Operation Maintenance Parts Composite Manual DPC-2803 Compressor Contract No. 9700,9701 Serial No. 84468,84469 Built For: =PERTAMINA-BETUNG 4 COOPER ENERGY SERVICESMouinataitue.s eh ovat ib: tes ravatis eae OLIAR 2 ry)- Warnings, Cautions, and Notes These safety instructions and procedures are to prevent injury in the operation and maintenance of Ajax-Superior engines, compressors, and auxiliary equipment. These safety procedures should not be considered as the only precautions to be taken. Good judgement and careful safety practices should always be used. Do Not Operate Or Attempt To Repair This Equipment Unless You Have Had The Proper Training Approved By Ajax-Superior. For Training Information, Contact The Cooper Energy Services Training Department In Mount Vernon, Ohio 43050 At (614)393-8200. ANOTE indicates an essential operating procedure or condition which must be highlighted. ANOTE may appear as follows: When changing the engine lubricating oil, also change the oil filters. A CAUTION indicates that if the specified precaution is not heeded, damage to-equipment. andor minor personal injury may result. ACAUTION may appear as follows: om To insure against any hazardous malfunction of this equipment, always use the specified parts when making repairs. ‘A WARNING indicates that if the specified precaution is not heeded, there is a substantial tisk of serious injury or death along with damage to property. A WARNING may appear as follows: The ignition system produces extremely high voltage. Do not touch high tension ter- minals when the engine is operating. ‘Some general precautions that should always be practiced when operating or maintaining the equipment are listed in the following pages. Make sure that all personnel read these precautions and adhere to them. Cooper Energy Servicos_@_Alax-Supetor Page Iknw Q© General Maintenance Information 1. Follow all safety rules and operating procedures put in place by the company that owns and operates this equipment. 2. Read and understand the instruction manual prior to operating this equipment to become familiar with the safety, design, and operating features. If you do not have a manual, call Ajax-Superior at (513) 327-4200. 3. Always wear safety glasses or goggles, steel-toe safety shoes, and hearing protection. Note: Other equipment may be required by the equipment owner. 4. Donot wear loose fitting clothing, neckties, scarves, watches, rings, etc., near operating, ‘equipment as they can be caught in the moving machinery. Keep long hair tied back. 5. Locate nearest fire extinguisher to area where maintenance is to be performed. Ensure a clear path to fire extinguisher in case it should be needed for an emergency situation. 6. Donot open cooling or lubrication systems when engine or compressor is hot, as steam or hot liquids can be released, which can cause severe burns. Be aware that some surfaces can remain hot for several hours after the unit has been shutdown. 7. When draining the coolant and lubricants, prevent contamination of the environment by the equipment fluids. Refer to equipment owner's material safety data sheets for 7 additional information. (Remember: Antifreeze/Glycol solutions, as well as most lubricants, are flammable.) 8. Keep the area around the unit clean and orderly with ample space to walk safely around the unit. Clean up spills and leaks quickly to prevent accidents caused by slipping and falling. 9. Use only non-flammable, non-toxic cleaning solvents. NEVER USE GASOLINE OR OTHER FLAMMABLE PRODUCTS FOR CLEANING PURPOSES. REFER TO EQUIPMENT OWNER’S MATERIAL SAFETY DATA SHEETS FOR EACH CLEANING PRODUCT FOR ADDITIONAL PRECAUTIONS. 10, Use fans, blowers, etc. during maintenance and clean-up work in enclosed areas to remove fumes from cleaning solvents and vented gases. 11. Use ladders, platforms, etc. where possible when working on elevated work surfaces. Always stand on stable surfaces when working on this equipment. 12. Before starting any equipment, make sure all nearby personnel are aware of the start up and are clear of the equipment. 13. Do not use bare hands when checking for leaks of fluids under pressure, as fluids or particles can penetrate skin. Use cardboard or a similar material to check for leaks. Cooper Energy Services Ajax-Superor Page 2G Engine Maintenance 1. Shut down the engine first, then prevent it from being started before the work is done. Close the starting block valve and remove the tubing line to the starting pilot valve. THIS IS VERY IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY - a remote operations center may try to start a unit without knowing that work is being performed onit. Note: After maintenance work is done, some adjustments may need to be done with the engine running. Stay clear of moving parts and follow instruction manual procedures as required. 2. Shut down the engine by SHUTTING OFF THE FUEL SUPPLY. Do not ground the ignition system to shut down a spark gas engine. This can leave an explosive mixture in the engine and exhaust system. 3. Donot remove engine cover doors immediately after shutdown. This can cause a sudden inrush of atmospheric air and result in an explosive mixture in the crankcase. Allow the engine to cool until cover doors can be removed with bare hands. 4. Check all safety shutdown devices (overspeed, low oil pressure, high jacket water temperature, vibration, et.) according to the procedure and schedule in the maintenance section of this manual. 5. After completion of maintenance work, reconnect starter pilot valve line and open block valve. REMOVE MANUAL BARRING DEVICE, if used during maintenance. G 6. Before attempting to start a gas engine, it must be cranked with the fuel and ignition off to purge the exhaust system of combustible gases. The engine should be cranked for a minimum of 15 seconds before the ignition is turned on and then the fuel valve opened. 7. Be prepared to shut down the engine if an overspeed or other control malfunction occurs on start up. 8. Before replacing any studs, measure stud height from machined surface and position replacement stud to the same height. Compressor Maintenance 1. Shut down the compressor first, then prevent it from being started before the work is done. (See ENGINE MAINTENANCE section previously if engine driven.) If electric motor driven, the electric power supply must be disconnected and locked out. THIS IS ‘VERY IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY - a remote operations center may try to start a unit without knowing that work is being performed on it. Suction and discharge block valves (see site plan for location) must be closed to prevent gas from flowing into the compressor during maintenance. (Gas pressure could rotate the compressor and cause injury if not shut off and vented properly - see ‘Cooper Energy Services m@ Alox-Superior Page 3SUPERION" ‘compressor section of manual.) Note: After maintenance work is done, some adjustments may need to be done with the compressor running. Stay clear of moving parts and follow instruction manual procedures as required. 2. Before attempting any maintenance or repair on the compressor, vent all gas pressure from the cylinders, piping, and other pressurized components or chambers. Know the piping system associated with this compressor. Open discharge blowdown and/or bypass valves to vent system to atmosphere. ALLOW COMPRESSOR TO COOL FOR AT LEAST 15 MINUTES BEFORE OPENING SUCTION OR INTERSTAGE VENTS. Atmospheric air can be drawn in if a vacuum exists and can create an explosive mixture. CHECK LOCAL OR PANEL PRESSURE GAUGES FOR ZERO READING BEFORE REMOVING ANY GAS PASSAGE COMPONENTS SUCH AS VALVES, VALVE CAPS, OR CYLINDER HEADS. Note: UNLOADER CONTROL PRESSURE IS TYPICALLY NOT SHOWN ON GAUGES. Vent unloader control pressure line by loosening control line tubing fitting, 3. IFPOISONOUS OR SUFFOCATING GASES ARE BEING COMPRESSED, FOLLOW ALL PLANT SAFETY PROCEDURES PRIOR TO AND DURING MAINTENANCE ON ANY GAS EQUIPMENT OR PIPING TO AVOID INJURY OR DEATH DUE TO INHALATION OF SUCH SUBSTANCE 4, Regularly check around compressor and piping gaskets and joints for leaks which could result in a fire or an explosion. 5, Test all pressure gauges on a periodic basis (see maintenance schedule) to ensure accurate pressure readings. Likewise, check all relief valves for design opening pressure (see ‘manufacturer's data for each relief valve in packaging section of manual). 6. Check all safety shutdown devices (low oil pressure, high and low gas pressures, vibration, etc.) per the schedule in the maintenance section of this manual. 7. Remove electrical lockout function if motor driven when maintenance is completed and REMOVE MANUAL BARRING DEVICE, if used during maintenance, before starting unit. 8, Before replacing any studs, measure stud height from machined surface and position replacement stud to the same height. ALL PERSONNEL SHOULD READ AND UNDERSTAND THE PREVIOUS SECTION ON WARNINGS, CAUTIONS, AND NOTES. Cooper Enoray Services m_Alax-Suporior Page 4Cc Warranty ‘The Seller warrants to the Buyer that the equipment to be delivered hereunder will be free from defects in material, workmanship and title and will be of the kind described in the contract. THE FOREGOING WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES WHETHER WRITTEN, ORAL OR IMPLIED (INCLUDING ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR PURPOSE). fit appears within one year from the date the equipment is placed in service but no later than eighteen (18) months from the date of delivery to the Buyer, whichever first occurs, that the equipment does not meet the warranty specified above and the Buyer notifies the Seller promptly, the Seller shall correct any defect, at the Seller's option, either by repairing any defective part or parts or by making available, at the Seller’s factory, a repaired or replacement part. The liability of the Seller to the Buyer (except as to title) arising out of the supplying of the equipment, or its use, whether on warranty, contract or negligence, shall not in any case exceed the cost of correcting defects in the equipment or part thereof and upon expiration of the warranty period all such liability shall terminate. The foregoing shall constitute the sole remedy of the Buyer and the sole liability of the Seller. ‘The preceding paragraph shall not apply and the Seller assumes no liability whatsoever for breach of warranty when there is evidence that the defect arose as the result of (a) abuse or negligence in the operation of the equipment, (b) failure to maintain the equipment properly, (©) overloading or overspeeding, or (d) use of repair parts not approved by Seller. ‘The warranty given to the Seller by its supplier of special equipment, including but not limited to generators, is hereby assigned without recourse by the Seller to the Buyer. AS TO THIS SPECIAL EQUIPMENT, WHICH GENERALLY BEARS THE NAMEPLATE OF THE SELLERS SUPPLIER, THE SELLER ASSUMES NO LIABILITY WHATSOEVER FOR BREACH OF WARRANTY, WHETHER WRITTEN, ORAL OR IMPLIED (INCLUDING ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR PURPOSE). Cooper Energy Services M@ Alar-Supetior Page §The: Ax Coola Jaca Otae R . Y SERVICES Engineering Sales & Service Bulletin Cc Aljax-Superior Engines/ Oklahoma City, OK 73129 Compressors ESS-C-961 Ajax Cooler Jackshaft Drives General This bulletin applies to all Ajax DPC-2201, DPC-2202, DPC-2801, and DPC-2802 models equipped with a skid mounted muffler and end mounted cooler. A cooler jackshaft drive system is used on some Ajax packages to transfer mechanical energy from the engine to the cooler fan. Mechanical energy from the ‘engine is transferred via a crankshaft sheave and belt to a pulley located on the right angle bevel gear box. This energy is then transferred by two enclosed power transmission shafts connected by two paraflex couplings and supported by eight roller bearings contained within two torque tubes. A five groove sheave is located on the cooler end of the shaft drives the cooler fan through a belt and idler combination. @ Figure 1 Cooler Jackshaft Drive Layout Page 1 of § Released: 17 October 1996Esscon ‘Tie: Ajax Cooler ackahatt Drive | Figure2 Cooler Jackshaft Drive Components corte llow Block Bearing ParaFlex Coupling Spherical Roller Bearing Flanged Spherical Roller Bearing Right Angle Gear Drive A sheave is mounted to the gear box through a combination of a shaft keyway and a gearbox shaft extension. The gearbox shaft extension mounts over the gearbox shaft and key, two set screws hold the extension to the shaft. The sheave is then installed over the extension. ‘Apply Locktite To Set Screws| ‘And Torque To 69 ft-lbs | * Figure 3 Gearbox Shaft Extension Cutaway View Perform the following inspection when working on/or around the gear drive: @ Center punch a dimple in the gearbox shaft key prior to installing into the gearbox shaft keyway. This allows the gearbox