INSTRUCTIONS FOR ENGINE GENERATOR UNIT RD-13

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03535A000500020002-1
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 62
• Document Creation Date: December 22, 2016
• Document Release Date: August 16, 2012
• Sequence Number: 2
• Publication Date: November 5, 1952
• Content Type: REPORT

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CONFIDENTIAL
? INSTRUCTIONS
for
ENGINE GENERATOR UNIT
RD-13
November
1952
CONFIDENTrWL
uocoment Is pert of an integrated
file. If separated from Ui file it oust ba
subjected to individual systematio review.
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FRONT MATTER
Change No.
CONFIDENTIAL
ENGINE GENERATOR UNIT
RD-13
RECORD OF CORRECTIONS MADE
Date
CORRECTION PAGE
Signature
ORIGINAL CONFIDENTIAL
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FRONT MATTER
? CONFIDENTIAL
ENGINE GENERATOR UNIT
RD-43
:IABLE-OF-CONTENTS
SECTION.1 - GENERAL DESCRIPTION
Purpose and Function of Equipment
Description of Equipment.
a. Engine- Equipment.
b. generator Equipment'.
.Iition Equipment
'Reference Data.
SECTION 2 ,TEEORY OF OPERATION
General.
. Engine.
Generator,.
Ignition SYstei.
Power Wiring 'and Noise Filter.
SECTION
INSTALLATION
Unpacking.
Ina talla ti
Initial Adjustments,
CONTEWTS
? Page
'ORIGINAL CONFIDENTIAL
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FRONT MATTER ? : CONFIDENTIAL. CONTENTS
ENGINE GENERATOR UNIT
. ?
?RD-13 ?
Pa.r a gra ph
.
'TABLE OF CONTENTS
.SECTION
OMATION
? General.
Preparation of Fuel.
Starting Procedure.
Unsuccessful Starting,
Stopping the Engine-.
SECTION 5 MAINTENANCE
Page
10
.0Perator s .
5-1
Starting Malfunction.
5-1
Ignition'"MaliutIctiono
5-1
,0. Ignition System
5-2
Periodic Inspection.
5-2
'
?30
Tecmioa1 OaXriteiguide.
5 2-
?
ORIGINAL- :CONFIDENTIAi; ?
. . ? . -
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FRONT MATTER CONFIDENTIAL ILLUSTRATIONS
ENGINE .GENERATOR UNIT
RD-13'
LIST OF ILLUSTRATIONS
Figure ,Title
SECTION 1 - GENERAL DESCRIPTION
1-1 Engine Generator Unit RD-13
1-2
1-3
Front and rear views, Engine Generator Unit RD-13 1-3
Internal view, front half of unit
SECTION 2 - THEORY OF OPERATION
2-1 General operating principle of Engine Generator
Unit RD-13
2f-2 RD-13. generator characteristic curves
,2-3 RD-13 engine dross-sectional view.
2-4 Intake-exhaust timing diagram
2-5 Generator operation and construction
2-6 Permanent Magnet Generator stator windihg.da.tS
and'diagram, Engine Generator-Unit RDi.13.
2-7 Ignition system, schematic diaTram
,27.8 Performing ignition test
2-9 Power schematic diagram
SECTION 3 - INSTALLATION
2-0
2-2
.2-3
:2-4
2-6
27
3-1 Packaging details, shipping container
3-2
ORIGINAL CONFIDENTIAL
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--FRONT MATTER
CONFIDENTIAL
ENGINE GENERATOR UNIT
RD-13
LIST OF TABLES.
= Title
SECTION 1 - GENERAL DESCH I PT I ON
HEquipment:Slipplied.'
,
Equipmen't,Required-bUt not 'Supplied.
,SECTION 6 PARTS LIST'
TABLES
.41.M A r 'fInWPITTIRNTIAL IV
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FRONT MATTER
CONFIDENTIAL
ENGINE GENERATOR UNIT
RD-13
SAFETY -NOTICE
SAFETY NOTICE
The attention of all personnel is directed to the hazardous
,conditions that may result from the Operation, maintenance, or
storage of the ENGINE GENERATOR UNIT RD-13. while every practicable,
safety precaution has been incorporated in this equipment, the
following rules must be strictly observed:
HIGH VOLTAGE:
This equipment generates voltages which are dangerous and may be
fatal if contacted by operating personnel, Insure that all
Connections to the unit have adequate insulation.
.HIGH TEMPERATURE:
This equipment operates at a sufficiently elevated temperature
,to cause burns if contacted by Unprotected parts of the body.
Asbestos or other suitable gloves must be worn by all operating
personnel when handling this equipment.
FIRE HAZARD: EXPLOSIVE HAZARD:
.The exhaust gas if directed toward inflammable material consti-
tutes a fire hazard. An inflammable end explosive fuel (gasoline)
is used in the unit and must be handled with extreme caution.
Dropping of the unit could cause possible rupture of the fuel tank.
No open fires should be allowed in vicinity of storage or operation
of the unit. Make all electrical connections to the unit prior to
starting in order to avoid sparking at the power .receptacle.
FATAL OR NOXIOUS FUMES:
Fatal or noxious fumes are given off by the ENGINE GENERATOR.
UNIT when Operating. The unit must be: used outdoors or under
forced air ventilation if in a restricted area. All precautions ?
relevant to the exhaust gases of gasoline powered units must apply
to this unit.
ORIGINAL CONFIDENtIAL
4 V
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GENERAL CONFIDENTIAL
DESCRIPTION ENGINE GENERATOR UNIT
RD-13
.SECTION 1
Figure I-I. Engine Generator Unit RD-13.
ORIGINAL CONFIDENTIAL
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GENERAL CONFIDENTIAL 6,6UTIviu
-
DESCRIPTION, ENGINE GENERATOR UNIT Paragraph 1
RD-13
SECTION1
GENERAL DESCRIPTION
1. PURPOSE AND FUNCTION OF EQUIPMENT.
.The ENGINE GENERATOR UNIT RD-13 (
gasoline engine and generator for use
A self-contained fuel tank, ignition
are provided. The generator provides
watts at a load power factor of 80%.
Is 115 volts at 400 cycles. The unit
an ambient temperature range of 00 to
altitudes to 10,000 feet.
figure 1-1) is a portable
as an electrical power source.
system, and engine controls
an electrical output of 100
The nominal voltage output
is designed to operate over
110? Fahrenheit and at
2. DESCRIPTION OF EQUIPMENT.
The ENGINE GENERATOR UNIT RD-13 is a self-contained device in
a rectangular case 7-1/8 inches high by 5 inches long by 7-3/4
Inches wide. The general construction and location of the controls
are shown in figures 171, 1-2 and 1-3. -Fuel, is held in a compart-
ment surrounding the generator housing. Provisions have been made
for the storage of a spare spark plug and a set of breaker points
within the engine compartment.
a. ENGINE EQUIPMENT.
The prime mover is a gasoline-powered two-stroke cycle engine
designed to operate at a speed of 6000 revolutions per minute.
Starting is accomplished by a manually operated rope pull. Manual
Controls are provided for choking and throttling the engine. The
fuel tank contains sufficient fuel for approximately two hours of
normal operation. Forced air cooling is provided by an internal
tan. A muffler, attached externally to the exhaust port, gives
approximately 60% noise quieting below the open-exhaust condition.
? b. GENERATOR EQUIPMENT.
The generator is an eight,pole alternator with a permanent
Magnet rotes,. NO external electrical excitation is required. The
Output Is single phase with a nominal voltage rating of 115 volts
CONFIDENTIAL
1-1
? ORIGINAL
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GENERAL
DESCRIPTION
0/
CONFIDENTIAL
ENGINE GENERATOR UNIT
RD-13
CIA-RDP78-03535A000500020002-1
SECTION 1
Paragraph 2
at 400 cycles. A power receptacle is..provided.on the unit for
-connection Of the load. The generator is directly connected to
the engine shaft, and the generator output voltage adjustment is
made by the engine throttle. A meter, on the outside ease of the
unit, indicates.the a-C terminal voltage.
c. IGNITION EQUIPMENT.
