ENGINE

G OVERNORS

GOVERNING ESD5550/5570 Series A MERICA

SYSTEM Speed Control Unit C ORP.®

Installation Adjustments
The speed control unit is rugged enough to be placed in
a control cabinet or engine mounted enclosure with other Before Starting Engine
dedicated control equipment. If water, mist, or condensation
may come in contact with the controller, it should be mount- Before starting the engine, check and/or adjust the POTs/
ed vertically. This will allow the fluid to drain away from the switches to the following settings. See Table 1 for the fac-
speed control unit. Extreme heat should be avoided. tory presets.
Start Engine
An overspeed shutdown device, independent of the gover-
nor system, should be provided to prevent loss of engine The speed control unit governed speed setting is factory set
control, which may cause personal injury or equipment dam- at approximately engine idle speed. (1000 Hz., speed sen-
age. Do not rely exclusively on the governor system electric sor signal) Crank the engine with DC power applied to the
actuator to prevent overspeed. A secondary shutoff device, governor system. The governor system should control the
such as a fuel solenoid, must be used. engine at a low idle speed. If the engine is unstable after
starting, turn the GAIN and STABILITY adjustments CCW
Wiring until the engine is stable.
Basic electrical connections are illustrated in Diagram 2 (for Adjusting Crank Termination (ESD5556 only)
the ESD5550, ESD5555 and the ESD5570) and Diagram 3
(for the ESD5556 only). Actuator and battery connections to To protect the engine from harm the CRANK TERMINATION
Terminals A, B, E, and F should be #16 AWG (1.3 mm2) or adjustment is factory set at full CCW [Lowest Setting]. To
larger. Long cables require an increased wire size to mini- adjust CRANK TERMINATION speed setting, rotate the
mize voltage drops. The battery positive (+) input, Terminal CRANK adjustment to full CW. Crank the engine and simul-
F, should be fused for 15 amps as illustrated. taneously turn the CRANK adjustment slowly CCW until the
proper crank termination speed is reached. In operation,
Magnetic speed sensor wires connected to Terminals C and when the cranking termination set point is reached, the green
D MUST BE TWISTED AND/OR SHIELDED for their entire CRANK LED will illuminate. (Cranking has terminated).
length. The speed sensor cable shield should ideally be con-
nected as shown in Diagram 2 or 3. The shield should be The ESD5556 is set for manual reset. To reinstate engine
insulated to insure no other part of the shield comes in con- cranking, battery power must be removed and then reap-
tact with engine ground, otherwise stray speed signals may plied which will recycle the control.
be introduced into the speed control unit. With the engine
stopped, adjust the gap between the magnetic speed sensor Adjusting Overspeed
and the ring gear teeth. The gap should not be any smaller
than 0.020 in. (0.45 mm). Usually, backing out the speed When the engine is running at the desired speed, push and
sensor 3/4 turn after touching the ring gear teeth will achieve hold the TEST button. Rotate the OVERSPEED adjustment
a satisfactory air gap. The magnetic speed sensor voltage CCW until the red OVERSPEED LED lights and the relay
should be at least 1 VAC RMS during cranking. energizes. Current to the actuator will be removed and the
Table 1 factory presets
Adjustment / Switch Potentiometer/Switch Setting Applicable Units
SPEED 25 turn 1470 Hz ± 50 Hz w/ min. trim all
GAIN 270° turn 50% all
STABILITY 270° turn 50% all
DROOP 270° turn 0% (CCW) all
IDLE 270° turn 1075± 75 Hz all
STARTING FUEL RAMP 270° turn 100% (CW) Maximum Fuel all
SPEED RAMP 270° turn 0% (CCW) Fastest all
OVERSPEED 25° turn 100% (CW) Highest all
CRANK TERMINATION 25° turn 0% (CCW) Lowest ESD5556 only
SWI Lead Circuit switch ON all
SW2 Soft Coupling switch OFF all

