Chapter 4 Servicing

SERVICING - AP8600 Chapter 4
Contents
1 Policy ........................................................................................................................ 4
.01 Qualifications and Training: ..................................................................................... 4
.02 Aircraft Tug Serviceability: ....................................................................................... 4
.03 Responsibility: ........................................................................................................... 4
.04 Optional Service Kit: ................................................................................................. 4
2 Installation - External Components ................................................................................ 5

.01 General: ..................................................................................................................... 5
.02 Steering Wheel Installation: ...................................................................................... 5
.03 Upper Steering Assembly Installation: ....................................................................... 5
.04 Brake Pedal Installation: .......................................................................................... 5
.05 Operator Platform Installation: ................................................................................. 6
3 Service Specifications ...................................................................................................... 7

.01 Service and Inspection Schedule: ............................................................................ 7
.02 Servicing and Inspection Schedule Cross Reference: .............................................. 8
.03 Lubrication and Fluid Requirements: ....................................................................... 9

a. Lubrication and Fluid Check Interval:................................................................ 9
b. Lubrication and Fluid Specification: .................................................................. 9
c. Lubrication Points: .............................................................................................. 10
d. Fluid Points: ........................................................................................................ 11
e. Lubrication Points - Diagram:............................................................................. 12
.04 Torque / Fastener Specifications: .............................................................................. 13

a. Bolt Torque Checklist: ......................................................................................... 13
b. General Torque Chart:......................................................................................... 14
c. General Threads-per-Inch Chart: ........................................................................ 15
4 Routine Servicing and Inspection ................................................................................... 16

.01 Batteries: ................................................................................................................... 16
a. Configuration: ..................................................................................................... 16
b. Purpose: ............................................................................................................... 16
c. Recommended Additional Service Reference: ...................................................... 16
LEKTRO PAGE 4 - 1 03.04.11

d. Basic Commandments of Good Battery Care ....................................................... 17
e. Battery Care - Servicing and Charging Guidelines: ............................................ 18
f. Battery Care - Background Information: ............................................................. 25
g. Battery Servicing - Personal Safety Summary...................................................... 34
h. Battery Charger Repair:....................................................................................... 35
.02 Straps - Winch and Strut: ........................................................................................... 37

a. Configuration: ..................................................................................................... 37
b. Inspection Interval: .............................................................................................. 38
c. Inspection and Replacement Criteria: ................................................................. 38
d. Spare Parts: .......................................................................................................... 39
e. Strap Supplier Inspection Criteria and Illustrations:........................................... 40
.03 Winch Assemblies: ..................................................................................................... 42

a Configuration: ..................................................................................................... 42
b. Inspectionand Routine Maintenance: .................................................................. 45
.04 Tires and Wheels: ...................................................................................................... 49

a. Configuration: ..................................................................................................... 49
b. Inspection Interval: .............................................................................................. 49
c. Tire Inspection / Pressure / Repair / Replacement: ............................................... 49
d. Wheel Inspection and Wheel Nut Torque Specification: ..................................... 51
.05 Winter Tire Chains: ................................................................................................... 51

a. Configuration: ..................................................................................................... 51
b. Installation: ......................................................................................................... 51
.06 Brakes: ....................................................................................................................... 53

a. General: ............................................................................................................... 53
b. Service Brake System: .......................................................................................... 53
c. Park/Emergency Deadman Brake System: ........................................................... 57
d. Plug Braking: ...................................................................................................... 61
.07 Steering: ..................................................................................................................... 62

a. Configuration: ..................................................................................................... 62
b. Lubrication, Bolt Retorque, and 1500 hr. Steering Chain Replacement: ............ 62
c. Steering Chain Adjustment: ................................................................................. 64
d. Steering Chain - Replacement: ............................................................................ 65
e. Steering Caster Bearings - Inspection: ................................................................. 65
f. Steering Caster Bearings - Adjustment:................................................................ 65
g. Steering Caster Bearings - Replacement and/or Lubrication:.............................. 65
.08 Suspension: ............................................................................................................... 67
LEKTRO PAGE 4 - 2 03.04.11

.09 Drive Train: ............................................................................................................... 67
a. Configuration: ..................................................................................................... 67
b. Drive Chain and Sprockets Lube and Adjust Tension, Differential Lube and .....
Mount Bolt Inspection Interval:........................................................................... 68
c. Fluid Requirements: ............................................................................................ 69
d. Drive Chain Tension and Adjustment or Replacement ........................................ 69
.10 Electrical Fuses: ........................................................................................................ 70
.11 Electronic Drive Controller: ...................................................................................... 71

a. Principle of operation: ......................................................................................... 71
b. Service and Repair Policy: ................................................................................... 75
c. Test and Repair Safety: ........................................................................................ 76
d. EV100 Manufacturer's Instructions:.................................................................... 77
.12 Drive Motor: .............................................................................................................. 138

a. Configuration: ..................................................................................................... 138
b. Cleaning and Inspection:..................................................................................... 138
.13 Hydraulic Pump Motor Assembly: ............................................................................. 140

a. Configuration: ..................................................................................................... 140
b. Fluid Inspection Interval: .................................................................................... 140
c. Fluid Requirements: ............................................................................................ 140
d. Motor Cleaning:................................................................................................... 141
5 Trouble Shooting ............................................................................................................. 142

.01 Purpose: ..................................................................................................................... 142
.02 General: ..................................................................................................................... 142
.03 Hydraulic Problems: .................................................................................................. 142
.04 Electrical Problems:............................................................................................ 143
.05 Batteries: ................................................................................................................... 150
.06 Electronic Drive Controller : ..................................................................................... 152

a. Test and Repair Safety: ........................................................................................ 152
b. EV-100 Drive Controller Trouble Shooting: Cross Reference to Sect. 4 .11 d. ..... 153
.07 Battery Charger/s: ..................................................................................................... 154
LEKTRO PAGE 4 - 3 03.04.11

1 Policy
.01 Qualifications and Training:

To ensure all activities are carried out in a safe manner, only formally trained and
qualified personnel may service and maintain this AP8600 aircraft tug.
.02 Aircraft Tug Serviceability:

To prevent personnel injury or property and equipment damage, this aircraft tug must be
operated, serviced and maintained as prescribed in this manual or as directed by Lektro.
.03 Responsibility:
It is the aircraft tug owners responsibility to ensure that all direct or contracted service
and maintenance personnel are trained and that all routine service and technical service
activities are carried out as prescribed in this manual or as directed by Lektro, using
original or Lektro approved and/or supplied parts.
It is Lektros responsibility to ensure that all information pertinent to this tugs

technical servicing and safety is current and available to the owner or owners agent
on a timely basis.
.04 Optional Service Kit:

To ease service preparation, Lektro supplies a service kit with this tug containing:
- Grease gun - Spare light bulbs
- Lubricating spray (WD - 40 Type) - Touch-up paint
- Battery terminal anti-corrosive spray - Battery fill container
- Hydrometer
- Baking soda (for electrolyte clean-up/neutralizing)
NOTE: For tugs shipped to customers outside North America, an SAE tool kit included.
IMPORTANT:
COMPONENT SUPPLIER WARNINGS
Prior to applying any of the operating, servicing or maintenance pro-

cedures and materials prescribed by this publication and prior to any
use or servicing activity related to this AP8600 aircraft tug, it is
considered mandatory by Lektro Inc. that those person(s) performing
these activities be fully cognisant of the COMPONENT SUPPLIER
instructions, warnings and Material Safety Data Sheets contained in
the APPENDIX section of this manual.
LEKTRO PAGE 4 - 4 03.04.11

2 Installation - External Components
.01 General:
In the event of the need for replacement or for post delivery installation on a new tug
which was shipped with one or more external components removed to meet transport
packaging and protection needs, this section provides step by step instructions on how to
install the major external components (see Chapter 7 "Mechanical: Parts Lists and
Schematics" for part name/diagram references). Other post-delivery receiving instruc-
tions are found in Chapter 1 "General', Section 2 "Receiving and Installation Instruc-
tions".
.02 Steering Wheel Installation:

a. Insert the Woodruff Key into its mating "key-way" in the steering shaft.
b. Place the steering wheel into the steering shaft aligning the mating "key-way" in the
steering wheel hub with the Woodruff Key installed in the steering shaft.
c. Install the elastic half nut onto the steering shaft and secure until the base of the
steering wheel hub lightly contacts the clip ring surface on the steering shaft. Do not
over-tighten this nut.
.03 Upper Steering Assembly Installation:

Tools required: 5/8" wrench / socket combination.
a. Remove velcro (or screw) secured cowl access panel.
b. Install steering chain over sprocket of steering assembly and attach bearing to front of
cowl first. Be sure to sandwich two flatwashers between bearing and cowl on each 7/
16" x 1-3/4" N.C. attachment bolt.
c. Loop chain over tension/idler sprocket. Be sure chain is also around steering gearbox
sprocket. Note: Steer tires should be straight ahead and steering knob at approx. 8:00
o'clock. Lift up on steering wheel to apply tension to chain by the spring tensioned
idler sprocket. While holding steering wheel up, the rear bearing mount bolts can be
installed. Bolts can now be tightened and cowl access panel reinstalled.
.04 Brake Pedal Installation:

Tools required: 9/16" wrench / socket combination, Phillips screwdriver.
a. Remove velcro (or screw) secured cowl access panel, and lower left plastic panel and
plastic panel over steer tires with phillips screwdriver.
b. Set brake pedal into position, inserting push rod into master cylinder. Pivot bolt (3/8"
x 5") can now be inserted in side wall in steer tire area, through brake pedal, into hole
in master cylinder mount plate.
Note: Flatwashers must be used evenly on each side of brake pedal to take up excess
space.
c. Install nut and tighten. Reinstall plastic covers and cowl access panel.
(cont.)
LEKTRO PAGE 4 - 5 03.04.11

2 Installation - External Components (cont.)

.05 Operator Platform Installation:
Tools required: Screwdriver, 9/16" wrench/socket, 3/4"wrench/socket

a. Remove the velcro (or screw) secured cowl access panel.
b. Remove the black plastic cover (3 screws) on the lower left to access deadman brake
pedal mechanism.
c. Set operator's platform onto its rear edge transversely close to tug's rear and tilt back.
Manually guide deadman brake pedal arm into the rear of the tug in line with its
attachment point to the connecting rod. Work the platform towards the tug and lay
platform's front floor edge along and on top of the tug's flange at the bottom. Lift
platform's rear until the platform is level and aligned. Using two (2) 1/2" x 1" N.F.
bolts with locknuts, fasten each side angle bracket structure to the tug's chassis side
tabs. All hardware is located in a plastic bag supplied.
d. Install three (3) 3/8" x 1" N.F. bolts from the top through holes along front floor of
platform. Install lockwashers and nuts to the underside, then tighten.
e. Attach deadman pedal's arm to deadman/park brake spherical connecting-rod end
bearing in the tug using the 3/8" x 2" N.F. bolt and lock nut. Ensure that the
connecting rod end is aligned to the left (tug's left looking forward) of the deadman
pedal arm. The deadmen/park brake should now release when the large deadman
pedal is stepped on and fully depressed until it touches the floor.
NOTE: The connecting rod was adjusted correctly at the factory. A properly adjusted rod
will allow the deadmen pedal to touch the floor when fully depressed, and at the same
time the upper mechanism arm. Leave 1/8" free play at the master cylinder. If out of
adjustment, detach deadman pedal arm from rod end and loosen jam nut/s on rod and
adjust rod length as required. Then re-tighten jam nut/s and re-secure rod end to pedal
arm with 3/8" bolt and lock nut. Also ensure that the micro-switch above the cable
anchor is fully engaged when the deadman pedal is completely depressed to the floor.
f. Re-attach large velcro (or screw) secured access panel and re-install small black
plastic cover over deadmen pedal arm access hole and secure with 3 screws.
g. Plug in rear light bar.
LEKTRO PAGE 4 - 6 03.04.11

3 Service Specifications
.01 Service and Inspection Schedule:
LEKTRO SERVICE
INSTRUCTIONS: This schedule is intended to serve as a sign-off document or as a reference for
including Lektro's inspection / Servicing criteria in your company's existing Servicing Control Sys-
tem.
AND INSPECTION SCHEDULE Using this and the following page as the form's front / back master, make copy available to GSE
Maintenance personnel or agency. At the week or hour intervals shown (whichever comes first),
MODEL: AP8600 perform the inspection / servicing tasks indicated by a check-off box that interval's vertical column.
Use the methods and fluids/ lubricants specified in Chap. 4 " Servicing" Sect. 3" Routine Service
and Inspection" (as applicable) of this Lektro tug's manual, which are cross-reference to each task
UNIT SERIAL # or LOCAL IDENT. CODE: on the reverse of this form (see next page).
Check-off the appropriate box when task is completed. Log any corrective actions in section on
reverse of form such as fluid / lube oil addition or change (noting type and amount), component
repair or replacement (noting repair description, part description and #). Sign and date form, file,
and/or enter data in company control system.
YEARLY CYCLE 3 YEAR CYCLE

INTERVAL Week 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 156 WEEKS OR
(WHICH EVER COMES FIRST) Hours 1500 HOURS
19 38 58 77 86 115 135 154 173 192 211 231 250 269 288 307 326 346 365 384 403 422 442 461 480 500
Actual Tug Hours
Strut & Winch Strap, Hook &

Safety-Latch Inspection
Battery Electrolyte Level Check/

Water Add As Required
Tire Inspection: Steer & Drive &

Wheel Bolt Visual Inspection
Brake Fluid & Pad Inspection &

Function Check: Service Brake &
Deadman Brake Systems
Drive Chain & Sprockets Lubricate
& Inspect for Wear & Correct
Tensioning
Battery Equalize Charge
(Programmed or Manual)
Battery Top Clean, Battery/

Hydrometer Connection Check
Chassis & Steering Bearing/Chain

Lube
Hydraulic Fluid Check & Top Up as

Required
Winch Cut-Off Switch (Optional)

and Cradle Operating Lever
Check
Wheel, Winch, Steer, Motor/Drive
Train, Brake Bolt Retorque
Replace Strut & Winch Straps

(Or Sooner on Condition) CRITICAL
Battery Compartment Washdown

& Terminal Anti-Corosion Spray
Reduction/ Differential Gear Lube

Check. Add or Change as
Required.
Motor Clean & Inspection: Drive &
Hyd. Pump Motors. Repack Optional
Hyd. Winch Planetary Gears.
Replace Steering & Drive Chain.
Inspect/Replace Sprockets as
Required
Inspect Steering Castor Bearings on
Vertical Spindle. Replace as
Req'd. Repack Steer Axle Hubs.
Inspection/Servicing for Interval Week # or Hour #

NOTE: LOG FLUID, LUBE, REPAIR,
REPLACEMENT ACTION ON REVERSE
Completed By: ______________________________________ On: ____________________
Signature Date
OF THIS FORM.
03.04.11
3 Service Specifications
.02 Servicing and Inspection Schedule Cross Reference:
LEKTRO SERVICE AND INSPECTION SCHEDULE

Detailed procedures for the items on the Servicing and Inspec-
tion Schedule can be found in the following sections indicated.
ITEM SUBSECTION
Strut & Winch Strap, Hook & Saftey-Latch Inspection 4.02 b., c., d. and especially e.
Battery Electrolyte Level Check/ Water 4.01 e. 1 to 5
Tire Inspection: Steer & Drive & Wheel Bolt Visual Inspection 4.04
Brake Fluid & Pad Inspection & Function Check: Service & Deadman Systems 4.06 b. and c.
Drive Chin and Sprockets Lubricate and Inspect for Wear & Correct Tensioning 4.09 b.
Battery Equalize Charge (Programmed or Manual) 4.01 e. 23
Battery Top Clean, Battery / Hydrometer Connection Check 4.01 e. 6 and 16 to 21
Chassis & Steering Bearing / Chain Lube 3.03 and 4.07 b.
Hydraulic Fluid Check & Top Up 4.13 b. and c. Chap. 4
Winch Cut-Off Switch (Optional Hyd Winch only) and Cradle Operating Lever Check 4.03 a.
Wheel, Winch, Steer, Motor / Drive Train, Brake Bolt Retorque 3.04 a.& b., 4.03 b., 4.04 d., 4.06 b. & c., 4.09
Replace Strut & Winch Straps (Or Sooner on Condition) 4.02 b., c., d., and e.
Battery Compartment Washdown & Terminal Anti-Corosion Saftey 4.01 e. and 6.
Reduction/ Differential Gear Lube Check. Add or Change as Required. 3.03 and 4.09 b. and c.
Motor Clean & Inspection: Drive & Hyd Pump Motors. Repack Optional Hyd Winch Planetary Gears 4.12 b. and 4.13 d.
Replace Steering Drive Chain & Inspect / Replace Sprockets as Required 4.07 b., c., and d.
Inspect Steering Castor Bearings on Vertical Spindle. Replace as Required. Repack Hubs. 4.07 b., e., f., and g.
CORRECTIVE ACTIONS TAKEN- Fluid/Lube Oil Add or Change (amount and type), Lubrication, Re-
pair or Replacement (repair description and component part number)
03.04.11
3 Service Specifications (cont.)

.03 Lubrication and Fluid Requirements:
a. Lubrication and Fluid Check Interval:
Check of master cylinders brake and hydraulic

fluids: Every 2 weeks
Gun greasing of four (4) Zerk fitting locations: or 19 operating hours
whichever comes first.
Oiling/greasing of interfacing components:
Check differential gear lube: Every twenty-six (26)

weeks or 250 operating
Light oil or spray lubricant winch free spool hours
lever (optional hydraulic winch)
Every three (3) years or
Inspection/Grease Re-Packing (as required) 1500
of Steer Wheel Hubs: operating hours.
b. Lubrication and Fluid Specification:
Grease - Medium weight, high quality wheel bearing type.
Oiling Oil - 30W motor oil or equivalent machine oil or motorcycle

chain lube spray.
Drive Train
Lube - SAE 80W90 gear lube (non-synthetic) *
* Note: Posi-Traction Differential should be lubed with

SAE 80W90 gear lube with Goodwrench Limited Slip
Differential Lubricant additive or equivalent.
Brake Fluid - SAE DOT-3 brake fluid.
Hydraulic Fluid - Must be petroleum based such as:

- Dexron #2 or #3 ATF
- Chevron #32 hydraulic fluid.
LEKTRO PAGE 4 - 9 03.04.11


.03 Lubrication and Fluid Requirements (cont.):
c. Lubrication Points:
- 2 x Cradle Pivot Anchor Tubes.

Grease gun to
Zerk fittings:
- 2 x Steering-Wheel Shaft Pillow-Block Bearings
- Steering Chain, Sprockets and Tensioning Assembly.

- Service Brake Pedal Linkages.
Oil or Lubricate - Deadman Brake Pedal Mechanism Linkages.
spray as appro- - Drive Chain and Sprockets.
priate all moving - Hold Back Bar Pivot Anchor.
interface parts: - Winch Hook Latch.
- 2 x Rear Steering Draglink Spherical Rod End Bearings.
- Winch Free Spool Lever (Optional Hydraulic Winch Only)
- Because the differential is not operated at highway

Differential Gear speeds, only 1 to 1.5 quarts of gear oil is required.
lube: Overservicing will result in spillage of gear oil from
behind the drive wheels. Remove the bottom fluid-level
plug and look for a slight drip coming from this hole. If
not, remove the top fill plug. Fill gear lube until it drips
- from the lower hole.
LEKTRO PAGE 4 - 10 03.04.11


.03 Lubrication and Fluid Requirements (cont.):
c. Lubrication Points (cont.):
- Remove Steer Wheel Hubs by first removing tire/

High Quality wheel assemblies. Ensure tug is properly jacked at
Medium Weight point under rear of main chassis and not under
Bearing Grease operating platform, and safely secured with stable
jack stands. Remove cotter pin from axle shafts.
Remove castle nuts. Pull hubs off axles. Inspect
bearings for abnormal wear, flaking or gauling. Re-
pack bearings with high quality axle bearing grease
and reassemble. Replace worn seals as necessary.
Tighten castle nut until very snug and hub can be
turned by hand with great effort. Loosen castle nut
to allow cotter pin to be inserted.
NOTE: The traction motor, the hydraulic pump motor and the steering vertical caster
spindle top and bottom are equipped with factory sealed, pre-lubed bearings and do not
routinely require lubrication.
d. Fluid Points:
- Hydraulic fluid: Raise the cradle assembly fully and

fill the hydraulic reservoir to the proper level up to,
Hydraulic Pump but not above the line on the dip stick located on the
and Brake fluids: vent cap at the fill point on the top right end of the
reservoir tank. Use Dexron #2 or #3 rated petroleum
based fluid only.
- Brake fluid: Remove the electronic/hydraulic bay
cover on the aft of the console cowling to access the
master cylinders. Remove the vent cap on top of
two each master cylinder and fill to ½ inch (1¼ cm)
below the top of the vent cap opening with SAE
DOT-3.
LEKTRO PAGE 4 - 11 03.04.11


.03 Lubrication Requirements (cont.):
e. Lubrication Points - Diagram: CRADLE PIVOT
ANCHOR TUBES (X2)
Zerk Grease Fittings:
SIDE GATE
ANCHOR TUBES (X2)
No grease fittings.
These are dry bushings.
Spray Rod with WD-40 STEERING-WHEEL
and wipe off SHAFT BEARINGS (X2)
Differential Gear Lube Oil:

FILL PORT
FLUID-LEVEL PORT
Drive Chain Oil or Lubricate Spray
DRIVE CHAIN
LEKTRO PAGE 4 - 12 03.04.11


.04 Torque / Fastener Specifications:
a. Bolt Torque Checklist:
Description Torque Interval

(All are SAE Grade 8 unless specified) Value (dry) Hours
Wheel Lugs - Drive 2 x 5 100 lbf. 250 hrs.

