FOREWORD

Congratulations on your purchase of the ‘Chicago Pneumatic Compressor Package’! You are now a part of
the evergrowing family of ‘Satisfied CP ‘Customers’.
This manual containing ‘Operating & Servicing Instructions’ is an integral part of your Compressor Package
and should be kept with it at all times so as to be available to the operator or service engineer.
Before stertlng the Compressor Package read this manual carefully so as to understand the contents clearly.
For additional information, please contact the nearest CPIL office’ or the dealer from whom the machine was
purchased.

TO OBTAIN THE BEST RESULTS

1. Read this Instruction Manual carefully.
2. Install the Compressor Package as instructed. Costly installation errors and possible damage to the
compressor can be avoided if the instructions are followed carefully.
3. Use only recommended brands of lubricating oil.
4. Keep the compressor valves and cylinders free from carbon.
5. Keep the plant clean.
6. Do not run the compressor without suction air filter.
7. Do not put paraffin or other inflammable spirits into the compressor or air receiver.

IMPORTANT
The company reserves the right to alter the design or construction and to supply the same when so altered
w!thout reference to illustrations or description given in this instruction manual.
Since CP is dedicated to a process of ongoing improvements in its products, the illustrations and
specifications are subject to change without notice.

1
Contents
SR. DESCRIPTION PAGE NO.
NO.
1 Introduction 3

2 Construction 3

3 Systems 3
a. Air System. 3
b. Lubrication Systems 5
c. Water Cooling System 6
d. Capacity Control System 6

4 Salient Features 7

5 Installation 7

6 Compressor Operation
a. Initial Commissioning 9
b. Routine Starting & Stopping 10
c. Recently Overhauled Unit 11

7 Maintenance 11

8 Electricals 17

9 Safety Devices 18

10 Maintenance Schedule 20

11 Faults And Remedies 22

12 Trouble Shooting Chart . 24

APPENDICES
I LUBRICATING OIL 25
II RUNNING CLEARANCES AND WEAR LIMITS 26
III TORQUES 27

2
 INTRODUCTION
The Compressor Package is a complete unit ready to
install, easy to commission, easy to operate, easy to
maintain and an extremely reliable package unit
engineered for excellence.
The package comprises of state-of-the-art horizontal
balanced opposed reciprocating water cooled air
compressor, water cooled heat exchangers, drive
motor, ‘v’ belt or direct drive arrangement, starter cum
control panel, safety devices, interconnecting piping,
cabling, etc. and ordered accessories duly mounted
on a rigid steel deck. These packages are provided
with Anti Vibration Mountings (AVM), to reduce the
vibrations from being transmitted to the floor, hence
eliminating elaborate civil foundation.
The following paragraphs explain the various features
incorporated with the package unit.
CONSTRUCTION
1. FRAME: Totally enclosed, rigid, pressure tight’
made of high grade, close grained C.I., precision
machined and stress relieved for permanent’
alignment. Two bearings fitted on the drive end side
gives better support to the crankshaft aided with one
bearing fitted on the purpp end. Main bearing housing
bores are accurately bored to avoid misalignment or
eccentricity.
2. CRANKSHAFT: High grade S.G. Iron crankshaft and
journals duly ground and polished ensure a long life
of bearings.
3.CONNECTING RODS: Forged alloy steel connecting
rods duly normalised, are designed to provide
minimum, thrust on the cross head bearing surfaces.
Big end bearing bores finish machined
accommodate prefinished replaceable bearing
halves of copper lead alloy, designed for k)nger
operation. Small end bearing bushings .are of special
bronze metal.
4. MAIN BEARINGS AND BIG END BEARINGS: Thin
walled, pre-finished to the size, small width and
sufficiently large diameter perfect rigidity to running
gear. Both the bearings are of copper-lead alloy.
designed for longer life of operation.
5. CROSS HEAD: Made of high grade S.G. Iron. its low
inertia along with low friction cross-slides ensures
perfect running of cross head. Its hollow design on
either sides ensures’ true running of piston rod
thereby resulting in improved life of packings and
maximum life of piston rod. The doors fitted on cross
slide provide easy and wide access to the crosshead
pins which are held in position by two circlips on
either sides.
6. CYLINDERS: Graded C.t. cylinders designed with
adequate water jackets ensure optimum heat
dissipation of the surfaces in contact with
3
compressed air. Wide water jacket doors provided on
cylinders ensure easy access for cleaning of cylinder
jackets. Designed for streamlined air passage and
maximum number of valves, cylinders provide smooth
flow of air thereby minimizing the pressure drop.
7. PISTONS: Low inertia. light-weight, pistons in two
halves of special Aluminium alloy are double acting
and provided with suitable compression rings to
ensure perfect sealing during compression. In non-
lube compressors, in addition to piston rings. piston
are also provided with Teflon rider ring to take the
load of the piston during unloaded condition.
8. PISTON ROD AND PACKING: Alloy steel piston rods
fitted with wear. resistant packing rings of antifriction
type. to prevent any possibility of compressed air
leakage.
9. VALVES : Reduced lift with large flow area,
stainless steel, ported plate type valves, both for
suction and discharge, arranged symmetrically,
provide longer life. A protection grill fitted on suction
valves prevent any valve part falling into the cylinders
in case of any accident. Ease of accessibility of these
valves and non-reversibility of suction and discharge
valves makes it simpler and foolproof for regular
maintenance.
10. HEAT EXCHANGERS: Horizontal or vertical. shell
and tube type, with removable tube bundle. with water
through shell and air through tubes, heat exchangers
are fitted on the cylinders at a height which is easily.
accessible. Designed for optimum heat exchange, the
heat exchangers cools the air received from the
previous stage discharge effectively before its entry to
the next stage cylinder and so on for successive
stages. Provided with a pulsation bottle on inlet side
(in select models) and an’ efficient moisture
separator on discharge, the heat exchangers are of
counter flow type and complete with a safety valve and
auto drain valve with bypass arrangement.
11. OIL PUMP: Gear type oil pump directly driven by
the crankshaft and fitted on the bearing housing. it
feeds oil to the main bearings.. connecting rod
bearings and to one cross slide in HX model (side
opposite to crankshaft rotatfon) and to both the cross
slides through choke in HN model. The oil pressure
is regulated by a pressure regulating screw provided
on the oil pump body. To increase the pressure,
regulating screw has to be screwed in and viceversa.
SYSTEMS
AIR SYSTEM
This is the heart of the unit and the same is
responsible for delivering quality compressed air at
the outlet. It starts from the suction filter of the
compressr and ends at the final service valve of the
package. Keeping the air passages as clean as
possible will reward you in terms of quality air and
 Oil pump