Governors America Corp., 720 Silver Street Agawam, MA 01001

phone: 413.786.5600 fax: 413.789.7736
www.governors-america.com ISO 9001
info@governors-america.com CERTIFIED
1
engine will shut off. begins to fall. Increase the STARTING FUEL slightly so
Release the TEST button. After the engine stops, press the that the idle speed is returned to the desired level.
RESET button or remove battery power. Restart the engine D. Stop the engine.
and it will return to the original speed setting. The overspeed
function is now set to approximately 10% above the request- One of two methods of operation for the ESD5550/5570
ed speed. may now selected. (See Table 2.)
If a different value of overspeed setting is required, raise the Table 2 Starting Method
engine speed to the desired overspeed value, i.e. 115%. Ro-
tate the OVERSPEED adjustment CCW until the red OVER- Method 1 Method 2
SPEED LED lights and the relay energizes. Start the engine and accelerate Start the engine and control
directly to the operating speed at an idle speed for a period of

⚠WARNING (Gen Sets, etc.). time prior to accelerating to the

operating speed. This method
Always use the relay contacts provided to separates the starting process
so that each may be optimized
shut down the system by a means other
for the lowest smoke emissions.
than the governor or actuator. It is recom-
mended that an overspeed protection sys- Remove the connection between Replace the connection be-
Terminals M & G. Start the en- tween Terminals M & G with a
tem be routinely tested and verified during gine and adjust the SPEED OR switch, usually an oil pressure
the scheduled service of equipment. RAMPING for the least smoke switch. Start the engine. If the
on acceleration from idle to rated starting smoke is excessive,
speed. If the starting smoke is the STARTING FUEL may need
Governor Speed Setting excessive, the STARTING FUEL to be adjusted slightly CCW. If
may need to be adjusted slightly the starting time is too long, the
The governed speed set point is increased by a CW rotation CCW. If the starting time is too STARTING FUEL may need to
of the SPEED adjustment control. Remote speed adjust- long, the STARTING FUEL may be adjusted slightly CW.
ment can be obtained with an optional 5K Speed Trim Con- need to be adjusted slightly CW.
trol. (See Diagram 1.) When the switch opens, adjust
the SPEED RAMPING for the
Governor Performance least amount of smoke when
accelerating from idle speed to
Once the engine is at operating speed and at no load, the rated speed.
following governor performance adjustment can be made.

A. Rotate the GAIN adjustment CW until instability devel- Idle Speed Setting
ops. Gradually move the adjustment CCW until stability
returns. Move the adjustment one division further CCW If the IDLE speed setting was not adjusted as detailed in
to insure stable performance. ‘Starting Fuel Adjustment’ section, then place the optional
B. Rotate the STABILITY adjustment clockwise until insta- external selector switch in the IDLE position. A CW adjust-
bility develops. Gradually move the adjustment coun- ment to the IDLE adjustment control will increase the idle
terclockwise until stability returns. Move the adjustment speed set point. When the engine is at idle speed, the speed
one division further to insure stable performance (270° control unit applies droop to the governor system to insure
pot). stable operation.
C. GAIN and STABILITY adjustments may require minor Speed Droop Operation
changes after engine load is applied. Normally, ad-
justments made at no load achieve satisfactory perfor- Droop is typically used for the paralleling of engine driven
mance. A strip chart recorder can be used to further generators.
optimize the adjustments.
Place the optional external selector switch in the DROOP po-
If instability cannot be corrected or further performance sition. DROOP is increased by CW rotation of the DROOP
improvements are required, refer below to the SYSTEM adjustment control. When in droop operation, the engine
TROUBLESHOOTING section. speed will decrease as engine load increases. The percent-
age of droop is based on the actuator current change from
Starting Fuel Adjustment engine no load to full load. A wide range droop is available
with the internal control. Droop level requirements above
The engine’s exhaust smoke at start-up can be minimized by 10% are unusual.
completing the following adjustments:
If droop levels experienced are higher or lower then these
A. Place the engine in idle by connecting Terminals M & G. required, contact GAC for assistance.
B. Adjust the IDLE speed for as low a speed setting as the
application allows. After the droop level has been adjusted, the rated engine
speed setting may need to be reset. Check the engines
C. Adjust the STARTING FUEL CCW until the engine speed speed and adjust that speed setting accordingly.