shaft key to firmly grip the gear shaft, minimizing the possibility of it coming loose during operation. © Verify gear box orientation before installation. Rotate the gear box shaft by hand and verify that each shaft rotates in the direction shown in Figure 3. Page 20f5 Released: 17 October 1896Tie; Aj Cooler Jack rv © Fill the gearbox with SAE 40 weight gear oil ONLY. Inspect gearbox oil level every 24 hours of operation. © Replace gearbox oil every three months or 1500 operating hours. The gearbox should be flushed with a light flushing oil every time the oil is changed. @ Replace gearbox oil after 100 hours of operation during initial package start-up. Never hammer on the gearbox drive shafts. © Apply Locktite brand Threadblocker 242 to the set-screws that hold the gearbox shaft extension to gearbox shaft. Torque to 69 Ft Ibs. torque. © Figure4 — Correct Gearbox Shaft Rotation - Guise | (Top View) sheave ° ° 0720 Co Sa The vent and fill plugs located on the outer case of the right angle gear box look identical and are not clearly marked. This can lead to confusion when installing the gearbox, allowing it to be mistakenly installed upside down. This will cause the cooler fan to run backwards and improperly cool the unit. ParaFlex Couplings ParaFlex couplings are used in the Ajax cooler jackshaft drive to cushion torsional shock loads between the engine and driven components. The current design uses a taper lock bushing between the power transmission shaft and coupling hub flanges that may break when improperly installed. To prevent pre- mature coupling failure, observe the following instructions when naintaining or installing flexible couplings: Two models of ParaFlex couplings are used on Ajax integrals BM-16826-1 and BM-1686-2. All parts except the bushings are interchangeable. ‘© When installing the coupling, arrange the coupling flanges so that the gap between flanges is 1 - 9/32". The flanges should never touch. © Verify the angular alignment of the coupling flanges by measuring the flange gap at four points 90° apart. The points measured should be within 1/32” of each other. ‘Angular and parallel alignment of the Paraflex couplings is set at the factory and the torque tubes are doweled to the skid. If realignment of the couplings is required, the dowel pins must be removed, new dowel holes drilled, and new dowel pins installed after assembly. Page 30f§ Released: 17 October 1996‘Te: Aj Cater aca es © Figure 5 ParaFlex Coupling Alignment (Cutaway View) © Verify parallel alignment of the coupling by placing a straightedge across the flanges and mea- suring between the outside edges of the flanges at four points 90° apart. The points measured should be within 1/32" of each other. Ifnot, loosen and re-adjust. © Apply LockTite Threadblocker 242 to the threads of the set screws which hold the taper lock bushings to the hub flanges and tighten to 15 Ft- Ibs. of torque. © Capscrews which hold flexible element should be tightened to 20 Ft- Ibs. of torque. Tighten in a circular pattern and continue to check at 20 Ft-1bs. until no further bolt rotation is experienced. The flexible element will move when tightening the capscrews. Tightening these capscrews to the “feel” instead of the specified torque values can result in the coupling coming loose during engine operation. Bearings Three types of bearings are used to support the power transmission shafts. The first, a unisphere pillow block spherical roller bearing is used in one location, to support the end on the shaft on the cooler side of the cooler jackshaft drive. An inner collar with two set screws 120° apart securely fasten the inner race to the power transmission shaft. The bearing is mounted on a outboard bearing bracket which is bolted tothe skid. A flanged spherical roller bearing is used to support the transmission shaft at the end of the toque tube on the cooler side of the shaft. An inner collar with two set screws 120° apart secure the inner race to the power transmission shaft. Four bolts hold this bearing on a plate welded on the end of the torque tube. Pillow block bearings are used in the torque tubes to support the power transmission shafts. This bearing contains an inner ring that clamps to the power transmission shaft using setscrews that are located 65° apart. It is critical that the setscrews are Loctited and torqued very tight. Each bearing is mounted on the inside of the torque tube by two bolts. Bearing Maintenance Perform the following inspections and procedures when operating or maintaining units which contain these bearings: Page 4 of § Released: 17 October 1996Ess-coti ‘TWie: Ajax Cooler achat Dave @ Figure 6 Cooler Jackshaft Drive Bearing Locations Flanged Spherical Roller Bearing © Bearings must be lubricated in accordance with normal maintenance practices. This is normally no more than a tenth of one cubic inch of grease every two to three months. @ Bearing mounting bolts should be inspected whenever the unit is shutdown. © All three types of bearings utilize set screws to secure the inner collar to the shaft. All bearing set screws should be coated with LockTite ThreadBlocker 242 and torqued to 15 ft.-Ibs. @ Use a NLGH Grade No. 2 lithium 12-hydroxystearate base grease to lubricate bearings. jver-lubrication is the most common cause of bearing failure. Unusual high temperatures and leakage of grease normally indicate an over-greased bearing. Water Pump/Cooler Drive The belt which powers the cooler fan and water pump uses an adjustable idler to tension the belt. This idler contains internal bearings that can replaced. Commercially availablé bearings such as NAC 6205- 2NSLNR (Nachi-Japan) or SNR-6205NREE (SNR-France) can be installed if needed. Verify that the bearing(s) ordered include a snapring on the O-ring of the outside bearing. @ Figure 7_Cooler/Water Pump Idler Wy Page Sof § Released: 17 October 1996esr! : ‘Wo: etn O Shea Aa Y SERVICES Engineering Sales & Service Bulletin CG Ajax-Superior Engines/ Oklahoma City, OK 73129 Compressors [ ESS-F-961 ] Cc Installation of Sheave and Flywheel This bulletin applies to all Ajax models 2201, 2202, 2801, 2803, & 2804. The flywheels and sheaves of these AJAX models are installed with a RINGFEDER locking device, which is inserted over the hub of the flywheel (or sheave) and locks them to the crankshaft. The special procedures which must be followed for installation and removal are as follows: Installation 1. Clean the flywheel (or sheave) hub, bore and mating diameter on the crankshaft. Surfaces must be dry and free of any burrs, rust or lubricants. 2. Remove RINGFEDER (collar, inner ring and locking screws) from shipping container. Check if supplied locking screw threads, screw head bearing area, and the taper of the inner ring are lubricated, If not, lubricate them with a molybdenum disulfide grease, such as MolykoteGn Paste or 3. Slide Half Shrink Disk (collar and inner ring) over hub projection and push it to required position. The hub outside diameter may be greased. When fetrofitting ringfeder on a keyed shaft, ensure inner ring split is 180° from shaft keyway. 4. Put the locking screws with hardened washers through the web clearance holes and screw them into the corresponding collar holes, finger tight. See Figure 1: © Figuret Flywheel, Collar Hardened Washer Inner Ring Crankshaft Locking Screw core 5. Slide hub over shaft to desired position. 6. Take any 3 or 4 locking screws equally spaced and snug them up to establish a parallel or perpendicular position of the Shrink Disk collar relative to the hub web or shaft, respectively. This will seat the collar on the taper of the Inner ring and avoid cocking of the collar. Page 1 of 3 Released: 17 October 1996‘Tie: ison OF Shenve And Pe 7. Using a torque wrench, tighten all locking screws gradually (no more than 1/2 tur on each screw at one time) and all the way around, in either a clockwise or a counterclockwise sequence (not in diametrically opposite sequence). Several passes are required until all screws are torqued to the specified tightening torque. See Table 1: Table 1 Unit Model BWT1876-0-1_| Sheave | 2201, 2200, 2807, 2602, 2608, & 2804 BM-11878-D-2 | Flywheel 2201, 2202, 2801, 2602 [Bw-11678-1 | Flywheel | 2803 BM-11878-E-2 2804 8. Check and make sure that no screw will turn anymore by applying specified tightening torque (see Table 1). Only then is the installation completed. 9. After final tightening of screws, check flywheel run-out. See Figure 2 for maximum tolerances. If run-out exceeds maximum, loosen all socket head screws and tap flywheel into position using a soft hammer on wood block. Retighten screws following same sequence as before, and check that run- out is within tolerance. 005" TLR. fa eeee + 020" TLR. >| Flywheel Removal 1. Gradually release locking screws all the way around. Initially each screw should be released about a quarter of a turn only. Thus tilting and jamming of the collar will be avoided. DO NOT remove locking screws completely at this time, otherwise collar may spring off. 2. Any rust formed adjacent to hub must be removed first. Once the screws are loose, pull hub from shaft Page 2013 Released: 17 October 1996‘Tie: instalation Of Sheeve And Pye Re-Installation 1, Upon removal of component, disassemble Shrink Disk. Clean and Inspect all parts. Reinstall Co following the installation procedure, beginning with Step 2 of the appropriate section. Page 3 of 3 Released: 17 October 1996ESS.G-981 ‘AJAX GAS INJECTION VALVES SERVICES ENGINEERING SALES & SERVICE BULLETIN AJAX-SUPERIOR ENGINES! OKLAHOMA CITY, OK 73129 COMPRESSORS ESS-G-981 Date: July 22, 1998 AJAX GAS INJECTION VALVES PRODUCT IMPROVEMENT UPDATE ‘Ajax Product Division would like to announce several product improvements in the design of our gas injection valve assemblies. Assemblies affected by these changes are: YAE-5098-T Series & YAE-5098-Y Series gas injection valve assemblies. Components affected: ‘SPRINGS: Gas valve spring P/N BM-10869-A has been superceded by P/N BM-10869-B. ‘The new BM-10869-B spring has a longer free length than the A. The increase in free length doubles the pre-load on the spring allowing the gas valve to open & close more precisely during the fuel injection cycle. This prevents any admission of fuel gas outside the predetermined timing that the valve is designed to be opened. ‘The new spring can be physically identified with a free length of 2-7/8 versus the A springs free length of 2-9/16. WARNING: It is very important not to mix the new BM-10869-B springs with the A ‘Spring on multi-cylinder engines. Also, the BM-10869-B spring should not be used on the plunger pump assembly in the engines control box. The original A spring is still utilized here. 1 Issued 07/98ESS-G.981 AJAX GAS INJECTION VALVES VALVE GUIDE: The gas injection valve guide P/N K-7891-A has been superceded by P/N K-7891-B. ‘The new K-7891-B valve guide has a pre-drilled grease communication hole eliminating the requirement to drill the guide once itis pressed into the valve housing. When installing the new guide, align pre-drilled hole with the grease-fitting hole in the valve housing. There is a milled area surrounding the communication hole on the outside of the ‘guide to allow variations in guide height once installed in the valve housing. NOTE: Before removing old guide, note length (15/16 ) extending out of valve housing and install the new guide with same extension. The bore of the guide now has spiral grooves machined into it to allow a path for grease to communicate throughout the length of the guide. The bore of the guide has also been increased to prevent any possibilities of valve stem interference (sticking) due to variations in valve housing bores. Use a 7/16 reamer ‘and ream the guide before and after installation into the valve housing. It is very important to clean the guide bore thoroughly after final reaming as metal cuttings will migrate into the lube slots and will be pushed into the bore when greasing. 