESET will allow the drive to change
modes. The LED display on the processor board will no longer show “0AA” or “0A0” to
indicate that the drive is in auto-tune mode.
If the auto tune routine fails to execute, the problem may be that some "hidden" parameters,
only visible during auto tuning, may be blank. The actual values of the parameters are not
important, only that they are not blank. After the Auto Tune parameter been set to a 1, check
NSAA S.W.P. N-1.1.18.0-2
Page: 104 of 107
that the following hidden parameters have non-blank values. If they are blank, set to the
values indicated in the parenthesis on the following page.
M-4-3-1-4
Mtr shft pwr kW (0)
Rtd mtr spd RPM (1)
Rtd mtr In-In V (100)
Rtd mtr freq Hz (10)
Mtr Lsigma H (0.001)
M-4-3-1-1
Max LR ampl PU (0.2)
G. Relative Car Position Test (CSB Traction Test)
The PVT test service tool menu (M-2-4-2) was revised to display the Relative Position (RP)
and Adjusted Position (PS). This display was added as a tool to facilitate testing the traction
®
of the Gen2 Coated Steel Belts (CSBs). This new display is accessed with a
<BLUE><UP> entry from the service tool.
Required Field Action:
Procedure to access the traction of the CSBs:
1. Remove the load from the car (empty car) and move to the bottom landing.
2. Use the service tool connected to the OCSS (RCB II) to enter car calls.
3. Run the car to the top landing, then back to the bottom landing without
recording any data.
4. Record the values for PS(bottom) and RP(bottom initial). See NOTE.
5. Run the car to the top landing
6. Record the value for PS(top). See NOTE.
7. Run the car back to the bottom landing.
8. Record the value RP(bottom final). See NOTE.
9. Perform the following calculation:
10. Repeat steps 4–9 twice (total of three sets of data).
11. Calculate the average slip rate for all three runs.
• If slip rate is less than or equal to 1 mm/meter, test passes.
NSAA S.W.P. N-1.1.18.0-2
Page: 105 of 107
• If slip rate is greater than 1 mm/meter, do the following:

• Check overbalance. If overbalance is off more than 50 lb., correct and retest.
• Check if the car is landing level to the floor. If the car is landing more than 3 mm
from floor level correct (i.e., check drive parameters and load weighing) and
retest.
• If the car is landing at floor level and overbalance is acceptable, clean CSBs
and sheaves and retest. If retest is unsatisfactory, contact NSAA Engineering.
NOTE: To display the relative position and adjusted position on the service tool, use
M-2-4-2 menu, then <BLUE><UP>. To return to the original display, enter
<BLUE><DOWN>.
H: Operational Features
Prior to final handover of the elevator system all elevator operational control features must be
confirmed for correct function. The following points can be used as a guideline to ensure that all
features are checked.
• Confirm that ALL COP buttons, switches, indicators and additional features are
operational.
• Confirm that ALL hall buttons, hall lanterns, hall key switches, indicators and additional
hall features are operational.
• Confirm that ALL specified special service features, including Firemen’s Service,
Emergency Power, Earthquake Operation, etc., are operational in accordance with the
specifications of the AHJ.
• Confirm that door open, door close and reversal times are the same for each car in the
group.
• Confirm that ALL special operations, including Card Reader, Secure Access, Car to
Lobby, EMS, Inspection, Access, ELD, etc. are operational.
• Confirm that, where provided, the emergency communication means is operational
under both normal power and backup (battery) power.
I: Installation Completion
When the installation and adjusting is completed, the following checks should be performed:
Control Room:
• Controller wiring should be laced up

• Control room duct covers installed
• Controller covers, doors, duct covers installed
• Controller cleaned
NSAA S.W.P. N-1.1.18.0-2
Page: 106 of 107
• Control room free of construction debris

• Control room equipment labeled
• All spare Traveling Cable wires MUST be grounded at the HL3 terminals!
Hoistway:
• Duct covers, Box covers installed

• Hoistway cleaned of construction debris
• Top of car Covers installed
• Coated Steel Belt (CSB) tension equalized
• Machine guards, governor guards, cable guards installed
• Hoistway doors operate smoothly and free of debris and dirt
• COP wiring laced up
• Car and Hall Fixtures aligned and installed correctly
Note: 1) Complete Field Test and Data Report!

