CONTENTS

1. RELEASE OF SYSTEM …………3

2. DATA SHEETS ………..6

3. SYSTEM TECHINICAL SPECIFICATION ………..7

4. MISCELLANEOUS TECHINICAL INFORMATION ……….14

5. MAINTENANCE ……….19

2
1.RELEASE OF SYSTEM

1.1 OPERATING INSTRUCTIONS

3
1.1 OPERATING INSTRUCTION

1.1.1 CO2 TOTAL FLOODING SYSTEM-GENERAL

The CO2 extinguishing system utilizes a bank CO 2 cylinders, normally
located in the CO2 room. The number of cylinders required depends upon
the volume of the protected space. Discharge of the extinguishing agent
is accomplished by means of a control box which is normally situtated at
the exit from the protected space. A duplicate control box may be fitted in the CO2
room and fire control station. The control box contains a source of pilot CO2 and
the means by which it is released ; the pilot CO2 is piped to pressure-operated
release heads in the required number of CO2 cylinders.
1.1.2 MAIN VALVES
Where more than one space is protected by the same bank or CO2 cylinders,
pressure-operated direction valves (main valve) are fitted into branch
pipes leading off the main discharge manifold. The main valve is operated
by the pilot cylinder and opened earlier than the CO2 valve is opened.
1.1.3 AUDIBLE & VISUAL ALARMS
Audible or visual alarms are normally operated via a door micro switch
on the control box. Shutdown of ventilation system is achieved by
opening of control box.
1.1.4 CO2 EXTINGUISHING SYSTEM
The CO2 extinguishing system unitizes a bank of CO2 cylinders,
normally located in the CO2 room. The number of cylinders required
depends upon volume of the protected space.
Discharge of the extinguishing agent is accomplished by means of
opening concerned stop valve, cylinder valves by manual.
1.1.5 CO2 TOTAL FLOODING SYSTEM
a. Before operating the system. Determine accurately the compartment
on fire and ensure no personnel are in that compartment. To increase
the effectiveness of the system thoroughly wet tarpaulins and canvas
cover of hatches and seal all openings, ventilators, ports sounding
piping leading to compartment afire.
b. Go to valve manifold containing valve feeding space afire open that
control valve.
c. Discharge into compartment afire the exact number of cylinders as
specified in the squares for the corresponding compartment in the above
diagram. Go to the CO2 cylinder room and discharge CO2 from the number
of cylinders specified, to discharge CO2 from the cylinders rotate
the valve anticlockwise.

4
d. At each following half hour interval.
Discharge into the compartment the exact number of cylinders specified
in the circle for the corresponding compartment in the diagram.
Continue this procedure until the supply of carbon dioxide is exhausted
or it is certain that the fire is extinguished.
e. During the above and until arrival in port keep all openings sealed,
tarpaulins and hatch covers wet and control valve open.
f. Do not open the hatches or other openings of compartment flooded with
CO2 until arrival at port. This is to permit burned cargo to cool
and prevent rekindling of the fire.

NOTE – If fire is confined to two compartments located one above the other,
Flood lower compartment first.

5
2. DATA SHEETS

SEE ATTACHED PROJECT DRAWING

6
 3. SYSTEM TECHNICAL SPECIFICATION

3.1 CARBON DIOXIDE FIRE EXTINGUISHING SYSTEM …8

3.2 TYPE OF FIRE ………………9

3.3 CARBON DIOXIDE STORAGE ………………10

3.4 CYLINDER VALVE ………………10

3.5 PRESSURE ACTUATOR ………………10

3.6 PILOT LOOP ………………11

3.7 MANIFOLD ARRANGEMENT ………………11

3.8 PRESSURE OPERATED MAIN VALVE ………………11

3.9 VENTING OF PILOT LINE ………………12

3.10 VENT-BLEED TYPE FOR PILOT LINE ……………..12

3.11 CONTROL BOX ………………13

7
3.1 CARBON DIOXIDE FIRE EXTINGUISHING SYSTEM

3.1.1 PRINCIPLE
Carbon dioxide (CO2) is standard commercial product with many
other uses and it is readily available throughout the world.

