Volume II, Issue 1 NAVAL SEA SYSTEMS COMMAND
Compressors
High Pressure (HP) and
Medium Pressure (MP).
“The air compressor is the heart of
any compressed air system.”
Introduction:
Divers’ air systems have been
designed using many configura-
tions. Regardless of the system con-
figuration, every diver’s air system
must have either directly or indi-
rectly a co mpressor to supply
breathing gas to the diver. All U.S.
Navy divers’ air systems use either
medium pressure (MP), high pres-
sure (HP) or a combination of those
compressors. Specific compressor
models which may be used to pro-
vide divers air are listed in
NAVSEAINST 10560.2C, DIV-
ING EQUIPMENT AUTHO-
RIZED FOR NAVY USE (ANU
List). Commands desiring to use a
compressor which is not on the
ANU list may request an exemption
from the Supervisor of Diving
(NAVSEA Code 00C3B) or may
provide technical justification to the
System Certification Authority
(SCA) on why it should be certified
as part of the Diver’s Life Support
System. This request must be sup-
ported with a compressor discharge
air sample and a compressor capac-
ity test.
Types:
Currently, all HP and MP compres-
sors used to supply divers air are
reciprocating piston type compres-
sors. These compressors can be fur-
ther subdivided into oil-lubricated
and oil-free models. The conven-
tional reciprocating, oil-lubricated
compressor is the most commonly
used type. This type of compressor
uses a forced-fed lubrication sys-
tem, similar to that found in an
automobile engine. The principle
elements include:
„ oil reservoir;
„ oil pump;
„ oil temperature indicator;
„ oil failure pressure switch;
„ oil filter; and drilled oil pas-
sages in the crankshaft and
connecting rods.
From a contamination standpoint,
oil-free compressors provide virtu-
ally contaminant free air. However,
oil-free compressors initially cost
more and require a great deal more
maintenance than comparable oil-
lubricated compressors. Through
the use of backpressure regulators
(required for HP compressors only),
moisture separators and coalescing
air filters, oil-lubricated compres-
sors also provide breathing air well
within acceptable contamination
limits.
Design: (High Pressure)
There are several variations in the
design, construction and method of
compression of air in the manufac-
March 1997
ture of air compressors. The con-
struction and design principles most
common to diving systems are dis-
cussed below.
Reciprocating HP compressors are
multi-stage compressors having
three to six stages of compression.
A multi-stage compressor is shown
in Figure 1.
During the compression phase, each
successive stage of the compressor
increases its inlet pressure. The
compressing element of a recipro-
cating compressor is made up of the
cylinders, pistons and the air valves.
The 1st stage of the compressor
takes a suction from the atmosphere
on the downward stroke of the pis-
ton. On the upward stroke of the
1st stage piston, the air is com-
pressed and then discharged to the
2nd stage cylinder, which is now
taking a suction by the downward
stroke of its piston. This process is
repeated in each successive stage.
The air valves are used to prevent
the air from flowing backward out
of the cylinder to the previous stage
on the compression stroke. Two
types of valves commonly used in
high pressure air compressors are
Published by:
NAVAL SEA SYSTEMS
COMMAND
From the Office of:
Director of Ocean
Engineering
Supervisor of Salvage
and Diving
2 Topside Tech Notes
Figure 1. HP Compressor Assembly.
the strip-type and disk-type valve.
The strip-type valve is used for the
lower pressure stages. At rest, the
thin strips lie flat against the seat,
covering the air passage slots.
When pressure on the seat side
exceeds the pressure on the guard
side, the thin strips flex, permitting
air to pass through the slots. When
the pressure equalizes, the strips
unflex and return to their original
position.
The disk-type valve is used in the
higher stages. At rest, the disk is
held against the seat by a spring. As
pressure on the seat side of the
valve overcomes the spring pres-
sure, the disk lifts, allowing air
pressure to pass through the valve.
The actual compression takes place
as a result of a piston moving up in
the compressor cylinder and
decreasing its internal volume.
Most modern HP compressors use a
stacked cylinder configuration. This
means that a smaller piston is phys-
ically attached to the top of a larger
piston. The two piston assembly
operates inside of two cylinders,
one on the top of the other, as
shown in Figure 1. Normally, the
pi sto n f ro m th e th ir d stag e is
stacked on the piston from the first
