Operator’s Manual ESH/V —)-W fpne CONVENTIONAL CYLINDER Form AP 0261-C INGERSOLLRAND, a AIR COMPRESSORSPREFACE ‘The purpose of this manual isto provide the owner with the necessary instructions to properly operate and maintain either the lubricated or nondubricated FSH or ESV Com ‘eestor. It is the responsibilty of the owner (o thoroughly feview the instructions contained herein and (o become ac- {quainted with the methods of operation and maintenance suggested, ‘Should questions arise concerning the ESH or ESV Com- pressor of this manual, consult your nearest Distributor or Sales Branch ‘This manval nae been prepared by ingrsol+Rend, A Compressor Bioup. ee prccating Comprosso’ PuBicatons DevarkmentPaialed Boel tow Yorw 14870 © Copyright Ingorsol-Rend Company 1881CONTENTS SECTION | — INSTALLATION. . SECTION I! ~ GENERAL OPERATION. SECTION II! — FRAME ANO RUNNING GEAR SECTION [V — FRAME LUBRICATION SECTION V — COMPRESSOR CYLINDER. . SECTION VI ~ CYLINDER LUBRICATION. SECTION VI! ~ TYPE “A” CHANNEL VALVES . . . SECTION Vill — REGULATION SECTION IX = BELT DRIVE... CAUTION STATEMENT CONCERNING THE USE OF THIS EQUIPMENT FOR BREATHING AIR AND/OR AQUA LUNG SERVICE \F THE MODEL NUMBER ON THIS AIR COMPRESSOR CONTAINS THE LETTERS “BAP”, THE COMPRESSOR IS SUITABLE FOR USE IN BREATHING AIR SERVICES. IN THE ABSENCE OF SUCH A DESIGNATION THE COMPRESSOR IS NOT CONSIDERED AS CAPABLE OF PRODUCING AIR OF BREATHING QUALITY. FOR A COMPRESSOR TO BE CAPABLE OF USE IN BREATHING AIR SERVICES, IT MUST BE FITTED WITH ADDITIONAL SPECIALIZED EQUIPMENT TO PROPERLY FILTER AND/OR PURIFY THEAIR TO MEET ALL APPLICABLE FEDERAL, STATE AND LOCAL LAWS, RULES, REGULATIONS AND CODES, SUCH AS, BUT NOT LIMITED TO, OSHA 29, CFR 1910.134, COMPRESSED GAS ASSOCIATION COMMODITY SPECIFICATION G-7.1-1966, GRADE D BREATHING AIR, AND/OR CANADIAN STANDARDS ASSOCIATION. SHOULD THE: PURCHASER AND/OR USER FAIL TO ADD SUCH SPECIALIZED EQUIPMENT AND PROCEEDS TO USE THE COMPRESSOR FOR BREATHING AIR SERVICE, THE PURCHASER/USER ASSUMES ALL LIABILITY RESULTING THEREFROM WITHOUT ANY RESPONSIBILITY OR LIABILITY BEING ASSUMED BY INGERSOLL-RAND COMPANY. ‘THE PURCHASER IS URGED TO INCLUDE THE ABOVE PROVISION IN ANY AGREEMENT FOR ANY RESALE OF THIS COMPRESSOR. STORAGE PRECAUTIONS THE UNIT HAS BEEN PREPARED AT THE FACTORY WITH AN ANTI-CORROSIVE MATERIAL TO RETARD RUST FOR A SIX MONTH PERIOD. HOWEVER, IT IS IMPORTANT THAT THE UNIT BE STORED IN A WARM, DRY ENVIRONMENT, UPON INSPECTION, IT MAY BE NOTED THAT THE CYLINDER IS PROTECTED BY VAPOR PHASE INHIBITOR (Vel) CRYSTALS. THOUGH SIMILAR TO SAND IN APPEARANCE, VPI IS NON ABRASIVE AND WILL VAPORIZE WHEN THE MACHINE IS STARTED. IF_AFTER RECEIVING, IT 1S NOTICED THAT THE PROTECTIVE SEALS ARE DAMAGED AND/OR COVERS OPENED, OR IF AFTER USE THE UNIT IS TO BE STORED, SHIPPED, OR OTHERWISE INOPERATIVE, YOUR LOCAL INGERSOLL-RAND OFFICE SHOULD BE CONTACTED FOR PROPER REPROCESSING PROCEDURES.SAFETY PRECAUTIONS READ CAREFULLY BEFORE INSTALLING THE COMPRESSOR WHERE LUBRICATING OIL IS PRESENT IN THE COMPRESSOR DISCHARGE, AN AFTERCOOLER SHOULD BE INSTALLED IN THE FINAL COMPRESSOR DISCHARGE LINE; IT SHOULD BE MOUNTED AS CLOSE AS POSSIBLE TO THE COMPRESSOR. WHEN INSTALLING A NEW COMPRESSOR IT IS ESSENTIAL TO REVIEW THE TOTAL PLANT AIR SYSTEM. THE USE OF PLASTIC OR CARGONIC BOWLS ON LINE FILTERS WITHOUT METAL GUARDS ‘CAN BE HAZARDOUS. ‘A PRESSURE RELIEF VALVE MUST 8E INSTALLED IN THE DISCHARGE PIPING BETWEEN THE COM PRESSOR AND ANY POSSIBLE RESTRICTION, SUCH AS A SLOCK VALVE, CHECK VALVE, AFTER. COOLER, OR AIR DRYER. FAILURE TO INSTALL A PRESSURE RELIEF VALVE COULD RESULT IN OVERPRESSURE, PIPE RUPTURE, DAMAGE TO THE COMPRESSOR AND PERSONAL INJURY. REFER TO INSTRUCTION BOOK FOR SPECIFIC INFORMATION. ‘ON BELT DRIVEN COMPRESSORS; A BELT GUARD, CONFORMING TO