,The ignition System consists of two transformers, five capacitors,
a selenium rectifier, a distributor and a spark plug.: It is powered
)py an.electrical connection to the generator. This system Is self-
'regulating and no adjustments are required. Timing of the spark is
accomplished by the distributor, a cam and breaker point assembly
mounted on one end of the engine shaft.. The ignition systemis
adequately shielded to prevent excessive r-f noise interference to
radio receiving equipment.
3. REFERENCE DATA..
a. NOMENCLATURE. ENGINE GENERATOR RD-13.
b. CONTRACTOR NUMBER AND DATE.--
0.
d. COGNIZANT INSPECTOR.--
e. NUMBER OF PACKAGES PER SHIPMENT.--One package of equipment.
f. TOTAL CUBICAL CONTENT.--Equipment; crated 1000 cubic inches.,
Uncrated 300 -cubic inches.
g. TOTAL WEIGHT.--Equipment; crated 30 pounds uncrated 12
pounds.
h. MAXIMUM OPERATING'SPEED.-6000 RPM
i. NOMINAL VOLTAGE..-115 Volts, 40q cycles per second, single.
phase.
j. POWER OUTPUT.-100 watts at a load power factor of 80%..
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ORIGINAL CONFIDENTIAL 1-2
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cUNt-11)tN I IAL
DESCRIPTION
ENGINE GENERATOR UNIT
RD-13
SECTION 1
a.FRONT VIEW
b. REAR VIEW
Figure 1-2. Front and Rear Views, RD-13.
ORIGINAL CONFIDENTIAL
1- 3
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. ..
GENERAL CONFIDENTIAL SECTION 3...
DESCRIPT/QN .ENGINE GENERATOR UNIT Paragraph 3
RD-13.
lc._ REGULATION.-- Voltage drops 1-0% from a- 40% load to a 100%
load, with constant throttle setting.
1. OPERATING TIME.-- Approximately two hours per tank of fuel.
m. FUEL CAPACITY.- Approximately 1/8 gallon or 1 pint.
n. FUEL MIXTURE.- Gasoline anct.oil.mixture in the ratios: of 114:
parts gasoline to 1 part.oil by volume. Commercial grade
gasoline from 6o to 80 octane and :commercial grade oil)of
SAE viscosity from #10 to #40 are acceptable.
o. AMBIENT TEMPERATURE.-- 00 to 1100 F.
p. MAXIMUM ALTITUDE.--..12,009 feet.:
q. STARTING METHOD.- Detachable rope pull.
r. RADIO FREQUENCY NOISE.-- Radiated noise; 2-.5 microvoltS
maximum. Conducted noise; .50 microvolts maximum between 300
and 1600 kilocycles, 5 Microvolts maximum between. 1.6 and
20 megacycles.
s. GENERATOR SYNCHRONOUS IMPEDANCE.-- 16 ohms.
?
ORIGINAL CONFIDENTIAL
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?
?
GENERAL
DESCRIPTION
CONFIDENTIAL
ENGINE GENERATOR UNIT
RD-13
SEC TION 1
ORIGINAL CONFIDENTIAL 1 5
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TABLE . EQUIPMENT SUPPLIED
QUANTITY
PER
EQUIPMENT
NAME OF UNIT
TYPE
DESIGNATION
OVER-ALL
DIMENSIONS ( INCHES ),
}EIGHT WIDTH LENGTH
VOLUME
( CUBIC
INCHES)
WEIGHT
(LBS)
1
Engine Generator
RD-13
7-1/8 5 7-34
300
12
Unit
1
Instruction Manual
11 8-1/2
1
Muffler
.
3 6
22
0.2
1
Spare Spark Plug
1
Spare Set of
Breaker Points
TABLE 1-2. EQUIPMENT REQUIRED BUT NOT SUPPLIED
?
QUANTITY
PER
? EQUIPMENT
? NAME
TYPE
DESIGNATION
REQUIRED USE
REQUIRED
CHARACTERISTICS
Volumetric Flask
Gasoline
Oil
Commercial
Grade
Commercial
Grade
Commercial
Grade
To meter fuel and
oil prior to
filling tank
Fuel
Lubrication
Octane .rating
.60 to 8o
*SAE Viscosity
#la ?to #0.
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rIVNIOI HO
rivi INaca alo o
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?
FUEL INTAKE
FROM CARBURETOR
115 VOLT
AC OUTPUT
ROTOR
WINDINGS
GENERATOR
TO IGNITION
SYSTEM
ENGINE
Figure 2-1. General operating principle
of Engine Generator Unit RD-13.
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E NO IL OHS
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THEORY OF CONFIDENTIAL SECTION 2
OPERATION ENGINE GENERATOR UNIT Paragraph 1
RD-13
SECTION2
THEORY OF OPERATION
1. GENERAL.
The general operation ofLENGINE GENERATOR UNIT RD 13 is
illustrated in figure 2-1. -
Rotational energy of the prime mover (engine) is converted to
electrical energy in the generator by means of a rotating permanent-
magnet field. The voltage developed by thegenerator is a function
of the engine speed and the power factor of the load. The generator_
is designed to give 115 volts with a 100 watt, 80% lagging power
factor load when operating at a speed of 6000 RPM or 400 cycles per
second. With the same throttle setting of the engine the voltage.
Will rise to approximately 122.5 volts at a 40 watt load,.80%
lagging power factor. The regulation over this range computed from
the voltage rating of 115 volts is 7.5%. Figure 2-2 shows how the
411 output terminal voltage rises as the load current is decreased.
As the voltage is usually a more important factor than the frequency,
the engine speed may be manually throttled to give the desired
voltage.
?
2. ENGINE.
The engine has two cylinders that are positioned horizontally.
Figure 2-3 indicates the general construction of the engine which
is known as the U-cylinder type. Both pistons operate from a
common crank shaft eccentric. One piston has a master connecting
rod, with a bearing on the crankpin, the other a link rod which is
hinge-jointed to an arm extending at right angles from the long end
of the master connectingrod. The two-stroke principle of operation
is utilized.
In a conventional two-stroke engine, using symmetrical timing,
the exhaust port Is always opened before the intake transfer port.
This gives the cylinder a chance for scavenging from the pressure
at the end of the effective expansion Stroke. During the latter
part of the charge-transfer period the exhaust port is still wide
open, s6 it is easy. for some of the fresh charge to escape through
it. In the second place, even after the transfer port has closed
the exhaust port remains open, and the continuing outward motion of
the piston tends to force more of the combustion-chamber contents
ORIGINAL CONFIDENTIAL
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2-1
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UVVrIV.WITIAL SECTION 2
OPERATION ENGINE GENERATOR UNIT Paragraph 2
RD-13
130
120
10230
r-4
0
i 0 0
P4
4)
,g 90
80
Unity Power Factor
80% Power Factor
(Lagging)
RD?I3 GENERATOR
CHARACTERISTIC CURVES
70
0
0.2 0.4 0.6 0.8 ID 1.2 1.4 1.6
Load Current in Amperes
Figure 2-29 RD-13 generator characteristic curves.
?out through it.. The RD-13 engine overcomes these.disadvantages.by
the use of .unsymmetrical timing. . Both cylinders have a common' _
combustion chamber. The exhaust ports. are completely uncovered by
one piston before the, intake starts to open due to the action of
the, other piston, .(see fig.. 2-4). When the exhaust is closed the
intake is wide open. This allows a-higher atmospheric pressure to
be maintained in the combustion chamber after closing' of exhaust
port. Thus the intake and exhaust functions are separated by .the
common cylinder wall?' Better efficiencies are realized by this
type of construction.