This document is subject to change without notice.

Caution: None of GAC products are flight certified controls including this item.
PIB1003 B
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 Wide Range Remote Variable Speed Operation
Accessory Input
Simple and effective remote variable speed can be obtained
The AUXiliary Terminal N accepts input signals from load with the ESD5550/5570 Series control unit using an external
sharing units, auto synchronizers, and other governor sys- potentiometer.
tem accessories. It is recommended that this connection
from accessories be shielded as it is a sensitive input ter- A single remote speed adjustment potentiometer can be
minal. used to adjust the engine speed continuously over a specific
speed range. Select the desired speed range and corre-
If the auto synchronizer is used alone, not in conjunction with sponding potentiometer value. (Refer to Table 3.) If the exact
a load sharing module, a 3Ω resister should be connected range cannot be found, select the next higher range poten-
between Terminals N and P. This is required to match the tiometer. An additional fixed resistor may be placed across
voltage levels between the speed control unit and the syn- the potentiometer to obtain the exact desired range. Con-
chronizer. nect the speed range potentiometer as shown in Diagram 1.

When an accessory is connected to Terminal N, the speed To maintain engine stability at the minimum speed setting,
will decrease and the speed adjustment must be reset. a small amount of droop can be added turn the DROOP
adjustment CW. At the maximum speed setting the gover-
When operating in the upper end of the control unit frequen- nor performance will be near isochronous, regardless of the
cy range, a jumper wire or frequency trim control may be droop adjustment setting.
required between Terminals G & J. This increases the fre-
quency range of the speed control to over 7000 Hz. Contact GAC for assistance if difficulty is experienced in ob-
taining the desired variable speed governing performance.
Accessory Supply
The +10 VDC regulated supply, Terminal P, can be utilized
to provide power to GAC governor system accessories. Up Diagram 1 Variable Speed Pot
to 20 mA of current can be drawn from this supply. Ground
reference is Terminal G. Caution: a short circuit on Terminal
P could damage the speed control unit.

Table 3 Variable speed range Potentiometer

Speed Range Potentiometer
900 Hz 1K *
2,400 Hz 5K
3,000 Hz 10K cw
3,500 Hz 25K
3,700 Hz 50K *Select Proper Potentiometer Value from Table 3.

SYSTEM TROUBLESHOOTING
SYSTEM INOPERATIVE
If the engine governing system does not function, the fault may be determined by performing the voltage tests described in Steps 1, 2, 3 and 4. [+] and [-]
refer to meter polarity. Should normal values be indicated as a result of following the troubleshooting steps, the fault may be with actuator or the wiring to
the actuator. See the actual publication for testing details.
Steps Terminals Normal Reading Probable Cause of Abnormal Reading
1 F(+) & E(-) Battery Supply Voltage 12 or 1. DC battery power not connected. Check for blown fuse.
24 VDC 2. Low battery voltage.
3. Wiring error.
2 C&D 1.0 VAC RMS min., while 1. Gap between speed sensor and gear teeth too great. Check gap.
cranking. 2. Improper or defective wiring to the speed sensor. Resitance between Terminals C & D
should be should be 30 to 1200 Ω.
3 P(+) & G(-) 10 VDC, Internal Supply. 1. Short on Terminal P. (This will cause a defective unit.)
2. Defective Speed Control.
4 F(+) & A(-) 1.0 - 2.0 VDC while cranking. 1. Speed Adjustment set too low.
2. Short/open in actuator wiring.
3. Defective speed control.
4. Defective actuator. See Actuator Troubleshooting.