OS.H.A, STATE AND LOCAL CODES, SHALL BE INSTALLED BY THE USER, THOSE RESPONSIBLE FOR INSTALLATION OF THIS EQUIPMENT MUST PROVIDE SUITABLE GROUNDS, MAINTENANCE CLEARANCE AND LIGHTNING ARRESTORS FOR ALL ELECTRICAL COM- PONENTS AS STIPULATED IN O.S.H.A, 1910.308 THROUGH 1910.323, WHEN A RECEIVER IS INSTALLED, IT IS RECOMMENDED THAT OCCUPATIONAL SAFETY AND HEALTH STANDARDS AS COVERED IN THE FEDERAL REGISTER, VOLUME 36 NUMBER 106 PART it PARAGRAPH 1910.169 BE ADHERED TO IN THE INSTALLATION AND MAINTENANCE OF THIS RE- CEIVER. ALL ELECTRICAL INSTALLATION MUST BE IN ACCORDANCE WITH RECOGNIZED ELECTRICAL CODES, BEFORE WORKING ON THE ELECTRICAL SYSTEM, BE SURE TO CUT OFF THE ELECTRICAL ‘SUPPLY FROM THE SYSTEM BY USE OF A MANUAL DISCONNECT SWITCH. D0 NOT RELY ON THE STARTER TO CUT OFF THE ELECTRICAL SUPPLY. BEFORE STARTING THE COMPRESSOR, ITS MAINTENANCE INSTRUCTIONS MUST BE THOROUGHLY READ AND UNDERSTOOD. QO NOT REMOVE THE COVERS FROM THE COMPRESSOR WHILE-THE UNIT IS IN OPERATION. SEVERE INJURY FROM MOVING PARTS CAN RESULT. COMPRESSED AIR AND ELECTRICITY CAN 8£ DANGEROUS, BEFORE DOING ANY MECHANICAL WORK ON THE COMPRESSOR: A. SHUT THE MACHINE DOWN. 8, REMOVE POWER FROM THE MOTOR BY OPENING A MANUAL DISCONNECT SWITCH IN THE POWER LINE TO THE MOTOR. TAG AND LOCK THE DISCONNECT SWITCH SO NO ONE WILL CLOSE IT ACCIDENTALLY, DO NOT RELY ON THE MOTOR STARTER TO CUT OFF THE ELECTRI: ‘CAL SUPPLY, ©, DO NOT ATTEMPT TO SERVICE ANY COMPRESSOR PARTS WITHOUT FIRST RELIEVING THE ENTIRE SYSTEM OF AIR PRESSURE, ©. ENSURE THAT THE BELT WHEEL HAS BEEN LOCKED TO PREVENT ROTATION AND SUBSE- QUENT PERSONAL INJURY. PERIODICALLY ALL SAFETY DEVICES MUST BE CHECKED FOR PROPER OPERATION, USE ONLY SAFETY SOLVENT FOR CLEANING THE COMPRESSOR AND AUXILIARY EQUIPMENT. FAILURE TO HEED ANY OF THESE WARNINGS MAY RESULT IN AN ACCIDENT CAUSING PERSONAL INJURY OR PROPERTY DAMAGE.SECTION | INSTALLATION REFER TO INSTALLATION MANUAL AP-0250 FOR COMPRESSOR INSTALLATION INSTRUCTIONS GENERAL It is essential in installing a new compressor to reviews the total plant sic system. This is to insure a safe and effective total system. One item which must be considered is liquid carryover into the plant air line. Installation of afiercoolers, air dryers and line separators is always good practice and these added safety features are recommended Water condensation can affect the operation of pneumatic devices. Aftercoolers and the addition of sir dryers can eliminate this hazard Similarly, there can be bad effects if compressor coolants or lubricants are allowed to enter plant air systems. [Air line separators, properly selected and installed, cant reduce any liquid carryover close to 2870 ‘The use of plastic bowls on line filters withour meral guards can be hazardous. Their safety can be affected by tither synthetic lubricunts or the additives used in mineral oils. From a safety standpoint, metal bowls should be tased on any pressurized system, Review of your plant air tine system is recommended. IMPORTANT It is oxtromaly important that the compressor intake piping be thoroughly cleaned. Piping should be blown fut with high pressure alr after cleaning. The impor: tanoe of starting any compressor with clean piping, particularly on the intake to any cylinder, cannot bo overemphasized. COMPRESSOR PIPING We cannot emphasize too strongly the necessity for thoroughly cleaning the inside of all piping before installing. If metal pieces, pipe seale, rust, welding spatter, dirt, and alt foreign material are not carefully and thoroughly: removed, they will be loosened by the flow of air and will ‘cause serious damage ‘All air piping and vessels supplied with the compressor have been internally cleaned and sprayed with rust preventa- tive, and protective closures have been applied to all openings. NOTE: Do not remove the protective coverings until you are ready to assemble the piping or vessels on the ‘compressor. RECOMMENDATIONS ‘This is particularly Important with multistage high pressure compressors where special metallic packings are Tequired and in “NL” (Nonlubricated) compressors where special carbon or Teflon vings and packagings are require. “These parts are much moce expensive than in alow pressure or lubricated eylinder compressor. Any dirt, rust, welding ‘beads or scale carried into the compressor will cause scored packing rings, piston rods, and cylinder bores and pitted, Teaking or broken valves NOTE: It is important that the piping be fabricated with ‘sulficient flange joints so that it can be dismantled ‘casily for cleaning and testing. It is far better to to clean and test the piping in sections before actual erection than after itis in place When piping is cleaned in sections before erection, it Is possible to do a thorough job of eliminating all acid This is difficult 10 do with piping erected and in position, as carry-over of acid into the cylinders is almost certain to foecur when the machine is started. This has happened end cean enuse extensive damage. Ifit is absolutely necessary to conduct the final hydrosta~ tic test when the piping is in position, care should be taken to provide vents at the high spots so that air will ot be trapped in the piping. Provision must be made for complete drainage after the test is completed. These connections should be planned in advance, Furthermore, it is essential that all connections to the cylinders: be broken and blanked off, preferably with a spoot piece removed between the piping and cylinder IMPORTANT Complete drainage of the piping i essential If damage isto be prevented when starting, ‘The use of chill-sings for butt welds in piping is generally recommended in order to prevent welding beads from getting into the pipe and thus carrying through to the ‘compressor on operation. READ INSTALLATION MANUAL AP.0250 BEFORE INSTALLING COMPRESSORLOCATION OF MAJOR COMPONENTS Figure 2. Horizontal Nonlubricated! Compressor.SECTION I GENERAL OPERATION “The following instructions should be used by the operator asa guide for the yoneral operation of the compressor, As the operator pains experiance with the eompressor under actual operating conditions, a set routine should be established ‘After a gor ‘compressor wat new. INITIAL START IMPORTANT It ie very important that the intake piping be clean and properly installed, Its essential that this be done ‘after installation of relocation of the compressor and ‘after a long shutdown or new parts installation. So: Form AP0260 Installation Manual for instructions, Special Conditions for Nonlubricated Units — The successful operation of a compressor having a nontubricated cylinder depends upon the lubricating qualities of the piston and wearing ring, The presence of dirt, sale of other abrasive material is injurious to any compressor cylinder. However, when a cylinder is run without lubrication the injury is much mote serious. The importance of a really ‘good filter and clean intske piping cannot be stressed too strongly. For best operating conditions the cylinder should be free of moisture in the air and crankease oil should not be allowed to enter the cylinder. ‘The oil wiper rings in the partition stuffing box will Wipe the piston rod practically dry; however, there is @ slight oll carryover past the wiper rings. An oil slinger, or cil stop plate is mounted on the rod whereit passes through the distance piece. Any oil which might seep past the wiper rings cannot work by this oil slinger and the cylinder is kept completely free of oil. With this arrangement the packing rings supply the only dry lubrication to the piston tod. Preparation — When the installation of the compressor hhas been completed in accordance with instructions given in Section 1 of this book, carry out the following procedure before starting the machine, 1. Clean up the floor and foundation, end remove all cement, dirt and dust from the exterior of the com- pressor. 