2 Issued 07/98Cc COOPER ee C ENERGY SERVICES Engineering Sales & Service Bulletin ees oe ESS-M-961 Ajax Mixing Valves Cc General Design improvements have been made to the valve seats which are a component part of valve manifolds ‘YAE-10510-A, YAE-7510-B, YAE-6010-D, and YAE-6010-C. These seats holds the mixing valve in position through a combination of a tapered pin and stop valve. The tapered pin fits into a reamed hole that is drilled thru the valve seat holding the stop valve in position. On this design, it was possible for the tapered pin to come loose and fall into the scavenging chamber. This, in tun, could allow the mixing valve to work it’s way out of the valve manifold assembly and also fall into the chamber. ‘To avoid this potential risk, the design of the valve manifold assemblies has been changed, The improved design uses a drilled hole on the valve seat of a specific depth in place of the drilled thru reamed hole. This allows a roll pin to be used in place of the tapered pin, providing a more precise fit and preventing components from working loose during engine operation. © Figure1 Valve Manifold Assembly It is recommended that the valve seats or assemblies be updated to the new design when possible. This can be done by replacing the old valve seat with the updated valve seat or by replacing the entire valve manifold assembly. Page 1 of2 Released: 17 October 1996Table 1 Valve Seat Part Numbers ‘Old Part Number ‘New Part Number Table 2 Valve Manifold Part Numbers YAE-10510-A 3 ‘Valve Manito Assombly YAE-7510-8 Valve Manifold Assembly YAE-6010-D ‘Valve Manifold Assembly Page 20f2 Released: 17 October 1996COOPE A @ Enerey SERVICES Engineering Sales & C Cc Service Bulletin ‘Ajax-Superior Engines! Oklahoma City, OK 73129 Compressors ESS-S-992 Spark Plug Lubricant Ithas been brought to our attention that there have been incidences of spark plugs seizing in the power cylinder heads and the jet cell ignitors on Ajax units. This can create costly replacement, repairs, or down time. To reduce the possibility of this occurrence, Ajax recommends the use of a high temperature, non-conductive, non-metallic thread lubricant. ‘One of the products that fits these requirements is: BG Service Corp. Mica Lubricant © A718 (40z.can) @ A719 (16 07. can) © A768 (32 07. can) This product can be purchased at most automotive supply stores. The following procedure should be maintained when replacing spark plugs: 1. Use a spark plug thread chaser (P/N 2-01T-028-002) to remove any build-up of debris. 2. Properly gap spark plug to Ajax recommendations. 3. Apply spark plug lubricant VERY SPARINGLY to the threads per the lubricant Manufacturer's instructions (leave first thread dry). Tighten spark plug to the proper torque: Dry torque 60 ft. Ibs Lubricated torque 50 ft. Ibs. Steps To Follow In The Event Of A Seized Spark Plug 1. Do not force a spark plug ifit starts to seize on the way out. 2. Ajax suggests the use of thread penetrating oil such as “Aerokroil” which is made by Kano Labrato- ries. Apply the penetrating oil per instructions on the container. Wait a minimum of 5 minutes before trying to remove spark plug. Slightly turning the spark plug in and out may help distribute the penetrant. In some cases a second application may be needed. If the above steps are unsuccessful, you may also try the following: © Break the ceramic portion of the spark plug off and spray the plug core with freon or liquid nitro- gen. This will shrink the plug enough to remove the plug without additional thread damage. Naan ye Page 1 of 1 Released: 816/99ess.son0 Ti: Replacing Lip Seale with Ot Singers COOPER on ENERGY SERVICES Engineering Sales & Service Bulletin Ajax-Superior Engines/ Oklahoma City, OK 73129 Compressors ESS-S-993 Instructions For Replacing Lip Seals With Oil Slingers (Field Replacements) The oil seal on Ajax units prevents oil from migrating along the crankshaft to the exterior of the crankcase. FLYWHEEL END 1. Remove flywheel per TD-1325 2. Remove the end cover. Be careful of gaskets and gasket surfaces. 3, Remove the wear plate (K-8061) from the end cover. 4 . Install the new slinger (K-8001) on the crankshaft by heating it to 350° F. Slide it solidly up against the timing gear and allow it to cool in a safe location. 5. Usinga firm straight edge, lay it across the end of the frame (old gasket on) and measure and record the distance from the inside edge to the recess cut in the slinger. Record this value. Include the end cover gasket thickness when measuring the distance in Step 5. 6. Install the deflector (K-8009-1) and gasket (K-7223-D) on the end cover. Measure form the end of the deflector to the end cover gasket. Subtract this distance from the distance measured in Step 5. Record this value. Subtract an additional 0.050” from the value calculated in Step 6. The result of this subtraction will be the amount of shim thickness that is required. Remove deflector and install the shim(s) (K-8051-B) and the deflector on the end cover. Use the new longer capscrews (BM-11900-C-0420-14) and verify that they do not protrude ensure that they do not protrude more than 2 threads. Verify that the oil drain holes are on the bottom. 9. Using wax or SOFT solder placed in the recess of the slinger to measure the distance between the deflector and the slinger. Grease can be used to hold this material in place. Next, loosen the bolts just enough to allow the end cover to be pulled back far enough to recover the wax or solder. If the wax or soft solder use is too hard, it will disport the end plate and give a false reading. Do not damage the slinger or deflector. 10. Measure thickness of the wax or solder. The proper clearance is 0.040-0.060". If incorrect, adjust shim pack and re-check. 11. Verify that a new end plate gasket (K-7230) is in place before installing the top cover. 12. Position end cover so that the top is flush with the top cover. Page 1 of 3 Released: 816/09,essseeo “The: Replacing Lip Sats Wath Cl Singars 13. Loosen the deflector bolts and position deflector so that it is centered on the crankshaft, assuring that itdoes not contact the crankshaft. 14, Tighten the deflector bolts. SHEAVE END 1. Remove cooler guard, belts, damper and sheave. 2. Remove the end cover. Be careful of gaskets and gasket surfaces. 3, Remove the wear plate (K-8062) from the end cover 4, Remove the spacer (K-8063) by heating carefully with a torch. Take measures to protect the cooler end main bearing and ensure against fire from oil andlor oil fumes. Have a fire extinguisher available; if necessary, remove the cooler end main bearing. 5. Install the new slinger (K-8002) on the crankshaft by heating it to 350° F. Slide it solidly up against the shoulder on the crankshaft and allow it to cool. 6. Using a firm straight edge, lay it across the end of the frame (old gasket on) and measure the dis- tance from the inside edge to the recess cut in the slinger. 7. Install the deflector (K-7224-A-1) and gasket (K-7223-C) on the end plate, along with the correct amount of shim pack (K-8051-A) to result in a 0.040-0.060" clearance between the deflector and the slinger. 8. Measure the distance from the end of the deflector to the end cover. Subtract this distance from the distance measured in Step 6. Record this value Include the end cover gasket thickness when measuring the distance in Step 6. 9. Subtract 0.050 from the value determined in Step 9. The result is the amount of shim thickness required. 10. Remove the deflector and install shims (K-8051-A) and deflector on end cover. 11. Use the new longer capscrewss (BM-11900-C-040) and ensure that they do not protrude more than 2 threads, Verify that the oil drain holes are on the bottom. 12. Using wax or SOFT lead wire placed in the recess of the slinger, measure the distance between the deflector and the slinger. Grease can be used to hold this material in place. If a soft medium is too hard, it will distort the end plate and give a false reading, Take care not to dam- age the slinger or the deflector. 13. Install the end cover, then loosen the bolts to that the end cover can be pulled back far enough to recover the wax or lead, then measure it. 14, Ifthe clearance requires adjusting, remove the end cover, adjust the shim pack and repeat step 7 until the 0.040-0.060 inch clearance is achieved. The shim pack contains laminated shims which can be peeled off to obtain the proper thickness. Page2 of 3 Released: 8/1649‘We: Repco Lp Sou win sng 4 COOPER nen ENERGY SERVICES Engineering Sales & Cc Service Bulletin Ajax-Superior Engines/ Oklahoma City, OK 73129 Compressors ESS-S-993 15. Be sure to install a new end plate gasket (P/N K-7230) before installing the end plate. Keep torch at a 90° angle to the spacer to prevent flames from migrating into crankcase or on to the main bearing. 16. Position the end cover so that the top is flush with the top cover, 17. Loosen the deflector bolts and position deflector so that itis centered on the crankshaft, assuring that it does not contact the crankshaft. 18. Tighten the deflector bolts. Page3 of 3 Released: 8/16/99,‘Te: Vann emacs Cove ¢ COOPER aah ENERGY SERVICES Engineering Sales & Service Bulletin eo Ajax-Superior Engines/ Oklahoma City, OK 73129 . Compressors ESS-V-971 Venting Of Intermediate Cavities on 8” and 11” Stroke Tandem Compressor Cylinders Discussion This bulletin clarifies our current practices and recommendations for venting the intermediate cavity while operating Ajax tandem compressor cylinders mode! numbersYK8BT, YK&CT, YKBDT, YKBET, YKDTB, YKDTC, YKST, YKIDAEAT, YKIIEAT, YKNEFT, YKI1FGT, YKIIFLTL, YKILFT, and YKIGT. Prior to 1990, most Ajax tandem compressor cylinders were built with the intermediate cavity located between stages connected to the low stage suction passage. Gas from the low stage suction passage was allowed to flow into this intermediate cavity during cylinder operation. This allows some of the gas volume to be forced back into the suction passage during the normal operating cycle. Using this arrangement can result in parasitic horsepower losses and capacity reduction under certain operating conditions. This results from the work required to move the gas in and out of the intermediate cavity combined with a temperature rise in suction gas of the low stage cylinder. Results from testing tandem cylinders under controlled laboratory conditions have shown horsepower (77 ‘siuctions and capacity increases when the intermediate cavity is slated. The capacity guns achieved varied from immeasurable up to 2% depending on the operating conditions. In critical applications these gains may be warranted, however, there are some potential problems that can result while operating with the cavity isolated. The operator must carefully monitor and maintain thé sealing and wearing elements in both stages of the tandem cylinder to prevent any undesirable operating conditions. ‘These conditions can occur if the intermediate cavity pressure is allowed to elevate significantly above the low stage suction pressure. A pressure alarm switch and shutdown device should be employed (spec 7516) ifthe cylinder is operated with the intermediate cavity isolated from the low stage suction passage. Recommendations We have elected to return to the prior 1990 intermediate cavity mode of operation whereby this cavity is directly connected to the low stage suction passage where possible. Ajax will employ the isolated (non- vented) intermediate cavity arrangement only on an individually reviewed application basis. Incorrect orientation of the low stage rings, such as rings installed backwards andlor excessive wear of the high stage rings can result in elevated pressures in the intermediate cavity. This can produce (C> unacceptable pressure levels leading to rod loads above acceptable limits. These cylinders will be equipped with the BM-10003-J caution plate. Page 1 of § Released: 17 October 1996Tie: Veting inamadits Caren 4 COOPER _ ENERGY SERVICES Engineering Sales & Service Bulletin C njacsuperior Engines! ‘Oklahoma City, OK 73129 Compressors ESS-V-971 We have three (3) tandem compressor cylinder configurations in the Ajax cylindér line and each have individual design requirements. The following guidelines should be adhered to for existing cylinders and future cylinder operating modes. 8” Stroke Tandem Cylinders The following cylinders do not have a direct connection to the low stage cylinder suction passageway which allows the intermediate cavity to be vented: © YKSBT © YKSCT © YKsDT © YKSET ‘These cylinders will continue to employ one-way piston seal rings (BM-17039 series) installed on the low stage cylinder. See the current cylinder MRP for recommended ring styles for all high stage rings (Gee Figure 1). Along with the single acting seal rings, the low stage piston will employ axially O.D. (> foove sider rings (BM1706 series) to ensure that the intermediate cavity can vent during the low stage cylinder suction cycle. These cylinders must be equipped with a BM-10003-J caution plate located on the low stage cylinder. These cylinders must employ the pressure alarm switch and shutdown device (spec 7516). 