The carburetor is located above the crank case. The function
of the carburetor is to prepare a mixture of air and fuel vapor in
the proper proportion for efficient combustion. Both air and fuel.
are drawn through the carburetor and into the engine cylinder by
suction created by the upward motion of' the pistons. This suction
ORIGINAL CONFIDENTIAL 2-2
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avniaaidtioo
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?
z 0
0
)-4
00
FROM CARBURETOR ...ON.
Figure 2-3. RD-13 engine cross-sectional view.
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e Noi,Loas
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11"VJUAI ur cAdlirlUteNTIAL SECTION 2
OPERATION ENGINE GENERATOR UNIT
1
RD-13
??,f ??.)
EXHAUST PORI STARTS TO CLOSE
EXHAUST PORT STARTS TO OPEN
OR
IS FULLY CLOSED
al(
Intake-sxhaust timing diagram.
0
a)
,....,
2C
V)
,=,w
bp
CONFIDENTIAL 2-4
t
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THEORY OF CONFIDENTIAL
OPERATION ENGINE GENERATOR UNIT
RD-l3'
SECTION 2-
Paragraph 2
is due to an increase in the volumetric displacement of the crank-
case and a consequent decrease in the gaseous pressure in this
chamber. It is the difference between thepressure.of'the atmos-
phere and the reduded pressure in the crankcase which causes both
air and fuel to flow Into the Chamber. The carburetor is provided
with a choke Valve in the air intake, to make it 'possible to'get a
rich mixture for starting the engine cold,, and to '1.e.an down" the
. mixture gradually as the engine warms p.it This control is located
,on the engine aide of the unit, see:figure 1-1. The adjustment
-screw located on top of the carburetoris a needle valve for
controlling the fuel-air 'Mixture over * wide range of. ambient
temperatures and air pressures at different elevations.
.To insure a uniform flow of fuel Into the carburetor, the fuel
tank id pressurized. 'Pressurizing is accomplished by mean's of
tube connecting thejueltank.to the crankcase. .A check valve in
'the tube line prevents fuel from feeding back into the crankcase.
Ignition of the combustible,mixture occurs at "top, dead center"
of' the number One piston (located adjacent to the exhaust outlet). -
A spark plug centrally, located in.the.combustion chamber ignites -
the mixture.. Timing of the spark is accomplished by a cam operated
breaker-point assembly directly connected to one,enclof the crank-
shaft. No automatic -spark advance is incorporated since the engine
operates with a constant speed and load. -
GENERATOR.
- the generator, (figure24c). converts the rOtary engine motion
,into electrical energy. It consists fundamentally of a permanent
magnet rotor, arranged to rotate in a wound steel stator. External
field excitation.isnot required. Generator action depends,upon ?
the, principle., that a voltage is induced in a.condUctor being cut
by magnetic'flux:Jinee.,Figure 2-5a shows a two-pole permanent.
. magnet- arrangedtoirevOlve within a wound stator frame. The :lines
of magnetic flux Are shown by dashed lines. As the rotor revolves.,
:its lines of flux:cut.the conductors wound around the stator and
voltage is induced. Inthisequipment.the stator has an eight-pole-
:single-phase Winding; the rotor has eight:permarientmagnet salient -
poles.. ? Magnetic induction. in:the stator windings.results from
rotating the permanent magnet assembly by a direct connection with
the,engine shaftsaee-figure.2-5b. One rotation of the crank shaft
Induces four cycles, and the nominal speed of 6000 RPM results in a
generator. frequencyor 4.00 cycles per eeCand.' The waveform of the
generator Noltage.is sinusoidal,.
fl r?
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THEORY OF CONFIDENTIAL SECTION 3
OPERATION ENGINE GENERATOR UNIT
RD-13
a. Simple 2-pole
permanent magnet.
generator.
CONDUCTOR
8 POLE
PERMANENT
MAGNET ROTOR
STEEL STATOR
OR
c. RD-13 generator.
b. 8-pole permanent
magnet generator.
CONDUCTOR
PERMANENT.
MAGNET
ROTOR
I,
STEEL STATOR
Figure 2-5. Generator operation and construction.
C ONFI DE NTI AL 0 2-6
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?
THEORY OF
OPERATION
CONFIDENTIAL
ENGINE GENERATOR UNIT
RD-13
SECTION 2
Paragraph 3
The permanent magnets in the rotor are "keeper stabilized";
i.e., they will become partially demagnetized if removed from
the unit. Normal operation or an accidental short Circuit of
short duration will not effect the magnets adversely. However',
Pqrs1
Winding' Diagram
Number of Coils 8
TUrns per Coil 43
Wire Data (Copper) #24 HF
Total Resistance of Windings 3.73 ohms
Figure2-6. Permanent Magnet Generator stator winding
data and diagram, Engine Generator Unit, RD-13,
external excitation to the generator by means of another power
source of lower. synchronous impedance could completely demagnetize
the field. In order to avoid this, the ENGINE GENERATOR. UNIT RD-13,
'should not be used in parallel with .other units or operated on lines
Which are 'subject to other excitation.
The power factor of the load alters the terminal voltageoOf the
generator as shown In figure .2-2. Armature reaction due to a. ,
-lagging -power factor. load causes the terminal voltage to decrease
while. a leading power factor load causes the terminal voltage to
increase. Best regulation of the generator can be realized when
the load is maintained at unity power factor. -
L. IGNITION SYSTEM,
Figure 2-7 shows
_System which ignites
produced between the
nip TINTUAT
a complete schematic diagram of .the ignition
the combustible mixture by an electric spark
pOints of a s ark
p plug. The ignition system
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rIVIII0 I ITO
mactidNo
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?
60-400 cycles
/Shield
1
Magnetic
1000
Shunt Gap
mmf
#er
1
1
17-120 v. ac C3 -
from generator,
'1000 mnif
68 mf
Selenium
Rectifier
Tl
Line Transformer'
Figure 2-7. Ignition system schematic diagram,.
Breaker
Points
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THEORY OF
OPERATION
'; CONFIDENTIAL
ENGINE GENERATOR UNIT
RD-13
SECTION 2
Paragraph 4.
is powered by an electrical Connection to the generator. As one
ignition spark is require4per four cycles of generator voltage,
electrostatic energy is stored in 'capacitor C. This capacitor
1.0then discharged once :each revolution into spark transformer T2
by,mean'S of the breaker-point assembly. The spark plug fires
after the breaker-pointVelose during the high rate of current
change in the spark transformer. "Line transformer" Ti connects
the:Ignition to the generator voltage. The usual cranking speed
gives a generator oUtput:of.approxImately 50 volts while the
Morainal -running speed Voltage is 11:5 volts. Ti automatically
regulates for the difference between starting and running voltage
of the generator.' The line transformer is similar to a constant
current transformer in that a large amount of leakage inductance
Is employed. A magnetic shunt:path is used between the primary and
secondary to increase the leakage, flux. 'In the interest of
-conserving power. under the'running,condition, the spark energy, is
reduced' to approximately-two-thirds that of starting by action' of
the line transformer at operating frequency. Capacitor C4 tunes
or peaks- the secondary winding of Ti and improves ignition operation
at starting speeds.
The voltage from the secondary of the line transformer is
_rectified by selenium rectifier CR1 and applied to the storage
capacitor, C5. One each revolution of the engine, the breaker-
points close and discharge capacitor C5 into the spark transformer.
No spark suppression capacitor is required on the points as the
primary inductanceof the spark transformer is sufficient to cause
no current flow at the instant of contact. Shortly after the
points close a high rate of primary current change induces a .
secondary voltage that is sufficient for spark over in the spark'
=plug. The useful spark discharge has a duration of approximately
100 microseconds. The breaker-points at normal speed have a 210
microsecond or 300 period of closure so that the current broken
by the points upon opening is approximately the short circuit
current of the line transformer or 20 milliamperes. Charging of
the storage capacitor takes "place during the 3300 period when the
breaker-points are open. Three-half-wave voltage pulses charge
the storage capacitor..