2. Remove the frame top cover and distance piece side covers and clean out with safety solvent every portion |. of the interior and the erankease oil sump to insure 0 ‘lean interior free feom dust and dirt, which may have entered duting shipping and installation. Use a cellulose | overhauling of instalation of now parts, the o} sperator should be guided by the instructions as though the . On lubricated sponge only, NEVER use waste or alinty cloth to clean the interior of the machine. You cannot get these portions (oo clean before putting in the oil. Clean the protective grease from the piston rods. ‘The running and finished parts inside the crankcase are covered with a heavy anti-rust compound previous to shipment. It is aot necessary to remove this coating before starting the compressor as it is soluble in the frame lubricating oi. Fill the erankease to the proper oil level on the oil sight glass with the recommended grade of crankcase lubricating oil, (Refer to Section 4, Frame Lubrication.) our oil overall the beavings which can be easly reached through the frame or openings. On lubricated units, fill the eylinder lubricator with the recommended grade of air eylinder lubricating oil. Refer to Section 6 for com- plete lubrication instructions and fubricating oi spec~ ification. Prime the frame lubricating oil pump. (Refer to Section 4 for Frame Lubrication.) ts each eylindor force feed lubricator line must be disconnected at the point where it is attached to the oil inlet side of the check valve. The Iubricator feeds must then be operated manually until all the aie is forced aut of the lines and off appeats. ‘The lines should now be reconnected and the lubricator given several additional turns to assure proper lubrication ff the cylinder as soon as the compressor f started. Once the compressor is started, the oil Hines will remain full of oil and require no further attention. Deain the air intake pipe of any moisture which may have accumulated, Be sure that the air intake filter is properly installed and protected (See AP-0250 for instructions in Section 5, page 26. Install the packing in the stuffing boxes according to instructions in Section 5. Replace the frame cover and turn the machine over BY HAND a few times in the direction shown by the arrow ‘on the oil pamip casing to make sure i€ works freely andCAUTION ‘THIS IS IMPORTANT. ACCIDENTS HAVE RE SULTED FROM STARTING A NEWLY ERECTED COMPRESSOR WITHOUT HAVING TURNED IT THROUGH AT LEAST ONE COMPLETE REV- OLUTION. NOTE: This compressor must rotate in one direction only due to the force feed lubricating pump. Ifspecified, this lubricating system can be arranged for reverse rotation, The ditection of standard rotation is counter-clock:-wise when facing the belt wheel. 9, Before starting @ new compressor be sure youare familiar With the starting and stopping controls, and with the regulation and regulator controlling the load and nodoad operation. For details on regulator, regulation, and start- stop controls read Section 8 thoroughly. 