2) Complete Ride Quality measurements and evaluation.
2) All Adjustments should be complete at this time.
NSAA S.W.P. N-1.1.18.0-2
Page: 107 of 107
ALWAYS
• Always follow all Job Site Safety Guidelines
• Always perform at least a verbal JHA with all parties involved during the adjusting
procedure
• Always communicate your intentions to those working with you
• Always read the whole procedure at least once before adjusting the elevator
• Always contact your Superintendent for advice if something does not go as planned
• Always check barricades and hoistway before moving the car
• Always remember that a construction site is full of hazards. Be sure to take all
precautions to minimize exposure to them
NEVER
• Never assume
• Never do anything that makes you feel unsafe no matter what
• Never rush
Page 1 of 14
TECHNICAL INFORMATION PUBLICATION
TIP 0.1.5-46 Gen2™ Entrapped Passenger Removal Process

September 22, 2006
REQUIRED READING: Field Operations Manager Modernization Supervisor

Maintenance Supervisor Repair Supervisor
Construction Superintendent Field Engineer
Subject Matter
REVISION HISTORY: Expert Date Reason for Revision
Thomas Butwell October 11, 2004 New TIP
Craig A. Buckley September 22, 2006 Text Revisions
SYSTEM: Low-Rise Mid-Rise High-Rise All Traction

Escalator All None Other: Gen2™
COMPONENT/SUBSYS.: Gen2™ Safety Methods
SUBASS./PARTS: Safety
SAFETY CONCERNS: Potential Hazards: Refer to Section:

Fall
Crush
Mechanical
Electrical
Chemical None
Other None
PPE REQUIRED: Equipment Category: Specific Type of Equipment:

Glasses/Face Shield
Ear Protection None
Gloves
Harness/Coveralls
Safety Shoes
Other None
SUMMARY: This TIP explains the proper procedures to remove entrapped passengers
safely and efficiently from a Gen2™ elevator system. It is based on the
Gen2™ Passenger Rescue for Extended Duties Document
(AAA29000AD_PRALL_FM2) developed by OEC-F, dated August 30,
2004.
Warning: This work, and the information contained herein, is the proprietary, confidential property of the Otis Elevator Company, and is made
available here to Otis’ employees solely for use on behalf of the Otis Elevator Company. This work, and the information contained herein, shall not be
used for any purpose, reproduced, distributed, or disclosed by or to anyone not having a specific need to use this work, and the information contained
herein, on behalf of the Otis Elevator Company, without the express written permission of the Otis Elevator Company. Any unauthorized reproduction,
disclosure, or distribution of copies by any person of any portion of this work may be a violation of the copyright law of the United States of America
and other countries, and could result in the awarding of statutory damages for infringement, as well as further civil and criminal penalties.

Page 2
TIP 0.1.5-46
September 22, 2006 TECHNICAL INFORMATION PUBLICATION
Safety
All jobsite work activity must be in full compliance with Otis Worldwide Jobsite
Safety Standards (WWJSSS). When carrying out this procedure, particular
consideration should be given to control of the elevator, LOTO, hoisting and
rigging, ensuring public safety (signs and barriers), working in close proximity of
unguarded rotating equipment (sheaves) and the wearing of appropriate PPE
(hand gloves, etc.). The mechanic(s) carrying out the process shall complete a
formal written JHA to familiarize themselves with the work environment and the
task at hand. Some hazards include hand cuts, sprains, and strains from lifting
and stretching, building and hoistway obstacles, low overheads, high overheads,
and other running elevators and counterweights in adjacent hoistways. If you are
unsure of the WWJSSS standards regarding the task at hand, immediately stop
work and consult your supervisor.
Introduction
This document details proper methods to remove passengers safely when a problem
occurs in a Gen2™ elevator system. These methods enable the elevator service
examiner to remove entrapped passengers efficiently while complying with all elevator
code requirements. This document describes the processed that apply to the following
scenarios:
1. Rescue without Moving the Elevator
2. Brake Coil Failure
3. Manual Rescue Operation (MRO)
A. MRO with Balanced Load Condition
B. MRO with Unbalanced Load Condition
4. Car Safeties Applied
A. Car Safeties Applied Using Control Room Inspection
B. Car Safeties Applied Using Manual Chain Hoisting Method
Page 3
TIP 0.1.5-46
TECHNICAL INFORMATION PUBLICATION September 22, 2006
Evacuation Rules
NOTE: There are some basic rules that apply in all cases and must be followed with
any type of evacuation.
1. Only an experienced elevator mechanic should perform the evacuation. Remove