The generator input to the ignition system is (for running)
5.75 watts at a power factor of 50%. The power factor, is improved
:by the us b of capacitor C3. Capacitors Cl and C2 serve to reduce
electrical or r-fithash."-.created by the ignition system.
POWER WIRING AND NOISE FILTER.
- Figure 2-9 shows:a schematic diagram of the power wiring system
and the noise filter.- In order to reduce the radio noise to a
minimum, complete conduit shielding for the power wiring is used
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020003 r1
-1
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
111Z Vfl 1. ur
OPERATION ENGINE GENERATOR UNIT
RD-13
??
ORIGINAL
Figure 2-8. Per forming Ignition test.
CONFIDENTIAL 2-10
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Declassified in Part - Sanitized Copy Approved for Release 2012/08/16 : CIA-RDP78-03535A000500020002-1
? , ? ?
6 A ?
? CONFIDENTIAL- '
ENGINE GENERATOR UNIT,
. - RD-13
THEORY OF
tOPERATION
SECTION 2
Paragraph.
throughout
-
thrOughout the unit.. The filter. circuit for removing conducted.' '
noise on the power line consists of *a Combination of capaciters.
end choke coils. All -filter ?componehis. are located on the lid at
the rear of the meter shielding cap& (Item )
. _,
V , * ?
, TO IGNITION ?
SYSTEM :Meter Shield .Box
..1?1111111?10
- Part ''
, , ? .
Description - .
.
.
Note
C6
- 0.7
. r8 '
, 0 .
Ll :
-L2 , -
? -
. 6:1 Mfd 600-volt, paper -
0.1 rntd., . 600.-volt, paper
.. 0.1. , led ir: 0010.4 01 t t 'paper - *
? , ? .. ... . , ?
0.1 ' ifd ,..1600.-'vOlt t .-, paper
:255716icrohepries ' _ _ - -
. .
455':micioheilriet? ,
,
Voltmeter, ' 0.-150 volts ac
..
.
"
,
Part of '. rtilli -4',
? ,
Part of Item 42
:: Part of .140. :42
Part , of . Ite;i?-42
. Il. .
. . . . '
Part r of, Item 42
., , .
- Part, of Item 42
. _ ,
:Part of - ''t.ekra' I..
?
power .schematio din am:
ORIGINAL CONFIDFNTIAL - ? .
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000600020002-1
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
CONFIDENTIAL
'ENGINE GENERATOR UNIT
RD-13
SECTIOZL
OPERATION
SECTION k
Paragraph 1
. GENERAL. .
?
The ENGINE GENERATOR UNIT RD-13 has a self-contained gasoline
engine and generator for use as an electrical power source. The
electrical output of the generator is brought out to a power
receptacle on the front panel of the unit (see figure 1-2). This
generator develops a nominal voltage of 115 volts ac at 400 cycles
per second. The rated load is 100 watts.
. CAUTION!
Do not apply any form of external
electrical excitation to the power
receptacle as damage to the genera-
tor May result. This caution in-
cludes the operation of two or more
RD-l3 UNITS on the same distributing
lines.
1
The two-stroke cycle engine is powered by a flIel mixture of
gasoline and oil. An internal fuel tank is accesslbie for refueling
from the top of the unit by means of the fuel tank cap. Approxi-
Mately two hours of operation from the unit may be obtained from
'one tank of fuel. The nominal, engine speed is 6000 RPM, controlled
by the throttle knob projecting from the front panel.
2. CONTROLS.
H The. controls which the operator will use are illustrated in
:figure 1-2.
The fuel shut-off valve knob is accessible at the rear, figure
Normally during storage or handling of the unit the fuel
jhut-off valm-will be closed. TO open the fuel valve prior to
'operation of the unit, turn the valve knob counterclockwise two to
'three full revolutions. -Clockwise rotation to the internal stop
Abuts off the fuel supply. The carburetor float well holds
Hsufficient fuel for approximately 2 minutes of nogMal operation.
If the unit is to be returned to storage, allow the unit to use
? the float well fuel supply by running with the fuel shut-oft
valve closed.
ORIGINAL CONFIDENTIAL
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Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
ENGINE GENERATOR UNIT Paragraph 2
RD-13
?
?
The engine choke control is shown in figure 1-2a. The choke .
control is manually operated by turning the choke knob. Positions
.indicated are ON and OFF with intermediate positions unmarked. ?
The choke control governs the fuel-to-air ratio and will normally be
used only during the starting procedure; see paragraph 4, Starting
Procedure.
The thrOttle is controlled from the front panel by the throttle
knob quadrant, figure 2-1a. Clockwi6e rotation closes the: throttle,
counterclockwise rotation opens the throttle. During operation the
throttle setting governs the speed and consequently the voltage of
the generator. Turn ?the throttle knob counterclockwise to increase
? the generator voltage and clockwise to decrease it.
? The voltmeter, located on the'front'panel, meters the generator
voltage (see figure 1-2a).
A detachable pull rope is shown wound on the pull rope pulley
in figure 1-2b. This rope is used for starting the RD-13 unit.
Wind the rope counterclockwise around the pulley as the operating
'rotation is in this direction.
PREPARATION OF FURT,.
The fuel mixture is 14 parts gasoline to one part oil by
volume. Commercial grade gasoline from 60 to 80 octane rating and
commercial grade oil of SAE viscosity from #10 to #40 maybe used.
If available, non-leaded gasoline and #40 oil are preferable.
In a clean vessel mix 14 volume units of gasoline and add 1
volume unit of oil. Stir the mixture until homogenous and transfer
to the fuel tank. If evidence of water or other foreign matter is
present in the mixture, strain throUgh a chamois skin before .
transferring to the fuel tank.
4. STARTING PROCEDURE.
The fuel-t9-air ratio for starting the two-stroke cycle engine
is critical. Unsuccessful starting. attempts may usually be
attributed to "loading up" (raw gasoline being deposited on the
spark plug and cylinder Walls). Normal starting from the "cold"
condition will require two pulls of the 'pull rope. One pull to
prime the engine and a second pull to start the engine. Starting
the engine from the "hot" condition will normally require one pulls
and the procedure is different than that of the "cold" condition.
By "hot" condition is meant that the unit was previously operating
but shut down momentarily before restarting. The "cold" condition
,ORIGINAL
CONFIDENTIAL 4-2
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Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
OPERATION. CONFIDENTIAL SECTION 1+
ENGINE GENERATOR UNIT Paragraph 4
RD-13
Implies that the unit has established temperature equilibrium with
the surroundings, or approximately so. Optimum starting perform-
ance can only be achieved by strict compliance with the following
procedures.
Note: Always steady the unit with one hand while pulling the pull
. rope with the other hand as the weight of the unit is . not sufficient
for counter-action, see figure 2-8.
CAUTION:
ALL OPERATING PERSONNEL ARE
DIRECTED TO READ THE SAFETY
. NOTICE IN THE FRONT MATTER OF
THIS INSTRUCTION BOOK.
a. STARTING FROM "C OLD" CONDITION.
1. Open fuel shut-off valve (Item #119 Figure 1-2) by
turning knob counterclockwise.
2. Remove fuel tank cap and blow into tank. Hold pressure
In tank about 20 seconds. Replace fuel tank cap and screw down
tightly.
3. Set throttle (Item #29 Figure 1-2) one-quarter ?perk
4. 'Open mixture control valve one-half turn counterclockwise
This control is located on top of the carburetor,
5. Close choke (Item #14, Figure 1-2),
6. Conneet load to generator outlet (Item #49 Figure 1-2).
7; Wind the pull rope around the pull rope pulley in the
direction of rotation. Pull the pull rope sharply.
8. As the engine speeds up open the choke control to
open. The engine may start but it will quickly die if the choke
control is not eased opensoon enough.