11” Stroke Tandem Cylinders (Cast Passageway) There are three (3) 11” stroke cylinders with a passageway cast in between the intermediate cavity and the low stage suction passage. These are: YKDTB # YKDTC © YKST ‘These cylinders will use the single acting “L” style (BM-17012-J series) piston seal rings in both stages. For optimum efficiency these rings must be properly installed. See Figure 2 which illustrates the correct installation of these seal rings. Page 2 of 5 Released: 17 October 1996‘evtna ‘Tite: Veting tntamectts SERVICES Engineering Sales & Service Bulletin Ajax-St 6 G Oltanorne hy, OK 73129 cmon ESS-V-971 11” Stroke Tandem Cylinders With Low Stage C.E. Valve Ports) The following 1” stoke tandem cylinders have valve ports onthe crank end low stage cylinder body which can be connected to the intermediate cavity. @ YKIDAEAT @ YKIIEAT © YKIEFT YKIIFGT YKIFLTL YK11FT YKUGT eooe ‘The discharge valve ports will be plugged on the low stage crank end while the suction ports on the low stage crank end cylinder will remain open, allowing the intermediate cavity to connect directly with the low stage suction passageway. The single acting one-way piston seal rings (BM-17039 series) are installed in the low stage cylinder. See the current cylinder MRP for the recommended ring style for all Cc high stage rings. Page sot Released: 17 October 1996‘vor Engineering Sales & Service Bulletin ¢ COOPER ENERGY SERVICES ( Ajax-Superior Engines/ Compressors Oklahoma City, OK 73129 ESS-V-971 Figure 1 SK-9080-A SUBONTIAD WEGNYL XVPV SHOULS 11 8.2 TIV NO SONU 1V3S 4O NOUNTIVISN: c Released: 17 October 1996 Page 4 of 5‘Te: Vertingintmacis Sven Engines/ Compressors Engineering Sales & Service Bulletin Oklahoma City, OK 73129 Ajax-Superior ( COOPER ENERGY SERVICES c ESS-V-971 ‘SUBONTIAD INGONVL XVFV NO SON IV35 JIALS.1, JO NOLVTIVISN, Figure 2 SK-9081 Released: 17 October 1996 Page 5 of 5AJAX COMPRESSOR COMPOSITE MANUAL MODEL DPC:2803 COMPRESSOR CONTRACT 9700 SERIAL NUMBER 84468 NO. 1 CYLINDER 9” X11" TYPE = YKUEA —SERIAL NUMBER 12315 NO. 2 CYLINDER 9” X11" TYPE =YKUEA —_ SERIAL NUMBER 12316 DISTRIBUTOR AJAX P.O. NUMBER 416/C0000/99/SQ CUSTOMER —_ PERTAMINA - CAMBAI ‘TABLE OF CONTENTS: FARTNUMBER BULLETINNUMBER ENGINE OPERATION & MAINTENANCE MANUAL INTEGRAL ENGINE-COMPRESSORS PARTS LIST ENGINEERING-SALES-SERVICE-DATA-SOUR GAS. ESS-G-751 IGNITION TROUBLE SHOOTING 7D-1381 IGNITION SYSTEM SERVICE MANUAL AISM 5000 LUBRICATOR BM-21014-10 INSTRUCTIONS - PUMP MODEL 55 GOVERNOR - AJAX MECH YK-6238-A, DIVIDER VALVES ENGINE BM-11083-T-5 (Q57-25T-25T-16T-88) COMPRESSOR - YKIIEA BM-11083-T-67 (40T-8S-88) TACHOMETER MAGNETIC PICK-UP €-033-428-001 CABLE - MAG. PICK-UP ‘A-033-467-002 REGULATOR - HIGH PRESSURE BM-16382-31 INSTRUCTION MANUAL - FISHER #630 1243, AUTOMATIC SHUTOFF VALVE - 2” 2090 2532, INSTRUCTION BULLETIN - MURPHY MV-94134B BLOCK VALVE BM-16375-32 RELIEF VALVE - FUEL GAS BM-21027-2-25 INSTRUCTION BULLETIN - MERCER 8100 SERIES ‘STARTING SYSTEM (TDD ‘STARTING MOTOR- TDI- HIGH-PRESSURE —_BM-11679-R MODEL T-112B INSTALLATION & OPERATION MANUAL TI-702 STRAINER - Y TYPE - 2” BM-11794 BLOCK VALVE - 2” BM-16627-8AJAX COMPRESSOR COMPOSITE MANUAL MODEL DPC-2803 COMPRESSOR CONTRACT 9701 SERIAL NUMBER 84469 NO. 1 CYLINDER 9” X11” TYPE = YKUEA —_ SERIAL NUMBER 12317 NO. 2 CYLINDER 9” X11” TYPE YKUEA —_SERIAL NUMBER 12679 DISTRIBUTOR AJAX P.O. NUMBER 416/C0000/99/SQ CUSTOMER —PERTAMINA - CAMBAI ‘TABLE OF CONTENTS ENGINE ‘OPERATION & MAINTENANCE MANUAL INTEGRAL ENGINE-COMPRESSORS PARTS LIST ENGINEERING-SALES-SERVICE-DATA-SOUR GAS ESS-G-751 IGNITION TROUBLE SHOOTING 7D-1351 IGNITION SYSTEM SERVICE MANUAL ATSM 5000 LUBRICATOR BM-21014-10 INSTRUCTIONS - PUMP MODEL $5 GOVERNOR - AJAX MECH YK-6238-4 DIVIDER VALVES ENGINE, BM-11083-T-5 (Q5T-25T-25T-16T-88) COMPRESSOR - YKIIEA BM-11083-T:67 (40T-8S-88) TACHOMETER MAGNETIC PICK-UP C-033-428-001 CABLE - MAG. PICK-UP A-033-467-002, REGULATOR - HIGH PRESSURE BM-16382-31 INSTRUCTION MANUAL - FISHER #630 1243 AUTOMATIC SHUTOFF VALVE - 2” 2090 2532, INSTRUCTION BULLETIN - MURPHY MV-94134B BLOCK VALVE BM-16375-32 RELIEF VALVE - FUEL GAS BM-21027-2-25 INSTRUCTION BULLETIN - MERCER 8100 SERIES ‘STARTING SYSTEM (TDD ‘STARTING MOTOR- TDI- HIGH PRESSURE ——_BM-11679-R MODEL T-112B INSTALLATION & OPERATION MANUAL T1702 STRAINER - Y TYPE - 2” BM-11794 BLOCK VALVE - 2” BM-16627-8AJAX COMPRESSOR COMPOSITE MANUAL PART NUMBER JACKET WATER SYSTEM ‘WATER PUMP - PEERLESS BM-11531-E OPERATION & MAINTENANCE, MECHANICAL SEAL BM-11531-A-1 THERMOSTATIC CONTROL VALVES BM-11524-E-7 BULLETIN - AMOT = FLUID POWER ‘TEMPERATURE ELEMENT BM-16616-7 EXHAUST & INLET AIR SYSTEM ‘AIR FILTER BM-16315-4 ELEMENT BM-16315-12 MUFFLER - VANEC 6375-0433 4# 141-18A-M(10-10-10) A4M-14.5(LE) COMPRESSOR PERFORMANCE CURVE LETTER PERFORMANCE CURVE INSTRUCTIONS PERFORMANCE CURVES PARTS LIST - COMPRESSOR CYLINDERS STEM SEALS FOR VARIABLE CLEARANCE POCKETS PROCESS GAS EQUIPMENT RELIEF VALVE -MERCER BM-21027L SERIES ‘OPERATION & MAINTENANCE SCRUBBER LEVEL CONTROLLER BM-16430-R BULLETIN -L1200-N-DVO-R SCRUBBER DUMP VALVE - 2” BM-15207-AA-CS INSTALLATION BULLETIN - MURPHY ASME U-1A DATA REPORTS DRIVE BELTS 5: ‘COOLER DRIVE BELT BM-11687-A-140-3, ENGINE PULLEY 20.5” PD. K-8036-E COOLER PULLEY 15.” PD. BM-16823-9 WATER PUMP DRIVE BELT BM-11687-A-106-2 ENGINE PULLEY 20.5” PI K-8036-E PUMP PULLEY 5.8” PD. BM-16823-7 COOLER SYSTEM COOLER SPECIFICATION SHEET OPERATING & MAINTENANCE INSTRUCTIONS SUGGESTED START-UP PROCEDURE PARTS LIST GENERAL INSTALLATION & MAINTENANCE, COOLER BELT DRIVE RECOMMENDATIONS PROCEDURE FOR GREASING FAN HUBS IDLER PULLEY ALIGNMENT BULLETIN NUMBER 4846357 MODEL 380C-01 A-3010 7D-1201 ESS-S-801 9100 SERIES 1112-91028 DV-98110B (3) PRESSURE ‘VESSELS SIN 99235, 99236 IM-100 ‘7D-1272 ‘TD-1301 ‘TD-1350AJAX COMPRESSOR COMPOSITE MANUAL ASME U-IA DATA REPORTS INSTRUMENTATION (ENTRONICS FTS0)) COMPRESSOR INSTRUMENT PANEL PANEL OUTLINE SCHEMATIC ASSEMBLY INTERCONNECT SOFTWARE (FT-50) WIRING DIAGRAM - PANEL NO. WIRING COLOR CODE PANEL TEST PROCEDURE - FIELD VIBRATION SWITCH - MURPHY BULLETIN LIQUID LEVEL SHUTDOWN - L1200 BULLETIN INSTRUMENT GAS REGULATOR BULLETIN: (CRANKCASE OIL LEVEL MAINTAINER INSTALLATION & SPECIFICATIONS. LUBRICATOR LOW OIL LEVEL SWITCH BULLETIN LUBRICATOR NO-FLOW SWITCH LINCOLN #880466 ‘THERMOCOUPLE - 48” LONG (3 REQ’D) THERMOCOUPLE - 36” LONG (4 REQ’D) START-UP & MAINTENANCE SETTING AND GROUTING INSTRUCTIONS RECOMMENDED STARTING PROCEDURE PREVENTATIVE MAINTENANCE PACKAGE DRAWINGS GENERAL ARRANGEMENT & FOUNDATION PART NUMBER BULLETIN NUMBER () COOLER HEAD 6513-2436 6513-2438, 6513-2434, 6513-243) (G513-243401 ESO-59.9002 SK-8807 ‘TD-1297 BM-15822 VS-96013B BM-16242-3 112-9102-B BM-16053-1 P-125 BM-21072 LM-92149B BM-10693-M-3 S07 BM-17029 BM-15773-P. BM-15773-P-1 ‘1D-1277 ‘7TD-1292 ‘TD-1344 2932-18DPC 600/800 Integral Engine-Compressor Instruction Manual{ | OPERATION AND MAINTENANC) MANUAL . FOR AJAX DPC-600 & DPC-800 HORIZONTAL GAS ENGINE-COMPRESSORS DPC-600 15 x16 3 an 2 15 x 16 4 an 3 PREFACE The Ajax gas engine-compressor is designed specifically to meet the rigorous service requirenents of continuous heavy duty operation. Although built to tolerate the demands of this service, reasonable and intelligent care during installation and operation will add years to its life and keep maintenance costs to an absolute minimum. ‘This manual outlines the pro- cedures to be followed and precautions to be taken to achieve maximum Performance from the Ajax engine compressor. A complete review of the manual is recommended for those respon- sible for the operation of the unit Installation instructions should be Studied before setting the engine at its location. The trouble sheoting guide section will be helpful in cor- Fecting any eperating problem which nay PARTS ORDERING INFORMATION When ordering replacement parts for the Ajax engine-compressor, it is important that sufficient iden- titying information be given to in- sure that the correct part will be supplied. Always include: ‘Part Number Correct Description (from Parts List) Size and Model of Unit Serial Number of Unit Contract Number of Unit An illustrated parts list is pro- vided with each unit, which lists part numbers for all’parts and Principal accessories. This list also shows the correct description or name of the part which should be used in ordering. ‘The Size, Model, Serial Number and Contract Number of the unit should be recorded from the nameplate for convenient reference when ordering parts.SECTION 7 PREVENTATIVE MAINTENANCE "om MAINTENANCE PROGRAM ..... 8 SERVICING FOR EXTENDED PERIODS OF STORAGE PREPARING FOR EXTENDED STORAGE .. SERVICING AFTER STORAGE ..... FIGURE-TITLE 1-1 TOP VIEM, 1-2 OPERATING, SIDE VIEW 1-3. COMPRESSION STROKE ....... 1-4 POWER STROKE .. 1-5 SCAVENGING . : 4-1 (TYPICAL INSTALLATION 4-2 FLYWHEEL WEDGES ....... 4-3 FLYWHEEL POSITION ......... 4-4 FLYWHEEL KEY ..... : 4-5 FLYWHEEL INSTALLED ...... ‘TITLE BASIC SPECIFICATIONS. ... COMPRESSOR CYLINDERS. LUBRICATION CAPACITIES ........ AIR INTARE SYSTEM... ‘EXHAUST SYSTEM MUFTLERS ENGTNE-cOMPRESSOR . comments PAGE SECTION 61 10 LOW EMISSION ENGINE VERSIONS Tf engine is LE Version, refer to Bulletin ESS-L-921, ESS-L-922 62 and ESS-L-923 at the back of 63 this manual. These bulletins cover the and features that are different from the standard engines. ILLUSTRATIONS. PAGE FIGURE-TITLE S 6-1 INSTALLATION SLERVE, LAYSHAFT . ROTARY OTL SEAL ¢ 6-2 LAYSHAFT ROTARY OIL SEAL INSTALLED .... oo § 6-3 CORRECT PISTON POSITION ... 7 6-4 PISTON RING TAPERED FACE ..... 1746-5 PISTON RING INSTALLATION ....- 20 6-6 PACKING RING INSTALLATION .... 20 6-7 PACKING RING INSTALLATION .... 20 6-8 GAS INJECTION SYSTEM ... 20 6-9 GAS INJECTION SYSTEM ........- ‘TABLES PAGE «TITLE 8 nmerma cLRARANCES . peoaco 8 gorgue VALUES ... 8 SPECIAL TOOLS «6.22... .0+ 8 LUBRICATION RATES FOR 9 COMPRESSOR CYLINDERS ...........- 9 LUBRICATION RATES FOR PISTON : 9 ROD PRESSURE PACKING ... 9 TROUBLE-SHOOTING GUIDE AGI ot PAGE 33 3 4 35 35 36 36 a a PAGE 10 3 14 1s 60 60| DPC 600/800 Integral Engine-Compressor Instruction Manual ‘Cooper Cameron Corp im Cooper-Bestemer Reciprocating Products Division ™_Alax-Superior Operations» OPERATION AND MAINTENANCE MANUAL DPC-600 15 216 3 an 2 DPC-800 15 x16 4 a 3 PREFACE ‘The Ajax gas engine-compressor is designed specifically to meet the rigorous service requirements of continuous heavy duty operation. Although built to tolerate the demands of this service, reasonable and intelligent care during installation and operation will add years to its life and keep maintenance costs to an absolute minimum. ‘Thig manual outlines the pro- cedures to be followed and precautions to be taken to achieve maximun performance from the Ajax engin e review of the respon- sible for the operation of the unit. Installation instructions should be studied before setting the engine at its location. The trouble shooting guide section will be helpful in cor- Fecting any operating problem which may arise. PARTS ORDERING INFORMATION When ordering replacement parts for the Ajax engine-compressor, it ia important that sufficient iden- titying information be given to in- sure that the correct part will be supplied. Always include: Part Number Correct Description (from Parts List) Size and Model of unit Serial Number of Unit Contract Number of Unit An illustrated parts list is pro- vided with each unit, which lists part numbers for all’parts and principal accessories. This list also shows the correct description or name of the part which should be used in ordering. ‘The Size, Model, Serial Number and Contract Number of the unit should be recorded from the nameplate for convenient reference when ordering| DPC 600/800 Integral Engine-Compressor Instruction Manual Cooper-Bessemer Reciprocating Produc's Division ml Ajax-Superior OperationsOPERATION AND MAINTENANCE MANUAL PREFACE ‘The Ajax gas engine-compressor is designed specifically to meet the rigorous service requirements of continuous heavy duty operation. Although built to tolerate the demands of this service, reasonable and intelligent care during installation and operation will add years to its life and keep maintenance costs to an absolute minimum. This manual outlines the pro- cedures to be followed and precautions performance from the Ajax engin compressor. A complete review of the manual is reconmended for those respon- sible for the operation of the unit. Installation instructions should be studied before setting the engine at its location. The trouble shooting guide section will be helpful in cor. Tecting any operating problem which may arise. PARTS ORDERING INFORMATION When ordering replacement parts for the Ajax engine-compressor, it ig important that sufficient iden- titying information be given to in- sure that the correct part will be supplied. Always include: Part Numbi Correct Description (from Parts List) Size and Model of Unit Serial Number of Unit Contract Number of Unit An illustrated parts list is pro- vided with each unit, which lists part numbers for all’parts and Principal accessories. This list also shows the correct description or name of the part which should be used in ordering. ‘The Size, Model, Serial Number and Contract Number of the unit should be recorded from the nameplate for convenient reference when ordering parts.Cooper Energy Services Field Problem Report wove City Pecig) 412-450-265 ‘Initiator: Location: Phone: ‘Customer and Contact: Location: Phone: fom: | 2 Description Of Concern/Nenconformance: Technical Action Dept FAX Numbers: Mt. Veron (Rotating) 614-392-7348, Mi Vernon (En-Tronica) @14-283-6138 | Spingteld (Aas Supe) $19-027 4368 Branch: “Suspected Cause of Problem and Recommended Remedial Corrective Action (Any Input Is Encouraged): rare-rc aseSECTION a SAVErY .... : 2 DESIGN AND APPLICATION BASIC DESIGN . PRINCIPLE OF ENGINE OPERATION . ENGINE-COMPRESSOR APPLICATION ... 