At normal temperatures and pressure carbon dioxide is an odourless

and colourless inert gas with a density of approximately 50 percent greater
than density of air.

As an extinguishing agent, CO2 has some desirable features.

3.1.2 CLEANLINESS
It is an insert gas, non-corrosive with no harmful effect on most
materials. It will not contaminate foodstuff.
It disperses leaving no materials trace.
3.1.3 NON-CONDUCTIVITY
It has great dielectric strength and can be applied safely to live
electrical equipment.
3.1.4 PENETRATION
It is discharged as a gas and it will penetrate into otherwise
inaccessible positions.
3.1.5 APPLICATION
It provides its own pressure for discharging though valves, pipe
work and nozzles.
CO2 extinguishes fire by reducing the oxygen content in the
atmosphere to a point where it will not support combustion.

Reducing the oxygen content from the normal 21% in air to 15% will
extinguish most surface fires ; for some materials, however, it must be
reduced even lower.
3.1.6 HAZARD TO PERSONNEL
The discharge of large amounts of CO2 to extinguish fire may
create hazards to personnel such as oxygen deficiency and reduced
visibility.

The dilution of the oxygen in the air, by the CO2 concentration that
Will extinguish fire, may create atmospheres that will not sustain life.
Such atmospheres will be produced in spaces protected by CO2
total flooding and may by produced by any large volume discharge
8
 drifting into adjacent low places.
Persons rendered unconscious in these atmospheres can usually be
revived without any permanent ill effects when promptly removed from
such atmospheres.
Large volume discharges or CO2 may seriously interfere with
visibility during and immediately after the discharge period.
Carbon dioxide is normally colourless,but when discharged from a storage
cylinder pressure it resembles a cloud.

3.2 TYPE OF FIRE

Fires which can be extinguished of controlled by CO2 total flooding
methods may by divided into two categories, namely ; -
1) surface fires involving flammable liquids, gases and solids, and
2) deep-seated fires involving solids subject to smouldering.
3.2.1 SURFACE FIRE
Surface fires are the most common hazard particularly adaptable to
extinguishment by total flooding systems. They are subject to prompt
extinguishment when CO2 is quickly introduced into the space in
sufficient quantity to overcome leakage and provide an extinguishing
concentration for the particular materials involved.

Machinery spaces, pump rooms, paint and lamp store, etc, are spaces
likely to produce surface type fires.

While surface burning can be quickly extinguished there may be some

smouldering material and hot metal surfaces.
The CO2 concentration should be held for a time to allow materials to
cool beyond re-ignition point.
3.2.2 DEEP-SEATED FIRES
Fires in general cargo usually come within this category and this type
of fire cannot be extinguished quickly.

The CO2 will extinguish the active surface burning but the smouldering
material must be allowed to remain in an inert atmos ph ere for a long
period of time to allow large masses of material to cool.

It is important to make the cargo space as gas tight as possible by

closing openings which would allow CO2 to leak away and to admit fresh
air.

The CO2 quantity carried is a limited amount and the best possible use
9
 should be made of that which is available. The effectiveness of the CO2
will be increased by making sure that openings to the space on fire are
closed.

It is important that as little delay as possible is allowed before

operating the CO2 system but the work of checking the location of the
and the closing of openings is time well spent.

3.3 CARBON DIOXIDE STORAGE

The carbon dioxide is stored as a liquid, under pressure, in high pressure
steel cylinders. Each cylinder if filled with liquid CO2 e q u a l to two
thirds of the internal volume of the cylinder.

The pressure within the cylinder varies with changes in amb ient
temperature ; the pressure increases with rising temperature at 21°C the
pressure would be 58.6 bar(850 lb/in2).

Each cylinder valve incorporates a safety disc designed to rupture and

d is cha rg e the CO2 contents at a pressure safety below the cylinder test
pressure.