stage and the fourth stage is stacked
on the second stage piston. This is
done because the alternating stages
compress the air concurrently.
Stacking of cylinders allows air
compressors to be more compact.
Piston rings, similar to those used in
an automobile engine, are used to
form a seal between the piston and
cylinder and prevent the com-
pressed air from passing from the
top of the cylinder to the crankcase
below as the air is compressed. Oil-
lubricated compressors use hard-
ened steel, and chrome-plated pis-
ton rings. These piston rings also
prevent lube oil from reaching the
top of the piston and contaminating
the compressed air. Oil-free com-
pressors normally use piston rings
fabricated from TEFLON or
TEFLON COATED steel, which do
not require lubrication.
All HP air compressors must have a
moisture separator, back pressure
reg ulato r an d d isch ar g e f ilter
March 1997
installed at the compressor dis-
charge.
Design: (Medium Pressure)
For diver’s air breathing systems,
medium pressure multi-stage, recip-
rocating type compressors are the
type used. In operation, the intake
air is compressed in two or more
compression elements (stages) to
reach a final discharge pressure as
depicted in Figure 2.
This compressed air is delivered
directly to the diver’s supply piping
or to air stowage for later use.
Reciprocating air compressors con-
sist of a system of connecting rods,
a crankshaft and a flywheel. These
components transmit power devel-
oped by the drive unit to the pis-
tons, lubrication, cooling, control
and unloading systems. The com-
pressing element of a reciprocating
air compressor consists of the cylin-
der, the pistons and air valves.
All MP air compressors must have a
moisture separator and discharge
filter installed at the compressor
discharge.
Operating Range:
The difference between the pres-
sures that cause a compressor to
cycle on and off is called the operat-
ing range. The high pressure com-
pressors in most diving systems are
started manually when storage flask
pressure drops to a predetermined
pressure. When utilized in divers air
systems, a high pressure controlling
device stops the compressor when
the pressure reaches maximum sys-
tem working pressure. MP diving
system compressors have a feature
that will automatically start the
compressor when the storage flask
pressure reaches a predetermined
low set-point. When the automatic
feature is employed, the compressor
restarts when the pressure falls to
within ten percent of the system
working pressure.
March 1997
Figure 2. MP Compressor Assembly.
HP and MP compressors are capa-
ble of providing discharge pressures
that are higher than the rated pres-
sure of the system in which they are
installed. To prevent overpressur-
ization of the system, a high pres-
sure controlling device (i.e.,
compressor cut-off switch, relief
valve, etc.) is installed. Also,
installed is a low pressure control-
ling device. In the Automatic Oper-
ation Mode, low pressure
controlling devices control how low
the system pressur e m ay drop
before the compressor recycles.
Were it not for these devices, the
compressor would require manual
starting and stopping when the
desired pressures are reached. If the
high and low controlling devices
are the same mechanism, the oper-
ating range is then referred to as the
Differential Pressure Setting.
Capacity Rating:
Per NAVSHIPS Technical Manual
(NSTM) Chapter 551, Compressed
Air Plants and Systems, compres-
sors are classified as low, medium
or high pressure. High pressure
compressors have a discharge pres-
sure of 1,000 psig or higher.
Medium pressure compressors have
a discharge pressure between 151
and 1,000 psig.
High pressure air compressors are
capable of supplying divers air at
pressures ranging from 3,000 to
5,000 psig. Therefore, HP compres-
sors are used to charge HP air flasks
and SCUBA cylinders, which are
then used to provide air to the
divers. This type of system is called
a passive system because the com-
pressors are not operating during
diving operations.
NOTE
If the system configuration
requires these compressors
to be operating during div-
ing operations, then they
must be included within the
scope of certification.
Medium pressure air compressors
supply divers air at pressures rang-
ing from 200 to 250 psig. MP com-
pressors are used to supply air
directly to the diver’s air system via
a receiver. This type of system is
Topside Tech Notes 3
referred to as an active system
because the compressor must be
operating during diving operations.
Installation:
High pressure and medium pressure
air compressors in support of diving
systems are permanently installed