Oil filter
Strainer

Cross slide with

cross head

Choke

4
Connecting rod

Belt wheel Oil pressure gauge

Notes : 1 no. Choke at cross side is provided on model - HX

2 nos. Choke one on each side provided on model - HN

FRAME LUBRICATION
reduced power consumption.
CP provides a filter of superior grade at the section of
the compressor to avoid any ingress of solid
particles. The compressor cylinder, during suction
stroke, aspires atmospheric air through the filter and
compresses it to the delivery pressure. In case of
multi-stage compressors the delivery pressure is
achieved by compressing the air in stages. Between
successive stages a highly efficient heat exchanger is
provided to remove the heat of compression. Air,
before passing to the next stage is cooled to near
about atmospheric temperature in the heat
exchanger. This helps in reducing the final air
discharge temperature as well as the power
consumption of the compressor.
LUBRICATION SYSTEM
FRAME LUBRICATION
Full forced feed lubrication is used throughout. A
positive displacement rotary type pump is directly
driven by the crankshaft through a oil pump drive
shaft. Oil from the sump is drawn by the oil pump
through a fine perforated sheet strainer. The oil pump
discharge is taken to oil.filter (cartridge paper type)
and the filtered oil is led through copper tubes to
each main bearing (drive end and non drive end). refer
fig. The oil from the main journals of the crankshaft
flows to crank pins through the rifle drilled holes and
also from crank pins to small end bushing through
rifle drilled holes in connecting rods.
Facing belt wheel, haying clockwise direction of
rotation. the left hand cross slide (1 st stage) is
pressure lubricate9. A 10 mm copper tube connection
is taken through a tee connection in main oil line and
connected to a choke (Oia. 1 mm hole) which is fitted
on the top face side of the cross slide, The oil through
the choke flows to the centre of cross slide to top of
the cross head.
The 2nd stage cross head is splash lubricated in
case HX models. Since the direction of rotation is
clock wise when viewed facing the belt wheel, the
splashed oil from the 2nd stage connecting rod
bearing falls on top of the cross slide. The top of the
cross slide is specially built with all around small
dam inwhich the splashed oil accumulates and
through the drilled hole, faJls on top of cross head for
lubrication.
The 2nd stage cross head is lubricated through
choke in case of HN models.
OIL PUMP AND PRESSURE
A gear type positive displacement oil pump is
employed. It is therefore absolutely essential that the
correct direction of rotation of the belt wheel is
maintained as per arrow marked on non drive end
bearing housing. In case the compressor is run in
5
incorrect direction, the oil pump will not pump oil.
resulting in seizure and damage. To avoid this a ‘Low
Oil Pressure Switch (LOPS)’ is fitted on the panel. The
common connection for the LOPS & Oil Pressure
Gauge is tapped from the farthest point of the frame.
i.e. f: urn the last bearing when viewed from the drive
end side.
The oil pressure regulating valve is housed in the oil
pump body. The oil pressure adjusting screw should
be turned clockwise to increase the oil pressure and
vice versa.
The oil pump and oil pressure regulating valve can
be approached by removing front cover. In case the
compressor has undergone recent overhaul or
prolonged storage then it is essential to rotate belt
wheel several turns to ensure that the bearings are
flooded with oil.
OIL GRADE
The life of a machine depends almost entirely upon
Use Genuine CP Recip Lue
the effectiveness of lubrication and therefore the
sel’ection of proper lubricants shoulQ be given
oil only
considerable thought. Use a high quality industrial
oil, as experience has shown that it is poor economy
to use a cheap oil.
Normally a good quality non detergent mineral oil
containing rust and oxidation inhibitors, anti foam and
good water separating properties should be used.
Sludge and other impurities in the oil will cause the
oil strainer to clog, resulting in lubrication starvation
to bearings.
OIL LEVEL
The red dot on the oil level gauge (visual screw) fitted
on the frame indicates the desired oil level in the
frame,
WARNING !
1. Never mix different brands of oil. While using other
brand of oil, the existing all must be completely
drained and inside of the f,rame thoroughly cleaned
and dried out.
2. Maintain correct all level in frame. Low level will
cause foaming due to mixture of air and all thus
damaging the bearings. Higher 011 level will capse
excessive high all temperature due to continuous
paddling of the oil, resulting In an early reduction of
lubricating all properties. The normal working temp.
of all is around 70°C.
3.With a new machine the oil should be examined
and drained after the fli’st 50 hours of operation since
the lubricating 011 will wash out the dirt and dust that
may have collected during shipment and installation.
If the inspection of the oil found in the bottom of the
frame, shows it to be contaminated, it should be
removed immediately and disposed. It is impractical
to state definitely how’ often the frame oil should be
changed because operating conditions vary
considerably. We recommend oil to be changed every
6 months or 3000 working hours, whichever is earlier.
4. A close watch must be kept on oil pressure. Any
Indications of low oil pressure must be investigated
and oil filters replacedJmmedlately. We recommend
oil filter to be replaced every 1500 hours I 3 months
whichever Is earlier.
CYLINDER LUBRICATION
(Lube model only).:
The cylinders are lubricated by multiple mechanical
force feed lubricator delivering a controlled quantity of
oil under pressure to each cylinder. Normally a good
quality, properly inhibited pur.e mineral oil as
explained in frame lubrication and appendix I s.hould
be used. A common oil for frame and forced feed
lubricator is recommended.
1. A new machine may require the lubricator pumps
to be pumping their full capacity in order to prevent
over heating or flushing out of entrained dirt in the air
system, Upon reducing the quantity of oil fed to the
cylinder bores, the cylinder bore and piston rod must
be inspected for the presence of an oil film within 2
hours after oil reduction is made. If oil supply is cut
too much, scoring, rapid wear and overheating will
occur. During the first month, adjust the oil feed 50%
higher than the, feed required for normal operation.
2. A test for the proper amount of cylinder oil is to
remove one of the valves occasionally and visually
note the appearan’ce of the cylinder wall. Wipe
cylinder wall with cigarette paper to see if an oil film
is present. The surfa,ce of ttie cylinder walls should
have a slight film of oil covering them - they should
not’ be dry. If the surface is dry, the cylinder is not
receiving sufficient lubrication.
3, If the surface appears to be saturated with oil, the
cylinder lubrication is excessive and will result in
heavy carbon deposits which affect the efficient
operation of the compressor. The excessive
lubrication is not a supplementary safety but may
accelerate the causes of serious fire or explosion In
pipe lines due’ to the presence of carbon dust and
other Impurities in oil and air. The malfunctioning of
valves is often caused by excessive cylinder
lubrication.
4. Clean frequently all the valve pockets in cylinders,
discharge lines. heat exchangers and receivers in
which such accumulation can take place.
5. The oil level in the cylinder lubricator should be
ch,ecked at frequent intervals and an ample supply
maintained therein at all times.
WARNING!
BEFORE REACHING INTO A CYLINDER, EVERY
6
PRECAUTION SHOULD BE TAKEN TO KEEP THE
PISTON FROM BEING MOVED IN THE CYLINDER.
THE AIR BACK PRESSURE FROM THE RECEIVER
OR MAINS SHOULD BE ENTIRELY RELEASED
FROM THE CYLINDER. IF A VALVE HAS BEEN
REPLACED IN THE. DISCHARGE LINE, IT SHOULD
BE CLOSED AND AIR VENTED BETWEEN VALVE AND
CYLINDER.
6. The lubricator should be cleaned periodically, to
ensure that clean oil is supplied to cylinders
WATER COOLING’ SYSTEM
(CYLINDERS AND HEAT EXCHANGERS)
1. A good clean water shquld be provided for cooling.
If the cooling water has a high percentage of lime
sulphur. silt. mud or other impurities. these will be
deposited in the cylinder jackets. head. intercoolers
andaftercoo~er tubes and shells. The scale deposits
unless removed. will obstruct the flow of water. lower
the rate of heat transfer and may result in damage to
the machine. Cleaning holes are provided in the
sides of the cylinders for cleaning the jackets and
cylinder heads. Periodically the cylinder jackets.
cylinder heads. inter-cooler and after cooler tubes
and inside of the shell should be inspecte,d and
cleaned.
2. The cooling water pipe connections for the
compressor package cooler should be arranged as
shown on the General Arrangement drawing..
3. A generous amount of cooling water should be
provided to each cylinder, inter-cooler and aftercooler.
The inlet water pressure is recommended to be
maintained between Min 1.5 kg/cm2 and max. 3.5kg/
cm2 The inlet water temperature must not exceed 32°
C and this should be very strictly taken care off. The
water temperature differential between inlet and outlet
should not exceed 7 to SoC and should preferably ?e
lower. .
4. please refer compressor I package G.A. Org. for
quantity of cooling water required.
OPEN TANK
Where the water cooling tower is not available and
the location requir~s aDen tank system. then the.
tank should have min.1 hour water circulating
capacity.
It is preferred to have low depth so that more water
surface area is available to cool the water by natural
air in addition to adequate water sprinkl.ers.
CAPACITY CONTROL
The compressor package is provided with either 2 or
3 step ‘Electro Pneumatic Capacity Control System’
comprising of 3 way solenoid valve operated by
pressure switch, actuating at delivery I pressure
(receiver pressure). This also ai(:ls the I compressor
to operate at no load till the motor attains I normal
speed and lube oil pressure builds up to the required
value, at the time of inltal starting.
OPERATION:
Load Percentage: A single pressure switch and
solenoid valve will work either at 0% or 100% (2 step).
This is usually applied to single acting compressors.
In double acting compressors, two nos. of pressure!
switches and solenoid valves are used thus
achieving! 0%,50% and 100% (3 step) load
conditions.
In 3 step capacity control, the outer end of LP and
inner end of HP get unloaded by one pair of pressure
switch and solenoid valve thus the compressor runs
on 50% load. The inner end of LP and outer end of
Hpget unloaded by the other pair of pressure switch
and solenoid valve thus the compressor runs on 0%
load.
The principle of operation of 2 step capacity control
Is explained in the following paragraph:
The delivery (receiver) pressure being low during
starting the compressor, the pressure switches
energises the solenoid valves thus stopping air
supply to suction valves and the compressor comes
on full load I.e. known as 100% load. As the delivery
(receiver) pressure increases than the set pressure
of the pressure switch, the contacts of the switch
opens and de-energises the solenoid valve. Air is
supplied to the suction valves thus opening the
same. The compressor thus gets fully unloaded i.e.
0% load.
SALIENT FEATURES
NO FOUNDATION:
This package Is ready ,to use with no concrete
foundation required. A simple Industrial levelled floor
Is a must for installing the package. Due to the above
feature the cost of foundation and man power is totally
saved and site engineering hassles are eliminated.
REDUCED VIBRATION:
The symmetrical reciprocating action, balanced
compression ratios in each stage and equal weights
of the moving parts keep the inertia forces of the
reciprocating and rotating masses in perfect
equilibrium. As no unbalanced inertia force exists in
the primary or seconQary inertia forces, the inertia
couples are negligible. Further, the anti-vibration
mountings (AVM) provided between the sub-deck and
main deck dampen out the vibrations of the package
considerably.
LESS FLOOR SPACE:
Since the entire package is mounted on the skid and