Care must be taken, therefore, to ensure that the CO2 cylinders are not
i n s t a ll e d in a position where the temper at ure is likely to e x c e e d
46°C(115°F).

3.4 CYLINDER VALVE

Each cylinder is fitted with a valve can be opened pneumatically (by gas
pressure) or mechanically and manually when the appropriate actuator is
fitted to it.

The valve is opened by depressing an actuator rod, the end of which

is recessed into the valve body. The actuator rod is recessed into the
body so that the valve cannot be accidentally operated while the
cylinder is being handled during installation and maintenance.

3.5 PRESSURE ACTUATOR

When the CO2 system is to be operated automatically or when number of
cylinders are to be manually operated, the cylinder valves are fitted with
pressure actuators.
10
 The fitting of pressure actuators allows the simultaneous operation of
cylinder valves by using pilot CO2 gas pressure.

The pressure actuator is a small piston device which, when pilot gas
pressure is a applied, depresses the cylinder valve actuator rod and opens
the valve.

Each pressure actuator is fitted with a small lever which is secured by a

removable safety pin. This lever is provided for emergency use and the
operation of the lever will discharge CO2 from that cylinder only.

3.6 PILOT L O O P
The pressure actuators are interconnected by small bore, flexible
pipes(pilot loop), connected to the gas inlet ports of the pressure
actuators.

Operating CO2 gas can therefore be applied simultaneously to a all

cylinder valve pressure actuators.

3.7 MANIFOLD ARRANGEMENT

The CO2 gas outlets of the cylinder valves are connected to a common
manifold pipe running over the row of cylinders.
Each cylinder valve gas outlet is connected to the manifold pipe by a
flexible hose.

Each connection point on the manifold pipe in corporates a check valve to

provide for the removal of one or more cylinders from to bank without
rendering the system inoperative.

If one or more cylinders are to be removed from the bank, the pressure
actuators are detached from the cylinder valve, without disconnection of
the pilot loops so that this, together with the abovementioned check valve
in the manifold connection, enables the system to be operated.

3.8 PRESSURE OPERATED MAIN VALVE

Where several spaces are protected from one control bank of CO2 cylinders,
a distribution valve for each protected space is installed on a common
CO2 feed pipe from the cylinder bank. For a fire in one of the spaces the
appropriate valve is opened to direct the CO2 to that space.

11
 The distribution valve is normally operated by using pilot CO2 gas
pressure.

Pilot CO2 (operating CO2) is applied to the valve actuator inlet port.
Pilot CO2 depresses the piston, opens the valve and it then flows from an
outlet port to the cylinder valve pressure actuators to discharge the main
fire fighting CO2.

When the pilot CO2 pressure is removed from the valve actuator, the valve
will automatically close.

The valve is provided with a manual operating handwheel (3”,4” & 6”

valves have a handwheel). This manual facility is for emergency use.

It the manual handweel is operated while pilot CO2 pressure is applied

to the valve actuator, the valve will not close until the manual handwheel
is restored to its original(valve shut) position.

Note) For 3/4” POD V/V, please don’t loose the adaptor of 3/4” POD V/V
at your side to avoid any problem.
If you need to replace the pipe line, please contact to NK CO., LTD.

3.9 VENTING OF PILOT CO2

When the CO2 s y s t e m is pressure operated, pilot CO2 is conveyed from
the source to the actuators through an individual pipe which is not
connected with the main CO2 fire fighting pipe work.
The pilot CO2 must, therefore, be vented to atmosphere after the main CO2
has discharged.

Venting of pilot CO2 can be do ne manually by providing a small valve at

the end of the pilot CO2 line. This has the d i s a d v a n t a g e that someone
has to remember to operate the valve and remember to close it afterwards.

It is preferable to arrange for automatic venting of the pilot CO2 and this is
achieved by using a bleed type vent.

3.10 VENT-BLEED TYPE FOR PILOT LINE

This small vent assembly is s cre wed a unused part on a cylinder valve

12
 pressure actuator or, if necessary, connected into the pilot CO2 line.