1/2" NF Lugs are Grade 8 / Nuts are Grade 5
Torque to Grade 5 value + 10 lbf.
Wheel Lugs - Steer 2 x 5 100 lbf. 250 hrs.

1/2" NF Lugs are Grade 8 / Nuts are Grade 5
Torque to Grade 5 value + 10 lbf.
Winch Mount Bolts x 4 35 lbf. 250 hrs.

3/8" x 1-1/4" NF
Deadman Brake Caliper Mount Bolts 2 x 2 43 lbf. 250 hrs.

M8 x 1.25 x 20 mm
Deadman Brake Caliper

Anchor Plate Mount Bolts x 2 30 lbf. 250 hrs.
3/8" x 1-1/4" NF Grade 5
Service Brake Master Cylinder Mount Bolts x 3 30 lbf. 250 hrs.

3/8" x 1-1/4" NF Grade 5
Steering Gear Box Mount Bolts x 3 35 lbf. 250 hrs.

7/16" x 1-3/4" Stainless
Steer Caster Mount Plate Bolts x 6 70 lbf. 250 hrs.

1/2 x 1-3/4" NC Grade 5
Steering Draglink Rod End Bolts x 2 70 lbf. 250 hrs.

5/8" x 2-1/2" NC Grade 5
Drive Motor Holddown Bolts x 4 20 lbf. 250 hrs.

5/16" x 1" NF Grade 5
Note: Replace fasteners with original grade or higher. If fastener not listed above,
refer to "General Torque Chart" following page using appropriate Parts Chapter de-
scription for bolt size and NC or NF thread reference.
LEKTRO PAGE 4 - 13 03.04.11


.04 Torque / Fastener Specifications (cont.):
b. General Torque Chart:
SAE TORQUE CHART

NOTE:
1. Replace nuts / bolts only with Lektro's original grade or higher.
2. See "Threads per Inch" chart next page for "THD" column cross-reference.
Only UNC or UNF threads are used on the AP8600 defined as NC or NF.
LEKTRO PAGE 4 - 14 03.04.11


.04 Torque / Fastener Specifications (cont.):
c. General Threads-per-Inch Chart:
THREADS PER INCH and TAP DRILL DIAMETER CHART
LEKTRO PAGE 4 - 15 03.04.11

4 Routine Servicing and Inspection

.01 Batteries:
a. Configuration:
Motive Batteries:
Six 6-volt industrial, 350 ampere hour Batteries wired in series.
GPU Batteries (optional): Built-in 12/24/28 volt, 800 cold cranking ampere output
capability, standard. 1175 cold cranking ampere system available.
GPU
BATTERIES
(OPTIONAL)
MOTIVE
BATTERIES
b. Purpose:
This section provides an overview of good battery management, servicing, charging
and safety practices. Refer to battery and charger manufacturers product instructions
for specific and detailed battery service, test and maintenance procedures which super-
sede information in this section if a variance exists.
c. Recommended Additional Service Reference:

Lektro recommends, in addition to the Exide's battery supplier instructions manual
which is included in this manual's Appendix (See Appendix Index), as an authoritative
source for further study in establishing an effective battery servicing and management
program, the publication "STORAGE BATTERY TECHNICAL SERVICE MANUAL"
published by the Battery Council International at 401 Michigan Ave., Chicago, Illinois,
U.S.A., 60611, Telephone: (312) 644-6610.
See Chapter 5, for battery part #s and schematics.

See Appendix, Section 1 for battery supplier Exide's Material Safety Data Sheets.
LEKTRO PAGE 4 - 16 03.04.11

4 Routine Servicing and Inspection (cont.)

.01 Batteries (cont.):
d. Basic Commandments of Good Battery Care
BASIC COMMANDMENTS OF GOOD BATTERY CARE

Check battery fluid level weekly. Add distilled or low-mineral-content water only.
Add water to battery only after battery is fully charged.
Keep electrolyte fluid level above separator plates at all times.
Keep battery top, terminals and connections clean and dry. Use a battery terminal
anti-corrosion spray such as type included in Lektro's service kit included with tug.
Keep ignition sources and metal away from battery top to prevent gasses exploding.
Keep vent caps, cables and terminal connectors serviceable and tight. Check weekly.
Avoid using Motive Batteries with a charge level below 20%. If you do, place on
charge immediately after use. Do not use a motive battery if charge level is below 10%
(1.140). Charge immediately.
For optimum Motive Battery lifespan, deep-cycling ( I.E. : operated until discharged
down to, but not below the 20% level, then prompt 100% recharged without charging-
interruption) is the most desirable routine.
Do not, however, leave a motive battery unused and in a discharged state (30% charge
level or lower) for a period longer than 6 hours. Place on charge as soon as possible
within the planned dormant period and fully charge.
Do not use GPU Battery below 25% charge level (specific gravity below 1.155) and do
not leave a GPU battery in a discharged state (50% charge level or lower) for a period
longer than 6 hours.
Charge only at proper voltage and amp ratings per battery manufacturers instruc-
tions.
Keep tug's battery compartment deck cover fully open during charging to allow gasses
to disperse, but leave vent caps tightly in place on batteries to act as spark guard.
Avoid removing batteries from charging before the complete charge cycle is completed,
batteries are fully charged, the charger has terminated its on-off finishing sequence
and is quiet, and the batteries have cooled down.
Conduct a controlled "Equalizing" or conditioning overcharge once every 16 charge
cycles or once per month (whichever comes first) to bring up lower cells and to soften
up hardened crystalized sulfates on the plates, bringing trapped sulfates back into
active chemical service. Equalizing is a very important service program component.
Conduct a formal monthly battery inspection and "specific gravity" test program. If
hydrometer reading for any cell is 20 points (0.020) below the average, record and
check these readings after an increased double frequency of equalizing charges. Refer a
chronic low cell problem to a qualified battery service technician. When in doubt with
a servicing issue, call the battery supplier or your Lektro representative for advice.
Fully washdown batteries and surrounding compartment on at least a semi-annual
basis, using baking-soda solution of 1 lb. (½ kg.) to 1 gallon (4 liters) water or using a
specialized acid neutralizing wash. Follow by careful water rinse.
If tug is planned for an extended period out of service, ensure batteries are fully
charged beforehand. Because unused batteries slowly self deplete, recharge at least
monthly.
LEKTRO PAGE 4 - 17 03.04.11


e. Battery Care - Servicing and Charging Guidelines:
NOTE: Section d. preceding summarizes all the most important aspects of good
battery management on one page. This Section e. provides additional detail on how to
carry these out. Section f. following contains in-depth background information on
how deep-cycle batteries work and servicing and charging criteria. The battery sup-
plier Exide's Instruction Booklet is included in this manual's Appendix and should be
referenced before using tug.
1. Keep battery cells filled to their proper JAR COVER VENT OPENING
levels with distilled or demineralized wa-
ter (or only if available, low mineral con- 1/4 INCH
tent tap water). The use of water with a
mineral content will significantly shorten HIGH WATER LEVEL
the batterys life. If the electrolyte level is
allowed to drop below the plates, perma-
nent damage may occur. See diagram.
SEPARATOR PLATE/S
2. Replace water lost through chemical de-

composition to gas during the last charging stage, charging expansion overflow and/or
evaporation. Check and top-up electrolyte level once per week, but only after a full
charging sequence, not when the battery is discharged and the electrolyte has con-
tracted to as much as 18% lower density and level. If you top-up a discharged battery,
an overflow spill of acidic electrolyte will occur during charging.
Check the electrolyte level in all cells and add battery water to the high water level or
"full point" (approximately ¼ inch (½ cm) below the bottom of the vent opening).
Use the self-levelling fill container included in Lektro's service kit supplied with this
vehicle or one available from a battery retailer.
NOTE: Frequent need to add water to batteries may be a sign of overcharging and/or a
defective charger.
3. NOTE: Before charging, you should still verify by a full, or at least random, cell
check on each battery that the battery electrolyte level is covering the battery cell
plates and above the higher separator plates. (See diagram above).
This is critical in hot climates and hot season locations where outside surface tempera-
tures may approach 120 degrees F (48° C) causing a rapid increase in battery water
evaporation.
If the electrolyte level does not cover the plates on the pre-charge inspection (a sign of
poor servicing discipline), add only enough water to just cover the highest vertical
separators. (Cont.)
LEKTRO PAGE 4 - 18 03.04.11


e. Battery Care - Servicing and Charging Guidelines (cont.):
3. (cont.) If the level is raised any higher, fluid expansion will cause acidic electrolyte to
spill from the vent caps during the charging operation. This acid spill, if left, can find
its way to, and damage battery terminals, cable connectors and adjacent wire harness
metal and chassis structures. In the event an electrolyte spill occurs, use a baking soda/
water solution (see item 6) to neutralize the acid before cleaning up.
4. Never add sulfuric acid to the battery without following special instructions in Exide's
instructions in this manual's Appendix. If it should become necessary to dilute con-
centrated sulphuric acid to a lower S.G., always pour acid into water - do this slowly -
never pour water into acid.
5. Do not transfer electrolyte from one cell to another.
6. Keep battery tops wiped clean and dry. If the tops collect corrosion and dirt, the
battery may self-discharge across the top between the terminals. Use a baking soda
solution 1 lb. (½ kg.) baking soda to 1 gallon (4 litres) of water for a careful wet wipe
followed by a dry wipe. Baking soda is included in Lektro's service kit. A well
maintained battery is clean, dry and does not give off strong sulfur odours.
7. Keep all cables serviceable and terminals tight to prevent corrosion and bad contact,
which generates heat and further deterioration. Periodically cover terminals with the
anti-corrosive spray included in service kit or a film of petroleum jelly.
8. Verify that the metal brackets and wood spacers are holding the battery bank tightly in
place. Movement over a period of time may cause battery damage.
9. Ideally, the tugs motive batteries should be operated down to, but not below a battery
power level of 20% and then should be put on charge promptly and allowed to fully
recharge. (Never deplete a motive battery below 10% charge level. At this level,
charge immediately). GPU batteries should not be depleted below 25% level. De-
pleted motive or GPU batteries should not be allowed to sit unused and not on charge
for longer than 6 hours at most.
10. The maximum number of cycles a battery will sustain is finite. If a battery is dis-
charged down to the 75% level and then recharged to 100%, that is a cycle. Likewise,
if discharged down to the 30% level and then recharged to 100%, that is also a cycle.
However, the depth of each cycle also has a great effect on the remaining cycle life. If a
battery is too deeply discharged (i.e. below 20% remaining), each excessive discharge
and recharge will count for far more than one cycle. The deeper the discharge, the more
equivalent-cycles will be used up, to a point where a single discharge to 10% or lower
can reach three (3) times the cycle count and reduce overall life span significantly.
Incursions below 10% level may cause polarity reversal of the lowest cell(s) resulting
in battery failure.
LEKTRO PAGE 4 - 19 03.04.11


IMPORTANT: Optimum life span requires a balance between the longest discharges to get
more cycles per period of operational use and avoiding excessively deep discharges. Actual
tug operational needs will sometimes involve trading off a shorter cycle to allow opportunity
charging if extended tug or GPU use beyond the normal demand is forecasted or if leaving a
depleted battery dormant for an extended period would otherwise be unavoidable. Oppor-
tunity charging is an acceptable practice as long as the batteries are on charge no less than
one hour, and to the maximum extent your operations will allow, the batteries are kept on
charge until fully recharged, or at the very least allowed to cool down if pulled off early.
11. Limit the use of a new replacement battery bank for approximately the first 15 cycles by
charging sooner than the normal target of 20% power remaining. 50% power level charging
is recommended for these first 15 discharge cycles. New batteries are not capable of their
rated endurance until they have been cycled at least 30 times. Because of this initially faster
power-decay rate, it is easy to unintentionally discharge excessively. After about 15 cycles
however, endurance will have progressively increased close enough to full specification to
allow normal use.
12. To charge batteries, follow the sequenced procedures prescribed in Chapter 2 "Operating",
Section 7 "Battery Charging Procedures", subsections .02 and .03.
NOTE 1: When following the above charging procedures, apply all relevant precautions in
the manufacturers instruction manual supplied with the charger.
NOTE 2: The tug's main power disconnect and integrated charger DC input connection is
designed to disconnect power to the tug's drive controller and other electrical components
during all charging to eliminate the risk of an overvoltage or spike from the charger damag-
ing these electronic components. Variations in voltage output is a potential with all chargers.
This feature also prevents accidentally driving away with the charger still connected.
13. It is recommended by Lektro that you do not replace the automatic "intelligent electronically
controlled charger supplied with this Lektro tug with a non-automatic manual or timer-only
type. The risk of overcharging is higher. Routine overcharging results in battery overheating
and progressive plate damage.
14. Conversely, insufficient charging allows a film of lead sulfate to remain on the lead plates
which, itself, attracts more sulfur molecules and creates further sulfate buildup beyond the
normal amount that ionically builds and disperses with each charge/discharge cycle. This
will progressively lead to hardened crystallization and a reduction in the required ionization
rate, resulting in a loss of power, endurance and charging recovery rate. Always charge
batteries for a minimum of 1 hour or longer. A full charge from the 20% power level will
take an average of 8 hours.
15. The "charger current in amps." display on the charger will give a reading of the average
charge level of the vehicles battery bank. Batteries depleted to the 20% level will register
the maximum charger amps when the charger is first connected (35-40 amps). When fully
charged, it will register an approximate finishing rate of 5 to 10 amps on the meter. At
50%, the charger amp meter should read about 20 amps.
LEKTRO PAGE 4 - 20 03.04.11


16. The level or "state of charge", however, is only accurately determined by the specific gravity
of the electrolyte. This S.G. can be determined by the stabilized voltage reading or, more
directly and precisely, by a hydrometer reading of the electrolytes specific gravity. (See
the following chart for the relative states-of-charge vs specific gravity vs voltage vs charger
amps). (Refer to the Battery Council Internationals "Battery Service Manual" or your
hydrometer suppliers instructions on how to use the hydrometer. A hydrometer is included
in the service kit supplied with this vehicle).
B ATTE R Y S P E C IFIC G R AV ITY V O LTA G E C H AR G ER AM P

C H AR G E O U TP U T (X 6) IN D IC ATIO N
LE V E L
BBI TE LE D YN E
S TA N D A R D O P TIO N A L
M O TIV E / M O TIV E /
G PU H E AV Y D U TY
B ATTE R IE S G PU
B ATTE R IE S
100% 1.315 1.285 6.3 5 to 10

75% 1.270 1.245 6.2
50% 1.225 1.205 6.1 18
25% 1.195 1.175 6.0
0% 1.165 1.145 6.0 35

(M A X C H A R G E R
A M P R ATIN G )
C O M PA R ATIV E S TATE -O F-C H A R G E M E A S U R E M E N T
17. After a full charge cycle, if hydrometer readings are below 1.315 or 1.285 (as applicatble),
it may indicate a charger problem. Check the charger output. Refer to "Trouble Shooting -
Battery Charger" Section 5 .07 of this chapter or the charger supplier's manual. Chargers
should provide a starting rate of approximately 20 amps for each 100 ampere/hour of
battery capacity. If your charger does not provide this rate when first plugged into fully
discharged batteries (20 % charge level or less), contact an experienced charger technician.
18. Never take a hydrometer reading immediately after adding water to a cell. The water must
be mixed with the underlying electrolyte by charging before hydrometer readings are reli-
able.
19. When you are performing the periodic (monthly) "Cell S.G. Variation" test called for in all
battery management programs, the test is most effective if it is done on a battery after it has
been partially discharged to the 75% charge level. If the S.G. variation between the highest
and lowest cell is 0.050 or more, there is probably a failed cell or over-diluted electrolyte
due to careless repeated overfilling. Conduct the Battery Diagnostic Flow Chart, Section 5
.05 in this chapter or refer to Exide battery supplier instructions in the Appendix of this
manual for follow-up specific cell SG level adjustment, load test and, if called for, replace-
ment criteria. If unable to resolve call in a qualified battery technician.
LEKTRO PAGE 4 - 21 03.06.26


20. NOTE: If the hydrometer reading for any cell is 0.020 below average, record the
reading and check this cell the next week for improvement, after an extra frequency
equalizing charge. A chronic weak cell or worsening variation, despite adequate
charging, indicates a failed cell or diluted electrolyte.
21.
Temperature Correction Factor For

Hydrometer S.G. Readings
- Most hydrometers are calibrated to give a true reading at 80° F (26.7° C) only.
- All S.G. levels referred to in this manual are at 80° F (26.7° C).
- A correction factor from the chart above must be applied for any specific gravity
reading made when the electrolyte temperature is not 80° F (26.7° C). That is because
the electrolyte will expand and become less dense when heated. The opposite occurs
when the electrolyte is cooled.
- Some hydrometers use a reference temperature of 60° F (15.5° C). In this case refer to
the supplier's correction chart.
- For taking the electrolyte's temperature, use a small-bulb mercury-in-glass type of
thermometer with a scale to 125° F (52° C).
22. Never use a charger designed for automotive use on this vehicles deep discharge
batteries. Damage or performance degradation will result. (Cont.)
LEKTRO PAGE 4 - 22 03.04.11


23. IMPORTANT: It is essential, as a critical part of an effective battery management
program, to conduct a periodic "cell equalizing or conditioning charge" (a controlled
extended charge to bring up low cells and/or to de-sulphur the plates) to achieve the
designed performance of the batteries and to assure maximum battery life. Equalizing
once every sixteen (16) charge cycles or at the very least on a one month interval is
recommended, as called for in the Servicing Schedule in Section 3 of this chapter. If
there is indication of a low cell during the monthly hydrometer check (0.020 or more
below average), increase equalizing charge frequency to once every 8 charge and
monitor for improvement. If this cell variation is chronic or worsens, conduct cell SG
level adjustment per Exide's instructions in Appendix section of this manual and / or
call in a battery service specialist.
When regular charging is achieved using the fully automatic charger supplied with
your Lektro vehicle the formal "equalizing" process is augmented by what is in effect a
"mini" equalizing charge each time the batteries are brought to a full charge. During
the "finishing rate" period, this charger tapers off gradually and then shuts off when
the maximum usable power the battery will accept is reached. Then, after the cells
stabilize, the charger reacts to as little as 12 milli volts of acceptance and restarts the
charge. This repeats until lower cell variances are reduced. This feature, however,
does not supersede the requirement to have the charger periodically perform a major
equalization.
To perform periodic cell Equalizing Charges on the motive batteries with the Lektro
supplied "intelligent" 36-volt chargers. Do not remove a battery from the charger when
"Equalize Cycle" display is on. Be careful to allow the chargers to complete the timed
"Cool-Down" period. Immediate use of hot batteries prematurely pulled off a charge will
reduce battery life-span and may inflict damage. Refer to charger manufacturer's instruc-
tions before installation and setting up the automatic programming.
NOTE: Replacement chargers may have a differently activated manual or automatic

"equalizing" feature. Refer to the replacement unit manufacturer's instructions in all cases.
24. Never allow a good battery to stand for an extended period in a discharged state.
Operationally, if the batteries are depleted to or below the 30% level, and it is forecast
that the tug will be remaining unused for a period of 6 hours or more, place the
batteries on the charger and recharge to the maximum extent possible and preferably
fully. Batteries in storage or on a tug in storage or out of service, should be fully
charged before being set aside, and should receive a full charge once per month during
the dormant period to compensate for the normal self-discharging that will occur.
LEKTRO PAGE 4 - 23 03.04.11