the heat exchangers and ordered accessories are
arranged in such a fashion, it effectively reduces the
floor space. The short stroke of the compressor also
makes the unit more compact.
7
EASY INSTALLATION:
Since the compressor in supplied as a package i.e.
all piping and wiring upto battery limit being done at
factory, the installation of the unit can be done in very
quick time. The package can be installed anywhere
on the levelled shop floor and can be made ready just
by connecting three phase electrical supply, water
supply and air discharge piping.
EASY ACCESSIBILITY:
Besides being compact, the compressor is also
designed in such a way that it provides easy
accessibility to all the parts and facilitates the
supervision and maintenance of the same.
PORTABILITY:
The package has provision for lifting the entire unit,
enabling you to shift the package from one shop floor
to another, as per site requirements, without any
headache.
HIGH THERMAL EFFICIENCY:
Double acting type with the reciprocation of the piston
fully utilized for compression in either movement of
the piston, the compressor efficiency Is enhanced
added to the fact of accurately machined parts,
symmetrically arranged valves watercooled cylinders
with adequate water jackets for optimum heat
dissipation and and efficient intercoolers. This also
reduces the power consumption considerably.
MAXIMUM RELIABILITY:
The valves used in the compressor absorb the
shocks of the movement of valve plates, thereby
providing a noise less operation. The damper plate
used in the valve assembly dampens the Impact of
the valve plates and lead to prolonged life of plates.
The accurate selection of materials, Its heat
treatmenf and the accurate machining of the.
components gives further reliability to the operation of
the compressor. The forced feed lubrication u~ed for
the running gear parts give excellent wear resisting
characteristics. All essential sections are designed
adequately to make the structure rigid and undergo
the strictest of quality acceptance tests. On
completion, each package is tested thoroughly for
parameters of capacity, pressure, power, vibration,
etc. before the despatch of the unit. Further, safety
devices provided for the oil pressure and other lines,
gauges for oil pressure and air pressures in each
stage mounted on the panel simplifies the
supervision in operational Conditions.
INSTAllATION
The,following instructions are provided to aid in the
proper installation of the machine and to assist the
operator in its operation and servicing. Costly
installation errors and possible damage to the
compressor can be avoided if these instructions are
followed carefully.
LOCATION
Install the compressor in clean, dry well-lit and 6)
ventilated place (preferably having cross-ventilation al
provision) with sufficient space reserved for the pi
cleaning, inspection and repairing of the unit. The cc
general arrangement drawing shows the space in
required for the removal of pistons, heat exchanger
b4 tube bundles. Provide sufficient space for their
removal when locating the machine.
The electric equipment will operate better and at
higher efficiency if the package is located in a cool, dry
place.
Before deciding upon a definite location and making
CI a final layout the following chapters are to be
referred.
Air intake Piping
Air Discharge Piping
Air Receiver
AIR INTAKE TO PACKAGE
CP Package Compressors are supplied with a
suction silencer cum filter mounted on the LP cylinder
inlet flange.
As it is imperative that the air sucked in by the
package compressor should be clean, dry and cool,
in case of dusty environments nearby of package a
compressor location, it is advisable to fit an Air intake
pipe to be taken towards clean atmosphere and then
mount the filter. However a flexible hose Ipipe is to be
installed between the package compressor suction
flange and air intake pipe.
Guidelines for Air Intake piping :
1) The intake air for a Package Compressor must 1
be clean and free from solid and gaseous impurities,
abrasive dust particles and corrosive gases being
particularly harmful.
2) For the best working of the Package Compressor
and for maximum efficiency, it is advisable that the
Package Compressor sucks air as cold as possible.
A temperature decrease of 3°C. increases the volume
delivered by the compressor by 1 %. all other
parameters remaining the same. Intake pipe should
not be located in the vicinity of any delivery pipe line.
which is normally hot.
3) The Air Intake system should be sized so as to I
give a low pressure dr9P. A pressure drop of 100 mm
of water column in the air intake system causes a
compressor capacity loss of 1 % because of the
lower suction air pressure.
4) The velocity of air through the suction pipe line
should be about 400 m/min.
5) A suction filter incorporated in the suction prevents
sucking of foreign particles. dirt and dust. It is advised
to build a roof on top of the suction filter in case itis
8
installed outside the building so as to prevent rain
water entering into it.
6) It is advisable not to use unusually long pipe lines
as It will increase the resistance to flow and Increase
pressure drop thereby resulting In loss of
compressor capacity. In case of bends being used n
the pipe line, it is advised to use large radius bends
which will give minimum resistance to air flow.
7) Ti:1e suc’ion pipe line must be very clean from
inslde and should not have any foreign particles
sticking Inside the wall and also be free from rust, as
such particles can cause damage to the compressor
cylinder, If supked. Intake pipes should oe painted
with a rust-preventive from inside.
B) As a reciprocating compressor inhales air at
pulsating rate, it causes variations in the intake
pressure. At certain critical lengths of the intake pipe
resonance may occur which can cause disturbing
noise levels and sufficient stresses to break the
Intake pipe. They can also cause damage to
compressor suction valves In certain cases.
Resonance occurs when the suction frequency of the
compressor coincides with the natural frequency of
the intake pipe. Therefore it is imperative to correctly
design the intake pipe, especially its length and
diameter and elimin~te resonance.
9) The Intake pipe should be properly supported so
that. it does not transmit any undue load to the
Package. Compressor.
10) Intake pipes subjected to pulsating air must not
be rigidly attached to walls and ceilings since
vibrations may be transmitted to the building.
11) It is advisable to have independent air intake pipe
lines for each cylinder. A common intake pipe should
be avoided as far as possible.
12) For Package Compressor installations in areas
of excessive contamination’ such as in quarries or
cement Industries, some sort of pre-filtering device
should be added, otherwise the Package
Compressor air filter will clog up too quickly.
AIR DISCHARGE PIPING OF COMPRESSOR:
The discharge pipe should be connected as direct as
possible to the bottom of the receiver. It should be the
same size as shown in the general arrangement
drawing and should have as few turns as possible.
The flow of air discharge from a reciprocating
compressor is a pulsating flow. In certain cases, the
discharge pipe system may resonate causing severe
pipe oscillations and compressor valve damage. It is
therefore advisable to design the discharge pipe
system to prevent resonance and excessive
pulsation. It is also advisable to support the
discharge pipe system but the same should be free
from thermal expansion in order to avoid stresses.
If the discharge line is long, it is good. practice to
increase the pipe one size higher for every 100 feet
length from the compressor.
It is essential that pipes should be sized to prevent
excessive pressure drop to avoid power loss.
The following table shows power losses in air mains.
Pipe nominal Pressure drop (bar) Equivalent
bore (mm) per 100m. power
losses (kw)
40 108 9.5
50 0.65 3.4
65 0.22 1.2
80 0.04 0.2
100 0.02 0.1
It is very important to make all piping as direct and
short as possible. Wherever bends are necessary,
use 16ng radius elbows to reduce air friction.
NEVER PLACE A SHUT-OFF VALVE IN THE
DISCHARGE LINE BETWEEN THE COMPRESSOR c
AND THE RECEIVER UNLESS A SAFETY VALVE IS
INSERTED BETWEEN THE COMPRESSOR AND THE
SHUT - OFF VALVE.
If two or more compressors and connected to the t
same system, it is advisable to place a shut-off valve
in each discharge line in order that the compressor
valves and cylinders can be inspected and repaired
without releasing air from the entire system.
NOTE: INSTALL DRAIN VALVES IN ALL “LOW SPOTS”
IN THE DISCHARGE PIPING, SO THAT. LINES CAN
BE DRAINED PERIODICALLY TO PREVENT ANY
ACCUMULATION OF WATER OR I SLUDGE IN THE
PIPING.
RECEIVER
The receiver should be placed in a cool position as
near as possible to the Package Compressor. The
discharge pipe from the Package Compressor
should enter the receiver at the lower flange. The
pipes leading to the electro~pneumatic capacity
controller should be of a material which will eliminate
the possibility of corrosion and rust or scale
formation. The supply line from the receiver to the
various points of distribution should be connected to
the upper flange of the receiver.
PACKAGE COMPRESSOR STORAGE
Any Package Compressor not in service, whether
installed or waiting to be installed, the unpainted
machined surfaces are subjected to rust and
corrosion. Often a Package Compressor is not
prepared for long time storage. However every
Package Compressor going out of the factory is
always processed with rust preventive oil for
shipment purpose (maximum period of four weeks).
9
The rate of corrosion varies with climatic conditions.
Variance in climatic conditions makes it impossible to
state the length of time any Package Compressor
can be stored without rust and corrosion damage.
The following procedure covers the basic method of
preparing the Package Compressor for temporary/
long storage.
Procedure:
1. Clean frame sump and cross slides and lubricator
in case of lube models.
2.FIII frame with H.P. RUSTOP.286 oil and rotate
compressor belt wheel several revolutions to ensure
that the oil is circulated to all moving parts, cross
slides and cross heads.
3. For lube models clean cylinders and spray liberal
qty. of HP RUSTOP-286 and rotate compressor
several revolutions to ensure that the oil reaches all
valve parts.
4. For non lube models do not spray HP RUSTOP286
in cylinders. Place silica gel bags in valve ports and
refit valve holders.
5. Drain water from cooling water system, cylinder
jackets and heat exchangers and thoroughly flush
with clean water and radiator cleaner. The system
then has to be refilled with a 10: 1 mixture of water .
and radiator cleaner. Drain this mixture after 5 days.
If ambient is very low, water freezing may occur, drain
the mixture immediately. .
6. Drain RUSTOP-286 oil from the frame and
lubricator (in case of lube models only).
7. Slacken the ‘V’ belts completely.
8. Apply liberal quantity of preserving grease on
piston rod (in case of lube models only).
9. Plug and seal all openings thoroughly to prevent
entry of moist air and dirt.
10. Store the package compressor in a dry place
under shed.
PACKAGE COMPRESSOR OPERATION
INITIAL COMMISIONING
1. Remove polythene covers, tapes, wrappings from
openings which have been blanked and sealed.
2. Clean off all accumulated dirt from exterior of
Package.
3. Check and clean thoroughly the inside of the
frame. (The entire interior should be washed down
with “VARSOL” or any other cleaning agent, and then
wiped dry with lint free rags).
NOTE :
1. ENSURE THAT THE AVM PROTECTION SPACERS
PAINTED IN RED ARE REMOVED BEFORE
COMMISSIONING.
2. REMOVE SILICA GEL BAGS FROM VALVE
POCKETS AND CROSS SLIDE COMPARTMENTS
ONLY IN CASE OF NON LUBE COMPRESSOR
PACKAGES.
3. NEVER USE COTTON WASTE ON ANY ( INTERNAL
PARTS AS COTTON WASTE MAY CAUSE STRAINER
AND OIL FILTER CLOGGING.
4. CHECK FRAME FOR WATER CONTENTS. IN CASE
WATER/SLUDGE IS FOUND IT MUST BE . DRAINED
OUT IMMEDIATELY FROM FRAME, THOROUGHLY
AND FillED WITH NEW OIL.
5. DO NOT WIPE CARBON AND TEFLON I POWDER
FROM CYLINDERS IN CASE OF NON LUBE
COMPRESSOR PACKAGES.
4. Fill compressor frame with correct grade of