on ships such as ARSs, ASs and on
some Intermediate Maintenance
Activities (IMAs) and Naval Ship-
y a r d d iv e b o a t s. P e r m a n e nt ly
mounted compressors are normally
electric motor driven and portable
compressors are normally diesel
driven. High pressure air compres-
sors may also be a part of a Surface
Supported Dive System (SSDS) to
provide secondary air. Medium
pressure air compressors can also
be found in SSDS. All compressors
vibrate considerably when opera-
tive. Therefore, all compressors
must be shock mounted and flexible
hoses or flexible piping of some
type must be used to connect the
inlet and discharge of the compres-
sor to the associated system piping.
Location:
Placement of a high or medium
pressure air compressor within a
ship or on a diving boat depends on
several factors:
„ type of drive unit required
(diesel or electric);
„ weather protection;
„ physical size;
„ cooling media;
„ support equipment to include
receivers, batteries, fuel,
electrical controllers and
length of intake piping;
„ atmospheric contaminants
(engine exhaust) and ease of
maintenance.
The surrounding atmospheric envi-
ronment is extremely critical to
compressor intake air. Intake air
should be piped in from the
weather. It is important to the oper-
4 Topside Tech Notes
ation and life of the compressors
that intake air be as relatively cool,
dry and clean as conditions permit.
Filters are provided on all compres-
sor intakes as the primary means of
providing relatively clean intake
air. In accordance with NAVSEA
SS521-AA-MAN-010, Diving and
Manned Hyperbaric Systems Safety
Certification Manual, a dry type
non-shedding inlet filter is required.
Oil bath filters are not allowed in
breathing systems.
Other requirements (covered in
Appendix A) include the piping of
automatic and manual condensate
drains. Consideration also must be
given to safety items such as install-
ing guards on rotating equipment
and minimizing personnel expo-
sure to noise.
Maintenance:
All planned maintenance, i.e., PMS
conducted on systems within the
certified boundaries shall be accom-
plished using only approved main-
tenance procedures, i.e., MRCs.
Some MRC procedures for equip-
ments within the certification
boundary shall contain the follow-
ing notes:
1. “This maintenance
involves certified equip-
ment and applicable certi-
fication procedures must
be followed.”
2. “For the purpose of sus-
taining system certifica-
tion, use only renewable
parts listed in the tools,
parts, materials and test
equipment block.”
These notes normally apply to
maintenance procedures that would
require the individual to enter the
system gas train integrity or other
life critical sections of the system.
The individual performing the
planned maintenance or work cen-
ter supervisor issuing the proce-
dures should maintain strict
adherence to the approved com-
mand Re-Entry Control (REC) pro-
cedures.
Corrective Maintenance:
Corrective maintenance is the pro-
cess of correcting faults or unsatis-
factory con ditions discovered
during diving system operation or
while performing PMS. Corrective
maintenance is discussed in the
manufacturer’s technical manuals in
the form of text, sketches, photo-
graphs and troubleshooting charts.
Before any equipment is disassem-
bled, determination must be made
whether or not REC procedures are
required. (See Appendix A for gen-
eral REC requirements for compres-
sor maintenance/repairs.) Re-entry
occurs anytime that the boundary of
a certified system is disturbed. This
includes breaking a mechanical
flange or joint, removal of a valve
bonnet, repairing a gland or replac-
ing electrical system components,
i.e., pressure switches or electrical
sensors. When equipment is disas-
sembled for corrective maintenance,
look for indications of abnormal
wear, failure, carbon buildup, etc.
This information could lead to
updating or changing the PMS
schedule of maintenance require-
ments for a particular compressor.
Repairs:
I n a c c o r d a nc e w it h N AV SE A
SS521-AA-MAN-010, U.S. Navy
Diving and Manned Hyperbaric
Systems Safety Certification Man-
ual, commands must notify
NAVSEA 00C, in addition to nor-
mal CASREP Procedures, of any
situation that impacts the opera-
tional capabilities of a certified div-
ing system. This includes material
casualties, emergency repairs or
proposed repairs to any equipment
within the scope of certification that
are estimated to exceed 48 hours.
The repair of diver’s high and
medium pressure air compressors
must be done in strict, compliance
March 1997
with the manufacturer’s repair pro-
cedures. Improper repair and instal-
lation of items such as stop valves,