This document is subject to change without notice.

Caution: None of GAC products are flight certified controls including this item.
PIB1003 B
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 UNSATISFACTORY PERFORMANCE
If the engine governing system functions poorly, preform the following test.
Symptom Test Probable Fault
Engine overspeeds. 1. Do not crank. Apply DC power to 1. Actuator goes to full fuel. Then, disconnect speed sensor at Terminals C & D. If the actuator is still at full fuel - the
the governor system. speed control is defective. If the actuator is still at minimum fuel fuel position - erroneous spped signal. Check speed
sensor data.

2. Manually hold the engine at the 1. If the voltage speed reading is 1.0 to 2.0 VDC; a.) SPEED adjustment is set above desired speed. b.) Defective
desired running speed. Measure the speed control unit.
DC voltage between Terminals A (-) & 2. If the voltage reading is above 2.0 VDC; a.) Actuator or linkage binding.
F(+) on the speed control unit. 3. If the voltage reading is below 1.0 VDC; a.) Defective speed control unit.
4. Gain set too low.

Actuator does not energize fully. 1. Measure the voltage at battery while 1. If the voltage is less than 7VDC for a 12VDC system or less than 14VDC for a 24VDC system, replace the battery if
cranking. it is weak or undersized.

2. Momentarily connect Terminal A & 1. Actuator or battery wiring in error.

F. The actuator should move to full 2. Actuator or linkage bringing.
throttle position. 3. Defective actuator. See actuator troubleshooting.
4. Fuse opens. Check for short in actuator or actuator wiring harness.

Engine remains below desired 1. Measure the actuator output. 1. If voltage measurement is within approx. 2 volts of the battery supply voltage, then fuel control restricted from reach-
governed speed. Terminal a & B, while running under ing full fuel position. Possible due to interference from the mechnical governor, carburetor spring or linkage alignment.
governor control. 2. Speed setting too low.

Insufficient Magnetic Speed Signal

Conduction is when the interfering signal is conducted
A strong magnetic speed sensor signal will eliminate the through the interconnecting wiring to the governor system
possibility of missed or extra pulses. The speed control unit electronics. Shielded cables and installing filters are com-
will govern well with 0.5 volts RMS speed sensor signal. A mon remedies.
speed sensor signal of 3 volts RMS or greater at governed
speed is recommended. Measurement of the signal is made In severe high-energy interference locations such as when
at Terminals C and D. the governor system is directly in the field of a powerful
transmitting source, the shielding may require to be a spe-
The amplitude of the speed sensor signal can be raised cial EMI class shielding. For these conditions, contact GAC
by reducing the gap between the speed sensor tip and the application engineering for specific recommendations.
engine ring gear. The gap should not be any smaller than
0.020 in (0.45 mm). When the engine is stopped, back the Instability
speed sensor out by 3/4 turn after touching the ring gear
tooth to achieve a satisfactory air gap. Instability in a closed loop speed control system can be
categorized into two general types. PERIODIC appears to
Electromagnetic Compatibility (EMC) be sinusoidal and at a regular rate. NON-PERIODIC is a
random wandering or an occasional deviation from a steady
EMI SUSCEPTIBILITY - The governor system can be ad- state band for no apparent reason.
versely affected by large interfering signals that are conduct-
ed through the cabling or through direct radiation into the Switch C1 controls the “Lead Circuit” found in the
control circuits. ESD5550/5556/5570. The normal position is “ON.” Move the
switch to the “OFF” position if there is fast instability in the
All GAC speed control sensors contain filters and shielding system.
designed to protect the unit’s sensitive circuits from mod-
erate external interfering sources. Although it is difficult to Switch C2 controls an additional circuit added in the
predict levels of interference, applications that include mag- ESD5550/5570 that is designed to eliminate fast erratic gov-
netos, solid sate ignition systems, radio transmitters, voltage ernor behavior, caused by very soft or worn couplings in the
regulators or battery chargers should be considered suspect drive train between the engine and generator. The normal
as possible interfering sources. position is “OFF.” Move to the “ON” position if fast erratic en-
gine behavior due to a soft coupling is experienced.
If it is suspected that external fields, either those that are
radiated or conducted, are or will affect the governor sys- The PERIODIC type can be further classified as fast or slow
tems operation, it is recommended to use shielded cable for instability. Fast instability is a 3 Hz. or faster irregularity of
all external connections. Be sure that only one end of the the speed and is usually a jitter. Slow periodic instability is
shields, including the speed sensor shield, is connected to a below 3 Hz., can be very slow, and is sometimes violent.
single point on the case of the speed control unit. Mount the
speed control to a grounded metal back plate or place it in a If fast instability occurs, this is typically the governor respond-
sealed metal box. ing to engine firings. Raising the engine speed increases the
frequency of instability and vice versa. In this case, plac-
Radiation is when the interfering signal is radiated directly ing switch C1 in the “OFF” position will reduce the speed
through space to the governing system. To isolate the gover- control unit’s sensitivity to high frequency signals. Readjust
nor system electronics from this type of interference source, the GAIN and STABILITY 1or optimum control. Should in-
a metal shield or a solid metal container is usually effective. stability still be present, the removal of E1 to E2 jumper may
help stabilize the engine. Post locations are illustrated in