3. GENERAL DATA BASIC SPECIFICATIONS .. FUEL SYSTEM EXHAUST SYSTEM . CLEARANCES ..... TORQUE TABLE . SPECIAL TOOLS .. 4: MNSTALLATION INSTALLATION DESIGN .. FOUNDATION . SETTING THE ENGINE-COMPRESSOR . GROUTING ......... FABRICATED PIPING ASSEMBLY . FLYWHEEL INSTALLATION FIELD CONNECTIONS ......-+++ FUEL GAS PIPING . AIR AND GAS STARTING 0.0... EXHAUST SYSTEM... : 5S ENGINE-COMPRESSOR START-UP PRE-START-UP SERVICING . COMPRESSOR CYLINDER PRE-START-UP START-UP PROCEDURE ......-. 6 MAINTENANCE LUBRICATING SYSTEMS ‘CRANKCASE LUBRICATION .......... FORCE FEED LUBRICATOR CENTRALIZED LUBE SYSTEM .. POWER CYLINDER LUBRICATION... POWER END LUBE OIL SPECIFICATIONS. COMPRESSOR CYLINDER LUBRICATION {See Compressor cylinder Assembly Section) PAGE SECTION 1 16 16 aw 18 19 19 25 28 235 25 26 26 27 28 28 29 29 30 31 6 cooLma srsT=x (Co) ENGINE CYLINDER COOLING. ..... COMPRESSOR CYLINDER COOLING .... PRECAUTIONS ..... SERVICING COOLER FAN SHAFT BEARINGS . CRANKCASE ASSNG@LY CRANKSHAFT BEARINGS CROSSHEADS ........0.0 0 CROSSHEAD PIN BEARINGS . EAYSHAFT DRIVE .. LAYSHAFT ROTARY 0: POWER CYLINDER ASSEMALY CYLINDER WEAR ..... AIR CHECK VALVES ENGINE PISTON AND RINGS” ENGINE PISTON ROD ‘STUFFING BOX COMPRESSOR PISTON ROD STUFFING BOX ....... ACCESSORIES ‘SPARK PLUGS .. AIR INTARE FILT! BREATHER CAP . GOVERNOR ..... 0. ALTRONIC IGNITION GAS INJECTION ... INSTRUMENT PANEL, SAFETY DEVICES ..... COMPRESSOR CYLINDER ASSEMBLY PERFORMANCE... CLEARANCE ADJUSTMENT. PERFORMANCE CURVES . SINGLE ACTING OPERATION. HYDROGEN SULFIDE GAS ... COMPRESSOR CYLINDER MAINTENANCE ..... COMPRESSOR CYLINDER BODIES COMPRESSOR CYLINDER LINERS COMPRESSOR PISTONS ........... 05 COMPRESSOR PISTON RINGS ..... COMPRESSOR PISTON RODS . : COMPRESSOR PRESSURE PACKING .. COMPRESSOR VALVES ...........0 COMPRESSOR TORQUE VALUES -+..- COMPRESSOR LUBRICATION ........- PAGE 32 32 32 32 32 32 32 33 33 3 34 4 4 38 36 36 36 36 37 37 a 50 50 $1 52 52 52 52 53 53 53 53 54 34 54 55 55SECTION 7 PREVENTATIVE MAINTENANCE ) MAINTENANCE PROGRAM . @ SERVICING FOR EXTENDED PERIODS OF STORAGE PREPARING FOR EXTENDED STORAGE .. SERVICING AFTER STORAGE .... FIGURE-TITLE 1-1 TOP VIEW, ENGINE-COMPRESSOR . 1-2 OPERATING, SIDE VIEW . 1-3. COMPRESSION STROKE 1-4 POWER STROKE 1-5 SCAVENGING ........ 4-1 (TYPICAL INSTALLATION . 4-2 FLYWHEEL WEDGES ... 4-3 FLYWHEEL POSITION . 4-4 FLYWHEEL KEY 4-5 FLYWHEEL INSTALLED TITLE BASIC SPECIFICATIONS... COMPRESSOR CYLINDERS........ LUBRICATION CAPACITIES ....... FUEL VOLUME TANK . ATR INTAKE SYSTEM . EXHAUST SYSTEX conrEnTs ace secrrox act 9 EROUBLE-sUCOTING GUIDE a 6110 tow mazssro evar vERszoNs If engine 1s LE Version, refer fo Builerin 68-1921, 255-1922 62 and £55-0-923 at the back of 3 this manual. These bulletins cover the and features that are Gietorent fren the standard cogines. ruavemarrons PAGE FIGURE-TTTLE act S 6-1 IMatALLATTON SLEEVE, LATSEAFT : Somer orn MALT 33 5 ga aaYauare ROTARY OTL SEAL : TSK os . $ 6-3 commer rrsron FOSEETON ....-. 3 eee so ma me a 6-5 PISTON RING INSTALLATION ... 206-6 PACRING RING INSTALLATION .... 35 6 ce aaa aoe came 2 vem 20 6-8 GAS INJECTION SYSTEM ....... 42 206-9 GAS INJECTION SYSTEM a raues pack TITLE ace 8 pmmattwa CLEARANCES... Be 8 TORQUE VALUES «20.0.2... 14 8 sPEctAL Toons .......... as 8 DUBRICATION RATES FOR 9 SRGAEGSOR CYLINDERS. &o 9 uumnscaztow nares TOR PiezoH 2 RODTPRESSUNE PACKING. foros... -60SECTION 2 DESIGN AND APPLICATION BASIC DESIGN ‘The heavy duty cast iron bed is mounted on a sturdy structural steel skid. ‘The integral one-piece forged steel crankshaft has both engine crank throws and compressor throws Main bearings are precision sleeve type bronze bearings. ‘The forged steel connecting rods have precision bronze bearings in both end: Heavy duty iron crossheads and steel piston rods complete the drive train. ‘The engine pistons are made of ci iron, while the compressor pistons may be either iron or aluminum, depending on the balancing requirements. ‘The power cylinders which are of ported two cycle design, are made of high grade cast iron and have chrome plated bores. ‘The compressor cylinders may be either iron or steel, depending on the pressure requirements of the application. Lubrication of the crankshaft and layshaft assemblies is accomplished with a combination of splash and flood lubrication, while the cylinders are lubricated through a pressurized system. A manual pre-lube system provides lubrica- tion to the main bearings prior to start- up. ‘All piston rods pass through stuffing boxes, go the crankcase is isolated from the power and compressor cylinders. ‘A fuel injection system injects the fuel into the power cylinders. ‘Altronie capacitor discharge solid state ignition is standard equipment. ‘The power end cooling system utilizes a unitized fin tube cooler, with the coolant being circulated by a centrifugal water pump. To identify various components of the compressor, reference is made to the fly- wheel side and cooler side of the unit. When standing at the power cylinder end, the cooler side of the unit is to the lefe while the flywheel side is to the right. ‘The power and compressor cylinders are numbered, starting at the flywheel side of the unit. When viewed from the flywheel side, the crankshaft rotation is clockwise. Figures 1-1 and 1-2 show outline views typical of the Ajax engine-compressor unit. Figure 1-2 Operating Side ViewENGINE-COMPRESSOR APPLICATION Ajax engine-compressor units are designed for continuous heavy duty op- eration and perform best when loaded near rated capacity at the operating speed. Performance curves furnished for each unit show compressor capacity versus suction and discharge pressures at maximum rated unit speed. The rated horsepower of the engine-compressor unit can be used as the continuous duty design capacity at sea level and 60° F Ambient temperature without deration. When the engine-compressor installation is to be located at an appreciable elevation above sea lavel, = or in ambient temperature exceeding 60° +, deration of tho rated horsepower must be taken into consideration in applying the engine-compressor unit to the anticipated condition of loading. ‘The power that any piston scavenged gas engine can deliver decreases with an in- crease in altitude and/or temperature of the air at the intake, due to the re- duction in air density and weight of oxygen for combustion in a given volune, The calculated reduction in horsepower 38 per 1,000 feat above 1,500 ft vation and 1% for each 10° F temperature rise above 60° F. WO-CYCLE PRINCIPAL OF OPERATION ‘The two-stroke cycle has one working stroke of the piston for each revo- lution of the crankshaft. Compression, firing, expansion, exhaust, and sca- venging take place in that order, and because these events are completed in two strokes of the piston, this is called the two-cycle design. As the piston moves toward the cylinder head, it first closes the intake ports, then the exhaust ports, trapping a fresh charge of air. A charge of fuel gas is injected into the cylinder at this point. The piston compresses this mixture, which is ignited by the spark near out dead center. This burning produces a rise in pressure, which forces the piston toward the crank end on its power stroke. Expansion of the gases continues until the piston uncovers the exhaust ports, permitting escape of the burned gases. As the piston moves further toward the crank, the intake ports open and the entering air displaces remaining burned gas: After reaching the crank end of ti stroke, tha piston starts toward the cylinder head on ancther cycle. ‘The crosshead construction of this engine-compressor permits complete iso- lation of the crankcase from the engine cylinder chamber. By this design, the crank end of the piston and cylinder forms a scavenging chamber and provid an efficient scavenging pump. On the compression stroke, a partial vacuum is created in the scavenging chamber at the crank end of the cylin- der. The differential in pressure opens the check valves and a fresh air charge enters until the piston reaches the firing end of the stroke. The power stroke of the piston snaps the check valves closed and compresses this air Figure 1-4 Powerin the scavenging chamber above atmospheric pressure. When the intake ports are opened in the cylinder, the slightly compressed air transfers to the combustion chamber. Figures 1-3 and 1-4 illustrate the two-cycle principle which provides one power stroke for each revolution of the crankshaft, or one power stroke for ich two strokes (compression and power) of the piston. Figure 1-5 shows the scavenging process which take place while exhaust and intake ports are uncovered at the conclusion of the power stroke Figure 1-5 ScavengingSECTION 3 GENERAL DATA BASIC SPECIFICATIONS pec-600 = ppc-800 Number of Power cylinders .. 3 4 Bore and Stroke 2.2.2.0 6.eseseeceesseeeeeeseeeees 15" x16" 15" x 16" Displacement, Cu. In. ..seeeseeeeees 8,481 11,308 Speed, Rated RPM . 400 400 Horsepower, Rated BHP . + 600 800 ORS et + 70.2 70.1 Crankshaft Rotation, When Facing Flywheel Clockwise Clockwise COMPRESSOR CYLINDERS pec-600 = DBC =800 Number of Compressor cylinders ... ed 3 Bore Diameter . (To suit Application) Stroke, Inch Gaosb00 an a Piston Speed, FPM at Rated Speed . 733 733 Allowable Rod Load, Lbs. ......... = 40,000 40,000 Compressor Cylinders are numbered as follows: Flywheel Side ........s.00+ No. 2 No. 2 Center .......5 = = No. 2 Cooler side oo No. 2 No. 3 LUBRICATION pec-600. pec-800 Crankease Capacity ..--0... 010+ . Approx. $8 gal. Approx. 95 gal. Control Box Capacity -.....eeeeeeeeee eee 5 gallon «2: gallons Power Cylinder Lubrication, Pints per cylinder per day at rated speed and load . an 8 max. 8 max. FUEL VOLUME TANK pec-600 pec-800 ‘Tank Volume, Injection System, Cu. Ft. ........--.4+-10-1/2 10-1/2 Pipe Size, Tank to Unit ....... a 2 Regulater, Fisher Size and Model No. 27-630 Spring No. : hae weiga Regulator Maximum Inlet Pressure, PSI . 260 Regulator Orifice size .. a2 Pressure Required in Tank, PSI .... a - 20Cc AIR INTARE SYSTEM Air Flow, Cubic Feet Per Minute Pressure Drop, Inches of Water .... EXHAUST SYSTEM pec-600 Exhaust Pipe Size ....... ses 10" = 1508 Number of Exhaust Pipes .. boa pppede 3 Length of Each Exhaust Pipe, Feet . 6400 / REM (From Power Cylinder to Muffler, Flange-to-Flange) Exhaust Temperature Switch, Shut-Down (Max). aso* F MUFFLERS SPECIFICATIONS pec-600 Inlet Connections .......-062--006+ (3)10* 150# Outlet Connection, One (1) ---...----+ ceeeeeees 107 1508 Flow Through Muffler, Lbs. per Minute 160 Maximum Back Pressure, Inches of Water . 5 Design Temperature Spouse seeess 800° F * 2 or 4, Depending on Configuration 4000 pec=800 10° = 1508 2 6400 / REM 850° F pec-200 ")10" 1508 1a” 1508 210 5 200° FCLEARANCE 6 TORQUE DPC-600 (SHOMM) ; DPC-800 8.374-8.375 8.379-8.381 fain Bearing Journal : Bearing Inside Diameter Assembled ........-.....42+++ jatch-marked with the Crankcasecum is NEW 14997-1500r WEAR UMIT +012" a cylinder Bore . Wear Limit’ . "Do not wear through chrome plating in bor: Exhaust Flange Size .... 14.977-15.001 18.009-15.013 10" 1508 aano ene, gap ALL REY OES crankshaft Crankpin Diameter ... Crankpin Bearing Inside Diameter Assembled - crosshead Pin Diameter ... crosshead Pin Bushing Inside Diameter Assembled Crosshead Diameter ... Piston skirt Diameter 12 5.4995-5.500 5.5044-5.5069 11.987-11.989 14,968-14.970 ~Crankshaft Crankpin Diameter . 7,499-7.500 Crankpin Bearing Inside Diameter Assembled . 7.803-7.505 crosshead Pin Diameter Apoone ae 4.499-4.500 + 4.$03-4.505 + 11.984-22.996 crosshead Pin Bushing Inside Diameter Assembled . crosshead Diameter . 13TORQUE TABLE Location Tighten to Ft.Lbs. Connection Rod Bolt, Power ........eeeees 650-700 Connecting Red Bolt, Compressor ...... 650-700 Locknut, Piston Rod to Power Crosshead .. 3200 Locknut, Piston Red to Compressor Crosshead coer 3200 cylinder to Bed stud Nut, Power Cylinder (1* - 8 Thd.) «1.2... 490 cylinder Head stud Nut, Power Cylinder (1-1/8* - 12 Thd.) .. 600 Spark Plug to Cylinder Head .......... 70 COMPRESSOR VALVE CAP STUD NUT 5/8" - 11 Thd. ...... 70 3/45 = 10 THA. vee eee eee 128 7/8" - 9 Tha. 200 at - 8 ma. pepeceeend 228 Aluminum Cast Iron Piston Piston COMPRESSOR PISTON TO ROD NUT 1-3/8" - 8 Thd. ........ 680 680 1-3/4" = 8 Tha. ........ 1100 1500 1-7/8" - 8 Tha. ........ 1400 2000 ‘The torque values listed above are based on the use of petroleum type lubricants on both the threads and seating surfaces, unless otherwise specified. Some acceptable lubricants are as’ follows: For applications with service temperatures up to 350° F. Lubriplate 630 series by Fiske Brothers Refining Co. For applications with service temperatures above 350° F. Ease-Off 990 by Texacone Co. The use of Molybdenun-Disulphide lubricants should be avoided, unless specified, as the high lubricity will result in excessive stresses when using the above torque values. 