check valves, intake and exhaust
valves can lead to accidents.
The manufacturer’s technical man-
ual is the proper source for repair
information. Material control for
replacement of repair parts in a cer-
tified system is also regulated by the
manufacturer’s technical manual.
Cleaning:
Air compressor cleaning is often
confused with air system cleaning.
Unfortunately, oil-lubricated com-
pressors force a small amount of
lubricating oil out of the cylinders
mixed with the diver’s air. Down-
stream filtration removes these oils
and other contaminants such as
metal particles caused by internal
wearing of moving parts.
Air compressors shall be thoroughly
cleaned when they are disassembled
for repairs or during regularly
scheduled overhauls. Components
shall be removed from the compres-
sor and cleaned. This cleaning shall
be sufficient to restore the internal
surfaces to the “as new” condition.
Clean internal components and pas-
sages on the air side of the compres-
sor with components disassembled
as necessary. If hydrocarbons and/or
other contaminants are known to
have been introduced into the com-
ponent or piping, a degreasing pro-
cedure shall be initiated. Citric acid
(MIL-C-11029B) and/or Non-Ionic
Detergent (NID) or Navy Oxygen
Cleaning Compound (NOC) may be
used as follows:
Clean the internal components and
passages in the water side of the
compressor by brushing accessible
surfaces with a stiff bristle brush
and an air, steam or water jet. This
process removes loose deposits and
scale. Inaccessible surfaces and sur-
faces covered with scale that cannot
be removed by this procedure shall
be referred to an IMA. The IMA
March 1997
will acid-clean the components per
NSTM Chapter 531(V-1), Desali-
nation Low-Pressure Destilling
Plants. Some smaller components
may be cleaned in an ultrasonic
cleaner utilizing NID or NOC. Pro-
cess Instruction NAVSEA-00C4-
PI-002, Cleaning Diving System Air
Components with NOC, may also
be used to clean compressor com-
ponents. Ensure that all compo-
nents are thoroughly precleaned
prior to placing in an ultrasonic
sink.
Testing:
The most reliable diagnostic proce-
dure for determining a compressor’s
efficiency is actual testing. Testing
referred to in this section assists the
user in maintaining an efficient, reli-
able and certified system. This sec-
tion is by no means all-inclusive nor
is it intended to supercede other
requirements such as PMS or manu-
facturer’s technical manuals.
Compressor testing may start in an
IMA repair shop during the required
“run-in” period after overhaul. Test-
ing may also be used to troubleshoot
compressor irregularities. The loca-
tion of the testing does not relieve
the user of any responsibility. The
user must ensure that required tests
are properly conducted.
For HP air compressors, a back-
pressure regulator may be used. No
compressor shall discharge air into
a cleaned system before satisfactory
air samples are obtained.
NOTE
Run compressor discharg-
ing to the atmosphere for 2
hours prior to taking air
samples. This will elimi-
nate most contaminates
introduced during repairs.
An air sam ple prior to
overhaul of compressor
should also be considered.
Performance Measurements
and Efficiencies:
These are testing procedures used to
determine compressor capacity.
These tests are required at the fol-
lowing times:
„ when scheduled by PMS;
„ when determining pre-over-
haul condition of the com-
pressor;
„ when determining post-over-
haul condition; and, any time
it is suspected the compressor
is not performing satisfactory.
N A V S E A 0 0 C 3 h as c u r r e n t ly
incorporated Compressor Capacity
Testing into divers’ PMS for desig-
Topside Tech Notes 5
nated H.P. compressors. The
a p p r o v e d P r o c e s s I n s t r u c ti o n
NAVSEA-00C4-PI-004, Compres-
sor Capacity Testing, included at
the end of this Tech Note is avail-
able for all other DLSS compres-
sors.
Tightness Testing:
A running tightness test at system
maximum operating pressure is
required with the compressor run-
ning at the following times:
„ after a compressor was physi-
cally separated from the sys-
tem and reinstalled;
„ after mechanical disconnec-
tion/disassembly of air pas-
sages, piping, fittings or inlet/
exhaust valves.
All joints and any static or dynamic
seal (i.e, valve stems and relief
valve poppets), where accessible,
require testing for leakage using
“Snoop” (a soap solution). In accor-
dance with NSTM Chapter 551, no
leakage is permitted. Leakage is
defined as bubbles or foam created
by air leaking from the fitting or
joint.
Objective Quality Evidence
(OQE):
OQE is the documentation main-
6 Topside Tech Notes March 1997