This document is subject to change without notice.

Caution: None of GAC products are flight certified controls including this item.
PIB1003 B
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Diagram 1. Again, readjust the GAIN and STABILITY for sure to check linkage during engine operation. Also look at
optimum control. Interference from powerful electrical sig- the engine fuel system. Irregularities with carburetion or fuel
nals can also be the cause. Turn off the battery chargers injection systems can change engine power with a constant
or other electrical equipment to see if the system instability throttle setting. This can result in speed deviations beyond
disappears. the control of the governor system. Adding a small amount
of droop (Jumper K-L) can help stabilize the system for trou-
Slow instability can have many causes. Adjustment of the bleshooting.
GAIN and STABILITY usually cures most situations by
matching the speed control unit dynamics. If this is unsuc- NON-PERIODIC instability should respond to the GAIN con-
cessful, the dead time compensation can be modified. Add trol. If increasing the gain reduces the instability, then the
a capacitor from posts E2 to E3 (negative on E2). Post loca- problem is probably with the engine. Higher gain allows the
tions are illustrated in Diagram 1. Start with 10 mfds, and governor to respond faster and correct for disturbance. Look
increase until instability is eliminated. The control system for engine misfirings, an erratic fuel system, or load changes
can also be optimized for best performance by following this on the engine generator set voltage regulator. If the throttle
procedure. is slightly erratic, but performance is fast, move switch C1 to
the “OFF” position. This will tend to steady the system.
If slow instability is unaffected by this procedure, evaluate
the fuel system and engine performance. Check the fuel If unsuccessful in solving instability, contact GAC for assis-
system linkage for binding, high friction, or poor linkage. Be tance.