9. As ?the engine warms up the mixture control valve can be
brought back to the normal position (clockwise rotation of screw).
10. Adjust the motor speed by the throttle until the proper
111 generator voltage is indicated. Do not exceed 115 volts with a
load.
ORIGINAL CONFIDENTIAL 11_1
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Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020602-1
OPERATIVN ,,,,,,,..,,,,........ ,
ENGINE GENERATOR UNIT Paragraph 4
RD-13,
11. "Touch up" the mixture control until the engine runs
smoothly at the rated voltage with full load.
12. If the engine fails to start, repeat item 7. Make no
further adjustments to the choke until unit starts and continues
to run.
NOTE
IN VERY COLD CLIMATES IT MAY BE
NECESSARY TO USE MORE CHOKE IN
ITEM EIGHT; i.e., CHOKE CONTROL
ONE-EIGHTH OPEN. UNDER MOST
CONDITIONS IT IS BETTER TO USE
THE NORMAL PROCEDURE UNLESS EXPER=
IENCE WITH THE UNIT DICTATES
OTHERWISE.
b. STARTING FROM "HOT" CONDITION.
1. Open fuel shut-off valve (Item #11, Figure 1-2) by -
turning knob counterclockwise.
2. Open the choke control (Item #14, Figure. 1-2) one-half
3. Open the throttle (Item #2, Figure 1-2) halfway,
4. Connect load to generator outlet (Item, #4, Figure 1-2).
5. Wind the pull rope around tir pull rope pulley in the
direction of rotation. Pull the pull rope sharply.
6. The engine should start and continue to run. Slowly
. open the choke as the engine approaches running temperature until
full open.
open.
UNSUCCESSFUL STARTING.'
A certain amount of operator technique and familiarity with
the unit is required for optimum starting success. A sharp pull
applied to the pull rope initially will repay many-fold in manual
effort saving over weak pulls.
CONFIDENTIAL 11:44
ORIGINAL
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Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
OPERATION ? CONFIDENTIAL SECTION 4
ENGINE GENERATOR UNIT Paragraph 5
RD-13
If, for any reason, the starting procedures were not followed
correctly or rive to ten starting attempts prove futile, future
attempts will probably be useless* Malfunctioning of the engine
May not be indicated. In most cases the engine is "loaded up" or
"flooded"; i.e., an improper mixture too rich for combustion is
present in the combustion chamber. The operator may verify this
condition by noting a wet vapor sufficient to dampen a piece of
paper when placed near the exhaust outlet while cranking. If this
condition is present, the following procedure is recommended;
1. Close the fuel tank cap.
2, -Close the fuel shut-off valve.
3, Lay Unit over on its front side and allow fuel to drain
from the carburetor float well for ten minutes.
?
4. Upright the unit. ,Wipe away any spilled fuel.
5. Open the choke full open and crank the unit with the pull
rope two times.
66 Proceed with the normal starting method for the "cold"
condition.
STOPPING THE ENGINE.
TO stop the engine after use for subsequent restarting, close
the throttle to the stop. If the engine is to be stopped for
return to storage close the fuel shut-off valve and allow engine
to operate until fuel in the Carburetor float well is depleted.
The engine will then stop. Close the fuel tank cap tightly. No
other method of stopping the engine is recommended.
ORIGINAL CONFIDENTIAL
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
. Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
MAINTENANCE CONFIDENTIAL SECTION 5
ENGINE GENERATOR UNIT Paragraph 1
RD-13
' SECTION 5 ?
'MAINTENANCE
OPERATOR'S MAINTENANCE.
. The ZNGINE,GENERATOR UNIT RD-13 is rated for 50 hours life.
No lubrication will be required other than the, oil used in the fuel
mixture. An operating time chart Should be started With the
bringing of a unit into service in order to,keep an accurate account.
After 50 hours use, the RD-13 should onli-be used for standby or
emergency service.
a. STARTING MALFUNCTION.
Poor starting success may be the result of insufficient fuel Or
no fuel at all entering the intake manifold. Insufficientifuelwill .
be indicated by a Short run period followed by 'a sudden drop in:
speed, possibly recycling itself.. No fuel entering the intake will
be evidenced by the lack of a gasorine vapor smell at the exhaust
outlet. In either case, the probable cause 14'foreignmatter
becoming lodged in the carburetor float valve or the mixture,control.'
This condition may usually be corrected by Opening the mixture
control one turn counterclockwise to allow obstruction to pass,
through. Tip the unit from side to side and invert momentarily to
clear the carburetor float valve. Start the engine following the
procedures outlined in Section 4.. If insufficient fuel still .:
seems to be the cause of starting malfunctioning, check to see that
,the fuel tank cap is turned down tights Any loss of pressure due
to.a loose cap will affect the engine operation, since the fuel '
',batik-is pressurized to provide a uniform flow to the carburetor* .
Other remedies for this malfunction require disassembly of the unit
and they are not recommended for the field.,
b. IGNITION MALFUNCTION.
:Another , Cause. of poor starting success is insufficient ignition
spark or no spark at all. Inspect the wiring for possible Shorts
or damaged insulation. 'Remove the breaker point dust cover, by
means :Of the two machine screws. ,Inspect the breaker point arms
and spring for possible mechanical damage. Clean the breaker
points by pulling strips of clean paper back and forth between the
closed contacts* To open and close the contacts rotate the pull
,
Tope pulley 'by hand. The points should normally separate by it
:thousandths' of an inch* Replsee the breaker point dust cover*
ORIGINAL CONFIDENTIAL
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1 -
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
MAINTENANCE .. CONFIDENTIAL SECTION 5
ENGINE GENERATOR UNIT Paragraph lc
RD-13
r
"
..?
c. IGNITION SYSTEM TEST.
T?
test the ignition system remove the screen cOver from the
side of the unit to expose the spariezplug shield. Remove the.
spark plug shield and the spark plug. This is accomplished by
pulling out the Spark plug shield to disengage it from the spark
plUg-and removing the spark plug by means of a spark plug wrench.',
Do not 'lose the copper washer, at the base of the spark plug. -
Insert the spark plug in the spark plug shield and lay to one side
in such a'fashion that the metal base of the spark plug is .not in .
contact with the case of the unit. Engage'the rope pull and give a
.sharp Pull.- Normal ignition voltage will cause the spark to jump
from-the'metal base of the spark plug tO the spark plug shield, .
see figure 2-10. If the preceding checks were, satisfactory .and the '
latter' testunsatisfactory, the ignition system. it 'malfunctioning. -
,The ignition system is replaced as a unit, but this replacement is
not recommended in the field. .
-*hen replacing the spark plug turn down to only a moderate- '
tightness. Damage may result if the plug is tightened too Much,
since the engine head is constructed of aluminum. If a tOrque
wrench is available, the recommended value is a 6 ft-lb torque.
The correct spark plug gap is between .6. and 20 thousandths of an
inch. ?
2,, PERIODIC INSPECTION.
'Periodically the operator should inspect the 'ENGINE GENERATOR'
UNIT RD-13 for mechanical and electrical security. It is recommended
that the inspection be undertaken once for 'every: five hours' use.
Thoroughly inspect all exposed machine screws and nuts for
tightness. Wipe away. any Accumulation of dust and oil.
3. TECHNICAL MAINTENANCE.
'At the end of each 25 hours of running time, the carbon should
be removed from the cylinder head and the exhaust port. The spark
plug should be replaced or re-gapped.. To clean the carbon from the
top of the pistons and from the cylinder head, remove the cylinder
head (Item 21, Figure 2-3) from the engine block. This is accom-
plished by removing the spark.plug and the ten Allen head retaining
screws in the cylinder head. Carefully remove the cylinder head
so as not to tear or damage the gasket. Remove the head gasket
without damaging it. Using a screwdriver or flat metal bar, scrape
the 'carbon from the top of the pistons- and from the cylinder head,
11/ With,Ahe same tool, scrape the carbon from the inside of the exhaust
ORIGINAL
CONFIDENTIAL 5-2
?
? Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
MAINTENANCE
_ CONFIDENTIAL
-ENGINE GENERATOR UNIT
RD-13
SECTION 5
Paragraph 3
.port. Shake any remaining carbon flakes from the engine and wipe
clean with 6 rag, Replace the head gasket, the cylinder head,
and the retaining screws. Replace the copper ring and install the
spare spark plug. (If the old spark plug is to be re-gapped, see
-SECTION 5# Paragraph lc for the correct gap spacing)* -
Any maintenance required that is not covered in this manual will
generally be Of such a nature that specialized technical skill must
be employed* For example, at the end of each 50 hours of running
time, the piston rings should be replaced. This is a major overhaul
job and should not be attempted in the field by unskilled personnel.
ORTaTATAt nnwmiTrIvvmTAT
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
IVIIMaCELINOO
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
110
Item No.
Description
Drawing No.
18
Rod, Master Connecting.
Technical Development Co.,
C-200070
19
Piston.
Technical Development Co.,
C-20042.
20
Block, Engine, Front Half and Rear Half.
Technical Development Co.,
B-20002 & R40003.
? 21
Head, Cylinder.
Technical Development Co.,
A-200040
?22
Base, Engine Spark Plug Shield.
Hoffman Radio Go., SKS-2136.
23
Spark Plug.
Electric Auto-Light Co., FM-5.
? 24
.0
Washer, Copper.
Hoffman Radio Co.,
25
Pin, Piston.
Technical Developmea'Co-0',
A-200410
26
Ring, Piston.
Technical Development 'Co.,
B-20016.
----
27
e
Rod, Connecting.
Technical Development Co.,
B-20047.
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
9 moilipas
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
MAINTENANCE
CONFIDENTIAL
ENGINE GENERATOR UNIT
RD-13
? SECTIONS
MAINTENANCE
1. OPERATOR'S MAINTENANCE.
SECTION 5
Paragraph 1
. The ENGINE GENERATOR UNIT RD-13 is rated for 50 hours life.
go lubrication will be required other than the oil used in the fuel
mixture. An operating time chart Should be started with the
bringing of a unit into service in order to keep an accurate account.
After 50 hours use, the RD-13 should only be used for standby or
?
emergency service.
a. STARTING MALFUNCTION.
Poor starting success may be the result of insufficient fuel or
no fuel at all entering the intake manifold. Insufficient fuel will
be indicated by a Snort run period followed by a sudden drop in
speed, possibly recycling itself. No fuel entering the intake will -
be evidenced by the lack of a gasoline vapor smell at the exhaust
outlet. In either case, the probable cause is foreign matter
becoming lodged in the carburetor float valve or the mixture control.
-
This condition may usually be corrected by opening the mixture'
control one turn counterclockwise to allow obstruction to pass
through. Tip the unit from side to side and invert momentarily to
clear the carburetor float valve. Start the engine following the
procedures outlined in Section 4. If insufficient fuel still
seems to be the cause of starting malfunctioning, check to see that
,the fuel tank cap is turned down tight. Any loss of pressure due
to a loose cap will affect the engine operation, since the fuel .
tank is pressurized to provide a uniform flow* to the carburetor,
Other remedies for this malfunction require disassembly of the unit.
and they are not recommended for the field.
b. IGNITION MALFUNCTION.
'Another cause of poor .starting success is insufficient ignition,
spark or no spark at all. Inspect the wiring for possible shorts
or damaged insulation. Remove the breaker point dust cover, by
means of the two machine screws. Inspect the breaker point arms
and spring for. .possible mechanical damage. Clean the breaker
,points by pulling strips of clean paper back and forth between the
closedcontacts. To open and close the contacts rotate the pull
Tope pulley by hand. The points should normally separate by. 12
'thousandths of an inch. Replace the breaker point dust cover.
rinwroTrvmtamTA
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
MAINTENANCE
CONFIDENTIAL
ENGINE GENERATOR UNIT
RD-13
c. IGNITION SYSTEM TEST.
SECTION 5
Paragraph lc.
To test the ignition system remove the screen cover from the
-side of the unit to expose the spark plug shield. Remove the
. spark plug.shield and the spark plug. This is accomplished by
pulling out the spark plug shield to disengage it from the spark
plug and removing the spark plug by means of a spark plug ;wrench.
Do not lope the copper washer at the lase of the spark plug.
Insert the spark plug in the spark plug shield and lay to one side
in such a fashion that the metal base of the spark plug is not in
contact with the case. of the unit. Engage the rope pull and give a
sharp pull. Normal ignition voltage will cause the spark to jump
from the metal base of the spark plug to the spark plug shield, -
? see figure 2-10. If the preceding checks were satisfactory and the
latter test unsatisfactory, the ignition system is malfunctioning.
The ignition system is replaced as a unit, but this replacement is
not recommended in the field.
When replacing the spark plug turn down to only a moderate
tightnes6. Damage may result if the plug is tightened too much,
since the engine head is constructed of aluminum. If a torque
wrench is available, the recommended value is a 6. ft-lb torque.
The correct spark plug gap is between 12 and 15 thousandths of an
inch.
. PERIODIC INSPECTION.
. Periodically the operator should inspect the ENGINE GENERATOR
UNIT RD-13 for mechanical and electrical security. It is recommended.
that the inspection be undertaken once for every five hours Use.
. Thoroughly inspect all exposed machine sorews and nuts for tightness.
Check all electrical wiring. Wipe away any accumulation of dust .
,-..sand oil.
3. TECHNICAL MAINTENANCE.
At the end of each 25 hours of running time, the carbon should
be removed from the cylinder head and the exhaust port. The spark
_plug should be replaced-or re-gapped. To clean the carbon from the
top of the pistons and' from the cylinder head, remove the Cylinder ?
head (Item 21, Figure 2-3) from the engine block. This is accom--
plished by removing the spark plug and the ten Allen head retaining
Screws in the cylinder head. Carefully remove the cylinder head
so as not to tear or damage the gasket. Remove the head gasket
without damaging it. Using a screwdriver or flat metal bar, scrape
the carbon from the top of the pistons and from the cylinder head.
With the same tool, scrape the carbon from the inside of the exhaust
ORIGINAL CONFIDENTIAL 5-2
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
MAINTENANCE CONFIDENTIAL SECTION 5
ENGINE GENERATOR UNIT Paragraph 3
RD-13
port. Shake any remaining carbon flakes from the engine and wipe
'clean with a rag. Replace the head gasket, the cylinder head,
and the retaining screws. Replace the copper ring and install the
spare spark plug. (If the old spark plug is to be re-gapped, see
SECTION 5, Paragraph lc for the correct gap spacing)*
Any maintenance required that is not covered in this manual will..
generally be of such a nature that specialized technical skill must
be employed. For example, at the end of each 50 hours of running
time, the piston rings should be replaced. This is 4 major overhaul
job and should not be attempted in the field by unskilled personnel.
. ORIGINAL nnmpTnITITTTAT
-
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
Declassified in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
10
'I VI ItiaCLI d NO 0
Item No.
Description
Drawing No.
1
Voltmeter; 0-150 volts ac.
Cup, Meter Shielding.
Cover, Meter Shielding Cover.
International Instruments Co.,
Model 150-40
Hoffman Radio Co., AS-13390
Hoffman Radio Co., AS-13400
2
Quadrant, Throttle.
Technical Development Co.,
B-218330
3
Muffler.
Technical Development Co.,
C-218320
4
Receptacle, Bawer.
Amphenol Coo, 61-M1P-61F0
5
,
Breaker-Point Assembly.
(Distributor)
Technical Development Coop
C-202414,
6
-
Fuel-Air Mixer Valve.
Part of Iteni #33.
7
Cap, Fuel Tank.