tain ed to p ro duce a histo rical

record. Types of OQE documenta-
tion include an REC package, PMS
documentation, test sheets, supply
requisitions, written approval or
other forms to support compliance
to approved procedures.
Responsibility for maintaining
OQE is borne by the command ini-
tiating the work performed. In
accordance with NAVSEA SS521-
AA-MAN-010, U.S. Navy Diving
and Manned Hyperbaric Systems
Safety Certification Manual,
Appendix I.
For further information on HP and
MP compressors contact:
NAVSEASYSCOM (Code 00C4),
DSN 327-1570 or commercial
(703) 607-1570.
March 1997 Topside Tech Notes 7

APPENDIX A

COMPRESSOR CORRECTIVE MAINTENANCE

DOCUMENTATION REQUIREMENTS MATRIX

The purpose of this matrix is to provide guidance to the user in obtaining the required objective quality evidence
(OQE) documentation after corrective maintenance and/or repairs have been performed.

The requirements stated in this Appendix contain the minimum requirements for OQE documentation for sustaining
system certification. If any of these requirements appear to be unclear, it is recommended that COMNAVSEA-
SYSCOM (Code 00C4) be contacted.

AIR EFFICIENCY OPERATIONAL

STATUS ACTION REC REQ
SAMPLE (1) TEST (2) TEST

COMPRESSOR H.P.

Oil Pumping;
Excessive
Vapors in Air
Supply See Note (3) Yes Yes See Note (6) Yes

Knocks or
Rattles See Note (3) Yes See Note (5) See Note (6) Yes

Decreased Air
Delivery See Note (3) Yes See Note (5) See Note (6) Yes

Safety Valve
Lifts See Note (3) Yes See Note (5) See Note (6) Yes

Water in Rec Required

Crankcase or for Check Valve
Rust in Replacement
Cylinders Yes See Note (5) See Note (6) Yes

Excessive
Automatic No Rec for
Loading and Adjustment
Unloading Only Yes

Failure to No Rec for

Unload When Adjustment
Stopped Only Yes

Condensate Rec Required

Drain Fails to for
Drain Replacement
Automatic See Note (3) Part Only Yes

Excessive High
Operating
Temperatures See Note (3) See Note (4) See Note (5) See Note (6) Yes
8 Topside Tech Notes March 1997

AIR EFFICIENCY OPERATIONAL

STATUS ACTION REC REQ SAMPLE (1) TEST (2) TEST

Failure to
Reach Speed, Rec Required
Loading for
Engine Replacement
Excessively See Note (3) Part Only Yes