lubricating oil upto the centre of visual screw.
5. Rotate the compressor beltwheel manually, in the
direction of rotatipn for about 20-30 revolutions to
ensure bearing lubrication and free rotation.
6. Turn on the cooling water and remove air lock’ from
the water system.
7. Drain condensed water from heat exchangers.
8. Check ‘V’ belt tightness.,
9. Check all Electrical connections fOr tightness.
10. Check the insulation resistance with a megger. Its
value should not be less than 1 mega ohm per rated
kilovolt of the machine plus 1 mega ohm subject to a
minimum Qf 2 mega ohms, when cold. If this is not
the case, presence of moisture or dust in the
windings is iridicated. and the machine needs to be
dried out.
Method of “Drying Out” Motor:
1. A convenient method of doing this is to block the
motor so that it cannot rotate and apply a very low C
voltage of about 10% of the normal voltage to the
starter terminals.
2. The motor can be placed in an oven, if available,
but the temp. shall not be allowed to exceed 85°C.
Alternatively, hot air can be blown into the motor but
the air should be clean and dry at a temperature not
more than 85°C.
3. By placing 6-12 carbon filament lamps (according
to the frame size of the motor) closer around the
frame of the motor, properly hung to the fixtures.
4. By applying DC current (not more than 80% of the
motor rated current) continuously to the starter of the
motor, the large motors can be .dried out”. An added
advantage of DC current is the easy control of DC
current through rheostat.
While the motor is in drying out process, the small
vents, if provided. on both the sides of the motor
should be kept open for the escape of moisture. A
10
tested temperature gauge (capillary type) should be
placed on the motor to record the optimum
temperature the winding has achieved and to control
the temperature to below 85 0C. It is necessary to
cover with asbestos clothing to prevent heat
radimtipn.
The insulation resistance m,ust be measured every
hour till the insulation value stabilises at certain point
; then the heating process is to be discontinued.
When the motor cools down to the ambient temp.
favourable insulation resistance will be obtained.
Before a motor is started after a long idle period
(more than 8 months), the Iearing cover should be
removed an9 the ‘grease in the bearing cover should
be pressed with thumbs betweE!n the r’ace of the
bearing. If any deterioration of grease is apparent, the
old grease should be removed and new grease
pressed irto the bearing al1d housing.
11. Start the cQmpressor in unload condition.
12. Check the direction of rotation.
DIRECTION OF ROTATION
THE DIRECTION OF ROTATION IS ANTI-CLOCK WISE
WHEN VIEWED FROM NON DRIVING END. AN
ARROW MARK INDICATING THE SAME IS GIVEN ON
BEARING HOUSING. .
RUNNING IN OPPOSITE DIRECTION WILL CAUSE
SERIQU DAMAGE.
13. Check lube oil pressure.
14. Put the compressor on load and check interstage
pressute(s) and various temperatures.
15. Check for leakages (Air, Water and Oil).
16. Check voltage available at terminals and current
drawn by the motor.
17. Check for unusual noises.
18. Check tripping of all safety devices.
19. Switch off the power supply to the motor through
the on-off sw,tch on the starter cum control panel. The
compressor automatically unloads before stopping.
ROUTINE STARTING
1. Turn on cooling water 8.fld remoVe air lock from
water system.
2. Check position of safety shut down switches.
3. Drain condensed water from heat exchangers.
4. Check the tightness of ‘V’ belts.
5. Open stop valve (if fitted) between aftercooler and
air receiver.
6. Drain condensed water from control air filter fitted
before unloading solenoid valve on the starter cum
control panel.
7. Start the compressor by following the instructions
displayed on the MMI (Man Machine Interface) of the
PLC (Programmable Logic Control) unit fitted on the
starter cum control panel.
8. Check lube oil pressure.
9. Load the compressor.
10. Check interstage pressures.
11. Check interstage temperatures (especially
compressor discharge)
12. Check for leaks in air. water and oil lines.
13. Check voltage and current drawn by the motor.
14. Drain all low points in compressor suction and
discharge lines.
15. Drain condensed water from air receiver
pulsation bottles and moisture separators.
16. Check for loose bolts and nuts and tighten.
17. Check for unusual noises.
ROUTINE STOPPING
1. Switch off the power supply to the motor through
the on-off switch on the starter cum control panel. The
compressor automatically unloads before stopping.
2. Shut off cooling water.
FOR RECENTLY OVERHAULED UNIT
1. Be certain that all the bolts are tightened securely.
2. Check all locking devices (split pins. circlips, etc.)
3. Follow steps 3-19 mentioned under INITIAL
COMMISSIONING.
MAINTENANCE
A) VALVE MAINTENANCE:
1. Valve Dismantling: It is advisable to use a simple
fixture to facilitate dismantling and assembling valves
and also to avoid damage to the valve and inside
locating pins. The holding pins on the fixture do riot
permit the valve to rotate when the self locking nut is
unscrewed.
NEVER SHOU’LD A VA LV.E’ BE DIRECTLY
TIGHTENED IN A VICE ON THE SHOULDER. DO
NOT HAMMER ON TH~ WRENCH WHEN
LOOSENING OR TIGHTENING THE NUT.
2. Valve Cleaning: Examine all parts thoroughly when
the valve Is dismantled. When cleaning a valve, a
thorough soaking in trichlorethlyene followed by
brushing with soft brush or a light scraping will
remove any carbon formation. Be careful not to
scratch the valve plates or seats and before installing
a valve on the compressor, be .absolutely sure that it
is completely dry, else the presence may cause an
11
explosion.
3. Inspection & Reconditioning:
a) Valve Plates: When a valve plate or damper plate
shows signs of wear, it is imperative to.replace these
parts, even if no breakage has occurred. We allow a
maximum wear of about 10% of the total thickness of
the valve plate. Valve plates when worn should be
replaced, not ground or inverted.
b) Springs & Spring Plates: If the springs and spring
plates show, any sign of wear, these must be
replaced immediately.
c) Seats: For highest efficiency of the valve it is
important that the seat .face is ‘flatand free from any
traces of wear, thus preventing valve leakage. If any
damage of the seat face appears, it is necessary to
remachine and lap the seating areas. Locating pins,
if fitted, have to be removed first before carrying out
above operations. Generally remachining is done by
concentric grinding and lapping. If the seat face
shows only slight defects, lapping along may prove
satisfactory.. Also remachining on a centre lathe with
very low feed may be considered, particular attention
being paid .to the seat face being machined plane,
burrs are best removed with emery paper.
Do not remachine valve seats excessively otherwise
there is a danger of breakage.
Remachining has to be extended over the entire seat,
face, including the centre part where 11ft washers or
guide pins are located, in order to avoid any change
of the valve lift.
The height of the locating pins/dowel pins will alter
after the valve seat has been machined / ground. It is
therefore essential that the height of locating pins/
dowel pins is maintained either by grinding these or
deepening the holes.
When valve seat surface is remachined, a new valve
plate must be used to ensure proper seating.
4. Reassembly & Installation:
a) After the valve has been reassembled, tighten valve
nut to proper torque, using” the.fixture. Check valve
plate for free movement.
b) Test valve for leakage and ensure that after testing
it is made dry before installing on compressor.
c) For suction valves equipped with unloaders, the
clearance between valve plate and unloader lifter as
well as the clearance between unloading piston and
lifter is to be checked.
d) When reinstalling valves, do not interchange
suction and discharge valves. Also, do not install
discharge valves upside down failing which a’danger
of explosion and damage can occur.
e) Valve cover nuts, holding the valve and valve cover
in place, have to be tightened to specific torques,or
else there is a danger of either valve or valve seat
falling into the cylinder causing severe damage.
AFTER ALL THE VALVES ARE INSTALLED. ROTATE
COMPRESSOR MANUALLY ATLEAST ONE
COMPLETE REVOLUTION TO BE CERTAIN THAT
THERE IS NO INTERFERENCE WITH MOVING
PARTS.
During dismantling and reassembly, special care
must be taken. The sequence of reassembly is
indicated in the Spare Parts List.
Whenever replacing a valve plate, the valve seat be
slightly ground on plain surface with fine grinding
paste to remove the roughness and scratches. Clean
all parts and reassemble the valve and check for free
movement of valve plate. Also check valve for leakage.
B) COMPRESSOR CYLINDERS:
The following general instructions for disassembly
and reassembly of compressor cylinder applies to all
stages.
(FOR REFERENCE. SEE THE SECTIONAL CYLINDER
DRAWINGS SHOWN IN THE SPARE PARTS LIST)
To disassemble the cylinder the following procedure
must be followed:
a) Drain water from the cylinder and remove water, oil
and process piping as required.
b) Be certain air pressure has been bled off all
cylinders.
c) Remove all sucti9n and discharge valves.
d) Remove bolts or- nuts from outer head.
e) Remove outer head.
f) Remove packings from inner head.
g) Loosen crosshead nut and piston rod out of the
crosshead and remove nut from rod.
h) Push piston from cylinder with block between
crosshead and piston rod. After section of piston
emerges from cylinder attach rope around piston and
attach either to crane hook or to’a bar held by one/ two
persons as applicable. Remove the piston assembly.
i) Remove bolts and nuts from frame end head or
from cross slide as applicable. If complete cylinder
heads and cylinder is removed ensure that the inter
cooler is removed first.
j) Piston can be pressed out and removed from
piston rod after removal of piston nut.
Reassembly of the compressor cylinder can be
accomplished by reversing the procedure of
disassembly, and in addition the following items
must be carefully assembled and checked.
C) PISTON:
1. It is necessary to press the piston on the rod until
12
the piston “Butts. against a shoulder on the rod.
Install nut and tighten with specified torque. Align the
cut of the nut to milled slot on piston rod and with a
blunt punch lock piston nut to piston rod.
2. Be certain packing rings and springs are installed
correctly. The stamped face of teflon packing ringscan
either face to cylinder side or krankcase side refer
following fig.
c
c
c
The stamping is done for matching three pieces.
Stampings on two pieces should come near to each
other.
The circular cuts on the periphery of oil wiper rings
halves should be towards the crankcase. The flat
surface having rac;lial slots should face towards
cylinder. .
The brass ring fitted in sealing ring should come
towards crankcase side.
3. Be certain that the piston is properly placed in the
cylinder. The total bumping clearance of frame end
and outer end be divided as mentioned in the
clearance chart.
4. Be certain piston rings and their grooves are clean.
for C.i. pilston rings in lube models, it is desirable
before assembling the rings on the pistons to try each
ring in the cylinder for fit and make sure that piston
ring end gap is maintained as specified. File the
ends of the rings, if necessary, to obtain this
clearance.
When assembling the rings on the piston make sure
that the rings are free in the grooves and do not bind
at any point. This can be checked by rotating the rings
the grooves completely with respect to the piston.
New rings will be required if side clearance or ring
gap clearance is equal to, or greater than clearances.
Refer Clearance Chart given in Appendix.
5.The cylinder needs replacement if worn excessively.
Check for maximum diametrical I clearance between
cylinder and piston. Refer Clearance Chart given in
Appendix.
6. Be certain that the cross head nut is tightened as
per specified torque.
D) LUBE OIL COOLER (If fitted) :
This is a shell and tube type oil cooler. The cooling’
medium is water which is forced through the tubes.
while the oil is forced through the shell side of the oil
 Oil inlet to Main Bearing