Specifications
PERFORMANCE ENVIRONMENTAL

Isochronous Operation/Steady State Stability ...................±0.25% or better Ambient Operating Temperature Range.......-40° to +180°F (-40° to +85°C)
Speed Range/Governor……………………………....1K-7.5K Hz continuous Relative Humidity .........................................................................up to 95%
Speed Drift with Temperature................................................±1% Maximum All Surface Finishes.........................Fungus Proof and Corrosion Resistant
Idle Adjust CW...................................................................60% of set speed RoHS Regulation...........................................................................Compliant
Idle Adjust CCW.............................................................Less than 1200 Hz.
Crank Termination Adjustment Range.....................................300-2200 Hz. RELIABILITY
Droop Range.................................................................... 1 - 5% regulation*
Droop Adj. Max. (K-L Jumpered) ..........400 Hz., ± 75 Hz. per 1.0 A change Vibration...........................................................................1G @ 20 -100 Hz.
Droop Adj. Min. (K-L Jumpered)................15 Hz., ± 6 Hz. per 1.0 A change Testing .................................................................100% Functionally Tested
Speed Trim Range ........................................................................± 200 Hz.
Remote Variable Speed Range .................500 - 7.5 Hz. or any part thereof PHYSICAL
Speed Switch Adjustment Range........................................1000-10000 Hz. Dimensions .........................................................See Outline (DIAGRAM 1)
Terminal Sensitivity Weight ...........................................................................1.8 lbs. (820 grams)
J ...............................100 Hz., ± 15 Hz / Volt @ 5.0 K Impedance Mounting---------------------------------------------Any Position, Vertical Preferred
L ................................735 Hz., ± 60 Hz / Volt @ 65 K Impedance
N.............................148 Hz., ± 10 Hz / Volt @ 1 Meg Impedance COMPLIANCE / STANDARDS
P.....................................................10 VDC Supply @ 20 ma Max
Speed Switch Adjustment Range........................................1000-10000 Hz. Agency…...........................................................................CE Requirements

INPUT POWER

Supply...........................................................12 or 24 VDC Battery Systems

(Transient and Reverse Voltage Protected)** *Droop is based on a speed sensor frequency of 4000 Hz. and an actuator current change of 1 amp
Polarity......................................................Negative Ground (Case Isolated) from no load to full load. Applications with higher speed sensor signals will experience less percent-
age of droop. Applications with more actuator currant change will experience higher percentages of
Power Consumption........................50 mA continuous plus actuator current droop. See droop description for specific details on operation of droop ranges. When used with the
ADC100 actuator the droop percentage will he less due to the actuators low current consumption.
Actuator Current Range @ 77°F (25°C) - (Inductive Load)............................
..................................................Min. 2.5Amps.. Max. 10Amps continuous*** **Protected against reverse voltage by a series diode. A I5 amp fuse must be installed in the posi-
tive battery lead.
Speed Sensor Signal.......................................................0.5-120 Volts RMS
***Protected against short circuit to actuator (shuts off current to actuator), unit automatically turns
Speed Switch Relay Contacts (N.O. and N.C.)...............................10 Amps back on when short is removed.

This document is subject to change without notice.

Caution: None of GAC products are flight certified controls including this item.
PIB1003 B
5
Diagram 2 System Wiring and Outline (for ESD5550, Esd5555 and Esd5570 only)
6.00
(152)
5.25
Ø0.27 (7) (133)

O.S.
TEST

1 OFF ON 2
LEAD SOFT
CIRCUIT COUPLING
OVERSPEED ON OFF

GA MERICA 1 2 3 RESET TEST

C OVERSPEED

SPEED CONTROL UNIT

MODEL: ESD55xx SPEED

S/N :
GAIN
MADE IN AGAWAM, MA U.S.A.

STABILITY
6.50 6.00 OVER
(165) (152) STARTING SPEED SPEED
FUEL RAMPING
DEAD TIME
CAUTION DROOP
COMPENSATION
ENGINE SPEED CONTROL
COMPONENT. WHEN INSTALLING
JUMPER
OR SERVICING, REFER TO
PRODUCT PUBLICATION

PICK-UP - + IDLE
ACTUATOR BATTERY 10V
AUX OUTPUT
A B C D E F G H J K L MN P

OPTIONAL ACTUATOR ACCESSORY POWER

CABLE SHIELDING TO SUPPLY
MEET CE DIRECTIVE
ACCESSORY INPUT
* ADD JUMPER FOR 12V
BATTERY OR ACTUATOR
ACTUATOR CURRENTS ABOVE 5A

CW GROUND REFERENCE
MAGNETIC
CLOSE FOR DROOP
PICK-UP

SPEED TRIM
_ CONTROL - 5K CLOSE FOR IDLE
+ S1
FUSE
BATTERY 15A MAX

SEE SPECIFIC ACTUATOR PUBLICATION FOR PROPER

* WIRING OF ACTUATOR BASED ON BATTERY VOLTAGE

This document is subject to change without notice.