10. Check the machine thoroughly to be sure there are not loose parts and that the machine has not been tampered with since its erection. Initial Start — The machine may be started in accor dance with the procedure outlined under “ROUTINE STARTING”. A new compressor, or @ compressor in ‘which new parts have been installed, should always be allowed to rin untoaded foran hour or more. Accomplish this either by making sure the Free-Air-Untoader unloads the cylinder—(Refer to Section 8 on Regulation), or by opening the discharge Hine to atmosphere so that no pressure willbe built up. When everything is working satisfactorily and the bearings remain cool, apply the load by exhausting the air from the fieeair unloaders. Allow the pressure to build up in the receiver, and see that the regulator unloads the compressor at the desired receiver pressure Make sure the safety valve on the receiver will start blowing ata pressure about 10 psi (0.69 bar) higher than the working pressure. Routine Starting — Aftor the initial starting procedure, has been followed the compressor may be restarted as follows: 1. Check the lubricating oll level in the crankcase and in the cylinder lubricator if your unit is so equipped (lubricated units only). 2. Tum on a full supply of cooling water and check the actual circulation at the water discharge connection, 3. Drain the compressor intake of any accumulated mois- ture. (If starts are Frequent, this need be done only as found necessary.) 4, Start the motor in accordance, with instructions fur- ished with the electrical equipment. If oil pressure does not build up, the machine, with manual starting loading will shut down automatically when the start button released. On full auto start units, if the oil pressure does not build up the unit will shut down when the oil pressure shunt timer times out. The compressor js equipped with an oil pressure switch set at 5 psig, (0.34 bar). The oll pressure is monitored at the drive side main bearing, IMPORTANT In the event that the compressor is started without first turning on the cooling water, shut down immed: lately, DO NOT turn on tho cooting water for some time, as it may orack the hot oylinder well. After the hest hos dissipated the water can be turned on and the ‘compressor started. 5. As soon as the machine is started make sure that the oil pressure gauge indicates normal operating pressure of 15 to 40 pst (1.03 to 2.76 bar). IF oil pressure is below 5 psi (0.34 bar) the unit will shut down automatically. On lubricated units also check the eylinder lubr for feed. 6. Check the receiver pressure gauge to make sure the regulating device is operating properly and that it will unload the compressor at the maximum pressure for ‘which the machine was built NOTE: Never leave the compressor until you are satis- fied all controls are operating properly. 7, Adjust the flow of the cooling water so that the temper: ature of the water discharge is approximately 120°F. It is important that the cooling water discharge be checked, and adjusted, if necessary, to compensate for changes in the temperatures of the incoming water, the atmosphere and the compressor load. Insure correct operation of any automatic devices in the cooling water system. ator Cold water may cause condensation and rust on the cylinder walls, This will result in capid cylinder, piston andfor piston ring wear. IMPORTANT Do not leave water circulating through the water jackets of @ compressor that is not running, as con- densate will form on the oylinder wall, which may cause rust to form, destroying the polish of tho ceylindor bore, OPERATIONAL MAINTENANCE NOTE: For specific instructions on maintaining and ingpecting nonlubricated compressor cylinders, refer to Seetion 5 of this manualROUTINE OPERATIONAL MAINTENANCE First Hours OF ay Required Meintenance Operation jpaty, | acan* 23 50 200 foutine | Hours Check Frame Oi Le! x |x x x x Chuck OlindorCuseator 0 Loe! za x x |x x x ‘Check and Adjust Lubricator Feed Rate |f Required ite x. Pil x | x x? Choo Safety Vales For Operston x x fei see to [oss the Frame Oil and Chock nd nan the Frome x x ‘Check and Clan te Oli Pump ond OM Suction Sareea xt x ‘Change the Frame Ot Fier seat peaenea eae x x [congo te Frome ih TI x x Sram he Sondamate From te Resin dor Chock the Opertion tabs Bisa Tapell So Equpoes x x x | x x [-cnece he Cooling Vater Temperature 1209F at Dischaan x x x x x ‘heck the O1 Winer Ring ond Sufi Box For Laskage x |x x "ied For Absa! Wea a x x x Tighten All Exterior Bolts ond Nuts x x x pes Tighten All Geskeed Joints Hes Saye x Saree Tighten All Foundation Bots x x ‘Compressor Ring Weer et x x Tat Pion Wear Ring (Roe of We x 7 Fiuzh with sfoty solvent, ein and thoroughly dry before reassembly. 