Technical Development Co.,
B-202920
8
Cover, Power Unit Generator.
Technical Development Co.,
B-20212.
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ILS I rl SILUI/c1
,Id\laGIdNO 0
rIVIIKtECILLIOD
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Item No.
Description
Drawing No?
9
Pulley.
Technical Development Co.,
10
Pull Rope Assembly.
Technical Development Cop,
Bp.21831,
11
Valve, Fuel Shut-off.
Technical Development Co.,
Ref. Dwg. D20316,
' 12
Shield Assembly., Secondary Spark Plug.
Hoffman Radio Coos AA-743 and
AS-12400
13
Feet, Rubber Suction?
Technical Development Co.,
14
Knob, Carburetor Choke.
Technical Development Co., -
Ref. Dwg. C-200100
15
Stator, PM Generator.
Ruckstell Hayward Engine Co.,
16
. Rotor, PM Generator ?
O'Keefe & Merritt Co.,
1020612p 100,440, & 100,6350
Technical Development Co.,
A-201190
17
Crankshaft, Front and Rear Halfs.
Technical Development Co?,
C-20019.
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ISTI SIMId
IVIIN HQ LINO 0
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I
?
Item No.
Description
Drawing No.
18
Rod, Master Connecting.
Technical Development Co.,
C-20007,
19
Piston.
Technical Development Co.,
C-20042.
20
Block, Engine, Front Half and Rear Half.
Technical Development Co.,
R-20002 & R-20003.
21
Head, Cylinder.
Technical Development Co.,
A-20004.
22
Base, Engine Spark Plug Shield.
Hoffman Radio Co. SK5-2136.
23
Spark Plug,
Electric Auto-Light Co., M.S.
214
Washer, Copper.
Hoffman Radio Co.,
25
Pin, Piston.
Technical 'Development q00,
k-200410
26
Ring, Piston..
Technical Development Co.,
B-20016,
27
Rod Connecting.
Technical Development CO.,
B-20047,
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SIUY
rivizmaidt100
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Item No.
Description
Drawing No?
28
.
Liner, Master Cylinder?
Liner, Articulated Cylinder.
Technical Development Co.,
C-200156
Technical Development Co.,
C-20014.
29
Bearing, Needle Roller.
Torrington Co. w-394-Q.
30
Cover (with Shielding Assembly for
Power Circuit).
Hoffman Radio Co., Ak4449.
31
Box:Assembly, Ignition.
Shield, Terminal.
Hoffman Radio Co. AA-706.
Hoffman Radio Co., AS-13490
32
Housing, Power Unit.
Technical Development Co.,
DN-202060
33
Carburetor.
Technical Development Co.,
El-20008p C-20010, & A-20037.
34
_
Tubing Assembly, Pressure Line.
Technical Development Co.,
35
Housing, Fan.
,
Fan,-Cooling.
Technical Development Co.,
B-20011.
Technical Development Coo,
B-20005 & B-201216
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9 MO upas
I:
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IIIP ?
.Item Noo
Description
-
Drawing.Noo
36
Cover, Engine AsseMblyo
Technical Development Coo,
37 '
Tubing AsseMbly, Fuel Lineo
Technical Development Coo,
38
Cover, Breakerh.*bint? Assembly?
Part of Item #50
39
Shield Assembly, Secondary Spark Plug.
See Item 0.2. .
4P
, .
Shield Assembly, Engine Spark Plug.
,Hoffman Radio Co., SKS-2136o
41
? Cable, High Tension Shielded.
Hoffman Radio Coo,
42
Filter, Noise.
Hoffman Radio Co., D1-145
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ISM SI1Pfd
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Document Separator Sheet
II
II
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?2028-52-16
8.ttirity information'
AN ANALYSIS OF THE ELECTRICAL PROPERTIES
OF THE
GP-1 PRODUCTION PROTOTYPE
(HOTSHOT)
COMMUNICATIONS
DEVELOPMENT
LABORATORY
Thia 'document Is pari of an integrated
file. If separated from the file it most be
subjected to Individual systematic review.
3,!tritTrify ;nfori-ngIoti
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3 August 1952
SECRET
Security infnrmfition:
2c2e-52-16
copy of
AN ANALYSIS OF THE ELECTRICAL PROPERTIES
OF THE
GP-1 PRODUCTION PROTOTYPE
(HOTSHOT)
Submitted b
Reviewed by
Approved by
Released by
This document Is part of an integrated
file. If separated from the file it must be
subjected to individual systematic review.
"'SECRET
security Inforrnatioti
25X1
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7
s?A
turay Information
1. INTRODUCTION
The production prototype of the GP-1 (HOTSHOT) miniature
gasoline-driven alternator, Under Contract RD-130 was
delivered to the Analisis and Appraisal Unit, Research
and Development Branch, for testing. Since there was only one
unit available, it was deemed inadvisable to dismantle the
unit for a complete mechanical investigation at this time. ,
This report, therefore, is concerned mainly with the
electrieal and operational properties of the alternator.
2. SUIVARC
0 o
The OP-1 is a con.lpaot, portable, gasoline-driven alternator
which measures 7-A by Si by 6i inches and which weighs 12 .
pounds When filled with gasoline. The gas tank capacity is
20 fluid ounces, sufficient for 3 1i3 hours operation with 'a
100 watt load. Although rated at 100 watts, 115 volts, and
400 cps at 6000 rpm, the unit is capable of delivering 150 watts
at temperatures of 90 degrees P. and at the atmospheric pressures
encountered at sea level. This amount of power is more than
adequate for the operation of most agent communication equipment.
Operationally, the starting characteristics and speed regulation
with constant load are excellent.
3. DESCRIPTION AND EVALUATION
3.1. Meohanlcal
(Notes As explained in the introduction, much of the information
in this section will be compiled at a later date when an engine
break-down is authorized.)
3.1.1. Specifications
bilsam
3.1.1.2. Ifnition
3.1.1.3, parburetion
3.1.1.4. mailag
3.1.1.5. pooling
3.1.1,6. 41brication
4 Jrn L
? -11
'',SIP.ff ?
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a
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3.1.1.7. Accessories and Spares
The following spares were received with the unit as shipped:
(1) One set of breaker points
(2) One spark plug
(3) One spare length of uU rope
(4) One pull rope and handle
3.1.1.8. Size and Weight
Size - 71! inches high by e4 inches wide by 6i inches deep
Weight - 12 pounds with fuel
3.1.2. Construction
3.1.3. Operation
The GP-1 has four operational controls; a fuel shut-off valve,
a throttle, a choke, and a mixture control.
To start the engine when cold, the gas tank cap is securely tightened,
the choke is placed in the ON position, the throttle is opened to
one-third, the fuel shut-off is opened, and the engine is pulled
through sharply. It is important that the pull rope be wound on
the starting pulley in the direction indicated by the arrow; other- .
wise, the engine will start and run in reverse but cannot be loaded.
Instead of a gravity fuel-feed system requiring a vented fuel tank,
this engine operates on a pressure feed, requiring that the gas
tank cap be seated tightly.
The first pull on the starting rope creates sufficient pressure
in the tank for starting. For the second or starting pull, the
choke is opened half way and the throttle advanced half way.
Once the engine has started, the choke is turned OFF and the
throttle is set for a speed of 6000 rpa. With a 100 watt load,
this speed corresponds to the red mark on the voltmeter mounted
on the front panel. When the engine has been stopped but is
still hot, it will normally start with one pull, if the choke
is closed part way.
-2-
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? n
ISOM In. crmztirri
3.1.3. The mixture control, a screwdriver adjustment atop the carburetor,
needs readjustment only when the load is changed. There is a
proper setting for each load, which is determined while adjusting
the throttle. The following are optimum conditions: smooth
running with an absence of popping and vibration, a speed of
6000 rpm, and a gray colored exhaust.