the passengers as quickly as reasonably possible, but never with the risk of
injury to the passengers or Otis personnel.
2. Before the passengers are removed from any exit, lock out, tag out, test, and
verify the main line switch. Close and lock the controller door with a
second personal lock (see Figure 1). Leave the car lighting energized.
Figure 1: Second Personal Lock to Lock the Controller Door
NOTE: This rule applies even if there has been a power failure.
3. Do not open the doors unless someone is at the landing to assist the passengers
when they are exiting the elevator.
Passenger Evacuation Procedure
WARNING: Otis personnel will not advise a customer on how to perform a

passenger evacuation except under life threatening situations.
See Service Policy SPG-112.
1. Communicate with the passengers. Determine how many passengers are in

the car. Are any passengers ill or injured? Does anyone require special
Page 4
TIP 0.1.5-46
assistance? Inform the local EMS or the fire department for possible emergency
response. Are the lights on in the elevator car? Are the car doors open or
closed? What were the conditions leading up to the entrapment? How long have
passengers been trapped? Tell the passengers to not open the doors.
2. Keep the passengers informed. Communicate to the passengers the steps

being taken throughout the evacuation process. Instruct the passengers to stay
away from all doors. Instruct the passengers not to touch any buttons unless
asked to do so.
3. Ask the passengers to check that the car Stop Switch is in the RUN position.
Try pushing the Door Open button. Check car doors to make sure they are fully
closed.
4. Check position of car and status of doors. From a nearby landing, use
emergency door key to open the hoistway door (if possible). Verify the status of
the car doors (open or closed). Check and note approximately how far car is
above or below floor level.
5. Perform a quick diagnostic check from the machine room. Check the faults
with a service tool. Check main power. Check for open fuses. Check for
contact(s) not making. Check that the safety circuit (safety chain) is closed.
After determining the cause of the elevator shutdown, either replace the fuses,
correct faults, and reset the controller system to regain elevator operation or
remove these faults:
• Remove power to the elevator. To minimize body exposure to a faulty

disconnect switch, stand to the side of the disconnect when shutting off power
to the unit.
6. Connecting the gate switch monitor tool to the Gen2 when using MRO.
NOTE: Be sure power is removed from the controller before connecting the tool and
moving the car on MRO.
Page 5
TIP 0.1.5-46
Figure 2: Gate Monitor Tool (p/n AAA21750B1)
For the Gen2™ gate switch monitoring points, please hook up the gate monitor
tool (AAA21750B1) to the wires lifted from the following controller terminal points:
• On units with front gate switch only, remove field wires on C-022 and C-023
controller terminals and attach to monitor wires.
• Units with both front and rear gate switches will require the connector wires to
be put in series to monitor both at once. This is accomplished by removing
wires:
o Front gate Switch C-022, C-023
o Rear Gate Switch C-025, C-024
• Using an Otis approved jumper, tie the C-023 wire to the C-025 wire and then
attach the monitor wires to C-022 and C-024. That will allow both circuits to
be monitored at the same time.
NOTE: Information on this should be recorded on the jobsite card (p/n