When fitted, the vent provides a very small leak(bleed) in the pilot
CO2 line. When the system is operated, pilot CO2 commences to bleed
away immediately to atmosphere.

The data at which pilot CO2 is vented is slow enough to maintain adequate
operating pressure in the pilot line system far in excess of the time taken for
the main CO2 discharge.

3.11 CONTROL BOX

The system is initiated by a supply of CO2 separate from the fire fighting
CO2 in marine systems pilot CO2 is stored in a small cylinder which is
not permanently connected with the main pilot system pipe work.

In the event that fire fighting CO2 is to be released, the small pilot
CO2 cylinder is connected to pilot CO2 pipe and its contents discharged.
The pressure thus provided will, via the pilot CO2 pipe, operated the main
cylinder and the pressure operated distribution valve if fitted.
For reasons of safety and security the pilot CO2 cylinders are kept in a
box of cabinet fixed to the bulkhead near the protected space. The pilot
CO2 pipe from the main cylinders and distribution valve terminates inside
this box.

The control box is arranged that the control box door will operate a
switch when it is in the open position, to initiate audible and visual
alarms.

A p r es su r e in dic at or is fitted the pilot line inside control box to

show the pilot CO2 pressure.

There are several variants of control box, depending upon the requirements
of individual system. A project data sheet showing the type fitted to
this vessel is incorporated in the appropriated section at the back of
this manual.
However, all cases the principle of operation is the same.

13
 4.MISCELLANEOUS TECHINICAL INFORMATION

4.1 FIRE IN ENGINE ROOM …………15

4.2 GENERAL RULES FOR FIRE EXTINGUISHING ………..17

14
4.1 FIRE IN ENGINE ROOMS
Smaller fires in the engine room should be extinguished immediately using
the available portable fire extinguishers or water and foam handlines.

If the extinguishing fails and it is necessary to leave the room due

to the heat and smoke, fuel oil units including transfer pump, super
ejectors and separators in operation should be stopped.

At the same time all fans are stopped, all opening closed, and fire alarm
is given.

At the instruction of the master the CO2 extinguishing system for total
flooding of the engine room, should be released in accordance with the
instruction detailed at the control box.

At concentration of 35% / 40% is developed in the engine room within 2

minutes. This reduces the oxygen content of the air to less than 15%
at which level it will not support combustion.

As there may be local hot sports in the room, which could cause the fire
to break out again when the room is aired, the room should be kept
tightly closed until it is absolutely certain that sufficient cooling and
therefore. Complete extinguishing has been achieved.

During and after extinguishing all spaces adjacent to the engine room
should be frequently checked or preferably continuously watched so as to
prevent spreading of the fire by for e x a m p le overheating of bulkheads.
If necessary these can be cooled by water fog.

When the fire has been extinguished the room must be thoroughly aired and
inspected before it is used again, due to the effects of carbon dioxide
it is dangerous to enter the room before the CO2 contents have been
reduced to about 3-4%. Therefore, it should be properly checked by

15
lowering a safety lamp or a wad of cotton waste soaked in ammonia
into the room, or by a CO2 indicator, that the CO2 concentration is
safe, it is safe provided the lamp is not extinguished or the was of
cotton waste does not give off white fumes.
Even so a fresh air apparatus and lifeline should be used when first
checking the room.

If there is any reason to believe that persons have been trapped by the
fire or the release of CO2 a rescue party must be organized immediately.
The party mist be equipped with fresh air apparatus (not ordinary smoke
masks) and the victims, if unconscious, must be given artificial
respiration as soon as they have been brought out.
An engine room fire will always involve a high risk to the safety of the
ship and its crew. It is therefore essential that the above procedure is
followed promptly and fire properly extinguished.

Masks with smoke filter protect against smoke but not against carbon
monoxide of carbon dioxide. In spaces where these gases are present, or
the air is for some other reason difficult in oxygen, persons enter in the
space must be equipped with breathing apparatus.