The engine is stopped by turning the fuel shut-off valve to OFF
and closing the throttle when the speed has decreased slightly.
Flooding will be experienced if the choke is not turned OFF as
soon as possible after the engine starts, or if the choke is
turned ON while the engine is running. To milady this situation,
the spark plug must be removed from the cylinder head and the
engine "pulled through" a half dozen times. The spark plug should
be wiped dry and placed in the cap so that it will fire when the
engine is pulled through and prevent break-down within the ignition
transformer. The spark plug and ignition cable are replaced and
the starting procedure is resumed.
I.,. should be noted that the voltage indicator on the front panel
can be used in lieu of a tachometer only when the load is 100
wat-,s. For other loads a tachometer is required to set the speed
te 6000 rpm, assuring a frequency of 400 cps and proper mechanical
timing.
30104. Maintenance
3.1.5. Tests
301.5.1. Rate of Fuel Consumption
When loaded to 100 watts, 80 per cent lagging power factor, at
a speed of 6000 rpm, the OP-1 will run for 1 3/4 minutes on
5 milliliters of fuel.
3.1.5.2. Gas Tank Capacity
11?01.0
The gas tank capacity is 20 fluid ounces, or approximately 590
milliliters.
s71,1.77,T
tatirity In :.ormation
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f". 0? rs?eri
e"w
orrnV1
3.1.5.3. Time
The total running time per tank-full of fuel when loaded to
100 watts, 80 per cent lagging power factor at a speed of 6000
r, 18 approximately 3 1/3 hours.
3.1.5.4. Operating Temperatures
The following temperatures were recorded after the unit had been
delivering 40 watts for a period of thirty minutes.
Throttle control
Chlke control ? ? 130
Gas tank cap
Spark plug cap ? 190
Carburetor cap ? 130
Breaker point cap 160
Muffler
EXhaust gas
139 Degrees F.
118
EXhaust air
Intake air (ambient)
3.2. Electrical
amaksaltela
Voltage
Power
Frequency
Phase
? ? ?
? ? 0?
? ?
? * ? ?
Field excitation .
Stabilization ?.
Number of poles. . . .
Rotor speed ? ? ? ?
235
190
215
90
115 vac at 100 watts,
100 watts
400 cps at 6000 rpm
single phase
permanent magnet
keeper stabilized rotor
8 poles
6000 rpm
eo% lagging
power
factor
3.2.2. Construction
Since the internal inspection of the alternator involves an
extensive teen-down of the GP-1, it was decided to inspect the
alternator at a future date when the unit will be completely
dismantled for the mechanical examination.
-4-
y
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V7471711:1.
Security Information'
3.2.2.
However, a superficial examination of the electrical system
indicates that satisfactory protection has been afforded all
wiring and component parts. The use of conduit and junction
boxes for all cabling and electrical connections, together
with a potted,ignition transformer and saturable reactor,
protects the electrical system from damage due to water, gasoline,
and oil.
Note This alternator is of the keeper stabilized type and
should never be dismantled by inexperienced personnel.
3.2.3. Ipnition System
The GP-1 ignition system is a parasitic type, consuming about
6 watts. A line transformer with a great amount of leakage
inductance is connected across the alternator output. The
inherent regulatory action of this type transformer is the key
to the excellent starting characteristics of this unit. As much
spark is developed at cranking speeds when the alternator is
delivering 20 volts as is developed at the running speed of 6000
rpm when the output voltage is 115 volts*
The voltage fram the secondary of this line transformer is:
rectified and applied to the storage capacitor. For each
revolution of the engine, the breaker points close and discharge
the capacitor into the spark transformer. Shortly after the points
close, the current change in the primary is sufficiently great
to cause a voltage to be generated in the secondary of great
enough magnitude to arc over at the spark plug. The use of
a capacitor across the points is unnecessary, the inductance
of the primary being sufficiently large to prevent current flow
at the instant of contact.
Tests
3.2.6.1. Terminal Voltage as a Function of Lo..d and UttE Factor at
6boo
See curve.
ap
3.2.4.2. Terminal Voltage as a Function ofaped and Load at 12nizt
no;77Ector
See curve.
3.2.4.3. Speed Regulation
When loaded to a constant 100 watts with the correct mixture
setting, the GP-1 consistently maintains speed to within plus
or minus 2 parts in 60, or plus or minus 3 per cent.
-5 -
Settrity Information'
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?
?
3.2.4.4.
3.2.4.5.
z
"o ma ion .1-1:44; riji
Radio Interference
Radiated noise measurements taken in accordance with JAN-I-225,
-between the limits of 0.3 and 20 megacycles, indicate that the
unit does not meet specifications. The noise is particularly
objectionable between 5.0 and 14.0 megacycles.
Field Test with RS6
A field test was conducted to investigate RS-6 operation when
powered by the GP-1. It was found that except for radio inter-
ference the operation of the GP-I was satisfactory. Through the
use of a 100 foot power cable, exhaust noise was reduced to a
level comparable and similAr to a locust's hum and did not
interfere with operation or low level conversation. By moving
the power supply progressively closer to the operator, it was
found that the noise level at 50 feet is the maximum tolerable
eith the present mnffler.
Voltage regulation after warm-up was excellent with a variation
of only plus or minus 2 volts in 115. Because of the ideal load
'shift characteristic of the R3-6, no change in load occurs when
the transmit key is depressed. Objectionable radio interference
was experienced in the 5.0 to 14.0 megacycle frequency band.
It was deduced that the major source of interference was radiated
rather than conducted noise because removal of the antenna from
the R3-6 eliminated the interference,
3.2.4.6. Bench Test with RS-1
illiff?MOMON* ????????? 01?10?1
The GP-1 proved to be a suitable power supply, for the R3-1. The
line voltage varied from 122 volts key-up to 102 volts key down;
however, this change did not cause the signal to chirp. Radio ?
interference was experienced between 5.0 and 14.0 megacycles.
4. CONCLUSIONS
4.1. Nechanical
4.2. Electrical
The results of these tests indicate that except for (1) Radio
interference, (2) Ekhaust noise, (3) Hot controls, the GP-1
is acceptable for agent radio station operation with power re-
quirements up to 100 watts. Its compact size and light weight
are very desirable features for this type application.
?6?
, -
`h; nforniajo
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.."StuTIET ''--
71ur!ty Infitithm
4.2. Easy, reliable starting, good speed and voltage regulation, and
3 1/3 hours' running time per tank-full of fuel are additional
desirable characteristics of this unit.
The GP-1, having no flywheel or governor, was designed to power
constant loads at a speed of 6000 rpm. When delivering 100 watts
with the correct mixture setting, it consistently maintains speed
and voltage to within plus or minus 2 parts in 60, or about plus
or minus 3 per cent. Light intermittent changes ieeload, such
as are experienced when keying a transmitter, cause decepases
in speed and voltage; but in the case of the RSels these changes
were tolerable and had no detrimental effects on,eperation.ese"
,
5. RECOYMENDATIONS
5.1. Mechanical
5.2. Electrical
The following recommendations are offered as suggestions to
improve the GP-1:
(1) Radio interference should be decreased in order to meet
specifications.
(2) A suitable muffler should be designed to decrease the
exhaust noise, permitting operation of radio equipment at
a distance of 20 feet or less.
(3) The addition of a radial arm to the throttle control would
permit finer adjustment and lower the control's temperature,
which at present heats to 130 degrees F.
(4) A better gasket is needed for the fuel tank cap to prevent
leakage under pressure.
(5) For loads other thin 100 watts, the voltmeter needs additional
calibration marks. An alternate solution would be the in-
clusion of a tachometer with the accessories.
(6) There should be a printed notice on the alternator stating
that the rotor is keeper stabilized and should not be re-
moved except by qualified personnel.
?7?
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Declassified
in Part - Sanitized Copy Approved for Release 2012/08/16: CIA-RDP78-03535A000500020002-1
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