Plug

To Crosshead thru chok

Oil Pressure Gauge

Connection

Pump end
13

Drive end

Plug

Oil Drain

MODEL HX BEARING FITMENT & LUBRICATION

cooler
The tube or water side of the cooler can be inspected
I by removing the end bonnets/headers. Dirt and
foreign matter can be removed either by chemica
cleaning or a rotary brush. The shell side should be
cleaned in trichloroethylene bath and flushed with
clean air.
E) LUBE OIL SYSTEM:
a) Suction :- This strainer is located on the lube oil
suction pipe in the compressor sump. It is very
important that this strainer be cleaned as a build-up
of foreign matter around the strainer will cause a drop
in oil pressure. The strainer should be cleaned each
time the oil is changed in the compressor or more
often if the lube oil pressure begins to drop. The
strainer is cleaned by unscrewing it from the lube oil
suction line. and then washing it in a solvent.
Reassemble by reversing the above operations.
b). Oil filter cartridge type :- It is throw-away type oil
filter. This shotlld be replaced each time the oil is
changed in the compressor or more ofte.n if the lube
oil pressure begins to drop.
DO NOT ATTEMPT TO CLEAN AND REFIT
To remove this filter. hold the complete body
inbetween hands and unscrew anticlock-wise. New
filter be fitted by reversing the above operation. If
necessary a suitable strap wrench may be’ used.
c) Lube oil Rellefvalve :- The lube oil relief valve is
located on the oil pump assembly. The valve has
been set at the factory and should not require
adjustment.
F) MAIN BEARINGS:
The main bearings are full precision and should not
require attention for many months. Failure of oil
pressure or a slight knock some times indicates
main bearing failure.
Two numbers bush type bearings on drive end side
and one number on non drive end side are
interference fit. These bearings can be removed by a
suitable extractor.
ASSEMBLY OF NEW MAIN BEARINGS:
These are prefinished and non-scrapable type of
bearings, little burrs or sharp corners may be
cleaned before fitting. Ensure that the parent bores
are absolutely clean.
These bearings are fitted in housings by sub-
coolingin liquid nitrogen. The centre-line is to be
drawn along the oil-hole of the bearing by red sketch
pen to facilitate matching of holes in bearing housing.
This line is extended upto the face of the Qearlng.
a. Assembly of New Main Bearings In HX Model
i.Fitment of 2 main bearings in frame (drive end side)
First, note positions of oil-holes in bearings and
14
frame (drive end side). Install locator (1) from
beltwheel end. Locate 99ide (2) in the centre of
locator (1). Insert sub-cooled bearing in proper
position. Matching of oil-holes is ensured by inserting
a rod through oil-hole. After fixing first bearing install
spacer (3). The distance between two main bearings
is decided by thickness of spacer. Assemble second
sub-cooled bearing in a similar way.
ii. Assembly of 1 main bearing in pump-end-cover
(driven side) is also similar. The same locator (1) and
Gufde (2) are to be used.
NOTE: In HX models, oil gorges (two numbers per
bearing) come at sides when bearings are in
assembled condition.
b. Assembly of New Main Bearings In HN Model
i. Fitment of 2 main bearings in flywheel end cover
First note positions of oil-holes in bearings and
housing. Install locator (1) from belt-wheel end.
locate guide (2) in the centre of locator (1) Assemble
sub-cooled bearing in proper position. Matching of oil-
holes is ensured by inserting a rod through oil. hole.
After fixing first bearing install spacer (3) The distance
between two bearings is decided by thickness of
spacer. Assemble second sub-cooled bearing in a
similar way.
ii. Assembly of 1 main bearing in pump-end-cover
(driven side) is also similar. The same locator (1) and
guide (2) are to be used.
NOTE: In HN Models, oil gorges (two number per
bearing) come on top when bearings are in
assembled condition.
G) REASSEMBLY OF CRANKSHAFT:
Ensure that the crankshaft ‘Rifle Drilled’ holes and
the main pins are absolutely clean and free from
scratches/rough surface.
Two number thrust washers are fitted, one on each
side of the crank web outer end. The hollow sides of
the thrust washers are to face the crank web as the
lubricating oil is allowed to pass through these.
H) CONNECTING ROD BEARINGS:
The connecting rod bearings are also full precision
and must not be hand fitted or scraped However
sharp corners/burrs be cleaned. Side thrust between
the crank web and connecting rod is limited by the
thrust faces on the connecting rod.
Lubrication to the bearings (crank side) is from the
drilled crankshaft and grooved bearings shells.
Piston pin is lubricated by oil passing through rifle
drilled hole of connecting rod.
Half of the crank pin bearing will come off with the.
cap. By lightly tapping, the other half of the bearing can
be removed. For assembly purpose the caps and
rods are numbered.
 Splash oil
Pump end enters Drive end
Oil gorges Oil Pressure Gauge
Connection Oil gorges

Oil seal

15
Oil inlet to
Oil inlet to bearing bearing Oil drain

Bottom
Brg. Hsg.