25. When operating in extremely cold winter conditions, there is little danger of freezing
of the battery electrolyte unless the battery is completely discharged. If the tug has to
be left outside unused and off the charger for an extended period, ensure the charge
level is 75% or higher. High S.G. electrolyte has a very low freeze point.
E.g.:
A fully charged battery at 1.315 S.G. will not freeze until -77° F (-60° C). At 75%
charge level SG of 1.270 it's good until -50°F (-45.6°C).
At 25% charge level of 1.175 S.G. the electrolyte will freeze at a relatively high 0° F (-
17.8° C).
Do not attempt to charge a frozen battery. In case no visible damage is found, thaw
the battery slowly to at least 60° F (16° C) and inspect to ensure total structural and
plate integrity. Then, refer to the battery manufacturers instructions for reconstitution
or replacement of electrolyte if required before recharging.
26. If battery malperformance is suspect during trouble shooting, (see Section 5 "Trouble
Shooting", Subsection .04 "Electrical Problems" e and f in this chapter) or regular
battery servicing, more extensive battery diagnosis may rectify the problem without
battery replacement, or at least identify culprit battery or batteries more precisely. For
a Battery Diagnostic Flow Chart see Section 5 "Trouble Shooting" Subsection .05
following in this chapter.
27. If battery replacement is essential, refer to the battery wiring schematic and parts
information in this manual, Chapter 5 "Electrical - Parts List and Schematics", , so that
the new batteries are exactly to the required size and performance specifications, the
batteries are placed in their proper position and all wires are connected to the correct
terminals. Ensure the battery compartment floor and sides are corrosion free and, if
necessary, de-corroded, primed and painted before battery reinstallation.
If a battery goes bad and requires replacement, it is strongly recommended that the
entire motive or GPU pack (as applicable) be replaced. Mixing of old and new and/or
different manufacturer types may result in significantly varied discharge rates. When
in use, over-depletion of the older and weaker or lower discharge rated batteries will
create progressively worsening variation and performance problems.
Additionally, mixing batteries of significantly different discharge rates may result in

premature charging cut off of the older or lower rated battery or overcharging of the
higher performing battery.
END of SECTION
LEKTRO PAGE 4 - 24 03.04.11


f. Battery Care - Background Information:
1. Your Tug's Deep Cycle Batteries:

The Lektro vehicle is powered by wet-cell lead acid "deep cycle" batteries, (sometimes
called "deep discharge") specifically designed for use as motive power sources. Un-
like their "automotive cousins", they are designed to be slowly and nearly fully
discharged (down to 20% levels) during extended periods of use and then returned to
capacity with a continuous charge. The automotive battery is designed to be partially
discharged (as in starting an engine), provide high cold cranking amps for a short
duration and then quickly recharged by an alternator as necessary.
The wet-cell lead-acid GPU batteries (if your tug has the GPU option) are designed to
meet performance criteria in between the two battery types above. They provide high
cold cranking amps for aircraft starting, but have deeper discharge characteristics than
automotive starting batteries.
2. How Lead-Acid Batteries Work :

All lead-acid batteries contain a se-
ries of positive and negative plates,
kept apart by separators, but in con-
tact with a solution of sulfuric acid
(the electrolyte). In a wet-cell type
this electrolyte is in liquid form. The
plates consist of a lead/alloy grid that
holds the battery's active material. In
the positive plates this material is lead
dioxide (lead peroxide) (PbO2). In the
negative plates it's "sponge" lead (Pb).
The Discharge Sequence:

When an external load is applied to the battery, the sulfate (SO4) in the electrolyte
reacts chemically and combines with the active lead material in the plates to form lead
sulfate (PbSO4) to release a stream of electrons. This electrical energy is transmitted
by the plate grids to and from the battery terminals. The energy current flows from
the negative terminal to the load and then back to the positive terminal as the battery is
being discharged. (cont.)
LEKTRO PAGE 4 - 25 03.04.11


f. Battery Care - Background Information (cont.):
2. How Lead-Acid Batteries Work (cont.) :

The Discharge Sequence (cont.):
On closer look, the lead dioxide in the positive plates is a compound of lead (Pb) and
oxygen (O2). Sulfuric acid (the electrolyte) is a compound of hydrogen (H2) and the
sulfate radical (SO4). As the battery discharges, lead (Pb) in the positive plates active
material combines with the sulfate (SO4) of the sulfuric acid, forming lead sulfate
(PbSO4) in the positive plate itself. While this is occurring, Oxygen (O) in the lead
dioxide active material of the positive plate combines with hydrogen (H2) from the
sulfuric acid to form water (H2O). This reduces the concentration of acid in the
electrolyte as the battery discharges.
A similar reaction occurs at the negative plates at the same time. Lead (Pb) of the
negative plate's active material combines with sulfate (SO2) from the sulfuric acid to
form lead sulfate (PbSO4) within the negative plate.
Generally, as the discharge progresses, the sulfuric acid in the electrolyte is being
diluted by the water created, so its specific gravity becomes lower. Measured with a
hydrometer, the S.G. reading gives an accurate and convenient method for determining
the state-of-charge of a battery and a cell's relative performance.
During the discharge, the active material of both positive and negative plates is
changing to lead sulfate. The plates are becoming more alike and the acid is becoming
weaker. Therefore, the voltage is becoming lower, since it depends on the difference
between the two plate materials and the concentration of the acid. Eventually the
battery can no longer deliver electricity at a useful voltage and is said to be discharged.
The Recharge Sequence:

On recharging, the process is reversed. The lead sulfate is reconverted to active
material and the acid solution regains strength when an electrical current is passed
through the battery in the opposite direction of discharge.
The sulfate (PbSO4) in both plates is split into its original form of lead (Pb) and
sulfate (SO4). The water is split back into hydrogen (H) and oxygen (O2). As the
sulfate leaves the plates it combines with the hydrogen and is restored to sulfuric acid
(H2SO4). At the same time, the oxygen combines chemically with the lead of the
positive plate to form lead dioxide (PbO2). The specific gravity of the electrolyte
increases during the recharge, because the sulfuric acid being formed is replacing
water in the electrolyte. (cont.)
LEKTRO PAGE 4 - 26 03.04.11


2. How Lead-Acid Batteries Work (cont.) :

The Recharge Sequence (cont.):
A battery will evolve gas when being charged, from the decomposition of water.
Hydrogen is given off at the negative plate, and oxygen at the positive. Generally a
normal battery will gas mostly near the end of a charge because the charge rate
becomes too high for the battery to accept all of it.
Note: Your tug's supplied charger automatically reduces the charge rate as the battery
approaches a fully charged state and the demand tapers off. This reduces significantly
but does not eliminate the gassing.
Battery Lifespan Factors:

This discharge and recharge cycle can be repeated over and over for several thousand
cycles, but there are a number of design factors that put a finite limit on the cycle
lifespan of any type lead acid battery. Many of these can be mitigated to a degree by
good battery care and the simple servicing and operating practices described elsewhere
in this section. These practices can increase the serviceable life up to 3,000 cycles.
Some cycle-life limiting design factors are:
plate active material gradual deterioration or loss caused by expansion stress during
the discharge.
erosion of plate and separator structure due to sulfation effects.
deformation and stress breakdown of plates and separators due to repeat heating
during normal and abnormal cycling.
progressive buildup of sulfate on the plates, which fails to return to the electrolyte
solution. This residue buildup can be significantly slowed by avoiding removing a
battery from charging before it is fully 100% charged and a controlled program of
periodic equalizing charges. However, with each discharge/charge cycle the residue
quantity will always slowly increase. The result is an insulating layer of sulfate on the
plates and a weaker electrolyte because of the gradual loss of sulfate returning to the
acid solution. Over time the sulfate deposits on the plates become hard and crystalline.
This permanent loss of capacity is known as sulfation.
NOTE: You may have heard about recent advances in pulse technology high-fre-
quency / low-amp sulfation prevention and removal in-line devices. They are still in
embryo stage but hold promise for lifespan extension by reversing the process on older
batteries and keeping younger ones cleaner. The industry and Lektro is monitoring
these developments.
LEKTRO PAGE 4 - 27 03.04.11


3. How Deep Cycle Motive Batteries Differ From Automotive Starting Batteries :
Initially, the chemical reactions in all lead acid batteries take place primarily on the
surface of the plates because this is where the active material and the electrolyte are in
immediate contact. Once this surface charge is used up, if the flow of electrons is to
continue the acid in the electrolyte must diffuse through the plates to less accessible
areas of active material, a process that takes time.
This business of diffusion is critical in battery design and performance. A battery for
automotive engine cranking must be able to release its stored energy very rapidly. To
make this possible it will be built with many thin plates, which maximizes the contact
area between the active material and the electrolyte. These plates contain low-density
active material, which minimizes the diffusion time of the acid through the active
material.
But this kind of construction is not suitable for all applications. When a battery is
discharged the chemical process cause the active material to expand, creating internal
stresses. The greater the depth of discharge, the greater the stresses.. If a thin plate,
low-density cranking battery is heavily discharged, these stresses will cause some of
the active material to fall off the plate grids, reducing the overall capacity of the
battery. With just 30 or 40 abnormal deep discharge/recharge cycles on an automotive
battery, enough material can be shed to ruin the battery.
For applications where the battery is to supply long endurance and continuous motive
power, such as on your Lektro tug, a cranking battery would not work. The response
has been to design special wet-type deep-cycle batteries. These deep-cycle batteries
have heavier plate grids, thicker plates, denser active material, higher quality plate
separators, and an all-around more rugged construction than an automotive cranking
battery. The net result is a capability to be deep-cycled and to provide steady power
over an extended period. As stated, the best of these deep-cycle batteries such as the
ones supplied with your Lektro tug, when properly cared for can be cycled many
thousands of times.
Achieving the deep-cycle long-endurance performance desired does influence the speed
at which a deep-cycle battery can be recharged . The thicker the plates and the denser
the active material, the slower the rate at which the acid can filter through the battery,
and therefore the slower the rate at which the charge can both be withdrawn and
replaced. In an automotive cranking application, the starter motor draws the current
off the surface of the battery plates. As soon as the engine fires, the alternator kicks in
and recharges those surface areas; the battery is generally brought back to a full charge
in a matter of minutes. (cont.)
LEKTRO PAGE 4 - 28 03.04.11


3. How Deep Cycle Motive Batteries Differ From Automotive Starting Batteries (cont.):
In contrast, a deep-cycle motive battery is slowly but steadily drained over a number of
hours, giving ample time for the battery to equalize internally, draining the charge from
the less accessible plate areas as well as the surface areas.
Now when it comes time to recharge, these inaccessible inner plate areas must also be
recharged, which are necessarily a slow process. If charging times are limited, because
the tug was pulled off the charger before the charging sequence was completed, the
battery will not be fully recharged; some of the lead sulfates which formed in the plates
when the battery was discharged remain as sulfates.
Another factor is that antimony metal is used to strengthen what would otherwise be
weak lead plate grids. Antimony produces the best results, but unfortunately its presence
causes minute discharge currents to occur within the battery itself. If a deep-cycle battery
is left unused and not recharged, these currents will steadily self-discharge the battery.
If your deep-cycle batteries are routinely exposed to incomplete recharging or long

dormant periods left in a depleted state (30% charge level or lower) these sulfates slowly
harden and crystallize until eventually no amount of charging will reconvert them to
active plate material and a permanent performance loss results. In other words, the very
design characteristics that give a deep-cycle its long endurance power performance, such
as increased thickness and density of the plates, ultimately increases the chances of
damage from sulfation if the longer charging periods (8 to 10 hours typically for battery
fully depleted to lower than 20%) are not allowed to be 100% completed as routine
practice to the maximum extent that an operation will allow or the battery is often left
unused and depleted for extended periods.
4 . Longevity vs Discharge / Recharge Cycles:

The life of a deep-cycle (deep-discharge) battery is measured in "cycles". Normal
deterioration is a factor of how many discharge/recharge sequences occur. If a battery is
discharged down to the 75% level and then recharged to 100%, that is a cycle. Likewise,
if the same battery is discharged down to the 20% level and then recharged to 100%, that
is also a cycle. The maximum number of cycles a battery will sustain is finite, but how
close you come to this is greatly affected by the care it receives. The total life of a bank of
deep discharge batteries may be less than 3 years if poorly serviced, or as many Lektro
customers have experienced, with reasonable and fairly easy care, more than 6 and up to 8
years (or up to 3000 charge cycles). (Cont.)
LEKTRO PAGE 4 - 29 03.04.11


4. Longevity vs Discharge / Recharge Cycles (cont.):

The cycle life span is also affected by the depth of each cycles discharge. If a battery
is operated until excessively low discharge levels are reached (i.e. below 20% charge
level) and then recharged, the cycle equivalent count is far more than one (1). The
ratio grows progressively until at 10% power or lower, this single cycle counts as the
equivalent of three (3) cycles. (Below 5% there is the risk of permanent cell damage
from polarity reversal.)
IMPORTANT: Optimum life span requires a balance between the longest discharges
to get more cycles per period of operational use and avoiding excessively deep
discharges. Actual vehicle operational needs will sometimes involve trading off a
shorter cycle to allow opportunity charging if extended vehicle use beyond the normal
operating frequency or demand is forecasted or operating circumstance would other-
wise result in the batteries sitting depleted and unused for an extended period (I.E. :
beyond 6 hours is a reasonable limit for depleted dormant period).
5. Electrolyte Safety:
The solution in a wet-cell lead acid battery is a mixture of diluted sulfuric acid
(H2SO4) (25% by volume) and water solution. This solution is called "electrolyte".
Battery acid is caustic and is classified as hazardous material. It will burn your skin
and "eat holes" in fabric and other non-plastic materials. It is, therefore, essential that
when performing any battery servicing function, protective gloves, face shield and eye
wear be worn and a source of emergency eye wash / flushing water be available in the
battery charge and servicing area. If no piped water supply is near, portable eye wash/
douse water bottles are available from Safety Suppliers. Good housekeeping and
controlled disposal of battery acid cleanup materials is essential.
The Material Safety Data Sheet (MSDS) for your tug's motive and GPU (if applicable)
batteries can be found in this manual's Appendix, Section 1, .01 or .02. Refer to the
battery manufacturer's name. Copy of the appropriate MSDS should be posted at the
battery charging / service area.
6. State of Charge:
The condition of the battery is measured by the specific gravity of the electrolyte. A
good fully charged battery should have a specific gravity of approximately 1.285
(referred to as "twelve eighty-five"). This actually means that the weight of the
solution is 1.285 times as heavy as pure water. A totally discharged battery will have
a specific gravity of approximately 1.110 or lower. These readings may vary slightly
with different batteries. (cont.)
LEKTRO PAGE 4 - 30 03.04.11


6. State of Charge (cont.):

Although there are many different types and styles of "battery condition" or "state of
charge" indicators in use (your Lektro tug has LED type), the only precisely accurate
method of checking the state of charge is to measure the specific gravity with a a
hydrometer. This device consists of a chamber with a suction bulb at the top end and a
calibrated float inside. It is easy to use and read. Some hydrometers have a correction
scale for temperature but in general, your readings do not have to be that exact.
Hydrometers are available from Lektro, your battery supplier or most auto parts
houses. A hydrometer is included in Lektro's service kit with your tug.
7. Charging a Deep Cycle Lead Acid Battery:

You should always use a charger of the type and "size" specified by Lektro (see
Chapter 5) or battery supplier. Using an automotive battery charger on a deep dis-
charge battery can be very detrimental. The size of a charger is determined by the
amount of DC (direct current) amperage output. Use only replacement chargers that
are the correct size for your batteries so that overcharging or undercharging does not
occur. Fully automatic chargers are beneficial in determining correct charging time.Most
chargers provide a starting rate of approximately 20 amps for each 100 ampere/hour of
battery capacity when the battery is discharged.
The AC (alternating current) input to these portable chargers are usually either 110 -
120 volts or 208 - 240 volts. If you are in a geographic location with both voltage as
ready options (e. g. North America), it is worth noting that the higher input voltage
rated charger may be a bit more expensive to set up initially, but will use far less
current than the lower input voltage model.
For less than full charge "opportunity" recharging, the following should be considered.
When a charger is connected to a deep discharge battery, NO ACTUAL CHARG-
ING TAKES PLACE FOR APPROXIMATELY 1 HOUR. In fact, the battery will
probably further discharge during the first half-hour. It is important to recognize this!
There is a tendency to keep the state of the charge up by plugging the charger in during
every break. This accomplishes nothing and can shorten the life of the battery if the
charge period is too short. It is not advisable to put a deep discharge battery on charge
for less than 1 hour. If you ever have to remove a battery from the charger prematurely
(i.e. before fully charged), wait at least one hour before putting it back on charge. If
you do not wait, some sensors in automatic chargers will misread the condition of the
battery. (cont.)
LEKTRO PAGE 4 - 31 03.04.11


7. Charging a Deep Discharge Lead Acid Battery (cont.):

Depending on the size of charger in use relative to the requirements of your batteries,
charging time should be at least six (6) hours and sometimes as long as twelve (12)
hours. This vehicle is factory equipped with a charger capable of attaining a full
charge on the original equipment batteries in an average of eight (8) to ten (10) hours.
As stated, it is a fully automatic charger and you do not have to worry about overcharg-
ing. It is important to allow the charger to complete its tapered finishing rate and on/
off mini-equalizing sequence and is quiet before disconnecting from tug.
NOTE 1: If charger has not completely shut off after 12 hours of continuous charg-
ing, the battery charger should be checked for possible fault.
NOTE 2: The tug's main power disconnect and integrated charger DC input connec-
tion is designed to disconnect power to the tug's drive controller and other electrical
components during all charging to eliminate the risk of an overvoltage spike from the
charger damaging these electronic components. Variations in voltage output is a
potential with all chargers. This feature also prevents accidentally driving away with
the charger still connected.
8. Frequency of Charging - Recap:

It is best not to charge a battery unless it is depleted to at least the 80% charge level
(the top two green lights on the Battery Power gauge are not illuminated).
From a "cycle" based life span viewpoint, it is optimum to be depleted all the way to
20% power level, as long as the batteries can be recharged promptly (within 6 hours).
Remember, each recharge is a cycle. At the same time, remember that excessive deep
discharges below this level will eat up cycle life (I.E. : cause non-reversible deteriora-
tion) disproportionately.
9. Charging Safety:
When lead acid batteries are charging, hydrogen is given off at the negative plates and
oxygen at the positive. Generally, a battery will gas near the end of the charge
sequence because it is receiving more charge than it can accept. Despite the tug's
charger automatically tapering off it's output and eliminating most of the gassing, some
will occur, creating a potentially explosive atmosphere. (cont.)
LEKTRO PAGE 4 - 32 03.04.11


9. Charging Safety (cont.):
CAUTION: Keep the tugs battery compartment deck cover fully open during
charging to allow dispersal of gasses away from electrical components. Leave vent
caps tightly in place because they are designed to act as spark barriers.
CAUTION: It is recommended that you do not leave charger on batteries for more
than two days unattended. This is the period after which serious battery damage
from overcharging could occur in the rare event that the charger's automatic shut-
off fails.
Battery charging areas should be well vented (to the outside). They should also
be marked with proper regulatory signs which state that the area is dangerous due
to explosive gasses and that there is to be no smoking, no open flame, no electric
tools, no sparks and no open electric motors. These signs are available from local
safety supply dealers. Consult industrial safety legislation in your jurisdiction for
detailed personnel and facility safety requirements for battery charging and
servicing areas.
Chargers should always be connected to batteries using the correct polarity. If

they are incorrectly connected, both spark and explosion could potentially occur.
Your Lektro tug and the supplied charger are equipped with "polarized" connec-
tors which can only be connected correctly, precluding a polarity error and the
associated risk.
Do not disassemble charger. Have it examined and repaired by a qualified service

technician or field service representative of the charger manufacturer.
All AC & DC power connections must be de-energized before anyone services the
charger.
Do not expose charger to vibration, rain, snow or moisture and do not carry in the
tug. Keep it at an indoor or protected stationary charging location and bring the
tug to it. Lektro tug users who have positioned their chargers off the floor on a
shelf or platform experience the least accidental impact, water and dirt exposure.
Provision of a hook on which to hang a coiled unused charger output cable and its
connector is worthwhile.
LEKTRO PAGE 4 - 33 03.04.11


g. Battery Servicing - Personal Safety Summary
BATTERY SERVICING -
PERSONAL SAFETY SUMMARY
When working in contact with batteries, wear approved eye protection (goggles or glasses)
plus a full face shield and hand protection. Do not touch your face or eye area when servicing
batteries.
Ensure a source of emergency eye wash and dousing water is proximate to the battery charge
and servicing area(s), indicated by signs, in case of battery contact or splash to eyes and skin.
If acid enters an eye, immediately flood the eye with running cold water for at least ten (10)
minutes and get medical attention.
Have a source of fresh water and soap nearby in case of non-emergency acid contact with skin
or clothing. In case of electrolyte contact, wash skin and/or clothing immediately with soap
and water. Keep the Battery Compartment Deck Cover fully open during charging to disperse
gasses from building up in an electrically charged, enclosed space.
Keep battery compartment deck lid/s open and leave vent caps in place on batteries during the
full charging sequence.
Be extra cautious to avoid dropping a metal tool onto the battery terminals. It may result in
sparking or short circuit at the battery top which could cause an explosion.
Remove personal metal items such as rings, bracelets, necklaces and watches when working
over the batteries. Accidental contact with a battery terminal may result in a short circuit
strong enough to weld the object to the metal contacted and cause a severe burn.
Do not expose the charger to rain or snow. Keep it at a stationary, protected charging location
and bring the vehicle to it. Placing the charger in the vehicle will expose it to damaging
vibration and inevitably to moisture and precipitation which could cause a short circuit
resulting in a risk of injury when the charger is live.
Conduct the "Operator's Pre-Use Safety Check" (Chapter 2, Section 8) on all electrical
charging and GPU cables and connectors to ensure the electrical integrity is not compromised
by wear or damage.
When connecting the charger to the vehicle, make sure all cable runs are away from adjacent
vehicle traffic to avoid the risk of being run over.
LEKTRO PAGE 4 - 34 03.04.11


h. Battery Charger Repair:
1. Motive Battery Charger Diagram:
CHARGER
OUTPUT CABLE
TUG MOTIVE
BATTERY
DC CHARGING
RECEPTACLE AUTOMATIC 48V
(ON THE MAIN BATTERY CHARGER
POWER DISCON- (NOT APPLICABLE TO
NECT HANDLE AP8600)
SECTION)
AC POWER
CONNECTOR
AUTOMATIC 36 V
BATTERY CHARGER AMPERE GAUGE
(cont.)
LEKTRO PAGE 4 - 35 03.04.11


h. Battery Charger Repair (cont.):
2. GPU Battery Charger Diagram: NOTE: NOT APPLICABLE TO
AP8600 MODEL.
TUG GPU BATTERY 28V DC CHARGING RECEPTACLE