Abnormal Rec Required

Piston or for Replace-
Cylinder Wear See Note (3) ment Part Only Yes Yes Yes

Air and/or
Condensate
Leakage at
Drain Valve,
First, Second,
Third or Fourth Repair or Replace
Stages Valve Yes Yes

Noisy
Operation See Note (3) Yes See Note (5) See Note (6) Yes

Engine Starting

Starting
Difficult or
Failure to Start See Note (3) Yes

Starter Motor
Does Not Turn See Note (3) Yes

Slow Starter
Speed See Note (3) Yes

Defective
Battery Replace Yes

Discharged
Battery See Note (3) Yes

Blue-White
Exhaust After
Failure to Start See Note (3) Yes

Little or No
Exhaust Smoke See Note (3) Yes

Engine Operation

Engine Misfire See Note (3) Yes

Engine Misfire
Under Light
Load See Note (3) Yes
March 1997 Topside Tech Notes 9

AIR EFFICIENCY OPERATIONAL

STATUS ACTION REC REQ SAMPLE (1) TEST (2) TEST

Engine Misfire
Under Heavy
Load See Note (3) Yes

Low Engine
Power See Note (3) Yes

Engine
Overheating See Note (3) Yes

Engine Speed
too Low See Note (3) Yes

Engine Speed
too High See Note (3) Yes

Loss of
Governor
Control See Note (3) Yes

Hunting
Condition See Note (3) Yes

Mechanical
Knocks See Note (3) Yes

Engine Fuel System

Excessive Fuel
Consumption See Note (3) Yes

Fuel Knocks See Note (3) Yes

Incorrect Fuel
Injection Pump
Timing See Note (3) Yes

Defective
Injection Nozzle See Note (3) Yes

Excessive Oil
Consumption See Note (3) Yes

Diluted Oil See Note (3) Yes

High Oil
Pressure See Note (3) Yes

Low Oil
Pressure See Note (3) Yes

Crankcase
Sludge See Note (3) Yes
10 Topside Tech Notes March 1997

AIR EFFICIENCY OPERATIONAL

STATUS ACTION REC REQ SAMPLE (1) TEST (2) TEST

Engine General

Poor
Compression See Note (3) Yes

Worn
Connecting
Rod, Bushings,
Bearings See Note (3)

Worn Pistons,
Cylinders and
Rings See Note (3)

Broken Pistons
or Rings See Note (3)

Broken Valves See Note (3)

Valve Burning See Note (3)

Sticking Valves See Note (3)

Cooling
System
Overheating See Note (3) Yes

Engine Electrical

Engine Cranks
but Fails to
Start See Note (3) Yes

Engine Starts
but Stops after
it has been
Running See Note (3) Yes

No Water
Dripping from
Condensate
Drain See Note (3) Yes

Compressor M.P.
Lube Oil System

Shutdown Due
to Low Oil
Pressure See Note (3) See Note (4) See Note (5) See Note (6) Yes

Loss of Lube
Oil Pressure See Note (3) See Note (4) See Note (5) See Note (6) Yes
March 1997 Topside Tech Notes 11

AIR EFFICIENCY OPERATIONAL

STATUS ACTION REC REQ SAMPLE (1) TEST (2) TEST

High Pressure Problems

High Pressure
on First Stage See Note (3) Yes Yes

First Stage
Relief Valve
Lifting See Note (3) Yes Yes

High Pressure
on Second
Stage See Note (3) Yes Yes

Second Stage
Relief Valve
Lifting See Note (3) Yes Yes

Low Pressure Problems

Low Pressure
on First Stage See Note (3) Yes See Note (5) Yes Yes

High Temperature

Compressor
Overheats See Note (3) Yes See Note (5) See Note (6) Yes

High
Temperature Rec Required
Switch Shuts for
Down Replacement
Compressor See Note (3) Part Only Yes