14c SPECIAL TOOLS Special tools have been developed to aid in performing some specific aintenance tasks on Ajax compressors ‘One such tool is the Piston Rod ‘Thimble, which covers the piston rod threads while they are passing thru the packing rings during assembly of the piston and rod into the cylinder. This jeription Part, umber’ Piston Rod Thimble . - 7-939-D Piston Rod Nut Wrench .... A-2921 Spark Plug Socket 1/2" (Std) BM-12027-1 (Shielded) 8M-12027-2 (Integral) BM-12027-3 Spanner Wrench ........-.. BM+11655 (For Gas Injection Valve) 1/8* Hex Wrench .......... BM=10700 (For 1/4" Socket Set Screw) Thimble prevents damage to the packing rings by the sharp edges of the threads. When removing the piston and rod, the threads must be wrapped with tape to protect the packing rings. The following list gives the part number for this thimble, as well as other special tools which are also available. Description Part Number 3/16" Hex Wrench ......... BM-2122 (For 3/8 Socket Set Screw) 1/4" Hex wzanch . =. BM-2123 (For 1/2* Socket Set Screw) 1+8/8* Wrench ....--+-.-.- BM-11811- (For Cylinder to Bed Stud Nui Extension Bar, 36° Long .. BM-11814 (For Cylinder to Bed Stud Nuts) DPC-800 LOCK RING TOOLS Socket, Flywheel Inst. ... BM-11878-A-1 Hex Wrench, Flywheel Inst. BM-11878-A-2 Hex Wrench, Flywheel Inst. BM-11878-A-3 Pull-out Bolt, Flywheel .. BM-11878-A-4 1-1/2" Socket, 12 Pt. .... BM-11833 (For Conn Rod Bolts) Socket, Sheave Inst. + BM-11878-A-5 Hex Wrench, Sheave Inst. BM-11878-A-6 Hex Wrench, Sheave Inst. BM-11878-A-7 Pull-out Bolt, Sheave .... BM-11878-A-8 Rod Size Power Compressor 1-3/4" 7-634-D 1-634-8 2 935-8 w= ae = 1-939-8 2-1/2" 7-939-D 7-939-D 4ssection 4 INSTALLATION INSTALLATION DESTGN When designing the engine-compressor installation, several factors should be taken into consideration which can affect the overall performance of the installation. An adequate foundation must be provided to assure a stationary mounting base for the engine-compressor skid and any accessory equipment not mounted on the skid. If the unit is in- stalled inside a building or adjacent to other machinery, sufficient space must be allowed around the unit to facilitate maintenance and service work to be accomplished. Refer to outline drawing for recommended dimensions. Arrangements should be avoided which result in hot air fron the muffler or cooler flowing to the air inlet of the cooler or air cleaner. Air cleaners may be located outside the building to avoid heat generated by the unit; how- ever, direction of prevailing winds should be considered in their location. Installation of units inside buildings should be designed to allow for the passage of hot air from the coolers to the outside through adequate natural ventilation or through ducting to the outside of the building. Unitized vertical discharge coolers may froquently be installed outside the building to ease the disposal of heated air. The exhaust system must be properly designed for the operating conditions of the engine-compressor, both for proper scavenging of the power cylinders, and for correct dissipation of exhaust heat. Recommended exhaust pipe size and length are established for the engine-compressor unit at various operating speeds. Muffler type and size are also critical to good operation, and recommendations have been established for this equipment. See Exhaust System in Section 3. Locate the instrument panel so that it is convenient to the controls of the unite. FOUNDATION ‘The size and construction of the foundation must be selected to suit the soil conditions at the unit location. In designing the foundation, the static and dynamic loads must both be considered. The unbalanced forces and couples of each engine-compressor unit are available, on request, fron the service branch or factory. In well compacted, high load capacity soils, (6 tons/square foot minimum) the minimum dimensions shown on the appropriate foundation drawing supplied should be adequate for a reinforced concrete foundation. In soils having a low load support capacity, a wider and longer foundation or one which angles out at the bottom should be used to distribute the load over a larger area on the bottom face of th foundation. In general, it is poor practice to economize on the amount of concrete used on the engine-compressor unit foundation. Tf the soil bearing capacity is questionable, it is highly recommended that a soil analysis be made prior to designing or pouring the foundation. If unsuitable soil is encountered, the foundation design must be changed to accommodate the soil. Te is recommended that the engine- 16 compressor skid and accessories be placed cn grouting on the foundation to insure full even bearing support under the equipment. The grouting is poured after the equipment has been set and aligned on the foundation. For this type installation, the top surface of the foundation should not be troweled, but should have a rough finish to insure a better bond with the grou:ing. >FIGUAL : a Engine Compressor Typical Instllation SETTING THE ENGINE-COMPRESSOR ‘The engine-compressor mounted on its skid is normally set directly on the foundation block with the primary precaution being certain that the unit fs set level, accurately aligned with the cooler, aligned with any other off- skid accessories where applicable, and adequately supported so that all bearing surfaces on the bottom of the skid have full contact to avoid deflections in the bed or skid. In setting the engine-compressor on the foundation, it is necessary to place foundation bolts in the foun- §ation, either by pouring the foun- ation with bolts in place, or by sul- phuring in the bolts after the foun Gation has been poured. The location ‘and sizes of the foundation bolts are shown on the appropriate foundation drawing. The bolts must extend above the foundation to insure full thread engagement in the nuts, taking into account the space required for ad quate grouting. To allow for adjustment fn the location of the bolts if placed before the block is poured, a common practice is to center the bolt inside a Piece of 2° or 2-1/2" pipe, positioned 30 that the top of the pipe is flush with the top of the completed foun ation. The ends of the pipe should be closed to keep out the foundation con: Erete. Foundation bolts may be tied to reinforcing rods, but they should not be welded in place. After the foundation set, as required by its Genditions and the concrete mixture ‘sed, the engine-compressor and cooler can be placed on the foundation. has thoroughly size, climatic PREPARATION OF FOUNDATION ‘The foundation contractor should have prepared the areas which will be covered by grout by chipping from these reas all laitance and oil-scaked or wv damaged concrete. If he has omitted this operation, remove from the areas where the grout must bond enough of the Surface of the foundation to lay bare uncontaminated, homogenous concret ‘Set leveling plates in level position on tha foundation under the leveling screw locations. Z PREPARATION OF BASE AND TOOLS Clean paint, ofl, grease and dirt from all surfaces which will come into contact with grout. for final cleaning operation, use grout manufacturer's Fecommended solvent using clean solu- tion and clean cloth for last wash. Lacquer thinner may be substituted if necessary; however, mineral spirits cannot be used for this purpose Note: Grout may adhere to leveling screws, tools, forms or other items which have not been protected with paste type wax.SETTING THE UNIT Upon completion of the foregoing steps the unit and cooler may be moved into place over the foundation. Where overhead space and/or crane capacity permit, the unit may be lifted using brackets or eye bolts provided to place unit over foundation bolts. Lifting cables must be provided with spr so that the lifting cables will ri parallel to the vertical centerline of the unit. Tf overhead lifting capacity is not available, unit and cooler may be moved into place by skidding the unit on cribbing to place it over the foundation bolts: Lower unit over foundation bolts te its approximate final elevation. ‘Adjust skid base utilizing the leveling screws until machined mounting pads for all equipment are level and at Prescribed elevation. Install belts on cooler drive and check alignment. Accurate alignment is essential to insure acceptable service life from the drive components and to eliminate detrimental loads and vibrations. ‘The alignment of the drive is checked by drawing a line taut between the adjacent faces of the two sheaves, lined up to intersect the two hubs. When the drive is properly aligned, string will just touch the face of sheave at the points where it cross the sheave rims. the ch Grout should have the following characteristics A consistency which will allow proper placement. High bonding strength. High dimensional stability. Strength to'transmit static and dynamic forces from unit to foundation. Grout may be of the conventional type, or may be *Ceilcote or other epoxy resin type. The surfaces to which 41€ must bond should be wet in the case ef conventional grout, and absolutely dry in the case of “Cedicote" or the other epoxy resin. If epoxy resin or premixed conventional type grout is used, tt should be mixed according to in- structions on the container. If a cement mix is to be prepared, Proportions should be as follows: 1 part cement, by volume 18 1-1/2 parts sand, by volume 5-1/2 to 7 gallons water per 100. ~ pounds of cement, depending on moisture content of the sand. Prepare the leveling screws by ap- plying a paste type wax to the portion of threads which extend into grouted area. ‘The final level of the grout should be approximately up to the flange thickness of the skid when using an epoxy type grout. ‘All longitudinal members must be grouted. Grout skid base using procedures suitable to the application or unit involved. Care must be taken to provide adequate forma to maintain grout. Re- move any excess grout before it has completely set. Grouting should not be attempted at temperatures below 50° F. ‘CAUTION: “ceiicotes and other epoxy resin type grouting materials may pre- sent certain health hazards. The grout manufacturer’s handling instructions should be strictly followed. PINAL GROUTING INSTRUCTIONS Atter grout has sot suffictentiy to carty the weight of the unit, relisve the'foad on ail leveling screws. This fs esuentiai to insure that the unit is being supported only by the grout, not By the serow Properly eighten foundation bolts atcer grout has surtictently cured, and then ‘recheck alignment.FABRICATED PIPING ASSEMBLY Ajax engine-compressor units are sold as completely packaged units, including all water piping and ali gas piping between the unit suction flange and final discharge flange. Piping is prefabricated at the shop and shipped to the job site for installation. By following the piping layout furnished with the unit, it is a routine job to connect the prefabricated lines. The flange connections on fabricated gas lines are numbered to facilital correct assembly. The contract nunber is also stamped on the flange to aid in matching the piping to the unit. ‘Air cleaners must be installed on the unit at the compressor job site. Exhaust piping, and gas or air starting piping sometimes are not supplied by Ajax and are often fabricated in the field to suit the specific job location requirements. The cooling systen must be filled with coolant and the lubricating system filled as required with suitable lubricants as specified here-after. FLYWHEEL INSTALLATION 6 REMOVAL ‘The flywheel must be installed at location on all engine-compressor units. This is due to the size and weight of the flywheel, which would create excessive handling problems it mounted before shipment. [DPC-600 FLYWHEEL) ‘The flywheel is cast with a split hub having a straight bore which is machined to have a slight interference fit on the straight crankshaft exten- sion. This split hub is opened slightly by a wedge to facilitate mounting on the crankshaft extension. A straight keyway on the shaft matches a tapered keyway in the flywheel hub to accept a tapered key which is installed after the flywheel is in place on the shaft. This tapered key design contributes to a more secure mounting of the flywheel. The split hub is secured to the shaft after positioning by tightening a bolt through the split in the hub. ‘At final factory assembly of all Ajax engine-compressors, the tapered key is custom fitted to the crankshaft and flywheel to assure accurate align- ment and positioning of the flywheel and key. The serial number of the unit ds then stamped on the flyvheel, crankshaft end, and the tapered face of the key, so that these custon fitted parts will remain with the unit. 19 ‘The large