During a fire all adjacent spaces including spaces under and over the
space on fire must be kept under observation, for instance by temperature
measurements, so as to prevent spreading of the fire through bulkheads and
decks.

It is also advisable to check regularly throughout the ship, especially

where large ventilation plants may increase the spreading of smoke and
heat. If there is a fire in the cargo spaces particular attention must be paid
air to pipes from these spaces which pass through deck houses ; as, the heat from
such pipes has been known to set such houses of fire.
The best way of cooling down decks and bulkheads adjacent to the space on
fire by using water fog, which also minimizes water damage.

Highly hazardous cargo such as compressed gas cylinders, which may

explode if heated, should if possible be removed from the seat of fire and
its surroundings, and be cooled heating.
Pressure cylinders intended for gases other than acetylene must not be

16
 used after being subject to strong heating until they have been examined
by the manufacturer or a competent authority.
After extinguishing of the fire, the seat of fire should be watched until
there is no risk of reignition. Also space adjacent to the seat of fire
should be. Watched and if possible examined to make sure that the fire has
not spread to these.

If cold stored, adjacent to the space which has been on fire are insulated
with cork, it is very important that these cold stores go carefully
examined and watched for a suitable time after extinguishing of the fire
as the heat of the fire may spread through steel bulkheads or steel decks
causing ignition or such a strong heating of the cork insulation that
explosive hot gases are released. Therefore, naked flames must not be
used in cork insulated cold store or near these as long as there is any
risk of hot gases being present.

Fire in cork normally spreads slowly as long as the insulation is not

burnt through, but will burst into flames when it eventually burns through.
Thus many hours may pass from initial ignition of the cork until the fire
is observed.

4.2 GENERAL RULES FOR FIRE EXTINGUISHING

If a fire is found on board it must be extinguished immediately with
the available equipment, and the fire alarm must be given.

When the alarm sounds the ship’s officers and crew should immediately
follow the standing instructions laid down in the ship’s fire plan.

Portable fire extinguishers are essentially first-aid units and contain

only a limited quantity of fire extinguishing agent. Therefore, such
extinguishers should not be used until the location of the fire is
properly determined.

Rescue of persons in danger must be started as quickly as possible. Quiet

and controlled action-especially from the personnel in charge is necessary
so as to avoid panic.

The master of duty officer should check on the situation immediately and

17
decide whether the fire should be extinguishing equipment.
The master must decide if the life boats are to be launched, and if the
ship is to be turned to reduce the risk if spreading the fire and to
assist extinguishing.
The air supply to the space on fire and all adjacent space must be shut
off as quickly as possible by stopping all fans, closing vents and oil
pipes, and by closing all other openings. However, hatches and vents must
not be closed. In case the fire involves the chlorates which contain

their own oxygen, and which cannot, therefore, be extinguished by

smothering.

During extinguishing poisonous carbon dioxide may be released where

combustion is incomplete, and which may give rise to explosion. Therefore,
if air is suddenly let into a smoke-filled room, a smoke gas explosion may
happen, which may cause spurts of flame and further outbreaks spreading
of the fire.

Care must always betaken before opening a during and smoke-filled room,
and fire extinguishing equipment must be ready for immediate use.

Further if should be noted that heat from a fire may develop explosive
gases in spaces which have not been in direct contact with the fire Thus
soya bean oil in a deep tank which are exposed to heat from a fire can evolve
methane, which is highly flammable.

It is therefore essential to check during and after a fire if flammable

gases have been evolved in any space. naked flames mist not be used at
or near places where has been a fire, of where explosive gases might be
present, until it has been checked that the spaces are safe.

18
 5. MAINTENANCE

5.1 FIRE DRILL ……..20

5.2 SERVICE ARRANGEMENTS ………20

5.3 PIPES ……..20

5.4 CO2 CYLINDER BANK ………21

5.5 PRESSURE TESTING .…….22

5.6 REMOVAL AND RE-INSTALLATION OF

PRESSURE OPERATED CO2 CYLINDER …….23

19
5. MAINTENANCE
5.1 FIRE DRILL
In order to familiarize the crew with the operation of the CO2 system,
it is recommended that a fire drill is held regularly.