AAA102AGS1, see Figure 3) in the kit.
After all passengers are removed and before the unit is either repaired or left shut
down for a repair team, please return the wires removed back to their proper
connections and remove the gate switch monitoring tool.
Page 6
TIP 0.1.5-46
Figure 3: Jobsite Card (p/n AAA102AGS1)
• The green light should be lit after switching the monitoring device on.
• The red light and buzzer will come on if the car door is open.
• Only move the car in Manual Rescue Operation when the green light is
present.
Page 7
TIP 0.1.5-46
1. Rescue without Moving the Elevator
1. Repair the fault and restore the elevator to normal operation (if possible) and
ensure that the passengers exit safely.
2. Repair the fault and let the elevator recover to the nearest landing (if possible) if
the car cannot be easily returned to normal operation. Then evacuate the
passengers at that landing.
3. Remove power to elevator, lock out, tag out, test, and verify. Gain access to
the elevator hoistway doors closest to elevator position.
4. Communicate with the passengers. Reassure the passengers and advise them
you are gaining access to rescue them from the elevator. Advise the passengers
to remain calm, and not to open the doors. Communicate with trapped
passengers during the rescue operation, so it will give them peace of mind while
waiting to be let out.
5. Go to the landing where the elevator is situated and open the doors with an
emergency door key. Bring a ladder with you to help in the removal of the
passengers from the car, if the car is not level at the floor.
6. Assist the passengers exiting the elevator.
7. If the car is above the landing and no opening exists between the toe guard and
the landing sill, then open the doors with an emergency door key. Rescue the
passengers from the elevator.
8. If the car is more then 12 in. below the landing, and there is a minimum of 24 in.
between the landing sill and the car door transom, then open the door with an
emergency door key and rescue the passengers from the elevator. Help may be
needed to perform the passenger removal. Have a ladder with you before
opening the doors for more efficient passenger removal.
9. Keep the car secured until the problem is corrected and the elevator is returned to
service. Report the shutdown to the Otis supervisor and sales representative to
notify building owner.
Page 8
TIP 0.1.5-46
2. Brake Coil Failure
1. Remove power to the elevator, lock out, tag out, test, and verify. Gain
access to the car top.
that you are gaining access to the top of the car to rescue them from the
elevator. Advise the passengers to remain calm, and not to open the doors.
Communicate with the trapped passengers during the rescue operation, so it will
give them peace of mind while waiting to be let out.
3. Access car top. Use all proper tools and safety methods required by Otis.
4. Place the rigging for use of friction rail clamp on the car top.
5. Install the rail clamps on both car rails. Place the clamps on the rails as high
above the crosshead as possible to afford maximum distance of lift.
When using rail clamp method, select the proper sized capacity chain tuggers,
slings, and other required devices to accommodate all system weights (car, tools,
passengers, mechanic, and weights) per Otis safety policies.
Figure 4: Friction Rail Clamps (MT-102051-1)
Page 9
TIP 0.1.5-46
6. Raise the car with the hoist. If there is slack in the belts when lifting the car, stop
the procedure, evaluate why the counterweight is not going down. Raise the car
to floor level. If car cannot be brought to floor level before hoists run out of hoist
chain, then friction clamps and rigging will have to be moved higher on rails and
the process repeated until the car is at floor level.
7. Lift car to a position where the passengers can be released. Keep tension on
hoists.
8. Open the doors and allow the passengers to exit at the floor level.
9. Keep the car secured until brake coil failure can be corrected and the elevator
can be returned to service. Report the shutdown to the Otis supervisor and sales
representative to notify building owner.
Page 10
TIP 0.1.5-46
3. Manual Rescue Operation (MRO)
A. MRO with Balanced Load Condition
1. Remove power to the elevator, lock out, tag out, test, and verify. Gain
access to the car top.
2. Communicate with the passengers. Advise the passengers to remain calm, and
not to open the doors. Communicate with the trapped passengers during the
rescue operation, so it will give them peace of mind while waiting to be let out.
3. Go to the landing where the elevator is situated and open the doors with an
emergency door key.
4. If the car is level with the floor or no higher than the length of the toe-guard
above the landing or the car door transom is no closer than 24 in. above
the landing sill, open the inner doors and assist the passengers to
evacuate the elevator at the landing. To prevent an open hoistway situation,
there must be no gap between the toe guard and the hoistway door sill. If an
open space exists between the bottom of the toe guard and the landing sill, then
removal of the passengers cannot be accomplished at this landing. Add weight
to the elevator to overcome the balance load. Therefore, determine if it is best to
add weight to the car top or inside the car. Add approximately 150 lb. (68 kg).
5. Once the weight is added, install the gate monitor tool (see page 4) and move the
car to a landing utilizing Manual Rescue Operation (MRO). See steps for MRO
instructions.
6. Open the hoistway door using the emergency door key.
7. Assist the passengers exiting the elevator.
B. MRO with Unbalanced Load Condition
1. Communicate with the passengers. Advise the passengers to remain calm, and
not to open the doors. Communicate with the trapped passengers during the
rescue operation, so it will give them peace of mind while waiting to be let out.
2. Remove power to the elevator, lock out, tag out, test, and verify. Follow
LOTO even during a power failure.
NOTE: Install the gate monitor tool (see page 4).
3. Set CB2 circuit breaker to the OFF position.
Page 11
TIP 0.1.5-46
4. Ensure CB1 circuit breaker is in the ON position.
5. Insert the key in the Manual Rescue Enable keyswitch BRB2.
6. Notify the passengers that the elevator is about to move. The elevator will move
in short pulses in the direction of the system overbalance. If the elevator does
not move due to a balanced car situation, add weight to the elevator car.
7. Turn the manual rescue enabled keyswitch BRB2 to the ENABLED position and
then depress the BRB1 button at the bottom of the service panel board. The
elevator will move in short pulses in the direction of the system overbalance.
8. Direction and movement of elevator will be displayed on the Service Panel Board
LEDs. Car position will be on the service panel board display when the car
motion stops. The DZ light on the service panel board will illuminate when the
car is in the door zone ±3 in. (±76 mm).
9. The elevator will automatically stop at the next-door zone if constant pressure is
maintained on BRB1 and the Manual Rescue Enabled keyswitch. If it is a
secured floor or the passengers can not be removed at the floor, repeat Manual
Rescue Operation steps and move the elevator to the next available floor where
passengers can be removed safely.
10. Release the BRB1 button and release and remove the Manual Rescue Enable
key. Manual rescue key should not be left in the keyswitch or stored in the
controller.
11. Go to the landing indicated on the Service Panel Board Position display.
Manually open the doors to evacuate the passengers. Use the Emergency Door
Release key to open the hoistway door.
12. After rescue; with the car at a terminal landing, manually close the car doors.
Set CB2 to the ON position and restore the main line disconnect to the ON
position to ready the elevator for the building power restoration. When building
power is restored, the car will have to be moved away from the terminal landing
using controller inspection before it will return to normal operation.
13. After rescue, with the car at any other landing than a terminal, manually close
the car doors. Set CB2 to the ON position and restore the main line disconnect
to the ON position to ready the elevator for the building power restoration.
Page 12
TIP 0.1.5-46
4. Car Safeties Applied