end of the tapered key, which is tapped with 1/2*-13NC threads to facilitate removal, is installed to the outside of the flywheel. Installation of the flywheel on the crankshaft is not difficult; however, the correct procedure must be followed to prevent splitting the hub when wedg- ing for installation. The appropriate flywheel wedge is included in the box of parts shipped with the unit. ‘The following steps must be car fully followed when installing the flywheel: (1) Clean any paint out of stot in wheel. Insert the wedge as shown in Figure 4-2, and drive into the slot using a ten-pound sledge. Be sure the wedge enters the slot squarely, and drive only deep enough to open the hub bore sufficiently to slip over the shaft. Wedge should be driven in from side of flywheel marked “This Side Out" to facil- itate removal of wedge after as- sembly. The wedge can most easily be driven when the flywheel is be- ing held in an upright position and resting on a solid surface. Check end of crankshaft and bore in flywheel. File burrs, if necessary, from bore and shaft. To install flywheel, slide it on shaft by rotating back and forth and pushing manually until the end of the shaft is flush with hub face. De not sledge or attempt to drive flywheel onto shaft with any other device. If it has been wedged properly,no difficulty should be encountered in sliding wheel into place. @ aFLYWHEEL WEDGE FIGURE 4-2 (4) After wheel is in place and before removing wedge, insert key loosely approximately one-half its lengt! Place key so that tapered surface (stamped with serial number) faces wheel. Clearance should be noted between top of keyway in wheel and key. (5) Remove wedge and tighten flywheel bolt securely. ‘CAUTION: Extreme care must be exercised in knocking out wedges to be sure that no personnel are in the immediate vicinity, Remember, the wedges are under extreme pressure and have a tendancy to fly when knocked out of slot. (6) Drive key home. Key should seat with end flush to the shaft face or extending up to approximately 3/16" beyond shaft ond. If it seats be- fore reaching this point, do not sledge, but remove to find and cor rect the problem. If these instructions are carefully followed, the result will be a true running wheel which will not work, loos on the shaft. MAX. ALLOWABLE RUNOUT » 0.020" FIGURE 4-3 Flywheel Position on Shaft FIGURE 4.4 Flywheel Key FIGURE 4-5 Flywheel Installed(DPC-800 FLYWHEEL] DPC-800 Compressor flywheels are installed with a ringfeder locking device which is inserted in the bore of the flywheel and locks the wheel to the crankshaft. The special procedures which must be followed for installation and removal are as follows: INSTALLATION 2) Clean the flywheel bores and mating diameter on the crankshaft. Surfaces must be dry and free of any burrs, rust or lubricants. Position the crankshaft so that the #1 power piston is at top dead center. Using nylon straps lift the flywheel into position. The scribed timing lines on the face of flywheel must be horizontal, the line on the rim towards power cylinder. (See Figure Slide the flywheel on until flush with the end of the crankshaft. Clearance between ring gear and end of starter pinion should be 1/16" minimum to 3/16" maximum. (See Figure 1.) Check that the ringfeder is clean and dry on inner and outer surfaces and that the pilot bushings are in place under the three cadmium plated screws. No oil or any dry lubricant ts to be used on the locking surfaces. Lightly oil the threads and under the heads of the socket head screws Install the ringfeder, making sure ic is fully seated and square in the'bore. The three pilot bushings are to be equally spaced. Tighten all the socket head screws in three successive stages (70 ft. lbs., 140 fc. lbs., 218 ft. lbs. torque) The tightening sequence shown in Figure 2 must be followed for all three stages. ‘This sequence also applies to the three cadmium plated screws. @ 4) it ts @ « Allow assembly to set for 30 minutes, then recheck all screws at 215 ft. lbs. torque, following the tightening sequence in Figure 2. After final tightening of screws, check flywheel run-out at rim and 0.D. See Figure 3 for maximum allowable run-out. ‘s) a CAUTION: Disconnect spark plug wires or remove spark plugs when rotating the crankshaft. If run-out exceeds the maximum allowed, loosen all socket head screws and tap flywheel into position using a soft hammer on wood block. Retighten screws following same sequence as before, and check that run-out is within tolerance REMOVAL Using a 14mm hex wrench, gradually loosen the ringfeder socket screws in several stages, following the tightening sequence shown in Figure 2, until all screws are loose is) If the ringfeder does not slide easily out of the counterbore, proceed as follows: ‘The outer taper ring can be locsened by removing the three cadmium plated screws, which will expose 20mm threads. Screw the bolt of che slide hammer into one of the 20mm holes and bump to loosen Repeat this in all three 20mm holes alternately, until the outer ring is loose. ‘The inner taper ring can be loosened by tapping on the remaining socket screws (which were loosened previously) using a soft hammer. Tap lightly and evenly around the ringfeder bolt circle1D-1325 page 2 ‘ALL PIPING wusT Be SUPPORTED. ‘NEUTRAL POSITION $0 FT 0088 NOT TMPOSE STRAIN OM STARTER COMMECTIONS, ‘Sina PW SUPPORTS 1 WECESSART. FIGURE | STARTER PINION LOCATION NOTE: If WECESSARY, ADAIST STARTER ‘SRACKET TO O6TAM DIMENSIONS some, FIGURE 2 RINGFEDER TIGHTENIN NOTE: PILOT BUSHINGS To BE EQUALLY sPActO ‘ON CADMIUM PLATED SCREWS (8) AFTER FLYWHEEL 18 STALLED, SCRIBE A LING ACROSS. THE EXD OF Trt” cRANKSHAL FIGURE 3 OW Lind WHTH THE MARKS OW THE FLYWHEEL, FIGURE 4 17))0_ SHEAVE ‘70-1323 9-15-86 INSTRUCTIONS FOR INSTALLATION AND REMOVAL DPC-800 Compressor sheaves are installed with a ringfeder’ locking device which 1s inserted in the bore of the sheave and locks the sheave to the crankshaft. The special procedures which must be followed for installation and removal are as follows: INSTALLATION ‘A. Clean the sheave bores and mating diameter on the crankshaft. surfaces must be dry and free of any burrs, rust or lubricant: B. Using a std. 1/2*-13 NC eyebolt, lift the sheave into position. Slide the sheave on until it is up against the shoulder on the crankshaft. c. Check that the ringfeder is clean and dry on inner and outer surfaces. No oil or any dry lubricant is to be used on the locking surfaces. Lightly oil the threads and under the heads of the socket head screws. DO_NOT USE MOLYKOTE. D. Install the ringfeder making sure it is fully seated and square in the bore. Tighten all the socket head screws in three successive stages (30 ft. ibs., 60 fe. lbs, 90 ft. lbs. torque). ‘The tightening sequence shown in Figure 1 must be followed for all three stages. ‘This sequence also applies to the three cadmium plated screws Allow assembly to set for 30 minutes, then recheck all screws at 90 ft. lbs. torque, following the tightening sequence in Figure 1. E. After final wightening of screws, check sheave run-out at rim and 0.0. See Figure 2 for maximum allowable run-out. caurrow: Disconnect spark plug wires and/or remove spark plugs when rotating the crankshaft. F. If run-out exceeds the maximum allowed, loosen all socket head screws and tap sheave into position using a soft hammer on wood block. Retighten screws following same sequence as before, and check that run-out is within tolerance: REMOVAL Using a 10mm hex wrench, gradually loosen the ringfeder socket screws in several stages, following the tightening sequence shown in Figure 1 until all screws are loose. If the ringfeder does not slide easily out of the counterbore, proceed as follows. f the outer taper ring can be loosened by removing the three cadmium plated screws, which will expose 16mm threads. Screw the bolt of a slide hammor into one of the 16mm holes and bump to loosen. Repeat this in all three 1énm hole: alternately antil the outer ring is loose. If a slide hammer is not avail- able, use the 1émm pull bolts supplied with the unit. ‘The inner taper ring can be loosened by tapping on the remaining socket screws (which were loosened previously) using a soft hammer. Tap lightly and evenly around the ringfeder bolt circle. 2370-1323 FIGURE 2FIELD CONNECTIONS FUEL GAS PIPING Every engine-compressor plied with fuel gas piping A pressure regulator is included to reduce fuel gas of 260 PST maximum in- let pressure to that required at inlet_of the engine, as follows: unit 4s sup- If the fuel supply pressure is greater than 260 PSI, an additional pressure regulator will be necessary to reduce the fuel supply pressure below 260 PSI. Fuel gas connection sizes and pressure regulator specifications for fuel systems are shown in Section 2, under “Fuel System". The recommended sizing and hook-up should be strictly followed as any deviation from these standards can greatly impair engine performance. Particular attention should be given to orifice sizing and spring selection in the regulator to insure maintenance of correct fuel pressure to the engine ‘An automatic shutoff valve is used to close off the fuel gas supply to the unit in event of an emergency shutdown. This fuel valve should be located be- tween the fuel regulator and the throttle valve. AIR OR GAS STARTING SYSTEM A gas starting motor is standard on all DPC-600 and DPC-800 engine- compressors. This permits the use of air or gas at approximately 125 to 150 PSI for the vane type starters or 90 PSI for the turbine type starters. ‘The starting motor is equipped with a starter drive, which engages with a gear on the flywheel to start the unit. Tf an adequate supply of field gas is available no volume tank should be required at the unit for starting purposes. If field gas pressure is greater than 150 PSI for vane type Starters or 90 PSI for turbine starters 4 regulator must be used to reduce the pressure. When air is used for starting, a volume tank or air receiver should be Installed near the unit to provide suf- ficient air at the required starting pressure. Pressure can be maintained in this tank either by a compressor mount- ed on the tank or on a service vehicle 25 EXHAUST SYSTEM EXHAUST PIPE AND MUFFLERS Because of the port scavenging design of Ajax engines, the design and installation of the exhaust system is critical to satisfactory performance of the engine-compressor. Recommendations as to size and length of the exhaust pipe and the size and type muffler used must be strictly followed. ‘The full Length of the exhaust pipe must be the same pipe size as the flange on the exhaust manifold. Use as few elbows as possible, ferably no more than two, use long radius elbows. Mufflers should be installed at the end of the recommended length of exhaust pipe. Exhaust pipe length is stated as a function of engine speed. The formula to determine the length of each exhaust pipe, in feet, is: 6400 divided by RPM. Therefore, at 400 RPM, the correct length would be 6400 divided by 400 which equals 16 feet. Maximum anticipated speed should be used to determine this length. Sizes of mufflers and exhaust pipes are listed in Section 3, under “Exhaust systens*. EXHAUST TEMPERATURE ‘The exhaust gas temperature will vary with the load the engine-ccmpres- sor is carrying. Therefore, each power cylinder will be developing ap- proximately the same power when exhaust Eemperatures are maintained at the sane level. A thermocouple is installed in the exhaust manifold for each power cylin- der to sense the exhaust temperature. These thermocouples provide the signals to the combination gauge and shutdown switches located in the control panel ‘The switch-gauge shutdown ten- perature can be adjusted by turning the adjustment screw on the front of the switch while depressing the setpoint button. The setpoint should initially be set for the maximum temperature of 850? F. Then, after start up and oper- ating conditions have stabilized, re- duce the setpoint to approximately 108 above normal operating temperature. pre- and alwaysAfter the installatichas been completed, a general inspection should be made of the unit as the first step in the starting procedure. that all installation det pr cas je certain s have been rly completed. Inspect the crank- to be sure no sand, water, or other foreign matter has collected. Caution: Before inspecting the unit when not in operation, be sure te turn magneto ground switch te the off position as a safety precaution, so that pover cylinders will not fire when flywheel is manually rotated. PRE-START-UP SERVICING Before starting the engine-compres- sor, the following servicing steps must be performed. Refer to Section 2 for capacities, sizes, etc. (1) Fill crankcase to proper 1e\ (2) a) @ (5) (6) 7 9) with ofl. Proper method of de: termining o11 level is explained in Section 6, which also con- tains specifications for suit- able lubricants. Remove side