It is advisable to assume that a fire has occurred and have the crew
perform the operations that would be necessary to bring the CO2 system
into action. Clearly, controls such as the operating levers on the
main bank CO2 cylinders must not be operated, otherwise CO2 would be
released.

During this exercise it is advisable to take the opportunity to inspect as

much of the installation as is possible for damage or evidence of some
derangement.

If CO2 distribution valves are opened, make sure that each valve is
finally closed.

5.2 SERVICING ARRANGEMENTS

The system should be serviced at least once a year, preferable be the
NK CO., LTD. or service agent.
The following instructions are for use if NK servicing facilities are
not available. In case of Air blowing through the distribution pipe, 7 bar
to be applied by only in case the main v/v is closed. Function of Main v/v
to be opened and closed by manual at least once per six months.

5.3 PIPES
Pipes lines throughout should be examined for damage, sign of carbon
dioxide to remove dirt which may have accumulated and to prove them
clear. A connection into main manifold is normally provided for this
purpose.

IMPORTANT NOTE
WATER AND ANY GAS UNDER PRESSURE, WITHOUT TAKING PROPER PRECAUTIONS,
REPORT, MUST NOT BE APPLIED TO PILOT CO2 PIPE LINES AS THIS COULD
RESULT IN RELEASE OF CYLINDER VALVES AND OPENING OF MAIN DISTRIBUTION
20
 VALVE. OXYGEN MUST NOT BE USED TO BELOW THROUGH PIPES.

While pipes are being blown though, the opportunity should be taken
check that the nameplates on distribution valve correctly designate the
spaces the serve.

Having serviced the smoke detector, a smoke test should be carried out
by applying smoke to the intake points in each cargo space. Check that
visual and audible fire alarms are operated and that each line module
in the smoke detector indicates smoke. Check the presence of smoke
visually by observation through the sight hole in the line module.

DO NOT RESET UNTIL SMOKE TEST IS COMPLETED .

During the smoke test, check that the nameplates on the line modules
correctly designate the space.

5.4 CO2 CYLINDER BANK

Before entering the CO2 room a responsible ship officer or/and
the shop repair manager should be informed that work is to be carried
out in the CO2 room.

Each cylinder should be checked to as certain the prescribed quantity

of CO2. If equipment available to enable the CO2 liquid level in each
cylinder to be detected, together with ability to interpret from the
detected liquid level the quantity of CO2 continued, this work can be
carried out with cylinders in suit.

The gross and net weights and to be found stamped around the top of
each cylinder. If a cylinder is found to contain less than 90% of the
prescribed quantity CO2, it must be recharged.

Instructions for disconnection and removal are set out in later paragraphs.

Cylinders should be examined for signs of serious corrosion. Cylinder

valves and actuators should be checked for damage and wear. Check the
locking tab washer securing the cap on the side of the cylinder valve
to see that it has not been tampered with.

Examine main CO2 pipe and pilot CO2 loops for damage. Inspect pilot
CO2 pipe lines and the CO2 release equipment in the control boxes.
Check pilot CO2 cylinder for correct CO2 quantity.

21
 Check the clamp block tightening condition reqularly after voyage and
Retighten the nuts if there is any loosen part.

5.5 PRESSURE TESTING

Preparation should be made to pressure test the manifolds and CO2 feed
pipe within the CO2 room and up to closed distribution valve prepare
also to test operate the CO2 release equipment.

A responsible ship’s officer of ship repair manager should be informed

that this work is to be done. So that any precautions that may be
necessary can be taken.

1. Prepare and carry out the following checks ; -

Coupling nuts of flexible connecting loops are tight.
All CO2 pipe is intact.
All distribution valves are shut.
Pilot loop couplings are tight.