2 nconaton of the wolves end eylinder bor should influence ubs rate afer to Section 6 3 Abnormal conditions wl guts ore fequent maintenance 44 Giory 600 Het thereafter anti rate of year hit been ertablished. ' Fat 00 His then e the piston warring are repoced Initial Breok-In — After the compressor has run for the frat two or three hours under load, and has thoroughly ‘warmed up under operating conditions, it should be shut- down and checked out in compliance with the maintenance chart above. CAUTION BEFORE DOING ANY INSPECTION OR SERVIC: ING ON THIS COMPRESSOR: 4, SHUT THE MACHINE DOWN. 2, CUT OFF THE ELECTRICAL SUPPLY FROM THE MOTOR BY OPENING A MANUAL DIS CONNECT SWITCH IN THE POWER LINE TO THE MOTOR, LOCK AND TAG THE DISCON NECT SWITCH SO NO ONE WILL CLOSE IT ACCIDENTALLY. LOCK THE BELT WHEEL TO PREVENT ROTA- TION. PRESSOR PARTS WITHOUT FIRST RELIEVING ‘THE ENTIRE SYSTEM OF AIR PRESSURE. 4, DO NOT ATTEMPT TO SERVICE ANY COM 2 Rogular Operation — ‘The conditions under which the ‘compressor mist operate is a significant influence on the frequency of many maintenance checks, Therefore, cor sideration must be given to these factors when establishing the following routine: Drain the receiver to semove water. This should be done, regularly and as often ss operating conditions require, ‘An automatic ejector or trap makes an ideal way of draining the receiver; but, bp sure to check its operation atleast once a day. CAUTION (ON LUBRICATED UNITS BOTH WATER AND OIL. MAY ACCUMULATE IN THE RECEIVER. AN ACCUMULATION OF OIL IN THE RECEIVER MAY CAUSE AN OIL VAPOR EXPLOSION, THERE: FORE OVERLOOKING OF THIS ROUTINE DRAIN: AGE, MAY BE HAZARDOUS. ‘Test all safety velves at least once each operating shift to make sure they are free and in operating condition. ‘The operator should fariliarize himself with these valvesand theie location. Make sure that the safety valvo will “plowoft” at @ pressure a few pounds above working pressure. The safety valves must not be set higher than ‘the maximum pressure stamped on the receiver, or rating of any component in the ai system. Safoty valves are ususlly located on the receiver, intercooler and in the discharge piping. CAUTION DO NOT CHANGE THE BLOW-OFF PRESSURE OF A SAFETY VALVE, DO NOT REMOVE THE SAFETY VALVE AND REPLACE IT WITH A PLUG, SINCE THIS WILL ELIMINATE THE PRO- TECTION PROVIDED AND MAY RESULT IN SERIOUS INJURY TO PERSONNEL AND DAMAGE TO THE COMPRESSOR AND RECEIVER, SAFETY CODES REQUIRE A SAFETY VALVE TO PRO- TECT THE RECEIVER FROM OVER-PRESSURE. CAUTION IF A HAND VALVE JS INSTALLED BETWEEN THE COMPRESSOR AND RECEIVER, A SAFETY VALVE MUST BE INSTALLED BETWEEN THE COMPRESSOR AND HAND VALVE. 43, Set up @ schedule and follow it regularly, for checking the frame lubrication system, inlet and discharge valves, stuffing boxes and packing and for cleaning the com- pressor and water jackets. 4, Clean the compressor intake filter as often as found necessary from operating experience. Dirty valves may indicate the filter is not functioning or the pipe is not tight, 5, Clean all breather and oil filters of dirt and sludge, The frequency of this operetion will depend on operating conditions and location. In a dirty location, it may be necessary to check these items quite frequently. Frequently cleaning of the breather elements with safety solvent vill allow the breathers to work prop- ely and minimize the condensation of oil vapors on the outside of the compressor. CAUTION WE RECOMMEND THE USE OF SAFETY SOL VENT FOR CLEANING, NEVER USE GASOLINE, KEROSENE, OR SIMILAR FLUIDS TO CLEAN ‘THE AIR INLET MUFFLER AND CLEANER. 