A. Car Safeties Applied Using Control Room Inspection
you are running the car up to rescue them from the elevator. Advise the
passengers to remain calm, and not to open the doors. Communicate with the
passengers during the rescue operation to give them peace of mind while waiting.
2. Place elevator on Control Room Inspection (CRI) operation.
3. Reset the governor overspeed switch if tripped.
4. Run elevator up by using CRI to reset car safeties. If the elevator does not run
up to disengage the safeties, follow step 1 from the next section.
5. Run the elevator to the nearest landing and position it at floor level. Run up until
the DZ light activates. The car will be ±3 in. (±76 mm) from the landing.
6. Remove power to elevator, lock out, tag out, test, and verify. Lock
controller door with a second personal lock.
7. Open the elevator door. Use the Emergency Door Release key to open the
hoistway door. Release the passengers and help them out of the elevator.
B. Rescue with Car Safeties Applied Using Manual Chain Hoisting Method
1. Remove power to the elevator, lock out, tag out, test, and verify. Lock
controller door with a second personal lock.
2. Gain access to the car top.
3. Access the car top using all proper tools and safety methods required by Otis.
4. Place rigging for friction rail clamp on the car top.
5. Install rail clamps on both car rails. Place clamps on rails as high above the
crosshead as possible to afford maximum distance of lift.
6. Raise the car with a hoist. If there is slack in the belts when lifting the car, stop
the procedure and evaluate why the counterweight is not going down. Raise
the car until floor level. If the car can not be brought to the floor level before the
hoists run out of the hoist chain, then friction clamps and rigging will have to be
moved higher on the rails and the process repeated until the car is at the floor
level.
7. Lift the car to where the passengers can be released. Keep tension on the hoists.
Page 13
TIP 0.1.5-46
Appendix A: Part Numbers
The following table lists all part numbers this document mentions.
Table 1: Related Part Numbers
Description Part Number