2. Remove all pressure actuators from cylinder valves, without

disconnecting the pilot loops. Remove pressure actuators by removing
U shaped locking pin(upwards movement). Prize it upwards by using
a screwdriver or other suitable tool.

3. The check valve manifolds should be used to support the lines of

pressure actuators/pilot loops. Arrange to discharge one or more
cylinders into the manifolds and feed pipe up to the
closed distribution valves, in order to pressure test.

22
 Most than one cylinder may be required to achieve a reasonable
test pressure depending upon the size of the installation.
If a cylinder was found to be underweight during the prior checking,
the CO2 from this should be used.

4. Having chosen the cylinder or cylinders to be discharged for

pressure test, fit pressure actuators to these cylinders only.

5. Discharge CO2 from the test cylinder (s), and check for leakage.
While manifolds and feed pipe are pressurized, prepare to check CO2
release equipment.
Remove pressure actuators fitted to cylinders used for pressure
test.

6. Warn personnel who may be working in the protected space the some
CO2 will be discharge into that space.

7. Go to a control box and release pilot CO2 observe pressure gauge to

see that reading is pressurized.

8. Distribution valve should open, releasing CO2 from the manifolds

and feed pipe into the protected space. Check for leaks in the pilot CO2
line including the pilot loops.

9. Check that each pressure actuator piston has advanced into the
operated position and that there are no leaks.

10. An arrangement of fitted to automatically vent the released

pilot CO2 to atmo sph er e. Check by observing the pressure gauge
that pressure reading remains outside the red sector for a time in
excess of ten minutes.

11. On completion of that work make sure that the CO2 cylinders used are
recharged and re-installed, pressure actuators are refitted,
distribution valves are shut and the CO2 room is secured.

5.6 REMOVAL AND RE-INSTALLATION OF PRESSURE OPERATED CO2

CYLINDERS.
1. Ma r k sur e t ha t t he safety pin securing the manual release
lever on the pressure actuator is in position and the level cannot
be moved.

2. Remove the pressure actuator from the cylinder valve. To do this

remove the U shaped locking pin(upwards movement). Prize it upwards
using a screwdriver or other suitable tool. When the locking pin is
removed take off the pressure actuator (sideways movement).
23
 DO NO T DISCONN ECT THE PI LOT CO 2 LO OPS.

3. Use the check valve manifold to support the line of disconnected

pressure actuator/pilot loops. If all cylinders in the row are to be
removed

4. Slacken the upper coupling nut which secures the main CO2 copper
connecting loop to the check valve manifold above the cylinder. If
the connecting loop is a flexible one, do not slacken the upper
coupling nut. Completely unscrew the lower coupling nut which
secures the connecting loop to the cylinder valve outlet.

5. Remove the cylinder racks. Do not remove all the cylinder front
straps at once.

6. Remove one cylinder at a time. Set each cylinder in such a position

that it will not fall over and damage the valve. If necessary, lay
the cylinder down.

7. If the cylinders are to be transported for recharging ; fit the small

p rot ec tio n cap to the cylinder valve gas outlet , and the large
cylinder valve protection cap.

RE -INS TAL LATI ON

Re-installation of the cylinders is a reversal of the foregoing

instructions.

When the cylinders are refitted, check the following carefully ;

1. Make sure that the cylinder leaks are securely fastened.

2. Check that main CO2 connecting loop coupling nuts are secure.

3. Check that pressure actuators are properly fitted and are secured to
the cylinder valve by seeing that the U shaped locking pins are
driven fully down.

NOTE : If one or more cylinders have been removed, leaving others

intact, the rest of the system can be operated provided ;

The pressure actuators are fitted to the cylinders that

remain.

The pilot CO2 loops are still connected to the pressure

actuators that have been taken from the removed cylinders,
24
 i.e. the pilot CO2 line is unbroken.

The Check valves in the manifold and the piston seals in the
pressure actuators prevent loss of CO2 from the broken connections.

25