(AND DUAL FUNCTION 28V DC GPU POWER OUTLET)
CHARGER OUTPUT
CONNECTOR
GPU CHARGER DC
OUTPUT CABLE
AUTOMATIC 28V GPU

BATTERY CHARGER
NOTE: GPU POWER GAUGE

IS LOCATED ON MAIN
INSTRUMENT PANEL
AC POWER
CONNECTOR AMPERE GAUGE
3. Charger Repair and Parts References:
For charger trouble shooting instructions see: Section 5.07 "Battery Chargers".
For charger repair and wire schematics see: Back of manual Appendix
"Component Supplier Warnings and Instructions", Section 2 "Battery Chargers",
Subsection .01 "Motive", or .02 "GPU".
For charger Lektro part numbers see: Chapter 8 "Adapters/Accessories - Parts
List and Schematics".
LEKTRO PAGE 4 - 36 03.04.11


.02 Straps - Winch and Strut:
a. Configuration:
WARNING: The special rated polyester strut and winch straps are this towbarless
tug's primary aircraft securing component. To prevent accidental release of aircraft,
they must be kept in good shape and replaced immediatley as soon as you see any
sign of wear, weakness due to fiber breaks and frays, deformation, UV exposure
bleaching and hardening, or any visable Red Core Warning Yarn at the surface of
the strap. In addition, operating winch and strut straps must be replaced every 250
hours of tug use.
See Strap Supplier "Inspection Criteria", "Webbing Diagram" and "Environmental

Considerations" at end of this subsection for photo illustrations and details.
For the majority of aircraft types, the 29 inch (74 cm) strut strap is of the correct
length. This will ensure that the "D" rings and winch hook are not damaged by
contacting the winch strap roller fairlead structure by being too long and that the "D" rings
clear the aircraft strut and tire when tightened, by being just long enough.
For very small tires or close to tug strut position, the 23 inch (60 cm) strap will prevent
the "D" rings and winch hook from contacting the fairlead.
If for rare cases the most universal 29 inch (74 cm) strut strap is found to be too short
due to an oversized aircraft strut structure or large or forward extending aircraft tire(s)
and this causes the "D" ring to contact the nose wheel strut or tire when tightened, use
of the longer optional 2 x 44 inch (5 x 114 cm) strut strap should resolve the problem.
Custom length strut straps are available from Lektro for special applications on request.
If very heavy aircraft with large sized and free strap contact area on the nosewheel strut
are routinely handled, the standard extra wide 4 x 29 inch (10 x 79 cm) should used.
This wider strap spreads out the contact load for heavy tows.
All strut straps are equipped with a replaceable nylon sleeve to protect strap from UV
exposure and wear. Ensure the sleeve is free from dirt and grit (which could damage
the shiny oleo surface) before each use and during scheduled service inspections. Keeping
a marked and dedicated spare strut strap set for temporary wash rotation.will facilitate
removal of dirty straps for cleaning. Part number reference is two pages onward. Clean
entire strap and sleeve unit in hot soapy water and rinse thoroughly. Put wash spares back
on shelf.
LEKTRO PAGE 4 - 37 03.04.11


.02 Straps - Winch and Strut (cont.):
b. Inspection Interval:
In conjunction with the tug operator's flagging of defects using the "Operators
Pre-Use Safety Check" (Chapter 2, Section 8), a technical inspection should be
carried out on a weekly basis in accordance with the "Service and Inspection
Schedule" in this chapter (Section 3.01, preceding). Components which show the
slightest signs of wear should be monitored closely and replacement spares
readied.
Lektro considers it mandatory to replace all in-use winch and strut straps every
250 hrs. interval on the tug's hour meter, per Service Schedule, Sect. 3.01.
c. Inspection and Replacement Criteria:

- Torn, cut or frayed strap edges; weakness due to fibre wear, breaks and frays; any
deformation; bleaching and hardening from UV exposure; signs of chemical or
battery acid exposure; or any visible Red Core Warning Yarn at the surface of the
strap (indicates woven face yarns are worn or cut through and that strap's structural
integrity is severely degraded). See supplier illustrations and details at end of this
subsection for visual strap inspection criteria.
Priority 1: Reject applicable winch or strut strap/s immediately. Replace with new
exact Lektro factory original specification.
- Loose or broken stitching at the metal end fitting attachments and at the winch
drum axle attachment loop.
Priority 1: Replace if any stitching looseness or fractures evident. Failure is
imminent.
- Winch strap hooks condition, safety catch operation and the condition of the
winch spool strap-anchor bar's condition must be monitored closely. The hook's
safety catch spring must supply enough return force to fully close after it is pushed
open and released. The catch action must be free to ensure it closes automatically
when the "D" ring is snapped into the hook. The hook itself and the metal spool
anchor bar should not be deformed or pitted.
Priority 1: Repair or replace if the spring is inoperable or if the catch is jammed.
The hook and anchor bar should be corrosion-free, intact and reasonably unbent
on its flat plane. See part number reference next page.
- Strut strap protective sleeve must be intact and free of grease build-up which
causes grit to adhere and results in scoring of the shiny portion of the aircraft nose
wheel oleo. This in turn causes subsequent nose wheel oleo seal wear and leakage.
If the sleeve and strap are in good shape, wash in detergent.
- It should also be noted again that the protective sleeve will benefit in significantly-
It should also be noted again that the protective sleeve will benefit in significantly
reducing wear and tear and UV exposure on the strut strap's main body section,
thus increasing the strut strap's life span.
(cont.)
LEKTRO PAGE 4 - 38 03.04.11


d. Spare Parts:
It is recommended that sufficient spares of the operational safety critical strut strap and
winch strap be kept on a rotable inventory for on-condition ad-hoc or the 250 hr.
scheduled replacement, with a set of strut straps for routine temporary wash rotation
with active strut straps. Stock all the strut strap versions dictated by the types of
aircraft handled. The nylon protective sleeve comes with each new strut strap. It is
also recommended that a spare winch spool anchor bar be kept as rotable spare.
WARNING: Do not replace strut or winch straps with alternate specification straps
that differ from original Lektro Specification in material, Red Core Warning Yarn
feature, strength overall and fitting attachment configuration, in width for aircraft strut
and winch drum contact spread, and in elasticity and pliability for operational
dexterity. Strut straps should have the standard protective sleeve fitted for all
operations.
For strut strap with protective sleeve part numbers see Chapter 8 "Adapters and
Accessories - Parts List and Schematics".
For winch strap with hook part number see Chapter 7 "Mechanical".
See following 2 pages for Inspection Criteria and Illustrations provided by the special
heavy-duty polyester winch and strut strap supplier.
(cont.)
LEKTRO PAGE 4 - 39 03.04.11


e. Strap Supplier Inspection Criteria and Illustrations:
LEKTRO PAGE 4 - 40 03.04.11


e. Strap Supplier Inspection Criteria and Illustrations (cont.):
LEKTRO PAGE 4 - 41 03.04.11

4 Routine Servicing and Inspection (cont.):

.03 Winch Assemblies:
There are two (2) types of winch assemblies available.
The hand crank operated winch assembly is standard equipment.
The hydraulic winch motor with electric controls is available optional equipment.
a Configuration:
1. Hand Crank Operated Winch:
The standard equipment winch is hand operated, two speed, and is equiped with a
brake and free spooling feature. It is attached to the winch mount plate forward of the
cowl.
The Hand operated winch assembly is rated at 3500 lbs/1588kg.
For Winch Assembly Parts Breakdown, See Chapter 7 "Mechanical".

For Supplier Warnings and Maintenance Instructions, See Appendix.
For Operating Instructions, See Part 1, Chapter 2, Operating.
WINCH
HANDLE
WINCH
MOUNT
PLATE
MOUNT NUTS
AND BOLTS (x4)
BRAKE
HANDLE
WINCH
ASSEMBLY
REAR
FAIRLEAD
WINCH
STRAP
FRONT
FAIRLEAD
WINCH STRAP
HOOK
LEKTRO PAGE 4 - 42 03.04.11


.03 Winch Assemblies: (cont.)
a. Configuration (cont.)
2. Hydraulic Winch Motor and Control System (Optional)

The winch motor and control system consists of an electrically controlled, hydrauli-
cally powered winch motor and drum until located in front of the cowl to which is
attatched a winch strap equipped witha saftey hook latch extending from an opening in
the tug body, just above the nose wheel cradle. Its purpose is to pull the aircraft nose
wheel onto the nose wheel cradle and to secure it in place during towing.
When using the fender mounted winch control, a limit switch, located on the back wall
of the nose wheel cradle stops the winch motor when the nose wheel is winched
against the back wall switch.
CAUTION: Keep hands clear of the winch strap and fairlead assembly while operating
the winch controls.
The optional hydraulic powered winch is part of an optional electrically controlled

winch system. It includes cowl mounted, and fender mounted control switches and a
cradle mounted winch limit switch. The winch motor is hydraulic and rated at 7,500
lb. force. Its functional limit is 5,000 lbf. (+ or - 300 lbs.) which is determined by the
factory preset pressure relief @ 2,000 PSI on the hydraulic pump, to act as aircraft
nosegear tension force protection during capture sequence. It is an integral part of the
winch assembly located on the rear chassis deck. Winch in/out direction is controlled
by a remote electronic relay controls to a coil driven hydraulic solenoid valve. Winch
hydraulic power is activated by the power "key" switch and fixed remote IN / OUT
switch buttons on left front fender and on left front of cowl. A cut-off switch actioned
by a nosewheel contact bar on the cradle rear wall will stop winch IN (only). The cowl
mounted winch IN/OUT control switch, however bypasses the winch cut-off switch
nosewheel-contact-bar function, to allow adjustment of strap tension from driving
position when underway, or to allow tightening in event of downhill capture where
nosewheel roll outpaced winch strap IN rate.
LEKTRO PAGE 4 - 43 03.04.11


.03 Winch Assemblies: (cont)
a. Configuration (cont):
2. Hydraulic Winch Motor and Control System (Optional) (Cont):
When winch IN / OUT selection is terminated, the winch is hydraulically locked and
also braked by a dynamic friction brake. Average strap tension, after friction brake
engages causing drum to back-off slightly is 750 to 1,000 lbf..
COWL MOUNTED WINCH

CONTROL SWITCH
REAR WINCH
FAIRLEAD MOTOR
WINCH
STRAP
FRONT
FAIRLEAD
WINCH
STRAP
HOOK
AP8700/50
HYDRAULIC/ELECTRIC
WINCH SYSTEM SHOWN
FENDER
MOUNTED WINCH
CONTROL SWITCH
WINCH LIMIT
SWITCH
LEKTRO PAGE 4 - 44 03.04.11


b. Inspectionand Routine Maintenance:
1. Hand Crank Operated Winch :
At least every 26 weeks or 250 operating hours, in accordance with the "Service Sched-
ule" "Bolt Retorque" item (Sect. 3.01, preceding), check the following:
- The general condition of winch assembly and integrity of the four (4) winch-to-chassis
mounting bolts and locking nuts, located through the winch mount plate.
Priority 1: Tighten mounting bolts whenever found or reported loose. Repair or
replace with SAE Grade 8 if damaged or severely worn. Retorque bolts to 35 ft. / lb..
For parts and schematic breakdown see: Chapter 7 "Mechanical".

For supplier warnings and maintenance instructions see: Appendix, Section 8.
Keep winch in good working order. Damaged or severely-worn parts create unneces-
sary dangers and could result in personal injury or property damage.
Maintenance:
This winch has been fully lubricated at the factory; but, for continued smooth perfor-
mance and increased life, occasional greasing of gears and reel shaft and an occasional
drop of oil on drive shaft bearings are recommended. Do not oil or grease brake
mechanism. The winch finish can be protected and will provide longer service if it is
periodically washed with water and wiped with light oil or wax.
2. Hydraulic Winch Motor and Control System (Optional):

At least every 8 weeks or 77 operating hours, whichever comes first, check the following:
- Winch and cradle control components for correct operation and general condition and
integrity of mounting hardware.
- Cradle mounted winch cut-off or limit switch.
- Fender mounted winch and cradle control switches.
- Instrument panel mounted winch control switch.
- Hydraulic power disconnect button.
- Winch Fairlead.
For Parts and Schematic breakdown see: Chapter 7 "Mechanical".

For Supplier Warnings and Maintenance Instructions see: Appendix, Section 9
LEKTRO PAGE 4 - 45 03.04.11


b. Inspection and Routine Maintenance (cont):
2. Hydraulic Winch Motor and Control System (Optional) (cont)
At least every 26 weeks or 250 operating hours, whichever comes first, in conjunction with
the "chassis check" and in accordance with the "Service Schedule" (Section 2, preceding),
check the following:
a. The general condition of winch assembly and integrity of the four (4) winch-to-chassis
mounting bolts and locking nuts. Priority 1: Tighten mounting bolts whenever found or
reported loose. Repair or replace any damaged or severely worn components.
b. Hydraulic connections and hoses for evidence of leaking or chafing.
WINCH
ASSEMBLY
FREE
SPOOL
LEVER
MOUNTING
BOLTS
LEKTRO PAGE 4 - 46 03.04.11


2. Hydraulic Winch Motor and Control System (Optional) (cont)
WINCH
AP8700/50 HYDRAULIC / SOLENOID
ELECTRIC WINCH SYSTEM VALVE
SHOWN
HYDRAULIC
PUMP
MOTOR
ma87300c
At least every 26 weeks or 250 operating hours, whichever comes first, lubricate the
winch freespool lever and sliding ring gear.
- Remove sockethead screw.
- Pull freespool lever from housing.
- Spray small amount of lubricant or light oil into oriface.
- Reinstall lever and set screw.
LEKTRO PAGE 4 - 47 03.04.11


2. Hydraulic Winch Motor and Control System (Optional) (cont):
At least every 52 weeks or 500 hours, whichever comes first. Clean and repack the
planetary gears with grease.
1. Disconnect battery power to vehicle.
2. Disconnect two (2) hydraulic hoses from winch motor.
Remove four (4) 3/8 hex head bolts and washers.
3. Remove winch from chassis and place on work bench.
4. Remove socket head set screw, free spool lever, washer, and seal.
5. Remove ten (10) 10-24 socket head screws and gear housing, gasket and sliding ring
gear. Pull apart sun gear and two (2) carrier assemblies from ring gear.
6. Remove two (2) 1/4" socket head screws from spool support. Pull spool support from
assembly. Pull winch spool assembly from spool support.
7. Remove retaining ring from winch spool. Pull spacer tube, washer, and brake assembly
from spool. Inspect for wear. Replace if worn.
8. Clean out all old grease from inside of housing and from all parts removed.
Inspect all parts for wear.
If wear is evident, parts should be replaced.
Replace gasket with new if damaged
9. Repack two (2) carrier assemblies, sun gear and ring gear, with grease.
10.Reassembly winch assembly.
11.Reinstall winch assembly on vehicle and recconect two (2) hydraulic hosos.
12.Connect battery power to vehicle.
For parts and schematic breakdown see: Chapter 7 "Mechanical".

For supplier warnings and maintenance instructions see: Appendix, Section 9.
LEKTRO PAGE 4 - 48 03.04.11


.04 Tires and Wheels:
a. Configuration:
STEER TIRE(S)
DRIVE TIRE(S)
FRONT DRIVE TIRES:

AP8600 standard: Dual 4.00 / 4.00 x 8 8-ply, with traction tread.
NOTE: Drive wheel chains are available as an option (see next section) and are
recommended for snow and ice locations.
REAR STEER TIRES:
AP8600 standard: Dual 4.80 / 4.00 x 8 8-ply, with highway tread.
NOTE: The Poly-Foam Filled drive and steer tires eliminates pneumatic failures and
inflation requirements at the cost of a slightly harder ride. Poly foam original and
replacement tires come mounted on extra-heavy-duty wheels with split rims.
b. Inspection Interval:
Visually inspect tires and wheels / wheel lug bolts at two weeks or 19 operating hour intervals,
whichever comes first in accordance with the "Service and Inspection Schedule" (Section 3.01 of
this chapter). Operators should flag tire defects using the "Operators Pre-Use Safety
Check" (Chapter 2, Section 8).
c. Tire Inspection / Pressure / Repair / Replacement:

CAUTION: Unless Poly-Foam Filled, keep drive and steer tires inflated to the manufacturers
maximum pressure recommendation inscribed on the tire wall or 75 P.S.I., whichever is
less. Original equipment 8 ply drive and steer tires are inflated to 75 P.S.I. at the factory.
Replacement tires must be equivalent or higher ply spec.
NOTE: Because this tugs nose wheel capture design accepts the full aircraft nose
weight, a visual inspection of tire bulge when the tug is not towing does not give an
accurate indication of the inflation condition required to support aircraft tow loads.
Use a tire gauge. (cont.)
LEKTRO PAGE 4 - 49 03.04.11


.04 Tires and Wheels (cont.):
c. Tire Inspection / Repair / Replacement (cont.):
- Check drive and steer tires for wear and structural damage. The drive tire traction
tread is a significant factor in the tug's towing and braking response on snow covered
ramp surfaces. At applicable winter locations, it is especially critical to ensure that
drive tires are not worn to the point where tread pattern is lost. Original tires should be
replaced with tires of equivalent traction tread design. At least every 26 weeks or 250
working hours, check wheel lug bolts and nuts. Retorque to 100 ft./lb. torque value
(dry).
- Replace worn tires with equal 8-ply / Poly Foam filled or greater capacity tires.
Remember that these tires are rated to carry the maximum aircraft nose wheel weight
for this tugs aircraft capacity in addition to the tugs weight.
- Replace steer tires with exact type per original equipment specification to reduce
effects of tire distortion from steering forces.
- Avoid changing tire dimensions when replacing tires unless authorized by the Lektro
factory. Tire size affects the tugs stance and clearances and, in turn, the aircraft
interfaces and tug stability envelopes. Tire size also affects speed, power and torque
which can altar the tugs performance.
- Always remove the wheel rim from the axle before attempting to dismount any tire
from its rim.
WARNING: Deflate tire before removing from rim.
- If a tire has been damaged by under inflation, do not attempt to re-inflate this tire.
Refer the repair decision to an experienced tire service person or replace the damaged
tire.
- If a tire has been operated with low pressure, verify the bead seat before re-inflating the
tire. If a replacement split-rim type of wheel is involved, ensure the proper engagement
of the split-rim with the wheel before re-inflating.
WARNING: Tires with the high inflation pressure ratings and multi-piece rims used on
this tug can be potentially fatal if they are handled unsafely during repair. Repairs
must be carried out by qualified, experienced personnel only. Always deflate tire
before attempting to remove from rim. See Appendix reference below.
For tire and wheel part numbers see: Chapter 7 "Mechanical - Parts List and
Schematics".
For tire supplier and OSHA warnings and instructions for servicing single and multi-
piece wheel rims, tire demounting and mounting procedures and recommended lug nut
torque see: Appendix, Section 5.01 to .03 or refer to tire/wheel servicing safety
legislation in your jurisdiction or from your supplier.
LEKTRO PAGE 4 - 50 03.04.11


.04 Tires and Wheels (cont.):
d. Wheel Inspection and Wheel Nut Torque Specification:

- Check drive and steer wheel rims and lug bolts for looseness, damage, distortion and
cracking. On wheels, inspect all weld joins, bolt hole perimeters, and bends for stress
cracks. Repair or replace wheel if found. before tug use. Remove any corrosion on
wheels and repaint areas. Replace wheel lug bolts with SAE Grade 8.
NOTE: Retorque all wheel lug nuts to 100 ft. / lb. on inspection and whenever wheels
removed.
.05 Winter Tire Chains:
a. Configuration:
Dual drive tire chains are available as a factory option for deep or compacted snow and
ice traction enhancement. These chains are considered an exigency requirement for
winter airport tug operators. Each set has two (2) chain assemblies, one for each set of
dual drive tires.
The experience of Lektro owners has shown that Traction Tires will suffice for most
typical airport ramp snow conditions. Drive tire chains may be required in snow deep
enough to cause significant aircraft main gear drag or if there is an ice or compacted-
snow covering or underlay. If conditions are marginal, chains will provide the extra
traction security needed for the safest aircraft movement.
Chains are custom made for Lektro and are relatively easy to install and remove if
hangar floor protection is a priority.
NOTE: Tire chains do impact the ride of your Lektro and subsequently the ride of the
aircraft. If high frequency chain use is inherent in your operation and hangar floor
exposure is not an issue, tire studs may be determined to provide a smoother traction
alternative. Consult tire supplier or the Lektro factory.
b. Installation:
- Place the tire chains along the ground parallel to each other directly in front of each
dual drive tire set.
- With the latching end of the chains facing the vehicle, drive forward over the chains
until the drive wheels are located over the center position of the tire chains.
- Lift the latch end of the tire chains over the tread surface of the drive tire until it is
positioned at about the top of the tire diameter.
(cont.)
LEKTRO PAGE 4 - 51 03.04.11


.05 Winter Tire Chains (cont.):
b. Installation (cont.):
- Lift the other end of the tire chains over the tread surface of the drive tire until it
touches the latching end of the tire chain at the top of the tire.
- Adjust the tire chains around the drive tire to fit evenly and tightly against the tire.
- Latch the back side of the tire chains tightly against the drive tire and secure the latch
using the tire chain manufacturer's instructions.
- Latch the outward facing side of the tire chains tightly against the drive tire and secure
the latch using the tire chain manufacturer's instructions.
- Install tensioning bands on the outward facing side of the tire chains with sufficient
tension to hold the chain tightly in place and contain any loose links.
- Test drive the tug over a short distance at normal operating speed and verify that the
chains are securely installed and that no part of the chain can contact the tug frame
while it is moving.
An alternate installation procedure is to position the tug on a flat surface and the steer
wheels centered and chocked. Then:
- Raise the tug's cradle and place a 4 x 4 x 24 inch (10 x 10 x 60 cm) block under the
cradle's leading edge.
- Lower the cradle, using the cradle control and standing well clear of the tug's side until
the drive wheels are a well clear of the surface. Then follow the previous installation
steps from the third item onward.
LEKTRO PAGE 4 - 52 03.04.11

.06 Brakes:
a. General:
The AP8600 model tugs have three braking systems for maximum safety and operating
control:
- The primary Service Brake system is hydraulic foot operated with the caliper on a
central rotor disc between reduction gear and differential.
- The secondary Emergency/Park Brake system is spring applied and hydraulically re-
leased. It is Deadman Pedal foot operated with the brake caliper on a central rotor disc
between reduction gear and differential.
- The third Operational/Emergency Brake system is Plug Braking controlled by the
direction/accelerator handle and managed by the EV100 SCR electronic drive control-
ler via "plug" and "regenerative" braking control modes.
These three braking systems are covered in more detail with servicing and repair
information independently following.
b. Service Brake System:
1. Configuration:
BLEED VALVE
AT SYSTEM
HIGH POINT
BRAKE LINE
MASTER
CYLINDER
BRAKE
CALIPER
SERVICE
BRAKE
PEDAL
SERVICE BRAKE
ASSEMBLY
PEDAL END
ROTOR
DISC
This Lektro tugs primary service brakes are foot operated and hydraulically
applied to one calipers. Applied braking force is directly proportional to pedal
effort.
LEKTRO PAGE 4 - 53 03.04.11


.06 Brakes (cont.):
b. Service Brake System (cont.):
1. Configuration (cont.):
CAUTION: The service brake pads do not contain asbestos, but it is recommended
that precautions for fibre dust particles be taken when servicing the calipers. Refer to
Appendix, Section 5 .01 for the brake supplier's instructions to reduce dust exposure.
For Service Brake system parts and diagram breakdown see:

Chapter 6 "Hydraulic - Parts List and Schematics", "Brake Hydraulic System"
and "Service Brake Caliper Assembly" and "Master Cylinder Assembly"
Chapter 7 "Mechanical - Parts List and Schematics",

"Deadman and Service Brake Pedal Mechanisms"
For Service Brake caliper and master power cylinder disassembly, assembly,
installation, servicing, bleeding and safety/health instructions for exposure to
NON-ASBESTOS dust from the manufacturer "Mico Inc." see:
Appendix "Component Supplier Warnings, MSDS and Instructions",
Section 5 "Service Brake Assembly", Subsection .01 "Mico-Recommended
Brake Service Procedures to Reduce Health Exposure", .02 "Installation
and Service Procedures - Mico Series Disc Brake", .03 "Service
Instructions - Mico Power (Master) Cylinders".
Note: When ordering parts from Lektro refer to Lektro part numbers per Chap-
ters 6 and 7 sections noted above. See Chapter 9 for parts ordering fax form.
2. Inspection Interval:
Caliper pads, master cylinder fluid and disc rotor inspections and pedal feel/brake
effectiveness test should be carried every 2 weeks or 19 operating hours, which ever
comes first, in accordance with the "Service and Inspection Schedule" in Section 2 of
this chapter. Operator reporting of brake system defects and effectiveness testing
should follow the parameters of the "Operators Pre-Use Safety Check" in Chapter 2
"Operating", Section 8, Item #3.
3. Inspection and Repair:
Service Caliper Assemblies:

To inspect:
- Lift the tug safely with a forklift or jack on the side, aft of the drive wheel, using the
solid chassis floor as the jacking point. Position jack stand(s) to secure the lift before
commencing the inspection.
- Remove the front deck lids.
LEKTRO PAGE 4 - 54 03.04.11

.06 Brakes (cont.):

MASTER
3. Inspection and Repair (cont): CYLINDER
Check for: SERVICE

- Excessive pad wear on the service caliper BRAKE
PEDAL
(and parking brake caliper).
- Abnormal wear marks or scoring on disc rotors.
- Discoloration of disc rotors.
- Loose or damaged mounting hardware on caliper and disc rotor. Every 26 weeks or 250
operating hours, retorque bolts. See Sect. 3.04 a. this chapter "Bolt Torque Checklist" for
torque values of critical brake assembly bolts.
- Excessive noise when brakes are applied.
- A burning smell during or after heavy brake application.
- Inadequate braking effect under load.
Replacing brake lining pads:

- If there is less than 0.1875 inches (4.7625 mm) of pad remaining beyond the
metal backing surface pads should be renewed.
Tools Required: 1/2" drive ratchet with 3/4" socket / wrench combination
9/16" wrench
7/16" wrench
a. Disconnect power.
b. Remove brake caliper unit from tug by disconnecting the necessary fluid lines and
removing mounting bolts. Drain brake fluid from assembly.
c. Unbolt the deadman caliper and place out of the way. Rotate the brake around to the
left side of the disc and remove.
d. Follow the brake manufacturer's lining change, and calliper repair kit disassembly /
assembly procedure sections (only) in the Appendix, (at back of this manual) Section 5
"Service Brake Assembly", Subsection .03 "Installation and Service Instructions -
MICO Series Disc Brakes".
e. For Service Brake system Lektro part numbers and better diagram breakdown see
Chapter 6 "Hydraulic - Parts List and Schematics", "Brake Hydraulic System" and
"Service Brake Caliper Assembly" and "Master Cylinder Assembly".
Replace or machine disc rotors:

- If worn in a manner or to a degree that failure or inadequate braking is imminent.
Master Cylinder and Brake Pedal Assembly:

To inspect:
- Remove the velcro attached electrical / hydraulic bay access cover on the rear of the
operator's cowling.
- Remove the breather cap from the top of the service brake master cylinder.
LEKTRO PAGE 4 - 55 03.04.11

.06 Brakes (cont.):

SERVICE
BRAKE
3. Inspection and Repair (cont.): MASTER
CYLINDER
Check for:
- Low fluid level. If required, top up with
SAE DOT 3 brake fluid.
- Excess sediment deposits on the bottom of the master cylinder reservoir.
- Excessive contaminants in the reservoir. - Loose mount bolts (x 3).
- Adequate "free" pedal stroke before engaging the master cylinder piston.
- Adequate pedal return force, less than 2" (4.7 cm) of pedal depress travel from rest
position before braking action felt, firm not spongy pedal feel, and braking action that
is proportional to the applied pedal force.
Replace or repair:
- If any of the above conditions exist, excluding low fluid level, adjust, replace or
rebuild failed components. Purge the hydraulic lines with clean brake fluid prior to
installing the new or rebuilt master cylinder.
- For overhaul or new installation procedures for the master brake cylinder see the
component supplier instructions in Appendix, Section 5, Subsection .05 "Service
Instructions - MICO Brake Power Cylinders".
- For master cylinder Lektro parts and schematic breakdown see Chapter 6 "Hydraulic -
Parts List and Schematics", "Master Cylinder Assembly".
- For service brake pedal mechanism Lektro parts and schematic breakdown see Chap-
ter 7 "Mechanical - Parts List and Schematics", "Deadman and Service Brake Pedal
Mechanisms".
Final brake pedal adjustment:
- Adjust the brake pedal threaded push rod to allow a minimum of 1/8 to 1/4 inch (3.18
mm) of free travel prior to engaging the master cylinder piston.
CAUTION: If master cylinder push rod clearance is not maintained, brake pads may
drag on disc. This could cause brake pads to wear prematurely and cause some loss
of vehicle power and efficiency.
Tools required: 9/16" wrench and pliers
- Verify that proper braking effort is achieved prior to returning the tug to service and
that brakes engage with 2 inches or less of pedal travel without a "spongy" feel from
trapped air in the system. Re-bleed system following component supplier instructions
in Appendix, Section 5 at end of .02 . Be sure to bleed at both calipers and at the line
bleed valve at high point behind cowl.
CAUTION: If any leaked brake fluid is left for extended periods on the chassis floor or
walls, the painted and vinyl protective skin will be softened and exfoliated by the corrosive
action of brake fluid. Wash out tug to remove any spilled brake fluid as soon as possible
after spill. Avoid personal contact and wash thoroughly with soap and water if exposed.
LEKTRO PAGE 4 - 56 03.04.11

.06 Brakes (cont.):
c. Park/Emergency Deadman Brake System:
1. Configuration:
PARK
BRAKE
MASTER
CYLINDER BRAKE
LINE
CENTRAL
ROTOR
DISC
DEADMAN PARK /
BRAKE PEDAL EMERGENCY
BRAKE
ASSEMBLY,
PEDAL END
PARK / EMERGENCY
BRAKE CALIPER
This Lektro tug's secondary braking system is provided by a deadman-pedal activated

spring applied, hydraulically released brake system used for park and emergency brake
functions. one independant caliper is located on a single central rotor disc in the drive
train between the drive sprocket and the differential.
The park / emergency brakes are released whenever the operator steps on the deadman
pedal (with left foot) and depresses it with body weight until the pedal has fully
travelled to the floor. Park / Emergency brakes are set when the deadman pedal is
allowed to spring return to the fully raised position with no foot pressure either
because the operator's foot was lifted from the deadman pedal, or as a safety feature,
because the operator fell off the tug.
An added safety design element is that the drive motor power is cut-off when the
deadman pedal is released and the park / emergency brakes set. This eliminates any
risk of electronic component failure resulting in tug movement under power, and also
allows the drive motor's non-freewheeling no-power mode to prevent tug roll away if
park brake had unknowingly failed. Drive motor (and cooling fan) power is restored
when the deadman pedal is depressed so that when the park brakes release the tug is
ready to move at the operator's discretion. It is the optional cooling fan purr that is
heard when you step on the deadman.
LEKTRO PAGE 4 - 57 03.04.11

.06 Brakes (cont.):
c. Park/Emergency Deadman Brake System (cont.):
1. Configuration (cont.):
This drive motor power interconnect is controlled by a limit switch on the top of the
deadman pedal mechanism housing.
CAUTION:
- The deadman park brake pads do not contain asbestos, but it is recommended that
precautions for fibre dust particles be taken when servicing the calipers. Refer to
Appendix, Section 5 .01 for the brake supplier's instructions to reduce dust exposure.
- Application of the deadman park/emergency brakes while tug is in motion should be
done only in an emergency, since it will bring the tug to a hard-to- feather abrupt stop.
More critically, the brake pads on the deadman brake system are not designed for
continuous wear on a moving rotor surface. They are designed for holding a stopped
tug and captured aircraft, and occasional emergency stops. Using the deadman brakes
to slow and stop the tug will result in very rapid, premature pad wear and if not
discovered may result in a parked tug with aircraft load on slope starting to roll or may
compromise the tugs ability to hold against a winched aircraft during capture. Under
proper operation pad life is extended.
- Abnormally short deadman pad life is a sign that operators are intentionally or
inadvertently but habitually applying deadman brakes to stop a moving tug.
For Park / Emergency Brake system parts and diagram breakdown see:
Chapter 7 "Mechanical - Parts List and Schematics", "Deadman and Service Brake
Pedal Mechanisms" and "Deadman Calipers and Hardware".
For detailed deadman caliper pad and spring replacement procedures see:
Next 5 pages this section.
For calliper brake safety/health instructions from the manufacturer for exposure to
NON-ASBESTOS dust see:
Appendix, Section 5 "Service Brake Assembly", Subsection .01 "Mico-Recommended
Brake Service Procedures to Reduce Health Exposure".
Note: When ordering parts from Lektro refer to Lektro part numbers per Chapters 7
sections noted above.
LEKTRO PAGE 4 - 58 03.04.11


.06 Brakes (cont.):
2. Inspection Interval:
Deadman park brake caliper pads should inspected and the park brake effectiveness
tested 2 weeks or 19 operating hours, which ever comes first, in accordance with the
"Service and Inspection Schedule" in Section 2 of this chapter. Operator reporting of
brake system defects and assessment for repair should follow the parameters of item
#2 of the "Operators Pre-Use Safety Check" in Chapter 2 "Operating", Section 8 and
be encouraged.
FLANGED
3. Inspection and Repair: 'S' COIL HEX NUT
SPRING
BRAKE
DISC BLEED
VALVE
SERVICE
BRAKE
CALIPER SLAVE
CYLINDER
SERVICE
BRAKE
CALIPER
PARK BRAKE DRAG
CALIPER LINK
BELL
P A R K CRANK
BRAKE
CALIPER
SERVICE AND PARK BRAKE CALIPER ASSEMBLIES
Park / Emergency Brake Caliper
To Inspect:
- Disconnect power.
- Remove front deck cover.
Check for:
- Excess sediment deposits on the bottom of the master cylinder reservoir.
- Excessive contaminants in the resevoir.
- Loose mount bolts (x4)
- Low fluid level. If required, fill master cylinder reservoir with SAE DOT 3 brake
fluid.
- Excessive pad wear on the park brake caliper. If wear is premature, this could indicate
incorrect routine use by operators holding deadman brake while tug is moving or
incorrect adjustment of master cylinder push rod. (See previous inspection and repair,
Section Final Brake Pedal Adjustment).
- Abnormal wear marks or scoring on the rotor disc. This also indicates routine use of
brakes while in motion.
- Loose or damaged mounting hardware on calipers and disc rotor. See Sect. 3.04 a. this
chapter "Bolt Torque Checklist" for torque values.
LEKTRO PAGE 4 - 59 03.04.11


.06 Brakes (cont.):
3. Inspection and Repair (cont.):
- Signs of a lack of internal lubrication of the calipers by very stiff, delayed or jerky pad
extension or retraction.
- Inadequate braking effect to hold already stopped tug and captured aircraft on slope.
Verify this by operational observations and/or conducting a rolling test to the same
parameters as the "Operator's Pre-Use Safety Check" Chapter 2, Section 8, i.e.: tug
should come to an abrupt and firm stop when deadman pedal is fully released while tug
is being driven at moderate speed.
When to replace park / emergency brake pads:
- If there is less than 0.10 inch (.25 mm) of pad remaining beyond the caliper mechanical
piston surface (or 20% of original thickness), change both pads.
Replace or repair:
- If any of the above conditions exist, excluding low fluid level, adjust, replace or
rebuild failed components. Purge the hydraulic lines with clean brake fluid prior to
installing the new or rebuilt master cylinder.
- For overhaul or new installation procedures for the master brake cylinder see the
component supplier instructions in Appendix, Section 5, Subsection .05 "Service
Instructions - MICO Brake Power Cylinders".
- For master cylinder Lektro parts and schematic breakdown see Chapter 6 "Hydraulic -
Parts List and Schematics", "Master Cylinder Assembly".
- For service brake pedal mechanism Lektro parts and schematic breakdown see Chapter
7 "Mechanical - Parts List and Schematics", "Park Brake and Service Brake Pedal
Mechanisms".
Final brake pedal adjustment:
- Adjust the brake pedal threaded push rod to allow a minimum of 1/8 to 1/4 inch (3.18
mm) of free travel prior to engaging the master cylinder piston.
CAUTION: If master cylinder push rod clearance is not maintained, brake pads may
drag on disc. This could cause brake pads to wear prematurely and cause some loss
of vehicle power and efficiency.
Tools required: 9/16" wrench and pliers
- Verify that proper braking effort is achieved prior to returning the tug to service and
that brakes engage with 2 inches or less of pedal travel without a "spongy" feel from
trapped air in the system. Re-bleed system following component supplier instructions
in Appendix, Section 5 at end of .02 . Be sure to bleed at both calipers and at the line
bleed valve at high point behind cowl.
CAUTION: If any leaked brake fluid is left for extended periods on the chassis floor
or walls, the painted and vinyl protective skin will be softened and exfoliated by the
corrosive action of brake fluid. Wash out tug to remove any spilled brake fluid as soon
as possible after spill. Avoid personal contact and wash thoroughly with soap and
water if exposed.
LEKTRO PAGE 4 - 60 03.04.11


.06 Brakes (cont.):
d. Plug Braking:
This Lektro aircraft tug's third braking system is electronic plug braking for both operational
and emergency use. This type of braking is unique to electric vehicles and utilizes the traction
motor and drive controller capabilities to provide this third braking option.
In this form of braking, the voltage polarity to the traction motor is reversed causing the
motor to generate deceleration force to bring the tug to a controlled stop. If desired, the
tug may then be allowed to transit smoothly to a controlled acceleration in the opposite
direction.
The use of plug braking does not damage the tugs drive components and is an approved
method of braking, if exercised carefully. Plug braking and regenerative braking is a
designed control feature of this tug's SCR electronic controller.
For detailed technical explanation of "plugging" and the associated "regenerative braking"
controller signal modes see:
This manual's Appendix " Component Supplier Warnings and Instructions", Section 3 "Elec-
tronic Drive Controller" .02 "Control Features"
Plug braking is not recommended for use when towing aircraft, except for emergency situa-
tions for the following reasons:
- The deceleration force is more sudden and less finely controllable than the service brake
provides. The risk of an aircraft overriding the cradle envelope is too high.
- Plug braking is pre-set at the factory to safely and smoothly stop the tug when
empty. As the weight of the aircraft and, in turn, the tug increases, the plug brake stopping
distance also increases and may exceed normal distance limits.
To engage plug braking, simply move the Directional/Accelerator Control Handle through
the neutral position to the opposite direction while the tug is in motion. Once the control
handle is in the opposite direction, immediately apply as much accelerator as required to
stop the tug at the rate desired.
The amount of braking effort is directly proportional to how far the Accelerator Handle is
moved from the neutral position. Apply accelerator lightly as the deceleration is rapid,
even at relatively low accelerator demands.
If the accelerator handle is kept activated after the tug stops, the tug will then immedi-
ately begin accelerating in the opposite direction at the rate and, to the speed demanded
by the lever position.
LEKTRO PAGE 4 - 61 03.04.11


.07 Steering:
a. Configuration: STEERING WHEEL
SHAFT BEARINGS
(x2)
STEERING
CASTER
STEERING TIRES /
WHEELS
The AP8600 steering is controlled through the dual rear steerwheels,located centrally and
directly under the operator's steering cowl.
Effort from the operator's automotive type steering wheel is coupled to the steer tires in
the following manner:
- From the steering wheel woodruff key to the steering shaft.
- From this shaft via adjustable tensioned chain to the steering gearbox and pitman arm
which is connected to a drag link.
- The drag link moves a bell crank attached to the top of a vertical castering spindle
which is joined to the between-wheel caster "T" axle.
The "T" axle configuration allows for 160 degrees of rotation, giving the inside
drive tires an approximate 5 foot diameter turn radius.
A suspended steer axle optional configuration is available. It uses a swingarm

type suspension with spring and shock absorber.
For parts list and breakdown drawing of the standard and optional (suspended) steering
systems and dual steer wheel hubs and bearings see: Chapter 7 "Mechanical Parts List
and Schematics", "Steering Assembly"
b. Lubrication, Bolt Retorque, and 1500 hr. Steering Chain Replacement:

Every 8 weeks or 77 operating hours operating hours whichever comes first, lubricate:
- the steering chain, sprockets and tension assembly with machine oil, 30W motor oil or WD-
40 type lubricating spray.
- the steering drag link spherical rod end bearings x 2.
LEKTRO PAGE 4 - 62 03.04.11

.07 Steering (cont.):
b. Lubrication, Bolt Retorque, and 1500 hr. Steering Chain Replacement (cont):
Every three (3) years or 1500 operating hours, whichever comes first, replace the
safety critical steering chain regardless of visual condition. Also at 1500 hrs. inspect
and grease repack the dual steer wheel hub bearings as follows:
Remove Steer Wheel Hubs by first removing tire/wheel assemblies. Ensure tug is
properly jacked at point under rear of main chassis and not under operating platform,
and safely secured with stable jack stands. Remove cotter pin from axle shafts.
Remove castle nuts. Pull hubs off axles. Inspect bearings for abnormal wear, flaking
or gauling. Repack bearings with high quality axle bearing grease and reassemble.
Replace worn seals as necessary. Tighten castle nut until very snug and hub can be
turned by hand with great effort. Loosen castle nut to allow cotter pin to be inserted.
Every three (3) years or 1500 hours whichever comes first, inspect and lubricate (only
if required or in event of component replacement) the steering caster top and bottom
bearings:
These are factory lubricated/sealed and normally do not need lubrication unless a
malfunction occurs. These bearings are usually replaced and or repacked with grease
whenever caster adjustment or repair is undertaken. See Section 4.07 e, f and g
following for procedures for Inspection, Adjustment and Replacement/Lubrication of
the Steering Caster Bearings.
STEERING
WHEEL
TENSIONER
SPRING
STEERING
CHAIN
ESNA NUT
GEAR
BOX
PITMAN
ARM
DRAG
BELLCRANK
LINK
LEKTRO PAGE 4 - 63 03.04.11


b. Lubrication, Bolt Retorque, and 1500 hr. Steering Chain Replacement (cont):
Every 26 weeks or 250 operating hours, whichever comes first, in conjunction with the
"chassis check" and accordance with the "Service Schedule" (Section 3.01 preceding),
check general condition and retorque bolts acording to "Bolt Torque Check List" 3.04 a.
- Steering gearbox mount bolts (x3)
- Steer caster mount plate bolts (x6)
STEERING
GEAR MOUNT STEERING
BOLTS / NUTS DRAG LINK
(x3) ROD END
BOLTS /
NUTS (x2)
CASTER
MOUNT
BOLTS /
NUTS (x6)
c. Steering Chain Adjustment:

Adjust ESNA (self locking) nut to compress the spring on the tension assembly so that
anyslack in the steering chain is removed. See diagram on previous page or Chapter 6
"Mechanical Parts List and Schematics", "Steering Assembly".
LEKTRO PAGE 4 - 64 03.04.11


d. Steering Chain - Replacement:
Tools required: 3/8" ratchet, 5/8" socket, 5/8" wrench, pliers.
1. Remove bolts from upper rear steering wheel shaft bearing. Lift up on the steering
wheel to make removal of bolts easier. By lowering steering wheel after bolt removal,
the chain will become slack, allowing for removal of the chain's master connector link.
2. Be sure the dual steer tires are aligned in a straight longitudinal position, and the steering
wheel hand knob is at approximately 8 o'clock position when installing new chain. Install
new chain and connector link (half-link may also be required).
3. Then tighten chain by lifting up on the steering wheel to compress the tension spring
and install the steering wheel shaft rear bearing bolts. If there is too much tension
required to lift the steering wheel, loosen spring by slacking off the tension nut. Proper
final adjustment is when chain is under tension and not slack.
e. Steering Caster Bearings - Inspection:

Tools required: Floor jack, jack stands x 2, wheel chocks.
1. Remove velcro attached cowl (electrical/hydraulic bay) access cover.
2. Lift rear of tug by jacking at point/s under rear of main chassis and not under operator's
platform. Install jack stands and wheel chocks securely.
CAUTION: The operator's platform is very strong downwards but may be damaged if
excessive upward forces applied by using it as a jacking point.
3. Manually move the entire steer tire/"T" axle assembly as a unit back and forth check-
ing for bearing wear or slack adjustment on the vertical steering caster's top and
bottom bearings.
f. Steering Caster Bearings - Adjustment:

Tools required: 5/32" allen wrench, 2-1/4" wrench.
1. Follow jacking procedures, cautions and inspection procedures above.
2. Loosen set screw and tighten large nut under the bell crank (see diagram Section a.
preceding). Tighten this large nut firmly. This will pull the caster spindle upward and
press both top and bottom bearings. Tighten large nut firmly, then back it off 1/4 turn
or until the steering caster/"T" axle can just be turned freely without any rocking slack.
g. Steering Caster Bearings - Replacement and/or Lubrication:

Tools required: 1/2" ratchet, 15/16" socket, 13/16" socket, 3/4" socket,
15/16" wrench, 3/4" wrench, 9/16" wrench, chocks,
2-1/4" wrench, 5/32" set screw, floor jack, jack stands.
(cont.)
LEKTRO PAGE 4 - 65 03.04.11


g. Steering Caster Bearings - Replacement and/or Lubrication (cont.):
1. Remove velcro or (screw) attached cowl (electronic/hydraulic bay) access cover.

2. Remove 5/8" bolt that retains drag link to bell crank on steering caster top.
3. Lift rear of tug by jacking at point/s under rear of main chassis and not under
operator's platform. Install jack stands and wheel chocks securely.
CAUTION: The operator's platform is very strong downwards but may be damaged if
excessive upward forces applied by using it as a jacking point.
4. Remove six (6) 1/2" steer axle/caster assembly mounting bolts, allowing steer axle to
drop.
NOTE: Use a bar and lay it across steer axle/caster mounting plate, under the bell
crank arm. This will catch the steer caster when bolts are removed.
5. Remove steer caster/axle assembly from under tug's chassis.
6. Loosen the one 5/16" bolt on top of the bell crank collar end at the top of steer caster
spindle.
7. Remove bell crank from spindle using a puller.
8. Loosen 5/32" set screw on large nut and remove large nut.
9. Remove steer caster plate assembly.
10. Using a brass shaft or drift of approximately 3/4 x 18" size, remove seals and bearings.
Be careful not to damage the seals or bearing components during removal.
11. Clean bearings, seals and housing in solvent. Inspect bearing cones, cups and seals
for damage.
12. Re-pack bearings with high grade bearing grease, and install in caster plate assem-
bly. Install seals.
13. Install caster spindle into caster plate assembly barrel. Install collar and nut.
Tighten nut firmly, then back off 1/4 turn, or until steering caster can just be t u r n e d
freely. Tighten set screw.
14. Install bell crank.
NOTE: Bell crank should be flush with top of caster spindle. Place cup washer on top
and Tighten the 5/16" bolts on bell crank collar end.
15. Install steer caster assembly. Attach with the six (6) 1/2" bolts and nuts. (See Sect. 3.04
a. this chapter for Bolt Torque Checklist).
16. Install steering drag link to bell crank using 5/8" bolt.
NOTE: Whenever the rare removal of the steer caster/axle assembly is undertaken, it is
recommended that the dual steer wheel hub bearings are inspected and re-packed and/or
adjusted coincidentally while the assembly is removed and accessible. See Section 4.07
b. preceding for procedure.
For parts list and breakdown drawing of the standard and optional (suspended) steering
systems and dual steer wheel hubs and bearings see: Chapter 7 "Mechanical Parts List
and Schematics", "Steering Assembly"
LEKTRO PAGE 4 - 66 03.04.11


.08 Suspension:
Configuration:
The AP8600 model may be equipped with an optional suspended steer axle. This is swingarm
configured with a spring and gas shock absorber fitted to the steering "T" axle and castor
spindle assembly.
See Chapter 7 "Mechanical - Parts Lists and Schematics", "Steering Assembly"

for diagram and parts list.
See preceding Section 4.07 "Steering" for general repair instructions.
BRAKE DISC
.09 Drive Train: FIXED DIFFERENTIAL
a. Configuration:
DRIVE SPROCKET
DRIVE MOTOR
CHAIN TENSION
ADJUSTMENT
DRIVE CHAIN
Two different drive motors and gear ratios are available. Drive power for the standard
AP8600 is provided by a 2-1/2 h.p. 36 VDC traction motor. Power is transmitted by 6.4:1
ratio drive chain and sprockets to a helical-geared automotive type central differential of 3.07
ratio. Total resulting ratio is 19.648. The fixed differential drives the two fixed front wheel
assemblies. A limited-slip "Posi-Traction" differential is an available option.
An optional 5 h.p. drive motor and 3.73:1 differential gearing is available. Total rear reduction
CAUTION: When towing a disabled tug, tow speed is restricted to 7.5 mph to avoid over-
speed of drive motor. Rear towing lugs are provided at base of cowl. Use of trailer for long
distance disabled tug transport is recommended.
See Chapter 7 "Mechanical - Parts List and Schematics", "Differential Drive Standard",
"Differential Drive Limited Slip", and "Gear Box Reducer".
LEKTRO PAGE 4 - 67 03.04.11


.09 Drive Train (cont.):
b. Drive Chain and Sprockets Lube and Adjust Tension, Differential Lube and
Mount Bolt Inspection Interval:
Disconnect the battery power before servicing under deck components.
Per the "Service and Inspection Schedule", Section 3.01 of this chapter, check:
- Motor / sprocket mount bolts tightness every 26 weeks or 250 operating hours,
- Oil or lubricate spray drive chain and sprockets every 2 weeks or 19 operating hours,
- Inspect drive chain and sprockets for wear and correct tensioning.
(refer to Sect. 3.04 a. "Bolt Torque Checklist" for torque values.)
- The differential gear-lube levels every 26 weeks or 250 operating hours, whichever
comes first.
FILL PORT
FLUID-LEVEL PORT
Differential:
Because the differential is not operated at highway speeds, only 1 to 1.5 quarts of gear
oil is required. Overservicing will result in spillage of gear oil from behind the drive
wheels. Remove the bottom fluid-level plug and look for a slight drip coming from
this hole. If not, remove the top fill plug. Fill gear-lube until it drips from the lower
hole.
LEKTRO PAGE 4 - 68 03.04.11


.09 Drive Train (cont.):
c. Fluid Requirements:
Use SAE 80W90 gear lube in differential*.
*NOTE: For Posi-Traction Differentials use SAE 80W90 gear lube WITH Goodwrench
Limited Slip Differential Lubricant additive.
d. Drive Chain Tension and Adjustment or Replacement

Lubricate the drive chain with light oil or spray lubricant.
If drive chain is loose:

1. Loosen four (4) motor mounting bolts.
2. Adjust chain tensioner bolt to tighten drive chain. Do not overtighten. Ensure that motor
sprocket is parallel with drive sprocket.
3. Tighten four (4) motor mounting bolts to 20ft. lbs.
CHAIN
TENSIONER BOLT
DRIVE
SPROCKET
MOTOR
MOUNT
BOLTS
SPROCKET
MOUNT
BOLTS
Every three (3) years or 1500 operating hours, remove and replace drive chain and
small motor drive sprocket.
Inspect large drive sprocket and repair or replace if damaged.
For Parts Breakdown See : Chapter 7 "Mechanical"
LEKTRO PAGE 4 - 69 03.04.11


.10 Electrical Fuses:
There are two (2) 400 amp and two (2) 15 amp fuses located as illustrated on the
electronic drive controller's contactor panel on the right side of the electric/hydraulic bay
under the cowling, accessed by removing the velcro attached cover panel. A spare 400
amp fuse is provided and is located at a placarded "Spare Fuse" point on the same bay's
right sidewall. One of the 15 amp fuses on the panel is a non-functioning spare.
15 AMP FUSES
X2
400 AMP FUSES

X2
DRIVE CONTROLLER
CONTACTOR PANEL
There is one additional fuse on the

model AP8600 tug protecting the 12
volt running lights, which are
independent of the power "key"
switch. (headlights are 36. volt and
on the "key" switch circuit) This 15
amp fuse is located in-line after the
running/parking light switch and is
located just below this switch under
the cowling.
See Chapter 5 "Electrical Parts
Lists and Schematics", for your
tug's "Electrical Schematic"
diagram.
LEKTRO PAGE 4 - 70 03.04.11


.11 Electronic Drive Controller:
a. Principle of operation:
FORWARD/REVERSE
CARD CONTROLLER CARD DOUBLE CONTACTOR
TERMINALS
CAPACITOR
TERMINALS
1C -2 1C -1
1A
FUSES CONTACTOR
PUMP
CONTACTOR
TUG LEFT SCR CONTROLLER PANEL CONTACTOR PANEL TUG RIGHT
The speed of this AP8600 tugs traction motor is controlled by an

EV-100LXT SCR (Silicon Controlled Rectifier based) Electric Vehicle Drive Con-
troller (with Advanced Diagnostics and LED display functions) manufactured by
General Electric.
NOTE: Detailed functional, operating, maintenance, trouble shooting instructions,
Fault Codes, and schematic drawings can be found in GE's EV100LXT Instructions
Manual included in its entirety in this Sect. 4.11, Subsection d. following
An more general overview of how this controller functions follows:

- This controller acts as a switch between the battery and the DC motor. When closed,
battery voltage is applied to the motor. When open, the motor is freewheeling with no
torque generation as it is unable to draw current. (A freewheel path is provided via a
component known as the "freewheel diode". This prevents the normal "generating"
characteristics of the motor from slowing the tug while coasting between current
pulses).
- The resultant motor speed is a function of the percentage of "ON" time vs. "OFF"
time of the controller. (cont.)
LEKTRO PAGE 4 - 71 03.04.11


.11 Electronic Drive Controller (cont.):
a. Principle of operation (cont.):
- The controllers SCR operates at 300HZ (300 cycles per second). During each one of
these cycles (0.0033 second), the controller switches a percentage "ON" and a
percentage "OFF". This is relatively rapid switching, the frequency of which can be
heard in the characteristic motor resonance sound or hum when the accelerator lever
is moved.
- During the "Off" time, the energy stored in the motor from the motor's own inductance
or "flyback current" is utilized and stored in a capacitor, so that during the "On" pulse,
the net motor current is composed of both battery current and inductive flyback current.
The resulting motor current usually runs 2 to 3 times the battery current.
- The SCR controller, in effect, converts battery current at battery volts into a higher
motor current and lower motor volts.
- A microprocessor Control Card commands the main circuit to either open (non
conducting) or close (conducting) through its SCR Oscillator section. The frequency
of this oscillation is controlled by automatic circuitry in the Card and responds to speed
input to from the accelerator control handle activating a potentiometer.
- The accelerator potentiometer is a variable resistor with 5,000 ohms representing

minimum speed and 0 ohms representing maximum speed.
- Slow speed is obtained by having maximum ohms in the potentiometer. As resistance

in the potentiometer decreases, the speed of the motor increases.
- The SCR circuit can deliver up to 95% speed. For full speed operation the 1A contactor
is closed and full battery voltage is applied to the drive motor, bypassing the controller
altogether. This is called "1A Bypass" and can be heard as an audible "click" when the
accelerator lever is held in the full speed position and the tug is allowed to accelerate.
The 1A bypass contactor circumvents the controller's "switches" allowing current to
flow directly to the motor, achieving maximum speed and efficiency due to a higher
current limit.
- There is a non-linear relationship between accelerator position and motor voltage to

give the tug enhanced control in low speed travel and the capability for accurate
"creeping" commands so helpful in aircraft capture and transport maneuvers.
(cont.)
LEKTRO PAGE 4 - 72 03.04.11


- A "Ramp Start" anti-rollback feature for restarting the tug on an incline, allows full
SCR torque current when drive is reselected without a direction change.
- The controller also provides "Plugging" and "Regenerative Braking" capability, modu-
lated by the accelerator lever position. This allows the slowing down, or stopping and
reversing direction of the tug through the use of the direction/accelerator handle only.
When the lever is moved opposite to the direction of travel, a plugging signal is
initiated which reverses the motor field and applies a small amount of retarding torque
caused by the motor armature acting as a generator. If the accelerator lever is held or
moved to a higher accelerator position and the generated current reaches a specific
level, then the plugging mode transitions to a regenerative braking mode. This applies
reversing current for greater motor reverse torque. As the tug and motor slow down,
the controller transits back to the plugging mode for a smooth and gradual stop and
reversal.
- In addition to speed control, the controller card has a "Current Limit" feature which
acts as a regulator overriding the oscillator and limiting the maximum amount of
current the motor can draw as monitored by a sensor in series with the motor armature.
This protects both the operator and the motor.
- For the highest level of operator safety, the EV-100 also has a built-in system that
prevents a shortened controller switch, or accelerator lead fault from creating a tug
"runaway" condition.
- A "Thermal Protector" is integrated with the controller. A temperature sensitive

device is mounted in the controllers primary (1 REC) heat sink. If 1REC temperature
begins to exceed the design limits and its heat sink rate because of abnormally long
periods of slow (below 1A bypass) speeds in very high ambient temperatures and/or
under extreme loads due to ramp slope or excessive aircraft weight, the thermal
protector will lower the maximum current limit and not allow the 1REC to exceed its
operating temperature limit.
- The tug will operate at reduced maximum speed and torque while under thermal
cutback, but normally will still be able to reach sufficient speed to go into 1A bypass
operation, which immediately allows the controller panel to cool because battery
current then bypasses the controller and goes directly to the motor, eliminating heat
buildup in the controller. As the panel cools, the thermal protector will automatically
return the controller to full power range.
(cont.)
LEKTRO PAGE 4 - 73 03.04.11


- NOTE: For the SCR controller panel to be effective it must be mounted absolutely flat
and tight against the chassis cowling wall with only bare unprimed and unpainted
metal surface in the mating area. This is to allow the tug chassis to act as a required
heat sink to dissipate the high heat levels generated by the controller's high power-to-
heat conversion when in slower speed modes and/or under load. (It is only when
controller is in the 1A By-Pass high speed mode when battery power is fed directly to
motor that no significant heat is generated at the controller.) The SCR panel is
mounted on the chassis with a full coating of heat-transfer compound (Dow Corning
340) applied to the interface surfaces at the factory. Any time the original panel or a
replacement is remounted:
- the interfacing chassis surface must be bare metal, clean, and greased with
heat sink grease.
- the SCR panel base must be clean, and flat. Any surface protrusions must
be milled or flat-polished off.
Failure to ensure a bare, flat, clean and heat-transfer compounded interface between
the SCR panel and the chassis on replacement may result in premature and frequent
thermal protective shut-downs.
NOTE: Refer to GE's Instructions Manual in Sect. 4 .11 d. following for more
technical details on the foregoing EV-100LXT controller features and on additional
functions such as: - Ramp Start
- Full Power Transition
- 1A Control Modes
- Static Return to Off
- Coil Driver Reverse Battery Connection Protection
- 1A Thermal Hold Off
- Must Pulse To Time
- Field Weakening
- Low Voltage Protection
LEKTRO PAGE 4 - 74 03.04.11


b. Service and Repair Policy:
- The EV100LXT electronic drive controller on this AP8600 tug has been calibrated and
its five function dial potentiometers set at the Lektro factory to service the tugs rated
operational parameters.
- There is normally no requirement to have direct contact with the electronic drive
controller itself or to adjust the "pots" unless a new control card is being installed.
Adjustment or re-calibration of any or all of the controller "pot" or other settings must
be done to Lektro's specification.
WARNING: Adjustment to the drive controller settings without Lektro factory

authorization and guidance will result in a change to the interrelated aspects of motor
reaction to command inputs and tow loads, and may constitute an operational safety
risk.
- If general trouble shooting indicates:

a problem with the drive controller itself or a fault in the directly related
electrical system elsewhere on the tug ;
the following test and repair response is recommended by Lektro:

1. Pull the main power disconnect handle on the tug's cowling front to the disconnected
or main power "off" position.
2. Place or keep the tug in the "power and drive safe" mode outlined in Subsection c: Test
and Repair Safety, following.
3. Establish which diagnostic Fault symtom is occuring. Contact Lektro factory using the
toll free (North America) 1-800-535-8767 or alternate telephone or fax numbers listed
on the Parts Ordering Form (Chapter 9), or if applicable, contact the authorized area
repair agency. At the guidance of Lektro Engineering or repair agent and, with
reference to this Chapter, have competent personnel conduct a fault finding diagnostic
test.
4. If a fault is found and is with an electrical component other than the drive controller,
take corrective repair or replacement action as directed using repair agent or competent
personnel.
5. If the fault is with a drive controller component, repair options are:
- Swap of a factory-calibrated new controller or controller card for installation by compe
tent personnel or repair agent as directed by factory or supplier engineering. See heat-
sink grease repair note previous page.
- In-situ repair/re-calibration by a factory, supplier or authorized repair technician.
- In-situ repair/re-calibration by competent personnel or local repair agent under factory
or supplier directions.
LEKTRO PAGE 4 - 75 03.04.11


c. Test and Repair Safety:
Electric vehicles can be dangerous during live controller and electronics testing and
power-down repair if these common sense but safety-critical procedures are not followed:
LIVE TEST
- ALL TESTING, FAULT FINDING, ADJUSTMENT AND REPAIR OF THE CON-

TROLLER AND ELECTRONIC COMPONENTS MUST BE CARRIED OUT BY
COMPETENT PERSONNEL.
- THE TUGS FRONT DRIVE WHEELS MUST BE OFF THE FLOOR AND FREE
TO ROTATE DURING ALL DRIVE CONTROLLER AND ELECTRONIC LIVE
TESTING AND FAULT FINDING.
- DISCONNECT THE BATTERY POWER FEED BY PULLING THE MAIN POWER

DISCONNECT HANDLE. BEFORE TESTING THE CONTROLLER, DISCHARGE
THE COMMUTATING CAPACITOR ACROSS ITS TWO 1C TERMINALS. RE-
CONNECT THE BATTERY POWER FOR THE TEST.
REPAIR
- BEFORE REPLACING OR ATTEMPTING ANY REPAIRS ON THE DRIVE CON-

TROLLER, PULL THE MAIN POWER DISCONNECT HANDLE TO THE "POWER
OFF" DISCONNECTED STATE.
- BEFORE HANDLING THE CONTROLLER POWER CABLES, DISCHARGE THE

COMMUTATING CAPACITOR ACROSS ITS TWO 1C TERMINALS.
- WHEN RE-ESTABLISHING THE BATTERY POWER TO THE DRIVE CON-

TROLLER BY RECONNECTING THE MAIN POWER DISCONNECT HANDLE,
ENSURE BATTERY VENT CAPS REMAIN INSTALLED AND BATTERY COM-
PARTMENT COVER IS CLOSED, AS ARC MAY OCCUR DUE TO THE
CONTROLLERS INTERNAL CAPACITANCE.
LEKTRO PAGE 4 - 76 03.04.11


d. EV100 Manufacturer's Instructions:
The following section consitutes information supplied by General Electric

Company and is reproduced as supplied on the date copyrighted. Lektro
recommends that anyone involved in servicing and maintenance of this AP8600
familiarize themselves with the contents and the location of the diagnostic fault
"Status Codes" for possible future reference.
CAUTION: Ensure preceding safety precautions (Sect. c.) are applied before testing
or performing work on the drive controller or associated electronics.
INDEX: TOPICS IN SEQUENCE
- Wire Schematics
- Logic Card Terminal Connections
- Control Features
- Specification Tables
- Chart "Current Limit Curve"
- Basics of Circuit Operations
- Trouble Shooting Instructions
- Dash LED Display
- EV100LXT Plugs
- Diagnostic Fault "Status Codes"
- Checking Components - Logic Card / Capacitor / Accelerator Potentiometer
SCR's / Rectifiers / Thermal Protector / Filter Blocks / 1X Choke & Reactor T3-T4
- ReplacementofComponents
- EV100 Handset / Function Set Up
- StaticAdjustmentofEV100LXLogicCard
LEKTRO PAGE 4 - 77 03.04.11


d. EV100 Manufacturer's Instructions and Diagnostic Codes:
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.12 Drive Motor:

a. Configuration:
DRIVE MOTOR
COOLING FAN
DRIVE MOTOR
The AP8600 is powered by a 2.5 horsepower or 5 horsepower traction motor (controlled

in this application for RPM). An optional Drive Motor cooling fan for added ventilation is
available. Power to the motor and fan is not available until the deadman brake pedal is
depressed to brake-release driving position. Power cuts when operator steps off deadman
pedal as safety feature.
The motor's standard bearings are double shielded and pre-lubricated at the factory with
high temperature grease. This motor normally requires no servicing other than a light
cleaning as described in the following Subsection b..
The pre-lubricated bearings, under normal exposure, after an extended period will experi-
ence a reduction in the lubricating oil bleed from the factory applied grease and will eventu-
ally reach a level of insufficient lubrication. For this reason, when maintenance overhauls are
performed, bearings are automatically replaced. The motor's core has an indefinite age
when maintained according to the manufacturer's specifications.
NOTE: All repairs and major dry-outs to the drive motor are to be performed by qualified
agents or competent personnel to the motor manufacturer's instructions.
b. Cleaning and Inspection:

- Once every 52 weeks or 500 operating hours, whichever comes first, the motor should be
inspected and cleaned (see Section 3: Service and Inspection Schedule). Before removing
the motor access cover, pull the main power disconnect handle to the power OFF position.
- Motor holddown strap mount bolt torque should be checked every 3 months or 364 hrs. in
conjunction with drive train and general bolt tightness check. (cont.)
LEKTRO PAGE 4 - 138 03.04.11


.12 Drive Motor (cont.):
b. Cleaning and Inspection (cont.):
Cleaning:
- Both the interior and the exterior of the motor should be kept clean and free of dirt, dust,
sand, dry carbon particles and moisture.
- Particle contamination may be removed by vacuum cleaning or dry compressed air.
Vacuum cleaning with a soft brush attachment is preferred. Blowing with compressed
air may drive dirt deeper into voids in the insulating system. Do not use moist or
wet cleaning agents or solvents which can carry electrical conducting dirt deep into
cracks and voids in the insulation system..
- Special attention is required to ensure that the commutator undercut slots and all air
openings, screen covers and ducts are not clogged with dirt.
- Dry carbon build-up can be accessed by removing the band at the rear (facing tug's
left side) of the motor.
- While cleaning, care must be taken not to damage insulated parts.
Inspection:
- Check motor terminals and connections for tightness. Retorque the motor holddown
bolts (5/16" x 1" NF) to 20 lbf..
- Inspect motor brushes for excessive wear. If one-half (1/2) or less of new brush
dimension remains, replace brushes. A minimum of 85% surface contact and 100%
brush arc is the new brush target for curvature sanding.
- Inspect the commutator for signs of pitting, raised commutator bars or bluish areas.
If found, remove and repair the motor.
- Check commutator runout. It should not exceed 0.002 inches total indicated runout
with bar-to-bar variation of 0.0002 inches. File protruding mica back to a 0.025
inch undercut.
- Inspect field coils for signs of discoloration due to heat which could indicate a possible
loose connection or shorted coil. Repair as required.
- Check insulation resistance. Low resistance may be caused by dirt, moisture or
impending failure. Although the motor can run with resistance as low as 1/4 megohm,
it is recommended to investigate and correct any insulation resistance below 1
megohm.
NOTE: If the tug is parked and not in use for more than 30 days, brushes should be
backed off the commutator to avoid corrosion pitting.
For Drive Motor model number, parts and schematic breakdown see: Chapter 5.
For detailed maintenance and disassembly instructions see: This manual's Appendix
"Component Supplier Warnings and Instructions", Section 4 "Drive Motor".
For trouble shooting see: Section 5.04 this chapter.
LEKTRO PAGE 4 - 139 03.04.11


.13 Hydraulic Pump Motor Assembly:
a. Configuration:
HYDRAULIC FLUID
FILL POINT, VENT
CAP & DIP STICK
HYDRAULIC
PUMP
HYDRAULIC
PUMP MOTOR
The hydraulic pump motor is a 36 volt DC series wound motor. Normal loading
averages 180 amps. It is accessed by removing the screw secured large access cover on the
back of the operator's cowling, exposing the electrical / hydraulic bay and the hydraulic
motor / pump assembly on lower right. The pumps pressure relief setting is precisely set at
factory @ 2,000 PSI or 115 Amps.
b. Fluid Inspection Interval:

Every 8 weeks or 77 hours, whichever comes first, check the hydraulic fluid level in
the reservoir by using the dipstick built into the reservoir vent cap. The fluid level
should be at but not higher than the level line on the dipstick.
NOTE: Only check fluid level with the tug's cradle at its lowest position and cylinder
retracted, or you will over-service resevoir and vent spillage will occur.
c. Fluid Requirements:
Use only petroleum based hydraulic fluids, such as Dexron II or III ATF, or Chevron #32,
or equivalent .
(cont.)
LEKTRO PAGE 4 - 140 03.04.11


.13 Hydraulic Pump Motor Assembly (cont.):
d. Motor Cleaning:
Once every 52 weeks or 500 operating hours, whichever comes first, the exterior of the
pump motor should be cleaned (see Section 3: Service and Inspection Schedule).
Before cleaning the motor, pull the main power disconnect handle to the POWER OFF
(disconnected) position.
Cleaning:
- The exterior of the motor should be kept clean and free of dirt, dust, sand, dry
carbon particles and moisture.
- Particle contamination may be removed by vacuum cleaning or dry compressed air.
Vacuum cleaning with a soft brush attachment is preferred. Blowing with compressed
air is an alternate method. Do not use wet cleaning agents or solvents.
- While cleaning, care must be taken not to damage insulated parts.
NOTE: The hydraulic pump motor's net running time is only a fraction of the drive
motor's. As a result, the motor's internal cleaning and servicing interval is extended
and would normally be accomplished by removing the unit and sending it to a
professional repair/cleaning facility.
For parts breakdown diagram and parts list see: Chapter 6 "Hydraulic - Parts List
and Schematics", "Hydraulic Pump/Motor Assembly"
For trouble shooting see: Section 5.03 and .04 following for Hydraulic and related
Electrical problems.
LEKTRO PAGE 4 - 141 03.04.11

5 Trouble Shooting
.01 Purpose:
The following Section 5 will serve as a general trouble shooting guide for your AP8600 tug. It
will assist in isolating the cause and providing corrective actions, or at least narrowing down
the causal options before you call for help. In any case, a telephone call to Lektro Customer
Support (1-800-535-8767 in North America / 1-503-861-2288 elsewhere) will help trouble
shoot and solve any problem that surfaces.
NOTE: In event of electrical system or related component problem, this guide is
intended to be used in conjunction with the on-board diagnostics "Status Code" display's
fault finding and corrective action process (See Sect. 4.11 this manual), or in event of
failure of the on-board diagnostic capability, in lieu of same.
CAUTION: Trouble shooting is to be performed by qualified personnel or agents.
.02 General:
This trouble shooting section is divided into these basic areas, Hydraulic Problems, Electrical
Problems, Battery Diagnostic, and Electronic Drive Controller Problems. Interrelated or same-
symptom Mechanical Problems are built into the foregoing sections where applicable. The most
common anomalies that have been experienced are covered. If this guide fails to identify the area
of malfunction or fix, Lektro Customer Support can provide more comprehensive diagnostic and
corrective action advice.
.03 Hydraulic Problems:
a. Condition: LEAKING HYDRAULIC FLUID UNDER/IN COWL AREA

1. Most of the time this is due to discharge from the hydraulic reservoir. To confirm,
look for fluid weeping around fill neck. This fluid overflow is caused by the cradle
being allowed to lower from cradle weight while not under power. This results in the
hydraulic pump not activating while the cradle cylinders unpowered down stroke
pushes fluid from the up-stroke side back to the reservoir tank which overflows
because this fluid is not being replaced on the down-stroke side).
Action: If the cradle begins to lower before the hydraulic pump turns on, the micro-
switch at the base of the valve needs to be adjusted for quicker engagement or replaced
due to malfunction.
2. Alternately, leaking hydraulic fittings may be the cause.

Action:
a. Check all hydraulic fittings for evidence of leaking. Leaking fittings are best located
by looking for fluid welling up in between the fixed nut and the swivel nut located at
the end of each hydraulic hose. If a leaking fitting is located, use a set of wrenches to
secure the hose end and tighten the swivel end.
b. If leak still prevails after gentle repeat tightening, replace hose and/or fittings.See
Chapter 6 "Hydraulic Parts List and Schematics", "Primary Hydraulic System" for
Hose with Fittings part numbers.
LEKTRO PAGE 4 - 142 03.04.11

5 Trouble Shooting (cont.)

.04 Electrical Problems:
a. Condition: HYDRAULIC MOTOR/PUMP WILL NOT ENERGIZE

WHEN CRADLE RAISE/LOWER HANDLE IS MOVED
The Micro-Switch at the base of the raise/lower valve (to which the handle is
connected under the cowl) has malfunctioned or moved out of adjustment.
Action:
1. Check electrical connections to the switch. Repair.
2. Check switch positioning while operating raise/lower handle. It should engage with
minimal handle deflection in either direction. Adjust.
3. Check switch functional integrity. Replace if defective.
b. Condition: TUG WILL OPERATE WITH KEY IN "OFF"

POSITION AND/OR DEADMAN PEDAL NOT DEPRESSED
The Diode located on the drive motor cooling fan has failed.
Action:
Replace the diode. See Chapter 5 "Electrical Parts List and Schematics", "Cooling Fan
Assembly" for diode part number.
(cont.)
LEKTRO PAGE 4 - 143 03.04.11

.04 Electrical Problems (cont.):
c. Condition: KEY "ON". TUG WILL NOT DRIVE
1. Symptom / Cause Chart

This condition could be the result of very different root causes. In addition to observ-
ing the G.E Trouble Shooting preceding, you may find it helpful to go through the flow
chart below, paying close attention to the comparative "does" / "does not" symptoms
addressed when two symptom boxes are joined on the same level by a horizontal flow
line. In these initial stages determine whether the left or right box describes the tug's
symptoms, then follow down the appropriate flow line to the various causal possibili-
ties and corrective action references. Interrelated or same-symptom Mechanical Prob-
lems are built into the following where applicable.
Drive Motor's Fan comes Drive Motor's Fan does not

on when deadman pedal is come on when deadman
depressed fully pedal is depressed fully
Micro-Switch on accelerator Micro-Switch on accelerator Emergency Disconnect

engages (clicks) when handle does not engage (clicks) when Handle not properly
is moved handle is moved connected for power "On"
ACTION: # 8
Drive Contactor Drive Contactor
closes does not close OR
Switch is out of
adjustment and/or Key Switch malfunction
Faulty connection defective
to Potentiometer ACTION: # 9
ACTION: # 1
ACTION: # 2 OR
OR Deadman Micro-Switch
inoperative
Faulty Potentiometer Controller
Malfunctioning ACTION: # 10
ACTION: # 3
ACTION: # 6 OR
OR
OR High Amp or Low Amp
Drive Motor needs
Fuse/s on drive controller
Brush replacement, and Faulty connection to blown
tune-up Controller, Motor, or
Battery ACTION: # 11
ACTION: # 4
OR OR
ACTION: # 7
Major power supply
Service or Deadman/Park
connection or cable faulty
Brake/s locked up
ACTION: # 12
ACTION: # 5
NOTE: See corrective action references by number on next 3 pages.
LEKTRO PAGE 4 - 144 03.04.11

c. Condition: KEY "ON". TUG WILL NOT DRIVE (cont.)
2. Corrective Actions by Number:

Action # 1: Check and repair wire connection integrity to the direction/accelerator
handle micro switch under cowl below handle or replace micro-switch. See Appendix,
Section 8 "Micro-Switches" for supplier instructions.
Action # 2: Check and repair wire connection integrity from the accelerator
potentiometer and all other components in the accelerator switch assembly box (under
cowling to right of and shafted to the direction/accelerator handle) and to the SCR
controller panel card terminals. See Chapter 5 "Electrical - Parts List and Schematics",
"Accelerator Switch" for wiring diagrams.
Action # 3: Check operation of accelerator potentiometer located in the accelerator

switch box (under cowl and to which the direction/accelerator handle is shafted) as
follows. Disconnect battery power feed by pulling the main power disconnect handle on
the cowl front. Elevate tug's front drive wheels safely from the floor by placing a 4 x 4 x
18" block transversely under the nosewheel cradle's front edge and hydraulically raise tug
front and drive wheels by lowering the cradle fully. This conforms to "Test and Repair
Safety" procedures for any work on the controller in Section 4.11 c. preceding.
On the SCR controller panel, carefully discharge the capacitor with insulated metal tool
across capacitor terminals 1C-1 and 1C-2 (see diagram Section 4.11 a. preceding in this
chapter). Then disconnect wire at the controller panel's control card terminal TB1.
Connect a VOM to the wire that was removed from TB1 and to negative. Place the VOM
on the R x 100 scale. With the accelerator handle in the creep speed position (just beyond
the micro-switch "click" position), the ohms reading should be 4800 to 6000 ohms. With
the accelerator handle moved through to the top speed position, the ohm reading should
progress to the 50 to 5 ohms range. With the wire still disconnected, check for resistance
of 1 megohm or higher from the pot wire to the tug's frame.
Alternately, you may check the accelerator potentiometer independently of the controller.
On the accelerator switch panel, connect a VOM to accelerator output and negative. With
VOR on R x 100 scale perform the accelerator vs ohms test as in above paragraph.
If potentiometer is at fault, replace. See Chapter 5 "Electrical - Parts List and Schematics",
for Accelerator Switch wiring and parts. See Appendix "Component Supplier Warnings
and Instructions", Section 3 "Electronic Drive Controller" for Controller schematics. Also
see Chapter 5, "Electrical Schematic" . (cont.)
LEKTRO PAGE 4 - 145 03.04.11

2. Corrective Actions by Number (cont.):
Action # 4: Check and as required adjust, clean and repair the drive motor. Ensure that
the drive motor terminal connections are tight and that the motor is clean and dry with
insulation resistance above 1 megohm and that the brushes are not worn excessively. A
minimum of 85% surface contact and 100% brush arc is the target. Commutator runout
should not exceed 0.002" total indicated runout with a bar-to-bar variation of 0.0002". File
protruding mica back to a 0.025" undercut. Check the commutator for signs of pitting,
raised bars or bluish areas. Repair if found. Check the field coil for signs of heat discoloration
which could indicate loose connections or shorted coil. Repair if found. see Chapter 5
"Electrical - Parts List and Schematics", "Drive Motor G.E. #6 B 193" for parts breakdown
and Appendix "Component Supplier Warnings and Instructions", Section 4 "Drive Motor"
.03 "Disassembly and Repair" for G.E.'s instructions and cautions. It is recommended that
motor overhaul be performed by specializing agency.
Action # 5: Inspect the service and deadman/park brake callipers and rotors for signs of
overheated locked up or jammed brakes, if drive controller hum noise is heard and motor
power is sensed/heard straining. See Chapter 4 "Servicing", Section 4.06 "Brakes" preceding
for hydraulic service brake and mechanical deadman brake inspection and repair procedures.
Augment this information with Chapter 7 "Mechanical - Parts List and Schematics",
"Deadman and Service Brake Pedal Mechanisms" and "Deadman Calipers and Hardware".
Also Chapter 6 "Hydraulic Parts list and Schematics", "Service Brake Caliper Assembly".
Action # 6: Before trouble shooting the electronic drive controller refer to and carefully
apply the "Service and Repair Policy" specific to the controller in Chapter 4 "Servicing",
and the few "Test and Repair Safety" procedures. Of greatest importance is discharging the
SCR panel's internal capacitance and raising the tug's drive wheels off the floor so they can
rotate without risk in event live testing activates drive power. Then follow preceding Sect.
4.11 d. "EV100 Manufacturer's Instructions and Diagnostic Codes", paying specific attention
to "Status Code" trouble shooting section. Diagnostic and repair assistance is available
from Lektro at toll-free 1-800-535-8767 (in North America), or 1-503-861-2288 elsewhere.
(cont.)
LEKTRO PAGE 4 - 146 03.04.11