Caution: None of GAC products are flight certified controls including this item.
PIB1003 B
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Diagram 3 System Wiring and Outline (for Esd5556 only)

6.00
(152)
5.25
Ø0.27 (7) (133)

O.S.
CRANK TEST
OVERSPEED
O.S.
RESET

GA 1 2 3 4 5 6 1 OFF 2

C
ON
LEAD SOFT
CIRCUIT COUPLING
ON OFF

SPEED CONTROL UNIT

CRANK
MODEL: ESD5556 SPEED
S/N :
GAIN
MADE IN AGAWAM, MA U.S.A.

STABILITY OVER
6.50 6.00
(165) (152)
SPEED
STARTING SPEED
FUEL RAMPING
DEAD TIME
CAUTION DROOP
COMPENSATION
ENGINE SPEED CONTROL
COMPONENT. WHEN INSTALLING
JUMPER
OR SERVICING, REFER TO
PRODUCT PUBLICATION

PICK-UP - + IDLE
ACTUATOR BATTERY 10V
AUX OUTPUT
A B C D E F G H J K L MN P

OPTIONAL ACTUATOR ACCESSORY POWER

CABLE SHIELDING TO SUPPLY
MEET CE DIRECTIVE
ACCESSORY INPUT
* ADD JUMPER FOR 12V
BATTERY OR ACTUATOR
ACTUATOR CURRENTS ABOVE 5A

CW GROUND REFERENCE
MAGNETIC
CLOSE FOR DROOP
PICK-UP

SPEED TRIM
_ CONTROL - 5K CLOSE FOR IDLE
+
FUSE
BATTERY 15A MAX

SEE SPECIFIC ACTUATOR PUBLICATION FOR PROPER

* WIRING OF ACTUATOR BASED ON BATTERY VOLTAGE

This document is subject to change without notice.

Caution: None of GAC products are flight certified controls including this item.
PIB1003 B
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 Declaration of Conformity
Application to Council Directives Heavy and Light Industrial Applications
Standard to which Conformity is Declared EN55011, EN50081-2, and EN50082-2
Manufacturer’s Name GOVERNORS AMERICA CORP.
Manufacturer’s Address Agawam, MA 01001 USA
Importer’s Name _______________________________
Importer’s Address _______________________________
Type of Equipment Electronic Speed Control Unit
Model Number ESD5550/5570 Series
Serial Number Above V 0000
Year of Manufacture 1999 and later

I, the undersigned, hereby declare that the equipment specified above conforms to the above
Directive and Standards.

Place: Agawam, MA USA Full Name:

Date: May 6, 1999 Position: President and CEO

In order to be in compliance with the above directives, the installer is obligated to install the equipment in strict accordance with the
following special instructions and guidelines.
1. The speed control unit must be mounted against the metal ground plane with four bolts, which make positive electrical
connections between the case and the back plane.
2. The magnetic pickup must be connected to the speed control using shielded cable as shown in the wiring diagram.
3. All shielded cable connections to the speed control must be connected to the case at the corner threaded connections per the wiring diagram.
4. Shielded cable for the actuator is recommended to minimize the actuator’s slight movement during fast high voltage
transients. The installer’s choice of not using shielded cable may cause the actuator to move more than slightly during
these transients. However, no failures should be experienced.
5. The installer must refer to the wiring diagram in the literature for proper electrical connections.

This document is subject to change without notice.

Caution: None of GAC products are flight certified controls including this item.
PIB1003 B
8