MODEL HN BEARING FITMENT & LUBRICATION

This thin walled Bearing are shrunk fit by cooling in Liquid Nitrogen.
When fitting in Bearing Housing, ensurelubricating oil holes are properly
aligned. The worn out Bearing may be extracted by suitable extractor.
The cross head pin bushing can be pressed from the
eye of the connecting rod. It is recommended that
cross head pin bushings be sub-cooled and. pressed
into place.
Con. rod big end diametrical clearance is taken by
measuring crank pin and con. rod bearing bore.
Crass head pin/piston pin clearance are normally
taken with inside and outside micrometers. Refer
clearance chart .
I) CROSS HEAD:
It is important that the cross heads fit the cross head
guides within the allowable tolerance or excessive
damage may be done. to the cross head or piston rod
and packings. If there is not enough clearance
between the cross head and cross head guide, deep
scorings and wear with seizure will occur. In case of
excessive clearance a knock will be heard while the
unit is in operation and the piston rod may start to rub
against the side of the packing case, which will
damage the rod and in turn damage the packing.
When checking the clearance a feeler gauge long
enough to cover the full bearing surface cross-wise
should be used. The clearance should be checked
over the full length of the cross head with the cross
head in both extrem end positions.
J) CROSS HEAD PIN:
A worn or improperly fitted cross head pin will usually
be indicated by knocking sound coming form the
cross head guide. If allowed to knock, the worn pin
could cause damage to the connecting rod cross
head pin bushing.
K) HEAT EXCHANGERS:
After the unit has worked for three months the water
side of the coolers should be checked for erosion,
corrosion, dirt, scale etc. If any of these are noticed,
a competent water treating engineer should be
consulted for recommendations. After the water has
been properly “Treated”, yearly inspection of the
water side of the cooler should be sufficient.
At the same time the water side of the coolers is
checked the air side should also be checked for
carbon deposit. Normally the air side of the cooler will
not require cleaning more than once a year, providing
the suction air filter is kept clean.
EXCESSIVE HEAT (CAUSED BY VALVE FAilURE) Will
CAUSE CARBON TO FORM AND BE CARRIED INTO
THE COOLERS. IT IS THEREFORE IMPORTANT
THAT THE COMPRESSOR VALVES BE KEPT IN
GOOD CONDITION.
To clean a cooler (water through tubes) remove the
fixed water head, pull tube bundle and remove the
floating head. The inside of the cooler tubes can
normally be cleaned with conventional type of tube
cleaning brushes. The outside of the tube bundle can
16
normally be cleaned by using steam high pressure
air or if necessary the tube bundle can be immersed
in a vat and boiled in a detergent solution. The type
of cleaning solution will depend upon the type of dirt
or scale to be removed.
The following chemicals may be used to remove
heavy carbon deposits.
1. TRICHLOROETHYLENE:
Fill with trichloroethylene through all the openings,
until completely full, blank off all openings to avoid
evaporation loss and keep it for 12 to 16 hours. Blow
with air and clean and refill with clean trichlorethylene
and repeat operation till thoroughly clean.
2. CASTROl ATLAS GREESKllLA NO.2 :
Marketed by MIs Castrol. This is in powder form and
is to be mixed up with water in the ratio of 1 kg. of
greeskilla No.2 and 10 Itrs. of water. Heat the solution
to 75 - 90°C and circulate through the cooler. After
having cleaned this internally, flush with water and air.
3. CAUSTIC SODA:
Mix with water and boil.
After having cleaned the cooler internally, flush with
fresh water and air.
Cleaning of Oil Cooler and other similar heat
exchangers.
Remove the oil cooler form the compressor, set in up-
right position, ensure that the oil is completely
removed from the cooler, fill up the cooler with 25%
solution of PRODUCT -BWF in water through oil inlet
hole. Ensure that outlet hole is securely closedl
plugged. Also ensure that the oil cooler Is completely
filled with the solution:
Let the solution remain in the oil cooler for atleast 2½
hours .If the condition of the oil cooler demands the
solution should be allowed to remain in the cooler
for 8-12 hours. After standing, turn the oil
coolerupside down and drain out the dirty fluid
completely. Rinse the cooler with fresh water 5-6
times and ensure that chemicals are completely
removed washed out. This can be ensured by
checking the pH of fresh water coming out of outlet
with litmus (pH) paper. Fresh water drained out from
oil cooler should show Neutral pH.
In case the tubes of air/oil coolers are clogged with
solid carbon particles, itis essential that the solution
of PRODUCT -BWF is circulated with the help of
suitable pump for a period of 2½ hours to 8 hours.till
such time the clogging is removed and cooler is
completely cleaned. After the chemical cleaning,
cooler should be rinsed with fresh water through’
water jets or pump cleaning/rinsing should be
continued till clear and neutral water starts flowing
from the outlet.
 WARNING!
PRODUCT -BWF IS AN ALKALINE PRODUCT AND AS
SUCH IT IS ADVISABLE TO USE RUBBER HAND
GLOVES AND GOGGLES TO AVOID CONTACT WITH
SKIN OR EYE,S.
In case of contact with skin or eyes, the affected part.
should be washed with plenty of water and mild boric
solution or boric powder should be applied, if need be
doctor’s help be solicited.
NOTE: PRODUCT -BWF can also used to remove
carbon and oil/grease for other parts like valves,
bearings, etc. The ideal way to clean such parts is to
immerse these parts in 25% solution of PRODUCT.
I BWF in water and the solution be heated at 60°C to
‘ 65°C for a period of 2 - 2 Yz hours. After this, the parts
should be washed with the help of water jets so that
oil/carbon can be completely washed Qut form. the
parts. After cleaning it is advisable to apply oil/ grease
or kerosene to the parts to avoid corrosion.
Depending upon, the condition of oil and carbon
coating PRODUCT -BWF can be used between 5% to
25% level. At lower concentration, the contact time
should be longer.
THIS CHEMICAL SHOULD NOT BE USED
ON’ ALUMINIUM OR ITS ALLOYS.
Upon reassembly, be certain all gaskets and ‘0’ ring
surfaces are clean, renew all gaskets and ‘0’ rings,
install heads and evenly tighten all nuts and bolts on
heads.
The “water through the shell” type coolers can be
cleaned in similar manner to the “water through the
tube” type except the disassembly and reassembly
differs.
PRECAUTIONS FOR COMPRESSORS FITTED WITH
NON-LUBRICATED CYLINDERS:
Particular care must be taken for compressors fitted
with non-lubricated cylinders. Corrosion on
nonstainless steel elements requires thorough
investigation. The lack of an oil film on the non
lubricated cylinder walls subject the same to severe
c,:mosion caused by condensation. Therefore, the
cylinder walls must be protected against corrosion
and the causes for condensation be eliminated.
Before stopping the compressor the following steps
are to be carried out :
1. Do not keep the compressor idle for long, it should
be run for atleast half an hour every 3rd or 4th day.
2. Unloading piston in suction valve cover must be
cleaned aUeast once in a month and slight grease or
silicone be applied to avoid sticking.
3. The suction air filter element must be kept clean at
17
all times, clean every week.
After every 2000 hours, the piston must be pulled out
and rotated by one third of a turn i.e. 1200 C. Such
action distributes the load evenly and hence uniform
wear thereby prolonging the life of Teflon parts.
To maintain piston bumping clearances, either rotate
the piston on piston rod or add a gasket on the outer
air head.
When two or more compressors feed the same
system and one of the compressor is kept idle as
standby, it is recommended that the standby
compressor be run for aUeast an hour every 3rd or
4th day to avoid condensation and corrosion
formation
ELECTRICALS
This chapter contains general information about the
electricals viz. motor, switch gear, safety devices,
control devices, etc. supplied along with the
compressor package.
SQuirrel cage motors of various ratings and suitable
motor starting melhods are employed according to
the capacity of the compressor.
STAR DELTA STARTER:
These starters are used where starting current
limitations do not permit the use of DOL starter.
In Star-Delta starting, the motor ;s started in ‘Star’
connedion, the connection being changed over to
‘Delta’ when the motor has reached nearly 80% of the
rated speed, and the starting current dropped to the
lowest. By connecting the motor in ‘Star’ during the
starting period, the impressed phase voltage is
reduced to 58% of the voltage in ‘Delta’ connection
The corresponding current in ‘Star’ is thus only one-
third that in ‘Delta’. By starting in ‘Star’ the current is
reduced to only about 2-2.5 times the rated current.
The motor is started in ‘Star’ and once it has picked
up speed, its connections arli changed over to ‘Delta’
by means of a timer. This timing varies from 6-12
sees. or more according to the load factor.
OVERLOAD PROTECTION RELAY:
The prevention of damage a motor due to excessive
current is an important function of motor starter.
Excessive current may be due to either of the
following; mechanical overload on the motor; electrical
system, unbalanced supply voltage, single phasing,
defective starter, defect in the motor itself. In either
case it is essential that the supply should! be
disconnected before any damage is done to the
motor. An overload device thus usually operates by
releasing the latching-in device by activating the
operating coil circuit.
Thermal Overload Relay:
This consists of strips of bi-metal, since the action is
due to their heating up. a time element ia always
present. The action of a bi-metal strip overload
release depends on the movement resulting from the
different rates of expansion of the two metals forming
t the combined strip when heated. The bi-metal strip
i may be directly heated by the current or indirectly
heated by a coil of resistance wire which carries the
current. Thermal trips are usually of the hand reset
type, the reset feature is combined with the relay.
Setting of the relay:
For closer protection of the motor, particularly against
single phasing condition, the bi-metal overload relay
is connected in the’ phase circuit. The relay has been
factory set at 0.6 times the actual line current drawn
by the motor, as measured by an ammeter, In case
the setting has been disturbed, please follow the
following steps:
1. Sart the motor with the overload relay setting at 0.6
times the rated motor current for Star-Delta starter.
2. After the motor reaches peak load condition,
reduce the relay setting gradually till the relay trips.
3. Set the relay slightly higher than the tripped value.
4. To check that this setting is correct, allow the relay
to cool, and then restart the motor and make sure that
it does not trip during starting. If it does, increase the
relay setting slightly and check again.
5. To check the tripping, increase the unloading
pressure setting by 1 kg/cm2 (say 8 kg/cm 2, for a
compressor set to unload atf 7 kg/cm 2) when the
current increases above the normal peak load
current, the relay should trip. If it does not trip, slightly
reduce the setting.
SAFETY DEVICES:
The following safety devices are used to protect the
compressor from damages likely to occur if any of the
systems fails due to any reascm.
1. Low oil pressure switch.
2. Low cooling water pressure switch.
3. High discharge air temperature controller.
The electrical contacts of the above switches are
connected either to a common annunciator or PLC.
The connections are in series with the no-volt coil or
under voltage release or hold-on contact of the starter
so as to enable the starter to operate in healthy
condition. When any failure occurs in any of the
systems during operation, the switches trip the
starter by de-energizing th no-volt coil or the under
voltage release to stop the compressor.
1. LOW OIL PRESSURE SWITCH (LOPS) :
The function of this switch is to monitor the oil
pressure in the compressor. This switch is connected
in the oil pres~ure sensing line coming from the
18
crankcase to the oil pressure gauge, through a tee
connection.
The bellows of the pressure switch is connected to
the oil line. The main spring can be set to balance
different pressures on the bellows. When the
pressure increases, the bellows is affected so that
the main spindle is moved upwords until the spring
pressure balances the bellows pressure. The
spindle has a guiding knob and a differential
adjusting nut which jointly transmit the spindle
moverments to the switch.
Low oil pressure switch has to function when the oil
pressure falls below the minimum pressure required
by the compressor. Therefore, the differential has to
be set at zero, and the main scale is set to the
required pressure (minimum oil pressure required by
the compressor) by rotating the knob on the switch.
Connect an ohm meter across normal open contacts
of the switch to observe the switch operation. Start the
compressor and watch the pressure at which the
contact closes. Then, stop the compressor to see at
what pressure the contact opens. By adjusting the
knob further, fine adjustment can be done. to the
exact pressure required. So confirm the setting by
starting and stopping the compressor or by adjusting
the oil pressure regulator. Then set the regulator in
its original position.
Since the switch remains open during starting, a
normally closed contact of a timer is connected
across the normally open contact of the switch. The
timer is set for 30 sees. As the compressor starts,
the timet starts its timing cycle, the compressor oil
pressure also starts building up . In 30 sees. the
timer contact will open. Since the oil pressure is
already developed, LOPS contact closes and the
compressor runs in the healthy condition.
In case the oil pressure does not build up due to any
I reason, these contacts will remain open and will trip
the compressor motor in 30 sees. time.
2. LOW COOLING WATER PRESSURE
SWITCH (LCWPS) :
Operating of this switch is same as that of Low. Oil
Pressure Switch discussed ea~ier. This switch is
connected in the water outlet line.
Open the water line. throttie the inlet value to
maximum flow available, .keeping the water outlet
valve fuliy open. I Now set the main scale of the
pressure switch till normally open contact doses,
then stop the water supply to the compressor, now
the closed contact of presure switch should open.
3. HIGH DISCHARGE AIR TEMP.
CONTROLLER:
This is a digital type controller with RTDs (Resistance
Temperature Detectors) as sensors. The RTQs are
connected to the controller by flexible RTD cable
neatly laid throug cable trays. The temperature WARNING !
controller is factory set at 170°C. IF STUDS ARE REMOVED FOR ANY REASON,
SOLENOID VALVES: REFITMENT SHOULD BE DONE USING THREAD
The compressor package uses normally. open (NO) SEALANT COMPOUND lOCTITE 542 OR
type. 3-way solenoid valve having 3 ports (i) Inlet (ii) EQUIVALENT.
Outlet and (iii) Exhaust.
(i) Inlet Port - Impluse air supply from the discharge
point or receiver through control filter is connected to
this port of the solenoid valve.
(ii) Outlet Port - This is connected to suction valves of
the compressor.
(iii) Exhaust Port - This port is for the escape of
trapped air ir the line. it is always kept open to the
atmosphere.
The NO type of solenoid valve allows air supply to
flow from the inlet port to outlet port. in the de-
energised condition. When energised, it stops the air
supply. These are used for capacity control of the
compressor package. hence are connected to the
suction valves.
Maintenance Of Solenoid Valves:
a. For perfect functioning of the solenoid valves,
always use an air filter in the air line connected to the
solenoid valve.
b. Always see if the nut tightening the solenoid coil is
intact. If loose, tighten.
Fault Finding Of Solenoid Valves:
a. Coli Chattering: This may happen due to two
reasons
i. Because of under voltage.
ii. Because of dirt entering the plunger housing of the
solenoid.
Take remedial action accordingly.
b. leaking Valve: This may happen because of the
following reasons
i. The valve is being tested with the outlet port kept
open to atmosphere. In this case, the problem can be
solved by connecting the outlet port to the suction
valves.
ii. Inlet pressure is so low that the pilot mechanism
catinot be actuated. This can be remedied by keeping
the min. pressure above 15 PSI.
iii. Air leaking through the solenoid plunger housing
when the coil is not energised. This can be remedied
by replacing the plunger or plunger plug.
iv. Air leaking through the exhaust port. This may
occur either due to entry of dirt in the valve or due to
worn out sealing components. In the former case,
clean the valve and in the latter, replace the worn out
sealing components.