2. Corrective Actions by Number (cont.):

Action # 7: Check connection and wire/cable integrity at gang plugs, drive motor termi-
nals, battery terminals and SCR controller and contactor panels. Ensure battery terminal/
cable connections are clean and tight. See "Electrical Schematic" near end of Chapter 5
"Electrical - Parts List and Schematics".
Action # 8: Reconnect the emergency main power disconnect handle firmly. If power
not established, then check integrity of both the cowl mounted and handled 175 amp
connectors. If broken plastic housing or damaged metal contact lug is a cause of connec-
tion failure see Chapter 5 " Electrical", for connector housing part number, common for
both sides. Two metal lugs come with each connector housing ordered. If the 2-gauge
power cable lead itself has failed elsewhere or the solid solder cable-to-lug join has failed
you have two options. Repair locally or alternately if you do not have solid soldering
capability handy to re-attach the lug/s to the new or old cable, make a temporary crimp
and rough solder repair, then call or fax Lektro Parts Department using contact numbers
on the parts ordering form in Chapter 9 for a replacement cable with lugs properly solid
solder factory attached. See "Power Wire Schematic" Chapter 5, for cable diagram.
Specify by description which cable lead is required. E.G. : Positive or negative on battery
side or to controller or ground side. Note that in diagram #7 on cable means positive and
#4 negative.
Action # 9: Check adjustment, function and connection integrity of key switch under
instrument panel cowl. This is a high use component susceptible to water incursion.
Replace if in doubt and keep a spare on rotable inventory. See Chapter 5 "Electrical -
Parts List and Schematics", for key switch part number.
Action # 10: Check adjustment, function and connection of micro-switch on upper pedal
linkage of the deadman brake. See Chapter 5 "Electrical - Parts List and Schematics", for
deadman switch part number. See Chapter 7 "Mechanical", "Deadman Brake Pedal
Mechanism" for diagram.
Action # 11: Check the two large 400 amp fuses and the active 15 amp fuse (of two) on
the contactor panel. Replace if blown using spare 400 amp on placarded right sidewall of
the bay or the inactive 15 amp on the panel. Order spares referring to Chapter 5. If fuse
blows second time apply drive controller trouble shooting procedures per Action # 6 item
preceding page.
Action # 12: Check integrity of all power cables, wires and connections from the battery,
through the controller panels to the drive motor and ground. See "Electrical Schematic"
at the back of Chapter 5. If fault is with heavy 2 -gauge cable or its solid soldered
connector lug see Action # 8 above for option of factory soldered cable replacement if
local solid solder capability is not handy.
LEKTRO PAGE 4 - 147 03.04.11

d. Condition: THE TUG RUNS BUT LACKS POWER
Action:
1. After
Condition:
a full charge
THEcycle
TUGandRUNS
the charger
BUT LACKS
is automatically
SUFFICIENTshut off
POWER.
after its finishing
sequence of starts and stops, if hydrometer readings are below 1.285, it may indicate a
charger problem. Check the charger output to the batteries when they are in a depleted
state. Chargers provide a Starting Rate of approximately 20 amps for each 100
ampere/hour of battery capacity. If your charger does not provide this rate when first
plugged into fully discharged batteries (20 % charge level or less), first check that the
AC power supply to the charger is to specification per supplier instructions in the
Appendix, Section 2. If AC input is O.K., contact an experienced charger technician.
The AP8600 standard motive batteries are amp hr. rated (6 hr. rate). Your charger
should be supplying a starting rate of 3.75 x 20 or approximately 75 amps on the
charger gauge to adequately charge this tug's batteries. If charger does not provide, see
Sect. 5 .07 "Charger Trouble Shooting" or charger supplier's Instruction Manual.
Note: Verify charger Input Voltage Tap Setting is correct for the AC input power
source, per procedures in charger supplier's instruction manual.
2. If charger O.K., check battery condition. After all batteries are fully charged, perform
an equalizing charge sequence (see Section 4.01 f. item 23 in this chapter and charger
supplier's manual for equalizing process). If after the equalizing charge, S.G. is not
1.315 or above in all cells, conduct a "Cell S.G. Variation" test with batteries depleted
to the 75% (1.270 S.G.) charge level (see Section 4.01 f. 16-19 this chapter). If S.G.
variation between lowest and highest cell on each battery is 0.050 or more, there is
probably a failed cell, or over-diluted electrolyte due to repeated overfilling with water
top-up. Conduct Battery Diagnostic using flow chart in Subsection 5.03 following in
this chapter and/or conduct cell SG equalizing fluid adjustment procedures outlined in
Exide's instructions in the Appendix of this manual.. Rectify if correctable or replace
defective 2-volt unit or full 36-volt cluster. Mixing of very old and new and/or
different manufacturer types may result in significantly varied discharge rates. When
in use, over-depletion of the older and weaker or lower discharge rated batteries will
create progressively worsening variation and performance problems.
3. Check that the service or deadman/park brakes are not dragging See Action # 5
Section 5.04 d. 2. two pages preceding for corrective actions.
4. Check tires for proper inflation. See this chapter Section 4.04 "Tires".
5. Check connection and wire/cable integrity at drive motor terminals, battery terminals
and SCR controller and contactor panels. Ensure battery terminal/cable connections
are clean and tight. See "Control Wire Schematic" and "Power Wire Schematic" and
"Electrical Schematic" at end of Chapter 5 "Electrical - Parts List and Schematics".
6. Check that the drive motor terminal connections are tight and that the motor is clean
dry and meets insulation resistance, brush wear, mica undercut, commutator runout,
and field coil specifications detailed in Action # 4 Section 5.04 d. 2 . preceding. Repair
or preferably send out to specialist agency for overhaul if off spec..
LEKTRO PAGE 4 - 148 03.04.11


e. Condition: THE TUG CONSTANTLY GETS POOR BATTERY

ENDURANCE
Action:
1. Check that the battery charger is performing to specification by following fault finding
steps, references and corrections per Action item 1) preceding page Section 5.04 e..
2. Check that batteries are functioning to full specification by following trouble shooting
steps, references and fixes per Action item 2) on preceding page Section 5.04 e..
3. If charger and batteries O.K., verify that Battery Power "BDI" Gauge is functioning
normally by correlating gauge readings with S.G. levels taken with hydrometer at
progressive levels of discharge. Use Comparative Charge Level Measurement Chart,
Section 4.01f 16 this chapter for S.G. vs % power level readings. If defective or in
doubt replace gauge. See Chapter 5, for part numbers.
4. If none of the above, check that the service brakes are not dragging. Follow fault
finding steps and references per Action # 5 Section 5.04 d. 2. three pages preceding.
5. Check that the controller's by-pass contactor is operating. If you do not hear an audible
"click" and feel some acceleration after the accelerator handle has been at the full
speed maximum deflection position for a minute and the tug is no longer under
acceleration load, follow drive controller trouble shooting steps and references per
Action # 6 three pages preceding Section 5.04 d. 2.
6. Check that the drive motor terminal connections are tight and that the motor is clean
dry and meets insulation resistance, brush wear, mica undercut, commutator runout,
and field coil specifications detailed in Action # 4 Section 5.04 d. 2. preceding. Repair
or preferably send out to specialist agency for overhaul if off spec..
7. Check connection and wire/cable integrity at battery terminals and EV100 controller
and contactor panels. Ensure battery terminal/cable connections are clean and tight.
See "Motive Battery Wiring Schematic" and "Electrical Schematic" at end of Chapter
5 "Electrical - Parts List and Schematics", and in this chapter Sect. 4.11 d. for Drive
Controller wire schematics.
LEKTRO PAGE 4 - 149 03.04.11


.05 Batteries:
a. BATTERY TROUBLESHOOTING CHART
The conditions below are usually indications of approaching motive battery trouble.
A periodic diagnostic sequence is flow charted on next page for routine condition checks.
* Contact your local battery service representative.
LEKTRO PAGE 4 - 150 03.04.11


.05 Batteries (cont):
b. BATTERY DIAGNOSTIC FLOW CHART

1 EXAMINE BATTERIES, CABLES AND CONNECTIONS
ETC.
4 BATTERIES, CABLES AND 2 BATTERIES DEFECTIVE (BROKEN 3 CABLES DEFECTIVE (CHARGED,

CONNECTIONS APPEAR OK POST, CASE OR COVER) CORRODED AND SULFATED, ETC.)
CHECK VOLTAGES REPAIR OR REPLACE REPAIR OR REPLACE.

(OPEN CIRCUIT). GO TO 4 CLEAN TERMINALS.
GO TO 4
5 APPROXIMATELY 0,4,8 6 LESS THAN 11.6 VOLTS PER 7 RANGE OF 11.6 TO 12.2 VOLTS 8 RANGE OF 12.6 VOLTS OR
VOLTS PER BATTERY BATTERY PER BATTERY HIGHER PER BATTERY
ONE OR MORE CHECK ELECTROLYTE CHECK ELECTROLYTE BATTERY FULLY RE-

DEFECTIVE CELLS, LEVELS. LEVELS. CHARGED.
REPLACE BATTERY. IF OK, RECHARGE AND GO IF OK, RECHARGE AND GO TO POSSIBLY WITH "SUR-
GO TO 4. TO 4. 4. FACE CHARGE".
0 VOLTS MAY INDI- POSSIBLY A DEFECTIVE PROBABLY ONLY GO TO 9 OR USE A "LOAD
CATE A "DRY" CELL CELL. DISCHARGED. TESTER" TO DETECT
PROBABLY A CELL WITH POSSIBLY A CELL WITH LOW POSSOBLE DEFECTIVE
LOW ELECTROLYTE LEVEL. ELECTROLYTE LEVEL. CELLS.
9 CHARGING TEST
CONNECT CHARGER TO BATTERIES AND THEN TO AC INPUT. READ INITIAL CHARGE AND CURRENT AFTER 15
MINUTES. IF YOU HAVE A SENSITIVE VOLTMETER, CONNECT METER FROM POST TO POST IN PARALLEL WITH
EACH CONNECTION.
VOLTAGE DROP SHOULD BE LESS THAN .010 VOLTS (10 MV) PER CABLE WITH CHARGE CURRENT > 20 AMPS.
10 INITIAL-OVER 25 AMPS. 11 INITIALLY - OVER 25 AMPS 12 INITIALLY OVER - 15 AMPS 13 NO READING

15 MINUTES - OVER 15 AMPS. 15 MINUTES - 5 TO 15 AMPS 15 MINUTES-LESS THAN 5 AMPS
CHECK CHARGER
BATTERIES DISCHARGED. BATTERIES FULLY CHARGED. BATTERIES FULLY CHARGED. AC AND DC
GIVE FULL CHARGE. BATTERIES OLD. POSSIBLY A BATTERIES ARE ALL PROBABLY CIRCUITS
POSSIBLY A DEFECTIVE CELL DEFECTIVE CELL OK.
14 EXAMINATION AFTER RECHARGE

CHECK ELECTROLYTE SPECIFIC GRAVITY AND TEMPERATURE, BATTERY VOLTAGE.
15 S.G.s - LOW AND UNIFORM 16 S.G.s - VARY 17 S.Gs - VARY 18 S.G.s HIGH AND UNIFORM
TEMPERATURES - AMBIENT TEMPERATURES - TEMPERATURES - TEMPERATURES - SLIGHTLY
AMBIENT VARY ABOVE AMBIENT
CELLS OVERFILLED,
FLUSHED, OR SPILLED. CHECK LEVELS, ADD "HOT" CELLS MAY BATTERIES PROBABLY OK
INSUFFICIENT RECHARGE, WATER TO LOW BE DEFECTIVE. FOR SERVICE OR DIS-
GIVE AN EQUALIZING CELLS, GIVE AN CHARGE TEST BELOW.
CHARGE. EQUALIZING
CHARGE.
NORMAL READINGS
19 MOTIVE SIMULATION
DISCHARGE TEST VOLTAGE AND/OR S.G. INTERPRETATION
ATTACH 75 AMP LOAD UNDER LOAD (AT 80OF/26.7OC) (AT CONSTANT 75 AMP LOAD)
BANK.
CHECK VOLTAGE 11.9 TO 12.6 1.265 TO 1.280 FULLY CHARGED AT TEST BEGINNING
BEFORE, DURING 11.1 TO 11.2 1.190 TO 1.210 50% DISCHARGED AFTER: 1.5 HR. ON 220 AMP/HR BATTERY
AND AFTER LOAD 1.7 HR. ON 270 AMP/HR BATTERY
RUN. 10.4 TO 10.7 1.140 TO 1.155 25% DISCHARGED AFTER: 3.0 HRS. ON 220 AMP/HR BATTERY
3.3 HRS. ON 270 AMP/HR BATTERY
LEKTRO PAGE 4 - 151 03.04.11


.06 Electronic Drive Controller :
a. Test and Repair Safety:
NOTE: This important section is repeated from section 4.11 c. for those referring
directly to this trouble shooting section only. Once you have read the following,
refer to Sect. 4.11 d. for detailed trouble shooting information from the controller
manufacturer.
Electric vehicles can be dangerous during live controller and electronics testing and
power-down repair if these common sense but safety-critical procedures are not followed:
LIVE TEST
- ALL TESTING, FAULT FINDING, ADJUSTMENT AND REPAIR OF THE
CONTROLLER AND ELECTRONIC COMPONENTS MUST BE CARRIED
OUT BY COMPETENT PERSONNEL.
- THE TUGS FRONT DRIVE WHEELS MUST BE OFF THE FLOOR AND FREE
TO ROTATE DURING ALL DRIVE CONTROLLER AND ELECTRONIC
LIVE TESTING AND FAULT FINDING.
- DISCONNECT THE BATTERY POWER FEED BY PULLING THE MAIN POWER

DISCONNECT HANDLE. BEFORE TESTING THE CONTROLLER,
DISCHARGE THE COMMUTATING CAPACITOR ACROSS ITS TWO 1C
TERMINALS. RECONNECT THE BATTERY POWER FOR THE TEST.
REPAIR
- BEFORE REPLACING OR ATTEMPTING ANY REPAIRS ON THE DRIVE

CONTROLLER, PULL THE MAIN POWER DISCONNECT HANDLE TO
THE "POWER OFF" DISCONNECTED STATE.
- BEFORE HANDLING THE CONTROLLER POWER CABLES, DISCHARGE

THE COMMUTATING CAPACITOR ACROSS ITS TWO 1C TERMINALS.
- WHEN RE-ESTABLISHING THE BATTERY POWER TO THE DRIVE

CONTROLLER BY RECONNECTING THE MAIN POWER DISCONNECT
HANDLE, ENSURE BATTERY VENT CAPS REMAIN INSTALLED AND
BATTERY COMPARTMENT COVER IS CLOSED, AS ARC MAY OCCUR
DUE TO THE CONTROLLERS INTERNAL CAPACITANCE.
LEKTRO PAGE 4 - 152 03.04.11


b. EV-100 Drive Controller Trouble Shooting: Cross Reference to Sect. 4 .11 d.
A complete section on the EV-100 advanced drive controller from G.E. is included in this
Chap. 4, Sect. 4 .11 d. preceding.
CAUTION: Before commencing controller trouble shooting and repair activities read
and apply the "Service and Repair Policy" specific to the controller in Chapter 4
"Servicing", Section .11b and the few "Test and Repair Safety" procedures outlined on
the preceding page. Of greatest importance is discharging the SCR panel's internal
capacitance and raising the tug's drive wheels off the floor so they can rotate without risk
in event live testing activates drive power.
NOTE: Direct or referral diagnostic and repair assistance is available from Lektro at
toll-free 1-800-535-8767 (in North America), or 1-503-861-2288 elsewhere. It is
recommended that Lektro Customer Service Engineering be contacted for guidance for
all but the most basic controller repairs (unless you are SCR-type controller repair
experienced or using a professional repair agency) and for all cases of control card
"pot" adjustment which may affect the operating parameters and safety of the tug.
LEKTRO PAGE 4 - 153 03.04.11

.07 Battery Charger/s:
Wiring schematics, installation and maintenance instructions, and trouble shooting infor-
mation for the standard and optional motive and GPU battery chargers as supplied by the
manufacturers can be found in Appendix, Section 2. See Appendix index page 1 for
breakdown by make, model number and output voltage.
For part numbers of chargers see Chapter 8 "Adapters/Accessories - Parts List and
Schematics".
If battery performance or endurance is suspect, before trouble shooting batteries,

check that the Charger is functioning correctly:
After a full charge cycle and the charger is automatically shut off after its finishing
sequence of starts and stops, if hydrometer readings are below 1.260, it may indicate a
charger problem. Check the charger output to the batteries when they are in a depleted
state. Chargers provide a Starting Rate of approximately 20 amps for each 100 ampere/
hour of battery capacity. If your charger does not provide this rate when first plugged into
fully discharged batteries (20 % charge level or less), first check that the AC power supply
to the charger is to specification per supplier instructions in the Appendix, Section 2. If
AC input is O.K., contact an experienced charger technician. The AP8600 standard
motive batteries are 270 amp hr. rated (6 hr. rate). Your charger should be supplying a
starting rate of 2.7 x 20 or approximately 50 amps on the charger gauge to adequately
charge this tug's batteries. For the optional 480 amp hr. motive batteries, a 96 amp
starting rate is required.
If your tug uses the optional 100 amp hr. charger, also follow the charger supplier
instructions in the Appendix, Section 2 and verify charger Input Voltage Tap Setting is
correct for the AC input power source
Condition: CHARGER DOES NOT OPERATE CORRECTLY

Action:
1. Check fuses on terminal panel inside charger and/or on front panel.
2. Check fuse or breaker and voltage in AC input supply.
3. Check battery terminal, battery cable and charger connection integrity.
4. If DC fuse blows, check for too high a charging rate at start of charge (see above), dead
or shorted cell in battery (2 volt or less per cell during charge) or short in charger
output cable, or shorted diode.
5. If AC fuse blows, check for defective rectifier in charger. This condition will occur
when charger is not attached to battery. A defective rectifier will blow AC with battery
not attached and will blow DC fuse as soon as battery is attached with power off.
6. Weak or damaged rectifier can be detected through sudden amperage drop to one-half
of usual output or less.
7. Defective power transformer cannot increase or partially decrease output. It will either
decrease output to zero or blow AC fuses.
8. Defective control transformers will increase charging rate substantially. No taper
finishing charge will occur.
9. Low output on initial installation usually is caused by connecting a charger set on
240V to a 208V line. Adjust voltage taps if charger equipped or change charger.
END OF CHAPTER
LEKTRO PAGE 4 - 154 03.04.11

Chapter 4 Servicing

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Chapter 4 Servicing

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SERVICING - AP8600 Chapter 4

.02 Aircraft Tug Serviceability: ....................................................................................... 4

.03 Responsibility: ........................................................................................................... 4

.04 Optional Service Kit: ................................................................................................. 4

2 Installation - External Components ................................................................................ 5

.02 Steering Wheel Installation: ...................................................................................... 5

.03 Upper Steering Assembly Installation: ....................................................................... 5

.04 Brake Pedal Installation: .......................................................................................... 5

.05 Operator Platform Installation: ................................................................................. 6

3 Service Specifications ...................................................................................................... 7

.02 Servicing and Inspection Schedule Cross Reference: .............................................. 8

.03 Lubrication and Fluid Requirements: ....................................................................... 9

.04 Torque / Fastener Specifications: .............................................................................. 13

4 Routine Servicing and Inspection ................................................................................... 16

LEKTRO PAGE 4 - 1 03.04.11

.02 Straps - Winch and Strut: ........................................................................................... 37

.03 Winch Assemblies: ..................................................................................................... 42

.04 Tires and Wheels: ...................................................................................................... 49

.05 Winter Tire Chains: ................................................................................................... 51

.06 Brakes: ....................................................................................................................... 53

.07 Steering: ..................................................................................................................... 62

.08 Suspension: ............................................................................................................... 67

LEKTRO PAGE 4 - 2 03.04.11

.10 Electrical Fuses: ........................................................................................................ 70

.11 Electronic Drive Controller: ...................................................................................... 71

.12 Drive Motor: .............................................................................................................. 138

.13 Hydraulic Pump Motor Assembly: ............................................................................. 140

5 Trouble Shooting ............................................................................................................. 142

.02 General: ..................................................................................................................... 142

.03 Hydraulic Problems: .................................................................................................. 142

.04 Electrical Problems:............................................................................................ 143

.05 Batteries: ................................................................................................................... 150

.06 Electronic Drive Controller : ..................................................................................... 152

.07 Battery Charger/s: ..................................................................................................... 154

LEKTRO PAGE 4 - 3 03.04.11

.01 Qualifications and Training:

.02 Aircraft Tug Serviceability:

It is Lektros responsibility to ensure that all information pertinent to this tugs

.04 Optional Service Kit:

Prior to applying any of the operating, servicing or maintenance pro-

LEKTRO PAGE 4 - 4 03.04.11

2 Installation - External Components

.02 Steering Wheel Installation:

.03 Upper Steering Assembly Installation:

.04 Brake Pedal Installation:

LEKTRO PAGE 4 - 5 03.04.11

2 Installation - External Components (cont.)

Tools required: Screwdriver, 9/16" wrench/socket, 3/4"wrench/socket

LEKTRO PAGE 4 - 6 03.04.11

YEARLY CYCLE 3 YEAR CYCLE

Actual Tug Hours

Strut & Winch Strap, Hook &

Battery Electrolyte Level Check/

Tire Inspection: Steer & Drive &

Brake Fluid & Pad Inspection &

Battery Top Clean, Battery/

Chassis & Steering Bearing/Chain

Hydraulic Fluid Check & Top Up as

Winch Cut-Off Switch (Optional)

Replace Strut & Winch Straps

Battery Compartment Washdown

Reduction/ Differential Gear Lube

Inspection/Servicing for Interval Week # or Hour #

LEKTRO SERVICE AND INSPECTION SCHEDULE

It is Lektros responsibility to ensure that all information pertinent to this tugs