Reduced Capacity

Output of
Compressor is
Reduced See Note (3) Yes See Note (5) Yes Yes

Longer than
Normal Time
Required to Fill
Receiver See Note (3) Yes See Note (5) Yes Yes

Unusual Noise

Clacking
Noises from
One or More
Cylinder Heads See Note (3) Yes Yes See Note (6) Yes
12 Topside Tech Notes March 1997

AIR EFFICIENCY OPERATIONAL

STATUS ACTION REC REQ SAMPLE (1) TEST (2) TEST

Flat, Slapping
Sound When
Compressor
Starts and
Stops See Note (3) Yes Yes See Note (6) Yes

Metallix
Knocks While
Unloading See Note (3) Yes See Note (5) See Note (6) Yes

Unusual Vibration

Entire
Compressor
Vibrates See Note (3) Yes

Moisture Separator Drain Problems

Air Discharging
from Moisture
Separator See Note (3) Yes Yes

Moisture
Separator Drain
Not Dumping
Automatically See Note (3) Yes

Inability to Start Compressor

Compressor
Fails to Start See Note (3) Yes

Inability to Restart Compressor

Compressor
Fails to Start
After Recent
Shutdown See Note (3) Yes

Compressor
Runs 30
Seconds then
Shuts Down See Note (3) Yes

Inability to Stop Compressor

Compressor
Does Not Stop
When High
Pressure Set
Point is
Reached See Note (3) Yes
March 1997 Topside Tech Notes 13

AIR EFFICIENCY OPERATIONAL

STATUS ACTION REC REQ SAMPLE (1) TEST (2) TEST

Compressor
Does Not Stop
When “Stop”
Push-button is
Pressed See Note (3) Yes

Leakage Problems

Oil Leaking
Past Oil Wipers See Note (3) Yes Yes Yes Yes

Air Discharging
from Moisture
Separator Drain See Note (3) Yes

Adjustments and Alignments

V-Belts and
Pulleys Adjust or Replace Yes Yes

Repair/Overhaul

Cylinder Heads Overhaul/Replace Yes Yes Yes

Piston and Rod

Assembly Overhaul/Replace Yes Yes Yes Yes

Piston Rings Overhaul/Replace Yes Yes Yes Yes

Oil Wipers Overhaul/Replace Yes Yes Yes Yes

Connecting
Rod Overhaul/Replace Yes Yes Yes Yes

Guide Cylinder
Liners Overhaul/Replace Yes Yes Yes

Oil Pump Overhaul/Replace Yes Yes

Main Bearings Overhaul/Replace Yes Yes

V-Belts Overhaul/Replace Yes

Gas Packing
Assembly Overhaul/Replace Yes Yes

Heat
Exchangers Overhaul/Replace Yes Yes

Moisture
Separators Overhaul/Replace Yes Yes Yes
14 Topside Tech Notes March 1997

AIR EFFICIENCY OPERATIONAL

STATUS ACTION REC REQ SAMPLE (1) TEST (2) TEST

Solenoid Drain
Valves Overhaul/Replace Yes Yes

Unloader
Valves Overhaul/Replace Yes Yes

Thermometer Replace Yes

Shaft Seals Replace Yes Yes

Pressure Relief
Valves Overhaul/Replace Yes Yes

Gauge and
Gauge Piping Repair/Replace Yes Yes

Compressor
Valves Overhaul/Replace Yes Yes Yes Yes

Notes:
(1) Conduct satisfactory air sample IAW USNDM, Vol. 1, App. I.
(2) Conduct flow capacity test. (NAVSEA-00C4-PI-004).
(3) Repair or replace IAW Manufacturer’s Procedures/Recommendations.
(4) REC will be required if any portion of the system’s gas train is required to be entered.
(5) Air sampling will be required, prior to connecting compressor to the system, when repairs are involved to ensure
final cleaning criteria has been met or exceeded.
(6) Flow efficiency testing will be required whenever compressor capacity is in question.