19
 MAINTENANCE AND INSPECTION
SCHEDULE OF STANDARD MAINTENNCE INSPECTION FOR CP COMPRESSOR PACKAGE
AFTER PERIOD OF EVERY (Hrs.)
SUB ASSY. PART NAME ACTION RECOMMENDED 8 50 500 1500 3000 4500 6000 10000/AS
& WHEN
REQD.
Air suction & Valve assembly Rebuild, replace /
 
dischare valve Recondition worn out parts.
Valve seat gasket Replace  
unloading pistion Check for wear and lubricate  

Pistion ‘O’ring Check for wear and replace  

Valve holder ‘O’ Replace  
ring

Cylinder & Cylinder bore Check for wear & ovality  

clinder heads
Cylinder jackets Clean & remove scale  
Cylinder heads Clean & remove scale  

Piston & piston Piston Check bumping clearance

 

rings
Check for wear & ovality  
Check piston nut for loosening.  
Lube models C.I. rings Check end gap  
Non lube models Teflon rings Check wear & rotate 1200C.  

Piston rods & Piston rod Check for scoring


 

Packing rings
Piston rod nut Check fro tightness


 
Teflon paking Check for leakage


 
rngs and replace
Oil wiper rings Check for leackage


 
and replace

Running Gear Cross head Check for wear and scoring  

Cross head guide Check for wear and scoring  
Cross head pin Check for wear and scoring  
and bushing
Main & con. rod Check for wear 
& bearings
Crankshaft Check for wear 
Connecting rod
nut, bolts & split Check for tightness & locking


  
pins Replace bolts & nuts 

Lubrication Frame sump level Check level

running gear Gear pump Check wear of gears and  
bearings
Frame sump oil Replace oil and Clean Frame
From within 
Cartidge oil filter Replace 
Oil strainer Clean 
Oil Pipe conection Check for loosening

Oil cooler Clean scale 
Oil transfer pipe Replace ‘O’ rings  

Lubricator and Lubricator oil tank Check and refill  

cylinder Oil lines cyl. lyb. Check for loosening & leakage  
lubrication N.R.V. at cylinder Check for carbon & clean  
(lube models
only) Lubricator tank level Check level and make up. 

Heat exchangers Tube bundle assly. Clean scale & carbon check  
tubes for chaffing.  
Shell Clean from inside  
‘O’ Rings & gaskets Replace
Drain trap Check & clean stainer, check  
for operation
Safety valve Check for operation 

20
 AFTER PERIOD OF EVERY (Hrs.)
SUB ASSY. PART NAME ACTION RECOMMENDED 8 50 500 1500 3000 4500 6000 10000/AS
& WHEN
REQD.
Suction filter Filter element Clean

Replace 
Subject to local
enveironment, if
bad advance)

Bolts & nuts Cylinder & Cross Check for loosening and

Slide nuts tighten

Motor alignment Belt Tension Check & adjust


and belt tension Motor alignment Check & ajust 

Instruments Pressure gauges Inspect 

Temp. indicator/ Inspect & tighten electrical  
controller. connections
Oil, water, pressure Check for operation
Switches.

Air discharge Air discharge bottle Clean carborn  

piping Air discharge pipe Clean carbon  
Air receiver Clean 
Safety Valve Check operation 
Drain Cock Drain moisture several times a
day

AVMs Replace 

Air Piping Metalic hose Replace 

Remarks :

: Indicate the time period for the first check after commissioning.

 : Indicate the period for check up, adjustment, repair, replacement and refitting.

 : This is the enhances time period for all above action if they are found to be satisfactory after check up & operaton at
abovemarked ( and ) periods.

Switching over to this period may only be done after experiencing it at least twice that the above marked period do not
show any remarkable need for check up.

21
 FAULTS AND REMEDIES:
The following chart has been prepared indicating troubles, probable causes and remedies as a guide to
assist in locating troubles:
○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Compressor dose not start:

1. Lube. oil pressure low Set recommended lubrication oil pressure
2. Cooling water pressure low Set recommended cooling water flow
3. Motor overloaded Check electrical systems or compressor for overload
4. Emergency stop push button pressed Release the push button
○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Noise in cylinder:
1. Valve assembly not seated properly Check. replace. reassemble.
2 Leaking valve. Check. replace. reassemble.
3. Piston rings lubrication Check oil flow to the cylinder
(Only in lube models)
4. Loose piston on rod. Check piston nut for tightness.
5. Piston hitting head. Check bumping clearance and also tighten cross
head nut. if required.
6. Broken piston rings Check; replace as necessary. and hone score marks
in cylinder bore.
○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Excess carbon .on compressor valves:

1. Excessive amount of lubricating oil being Reduce oil flow
placed on piston (Only in lube models)
2. To long operation without cleaning Establish definite periods of cleaning.
3. Poor quality of lubricating oil Use recommended oil.
4. Piston rings stuck in grooves or worn out. Clean or replace as required.
3. Air filter system is dirty. Clean, repair or replace.
○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Safety valve popping:

1. Safety valve faulty Check for leakage.
2. Wrong setting. Check for air pressure at which safety valve blows.
Set safety valve to correct pressure.
3. Compressor valve failure Check interstage pressure: if not normal. check
compressor valves for leakage and check for broken
piston rings.
○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

No oil pressure recorded at gauge when starting:

1, No oil in Frame. Fill to proper level.
2. Broken oil line. Repair or replace
3. Clogged oil line Check and clean if necessary
4. Broken or defective oil pressure gauge Replace.
5. Broken oil pump shaft Replace
6. Main bearing rotated Check & refit or replace if necessary
○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Compressor crankcase knocks:

1. Loose crosshead pin. crankpin bearings. Check and repair or replace if necessary
main brgs.
2. Crosshead Check and replace as necessary
3. Lack of lubrication Check oil pressures and for choked’line to part
causing the knock.
4. Loose con-rod bolts Check for tightness

22
○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Low Air Pressure

1. Low pressure suction or discharge Repair or replace valves.
Valve leaking.
2. Leaking intercooler section Repair or replace.
3. Leaking pipe between cylinders and Tighten
heat exchanger
4. Worn cylinders or rings in low pressure Repair or replace
cylinders
5. Drain cocks open Close
6. Suction air filter clogged Clean or replace.
○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Heat exchanger does not cool effectively:

1. Dirty tubes. Clean outside ‘of tube bundle
2. Insufficient water supply Set the water flow rate correctly as per
recommendations.
○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○

Lubrication 011 pressure drops:

1. Incorrect grade of oil Use recommended grade of oil
2. Loose bearings due to wear Replace
3. A leaking or broken oil pipe Tighten or replace
4. Clogged inlet strainer at pump Clean thoroughly
5. Defective gauge Repair or replace
6. Defective oil pump Repair or replace
7. Defective relief valve Repair or replace
8. Oil filter clogged Replace cartridge oil filter

23
 TROUBLE SHOOTING CHART FOR RECIPROCATING COMPRESSORPACKAGE
(Check list for compressor inspection & observation

Cooling water disch. temp. high

Compr. running gear over heats

Excessive intercooler pressure

Discharge air temperature high

Comp. cylinder over heats

Intercooler pressure low

Receiver pressure high
Compressor vibrates
Insufficient pressure
Insufficient capacity

Compressor knocks
Failure to deliver air

Motor fails to start

Motor over heats
Valves over heat
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Restricted suction line

Dirty air filter

Worn or broken valves L.P.

Defective unloading system L.P.

Defective Unloading sysem H.P.

Excessive system leakage

Speed incorrect

Worn piston rings L.P.

Worn piston rings H.P.

System demand excessed compressor capacity

Inadequate cooling water quantity.

Excessive dischare pressure

Inadequate cylinder lubrication

Inadequate runninggear lubrication

Incorrece electrical characteristics

Motor too small

Excessive belt tension

Voltage low

Loose flywheel pulley

Excessive bearing clearance

Loose piston rod nut

Loose Motor rotor or shaft

Excessive crosshead clearance

Insufficient head clearance

Loose piston

Running unloaded too long

Abnormal interstage pressure

Dirty intercooler

Dirty cylinder jackets

Motor overload relay tripped

Worn out AVMs

24
 APPENDIX I
LUBRICATING OIL

1. RECOMMENDEDBRANDS OF OIL

Manufacturer Ambient Temp. Ambient Temp.