Clamping Bolt AAA65HB1
Friction Rail Clamp with Bolts and Shackles MT-102051-1
Gate Monitor Tool AAA21750B1
Jobsite Card AAA102AGS1
Page 14
TIP 0.1.5-46
Appendix B: Related Documents
The following table lists all documents this document mentions, as well as documents
that contain further information on the topics in this TIP.
Table 2: Related Documents
Document ID Title
TIP 0.1.5-3 Emergency Evacuation of Passengers
OMM 34.1-A Gen2™ Maintenance Procedures
FE 40.1-11.11 (CBT) Module on Emergency Evacuation
ORM 99.6-A Car and Counterweight
Otis Employee Safety Handbook Otis Employee Safety Handbook

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S.W.P. N-1.1.18.

Setup & Adjusting

Date: July 23, 2007

Unpublished Work - © Copyright 2007, Otis Elevator Company

Any unauthorized reproduction, disclosure, or distribution of copies by any person of any

NEB Field Support

To: All Construction Superintendents

From: Corrie Archer – National Field Engineer – New Equipment

Product Type: GeN2 ANSI/CSA (NGGC)

Subject: ADJUSTING PROCEDURE FOR GeN2

The information and testing information contained herein will aid in

It is important to read and understand this S.W.P. prior to the

Unpublished Work - © Copyright 2007, Otis Elevator Company

STANDARD COMPONENTS .............................................................................................................5

Attachment 1 – S.W.P. N-1.1.18.0-2

MCSS – Motion Logic Board III (MLB III)

DBSS – OVF-30 Drive

SPB – Service Panel Board (SPB-ANSI/CSA)

GeN2 “Limited Duty” Car Frame.

GeN2 “Extended Duty” Car Frame.

Pit Work / Equipment

6. Check and clean the car safeties.

Safety Slide Information for 9672 Type Safeties

GeN2 Extended Duties

Note that the switch arm

Hoistway Work / Equipment

A. Check / Adjust Coated Steel Belt (CSB) Equalization.

B. Car Static Balance.

b) GeN2 Extended Duties

Car balance weights shown hanging

C. Setting the Counterweight Overbalance.

Load on platform at 47.5% overbalance

Mtr i RMS – Motor Running Current At Balanced Load (Typical)

D. Installing the Door Zone Vanes

DZ1 (LU), DZ2 (LD) and DZ (DZ) - door zone

Typical Terminal Landing Vane & Limit Switch Arrangement

Vane Setting Table – GeN2 ANSI/CSA

CAR SPEED NTB / NTT Vane ETP Vane

Formulae & Metric Conversions:

NTSD Distance Calculation:

ETP Distance Calculation:

25.4 mm = 1" (inch)

GeN2 ANSI/CSA Machine Brake

GeN2 ANSI/CSA Brake Assembly – 2.5T Machine

GeN2 ANSI/CSA – 2.5T Machine Brake Arrangements

GeN2 ANSI/CSA – 5T Machine Brake Arrangements

A. Final Checks Before Transferring From Manual Mode to MCSS Control

B. Motor, Encoder (PVT), MCSS Phasing and Direction Conventions

GeN2 ANSI/CSA “NGGC” Controller – ADA21310AB Wiring Diagram & Later

Relay Contact Jumpers:

Jumper Description Jumper # From To Area

Safety Circuit Jumpers:

Jumper Description Jumper # From To Area

Controller Terminal to Relay Contact Jumpers:

Jumper Description Jumper # From To Relay Area

Controller To Run Relay Panel Jumpers:

Jumper Description Jumper # From To Area

Manual Mode Jumper:

Jumper Description Jumper # From To Area

Fireman Service Jumpers:

13. Routine the controller, with attention to the following.

DBSS Dynamic Braking Resistor Values

B. Power Supply Voltage Confirmation

* A TRL transformer is provided for these voltages.