cover plates and throw ofl on all crosshead guide surfaces and all piston rods un- til reservoirs around crossheads are full and oil overflows into bottom of crankcasi Pour oil in control box. Fill cooling system with a solu- tion of water containing rust inhibitor or anti-freeze which must be mixed before pouring in- to the cooling system. Consult cooler manufacturer's instruc- tion sheets for recommendations for rust inhibitors. Tighten all capscrews and head stud nuts. Gaskets shrink in time. After engine is up to heat, torque head stud nuts again. Disconnect all lubrication lines at cylinders and prine lubri- cator pumps by hand until of1 completely fills lines. Bleed fuel line at, or close to, engine until gas has replaced air in line. Check fuel injection systen res- ervoir and hydraulic lines for dirt. Clean, if necessary, and £111 with Ajax hydraulic fluid and bleed air from hydraulic lines. Check instrument panel to insure that all safety devices are con- 26 |INE-COMPRESSOR STARTUP nected and that wiring.or con- nections have not been loosened or damaged during shipment. COMPRESSOR CYL. PRE-START-UP PROCEDURE Warning: Make sure all pressure is relieved from the cylinder before removing any part. a (2) «a @ 3) (6) m oy) Clean and remove any debris and dirt from incoming piping before connecting to the unit. Remove all suction valve covers and cages from the first stage cyl- inder. Remove suction valves and clean off any debris which may have col- lected. Rotate the crankshaft until the first stage compressor is at the x end of the stroke. Using lers, lead, or wax tapers d termine the clearance between the face of the piston and the head end head. Rotate the crankshaft until step 4 can be repeated on the crank end Loosen the lock nut and set screws on the piston rod at the crosshead in the frame. Turn the piston rod with a strap wrench to obtain twice as much learance on the head end (step 4) (8 on the crank end (step 5). The result will be that two-thirds of the total end clearance is on the head end and one-third is on the crank end. Greater clearance on the head ond compensates for ex- pansion of the piston rod and drive gear to give approximately equal clearance at operating tem- perature. ‘Tighten the lock nut and set screws on the piston rod at the crosshead. By looking through suction port holes (valves were removed in stet 4) sight across bore to insure that each discharge valve is in- stalled properly. Remember that a valve opens in the same direction 3 the flow of the gas. A long do- wel rod run down through the suc- tion port and across the bore will move the discharge valve plate back and forth if the valve has been installed properly. (If a do- wel rod can open a valve, so can the gas.) = =~(10)Replace suction valves, cages, and covers on the first stage cyl- inder. Just before replacing the valve covers, insure each valve is installed properly by moving the suction valve plate back and forth with a screw driver. Repeat steps 2 through 11 for the second stage cylinder and succeed- ing stages. By manually operating Lubricator pumps, remove all air from the lubrication tubing lines and pre- lube the piston rod packing and cylinder bore of each cylinder. Check cooler drive belts for tightness. Adjust variable volume pocket to full open (outward) position. Apply thread lubricant to adjusting thread. Consult unit performance curve and make Clearance adjustments to compressor cylinders based on existing operating conditions Pressurize compressor cylinders and check for leaks. Replace or tighten as required to stop leaks Open blow down valve and purge compressor cylinders and piping to remove all air. Position line valves according to furnished start-up arrangement Compressor cylinders are now ready for start-up (aa) (22) (13) (a) (18) as) a7 (18) PRELUBE MAIN BEARINGS Just before starting the unit, the main bearings should be pre-lubed by pumping the hand pump fifty (5¢ ‘This will flood the main bear- gs with oil and provide initial lub- rieation, Anytime the unit is shut-down for more than one hour, the main bear- ings should be pre-lubed before start- UP START-UP PROCEDURE After all pre-start-up servicing has been completed, it is recommended that the flywheel be rotated manually through one complete revolution to in- sure freedom of movement of internal parts. AIR GAS STARTING open the valve in the starting motor supply line to admit pressure to crank the Starting Motor. As scon as the fly- 27 wheel reaches a cranking speed of 50 |, open the fuel gas valve to admit L into the system. As soon as power cylinders begin to fire, close the valve in the Starting Motor supply line. ‘Adjust Governor knob, as required, to regulate operating speed of the engine-compressor. After engine is running: Check panel shut-downs check lubricator feeds, and adjust if necessary. @ Tale engine for 30 minutes b fore applying load. As ongine warms up, tighten fasteners. check cooling water system for circulation Listen to machine to detect any irregularities which may be pres- ent. @Use Ajax compressor Start-up re~ port and check all items listedSECTION 6 MAINTENANCE LUBRICATING The lubrication system is a com- bination of splash, flood, and force feed. The splash system in the crank- case provides ample lubrication for crank pins, main bearings, cross! crosshead pins, crankshaft gear, lay: shaft gear and’ layshaft bearing at the flywheel end. The flood system in the control box provides a bath of oil for the gears, etc. The force feed lubri- cator pumps oil to the power cylinders, compressor cylinders and pressure packings CRANKCASE LUBRICATING SYSTEM Before starting up the unit initial- ly, remove the side cover plates and #11 reservoirs until ofl overflows in- to the bottom of the crankcase and reaches the proper level. Thereafter, oil is added to crankcase, when required, automatically thru the float control. ’the proper oil level 1s SYSTEMS determined by measuring/28* down from the machined surface on top of the crankcase to the surface of the oil Crankshaft should be rotated so that most throws are up out of the oil when taking this measure. CRANKCASE OIL LEVEL CONTROL A crankease oil level control is furnished as standard equipment. This control is usually piped up to an oil, reservoir so that if the oil level in the crankcase drops below the running level, the float valve opens and admits enough oil to replenish the supply in the crankcase. ‘This control also has a shutdown ewiteh, which closes the fuel valve if che crankcase oil level drops below a certain level. This prevents serious damage which could result if the com- pressor was permitted to run without sufficient oil in the crankcase ‘The running level is marked with a 21 3e and the shutdown level is marked with a across the glass at the factory so that the Operator can visually moniter the oil level in the crankcase. CRANKCASE MAINTENANCE Special chambers cast at the cyl- inder end of the crosshead guides act as settling sumps for the crankcase lubricating oil. occasionally renove 28 the side covers and clean any accum- ulation from these chambers. This re- moves the impurities that have settled out of the oil. Renoving these impurities lengthens the interval between oil changes. Generally, ofl should be changed annually. Drain connections are located on.the end of the bed under the power cylin- ders. These drains, which are piped to the edge of the skid, should be opened occasionally to permit any oil which may have accumulated in the scavenging chambers to run ouc. ‘CAUTION: DO NOT DRAIN WITH UNIT RUNNING. When changing oil, wipe out the crankease with clean rags. Do not use waste oil. Approximate crankcase capacity is listed in Section 3 under “Lubrica- tion. Inspect condition of oil in the crankease regularly. It is recommended that an oil analysis program be estab- lished on a regular basis. FORCE FEED LUBRICATOR A force feed, rotary drive lub- ricator is used to inject oil into the cylinders, providing lubrication to the pistons, piston rings, cylinder walls and compressor piston rod pressure packing. Should the lubricator reservoir be allowed to run dry, it may be necessary to prime each pump again ‘This can be accomplished by loos- ening the compression fitting nut at the pump outlet and manually operating the pump with the flushing stem until, no air bubbles appear at the pump outlet a ‘The hand flushing unit assembly incorporates feed adjustment and indi- cates the plunger stroke. Feed adjust- ment is accomplished by first loosening the lock nut. The rate of feed is de- creased by turning the adjusting sleeve clockwise, and increased by turning the sleeve counterclockwise. Be sure to tighten che lock nut after making the feed adjustment ‘Should a pump unit become inoper- ative, it is recommended that it be cleaned in a can of suitable solvent, hand flushing while the suction tube it submerged.The lubricator drain should be checked regularly for condensate. Periodic cleaning of the reservoir, with clean solvent, is recommended. Most lubricators used on Ajax engine-compressors are equipped with visible sight chambers, which instantly disclose the exact amount of lubricant flowing from the drip tube to the lub- Ficant well. This makes it possible to accurately gauge the anount of lubri- Gant being forced under pressure into the syscem. (ow oi level shutdown and float control is provided as standard equip- ment on labricators ‘This float control can be piped to a reservoir to automatically replenish the lubricator oil supply as it is used. The shutdown awitoh is wired to the fuel valve to shut the compressor down if the oil level in the lubricator Srops too low. The lubricator reservoir should be cleaned and flushed vhenever changing the oil in the engine crankcase. CENTRALIZED LUBRICATION SYSTEM Lubricating oil is distributed to lube points on the power and compressor cylinders through a centralized lubri- cation system. The lubricator punps discharge oil into a manifold. This oil flows through a tube line to a divider valve unit, where it is distributed to the various lube points. Some units are also equipped with an optional lube panel, which includes a filter, flow meter and No-flow switch, ahead of the divider valve. Filter ~ A 25 Micron filter prevents impurities in the oil from entering the system. Flow Meter - The flow meter mechani ally records and measures the total volume of oi1 being delivered to the system. It also contains a pressure gauge which provides a constant Check of system operating pressure. No-Flow Switch - This switch reacts to ‘no-flow conditions in the system. If any condition occurs which prevents the flow of oil through the system, this switch closes and an electrical signal (or pneumatic signal*) is transmitted to the Compressor Instrument Panel ‘Note - Some units are equipped with Pneumatic No-Flow Switch Divider Valves - The divider valves contain metering pistons which vide the flow of oil into pr proportions for delivery to the Lube 29 Points. These proportions can be changed by replacing one or more sections of the divider valve. Before connecting the oil lines to the cylinder, operate the lubricator by means of the hand flushing units to £111 and flush the lines, also to den- onstrate that the pump units are oper- ative and that the check valves are in good order. Caution: Check operation of all lubricator pumps periodically, as failure of one or more Pumps in a manifold system could result in'D ceduction of total flow so that serious damage could result from insufficient lubrication. POWER CYLINDER LUBRICATION The amount and ¢: required to provide safe and ample cyl- inder lubrication is based on years of operating experience. A nunber of vari- ables, such as the gas being used as fuel, have a great bearing on both the quantity and the characteristics of the lubricating oil best suited. As a guide, normal lubricator oil Gonsunption is eight pints per cylinder per day. In most cases, this Consumption will be the maximum anount required. These rates can frequently be cut back and still main Tubrication. Over lubrication is not only costly from the standpoint of quantity of oil consumed, but also it is the greatest single cause of carbon build up. Inasmuch as the number of drops of oil in'one pint is so dependent upon. such things as temperature and viscosity of oil, the amount of oil used for cylinder lubrication should always be based on the recommended pints por day rather than the drops per minute or stroke. Due to the poor reliability of the force feed lubricators at very low tates, it is recommended that in no case should the lubricator feed rate be Feduced to less than two drops per. stroke of the lubricator pump. LUBRICATION OTL FOR POWER CYLINDERS AND CRANKCASE Refer to ES-1006 LUBRICATING OIL FOR COMPRESSOR CYLINDER AND PRESSURE PACKING Refer to "Compressor Cylinder Maintenance" for lubricant specifi-~ cations.