+ 0 to + 15 Deg. C + 15 to + 48 Deg

CP Branded CP Recip Lube CP RecipLube

2. OIL SUMP CAPACITY

Model Oil Sump Capacity

HX 15 Litres

HN 35 Liters

3. OIL PRESSURE

Model Oil Pressure kg/cm2g

HX 1.5 in steady condition

Hn

NOTE : FOR PROPER DISPOSAL OF USED OIL PLEASE ADHERE TO LOCAL

ENVIRONMENTAL REGULATIONS

25
 APPENDIX III
TORQUES
1. GENERAL TORQUES

BOLT DIA. TORQUE

mm kg-m ft-lbs
10 1.5 11
12 2.7 19.77
14 4.3 31.5
16 6.8 49.8
18 9.3 68
20 13 95.2
22 18 131.8
24 22 161
27 33 241.5
30 45 329.5

2 . SPECIFIC TORQUES FOR COMPRESSOR COMPONENTS

CMPONENT TORQUE kg-m

HX HN
1 Connecting rod bold 9 22
2 Valve helilock nut (This nut can be used 2/2.45 -
3 to 4 times and there after must be replaced)
4 Piston rod nut 67.2 110
5 Crosshead nut 62 67.5

3. SPECFIC TORQUES FOR VALVE HOLDER NUTS

THREAD SIZE TORQUE kg-m TORQUE ft-lbs

mm MIN. MAX MIN MAX.
8 1.00 1.2 7.25 8.68
10 2.00 2.45 14.5 17.72
12 3.60 4.40 26.03 31.82
14 5.70 6.90 41.25 50.00
16 9.00 11.00 65.10 79.56
18 12.50 15.00 90.04 108.50
20 17.80 29.50 128.75 155.51
22 24.50 29.50 177.21 213.37
24 30.50 37.00 220.60 266.62
27 33.00 40.00 238.69 289.32
30 45.00 54.00 325.48 390.58

27
OWNERSHIP DATA
Unit type: ...........................................................................
Motor type: .......................................................................
Delivery date: ...................................................................
Service Plan: ....................................................................
Owner’s machine No.: ...............................................................
Unit Serial No.: ......................................................................
Motor serial No.: ....................................................................
First start-up date:

Capacity: ...............................................................................

Local CP Representatives
Name: .........................................................................................................................................................................................................
Address: ......................................................................................................................................................................................................
Telephone: ............................................................................ Contact persons: Service: .............................................................
Telex: .................................................................................... Parts .................................................................

SAFETY PRECAUTIONS
To be read attentively and acted accordingly before installing, operating or repairing the unit.
These recommendations apply to machinery processing or consuming air or inert gas. Processing of any other gas requires
additional safety precautions typical to the application which are not included herein.
In addition to normal safety rules which should be observed with stationery air compressors and equipment, the following safety directions and precautions
are of special importance.

When operating this unit, the operator must employ safe working practices and observe all related local work safety requirements and ordinances.

The owner is responsible for maintaining the unit in a safe operating condition. Parts and accessories shall be replaced if unsuitable for safe operation.

Installation, operation, maintenance and repair shall only be performed by authorized, trained, competent personnel.

Normal ratings (pressures, temperatures, time settings etc.) shall be durably marked.

Any modifications on the compressor shall only be performed in agreement with CP and under supervision of authorized, competent personnel.

6. Arrange the air intake so that loose clothing of people cannot be sucked in.
If any statement in this book, especially with regard to safety, does not comply with
7. Ensure that the discharge pipe from the compressor to the after cooler or air
local legislation, the stricter of the two shall apply.
net is free to expand under heat and that it is not in contact with or close to
These precautions are general and cover several machine types and equipment; flammable material.
hence some statements may not apply to the unit(s) described in this book.
8. No external force may be exerted on the air outlet valve; the connected pipe
Installation must be free of strain.

Apart from general engineering practice in conformity with the local safety regulations,
the following directives are specially stressed:
1. A compressor shall be lifted only with adequate equipment in conformity with
local safety rules.
Loose or pivoting parts shall be securely fastened before lifting. It is strictly
forbidden do dwell or stay in the risk zone under a lifted load. Lifting acceleration
and retardation shall be kept within safe limits.
9. If remote control is installed, the unit shall bear an obvious sign reading:
DANGER: This machine is remotely controlled and may start
without warning.
As a further safeguard, persons switching or remotely controlled
units shall take adequate precautions to ensure that there is no one
checking or working on the machine. To this end, a suitable notice
shall be affixed to the start equipment.

Wear a safety helmet when working in the area of overhead or lifting equipment.
2. Any blanking flanges, plugs, caps and desiccant bags shall be removed
before connecting up the pipes. Distribution pipes and connections shall be of
correct size and suitable for the working pressure.
3. Place the unit where the ambient air is as cool and clean as possible. If
necessary, install a suction duct. Never obstruct the air inlet. Care shall be
taken to minimize the entry of moisture with the inlet air.
4. The aspirated air shall be free from flammable fumes or vapours, e.g. paint
solvents, that can lead to internal fire or explosion.
5. Air-cooled units shall be installed in such a way that an adequate flow of
cooling air is available and that the exhausted air does not recirculate to the
inlet.
10. On units with automatic start-stop system, a sign stating “This
machine may start without warning” shall be attached near the
instrument panel.
11. In multiple compressor systems manual valves shall be installed to
isolate each compressor. Non-return valves (check valves) shall not
be relied upon for isolating pressure systems.
12. Never remove or tamper with the safety devices, guards or insulations
fitted on the unit. Every pressure vessel or auxiliary installed outside
the unit to contain air above atmospheric. pressure shall be protected
by a pressure-relieving device or devices as required.
 SAFETY PRECAUTIONS (CONTINUED)
13. Pipework or other parts with a temperature in excess of 80 degress celsius
and which may be accidentally touched by personnel in normal operation shall
be guarded or insulated. Other high-temperature pipework shall be clearly
marked.
14. If the ground is not level or can be subject to variable inclination, consult
Chicago Pneumatic.
15. The electrical connections shall correspond to the local codes. The
units shall be grounded and protected against short circuits by fuses.
Operation
1. Air hoses shall be of correct size and suitable for the working pressure.
Never use frayed, damaged or deteriorated hoses. Use only the correct
type and size of hose and fittings and connections. When blowing through
a hose or air line, ensure that the open end is held securely. A free end
will whip and may cause injury. Make sure that a hose is fully
depressurized before disconnecting it.
Never play with compressed air. Do not apply it to your skin or direct an
air stream at people. Never use it to clean dirt from your clothes. When
using it to clean equipment, do so with extreme caution and use eye
protection.
2. The compressor is not considered as capable of producing air of
breathing quality. For breathing air quality, the compressed air must be
adequately purified according to local legislation and standards.
3. Never operate the unit when there is a possibility of taking in flammable
or toxic fumes.
4. Never operate the unit at pressures below or in excess of its limit ratings
as indicated on the Principal Data sheet.
5. Keep all bodywork doors shut during operation. The doors may be opened
for short period ony e.g. to carry out checks. Wear ear protectors when
opening a door.
6. People staying in environments or rooms where the sound pressure
level reaches or exceeds 90 dB (A) shall wear ear protectors.
7. Periodically check that:
a. All guards are in place and securely fastened
b. All hoses and / or pipes inside the unit are in good condition, secure
and not rubbing.
c. There are no leaks
d. All fasteners are tight
e. All electrical leads are secure and in good order.
f. Safety valves and other pressure - relief devices are not obstructed
by dirt or paint.
g. Air outlet valve and air net, i.e. pipes, couplings, manifolds, valves,
hoses, etc. are in good repair, free of water or abuse.
8. If warm cooling air from compressors is used in air heating systems e.g.
to warm up a workroom, take precautions against air pollution and
possible contamination of the breating air.
9. Do not remove any of, or tamper with, the sound - damping material.
Maintenance
Maintenance and repair work shall only be carried out under supervisior of
someone qualified for the job.
1. Use only the correct tools for maintenance and repair work.
2. Use only genuine spare parts.
3. All maintenance work, other than routine attention, shall only be
undertaken when the unit is stopped, the main power supply is switched
off and the machine has cooled down. Take positive precaution to ensure
that the unit cannot be started inadvertently. In addition, a warning sign
bearing a legend such as “work in progress; do not start” shall be attached
to the srarting equipment.
4. Before removing any pressurized component, effectively isolate the unit from
all sources of pressure and relieve the entire system of pressure.
5. Never use flammable solvents or carbon tetrachloride for cleaning parts.
Take safety precautions against toxic vapours of cleaning liquids.
6. Scrupulously observe cleanlines during maintenance and repair. Keep
dirt away by covering the parts and exposed openings with a clean cloth,
paper or tape.
7. Never weld or perform any operation involving heat near the oil system.
Oil tanks must be completely purged. e.g. by steam-cleaning, before
carrying out such operations.
Never weld on, or in any way modify, pressure vessels.
Whenever there is an indication or any suspicion that an internal part of
a machine is overheated, the machine shall be stopped but no inspection
covers shall be opened before sufficient cooling time has elapsed; this
to avoid the risk of spontaneous ignition of the oil vapour when air is
admitted.
Never use a light source with open flame for inspecting the interior of
machine, pressure vessel, etc.
8. Make sure that no tools, loose parts or rags ae left in or on the unit.
9. Before cleaning the unit for use after maintenance or overhaul, check
that operating pressures, temperaturea and time settings are correct
and tha the control and shut-down devices function correctly. If removed,
check that the coupling guard of the compressor drive shaft has been
reinstalled.
10. Every time the separator element is renewed, examine the discharge
pipe and the inside of the oil separator vessel for carbon deposits; if
excessive, the deposits should be removed.
11. Protect the motor, air filter, electrical and regulating components, etc. to
prevent moisture from entering them e.g. when steam-cleaning.
12. Make sure that all sound-damping material, e.g. on the bodywork and in
the air inlet and outlet systems of the compressor, is in good condtions.
If damaged, repalce it by genuine CP material to prevent the sound
pressure level from increasing.
13. Never use caustic solvents which can damage materials of the air net,
e.g. polycarbonate bowls.
14. The following safety precautions are stressed when handling refregerant:
a Never inhale refrigerant vapours. Check that the working area is
adequately ventilated; if rquired, use breathing protection.
b Always wear special gloves. In case of regrigerant contact with
the skin, rinse the shin with water. If liquid refrigerant contacts the
skin through clothing, never tear off or remove the latter; flush
abundantlty with fresh water over seek medical until all regrigerant
is flushed away; then seek medical first aid.
c Always wear safety glasses.
15. protect hands to avoid injury from hot machine parts, e.g. during draining
of oil.
Note : With stationery machine units driven by an internal
combustion engine, allowance has to be made for extra
safety precautions, e.g. spark arrestors, fuelling care, etc.
Consult Chicago Pneumatic.
All responsibility for any damage or injury resulting from neglecting
these precautions, or by non-obsrvance of ordinary caution and due
care required in handling, operating, maintenance or repair, even if not
expressly mentioned in this book, will be discalimed by
Chicago Pneumatic.