10 SHUT-DOWNS Routine ~ To shutdown the comprestor during regular service push the slop button, Inimedtely, after the com- pretor has stopped, shut off the cooling water so that the old water wll not eause condensation to form within the elinde. ‘All water passages, jackets, and piping must be drained it theres any danger of reaing Indetnite Perids — On Inbrated units enlys when a shutdown for a period of several weeks or longer is taliipated, run the unit af noload for several minutes and pap ext cylinder ofl into the eyinders by manually bperating thelbrieator, Then dainthe cyinders, intercooler and all water ping NOTE; For compressor or cylinder storage Instructions: for non lubricated type compressors see Section 5. For a shut-down of several weeks or longer, remove the piston-tod packing and wiper rings. (See Section 5.) If this is not done a ring of corrosion may develop on the rod and accelerate packing wear when the unit {8 put back into service. When shutting down for extended periods, all the fore- ‘oing precautions should be taken, and every bit of moisture should be removed from the water and air passages. The piston rods should be coated with a protective grease. IMPORTANT In starting up after an oxtended shutdown, be sure to carefully follow the Instructions for starting a new machine, particularly in regards to turning the ma- chine over by hand for a few revolutions. vent reRHEAD trewove gure ron Serer DRAINING) wate Mer Figure 3, Draining the OutorheWATER PIPING AND COLD WEATHER DRAINING Special care must be taken in fieezing weather to assure that the cylinder and heads are completely drained. On vertical (ESV) compressors the top head must be drained ‘efore the cylinder. It is drained by syphon ction through the discharge pipe ‘To drain the compressor water jackets proceed as follows. (See Figuce 3.) 1. Open the water inlet valve until water flows out the fopen funnel on the discharge. This fils the syphon leg with water. 2, Close the inlet valve and remove the pipe plug vent jn the outer head, This admits atmospheric sir pres- sure to the water surface in the outer head, and staris the syphon operating. 3, Allow the discharge line to drain the outer-head. 4. Open the drain valve connected to the water inlet ‘This drains the compressor cylindes. 5, Remove two pipe plugs in the frame head, These plugs rain doad pockets in the frame head. ‘the above procedure must be followed when draining the unit in freezing weather to prevent bursting of the ‘water jacket due to incomplete draining. uSECTION Ill FRAME AND GEAR 31 GENERAL Incorporated! in the design ofthis unit are m winich make it economical, efficient, rcliable, and easy 1 thaintuin, Some of the outstanding design Features ae: 1, Sealed Frame - Dastand oiltight frame with gasketed overs seals the Trame from outside dust and diet, The frome need be opened only at infrequent intervals for inspection, +2, FullFloating Bushings - The full floating bushings ae force-feed lobrieated and need no adjustment features 12. Porce-Feed hubrication to all running pants 4, Nomadjustable crosshead. CAUTION BEFORE OOING ANY INSPECTION OR SERVIC ING ON THIS COMPRESSOR 1. SHUT THE MACHINE DOWN. 2. CUT OFF ELECTRICAL SUPPLY FROM THE MOTOR BY OPENING A MANUAL ISOLATOR ‘SWITCH IN THE POWER LINE TO THE MOTOR. LOCK THE DISCONNECT SWITCH SO NO ONE WILL CLOSE IT ACCIDENTALLY. & LOCK THE BELT WHEEL TO PREVENT ROTA: TION. 4, 00 NOT ATTEMPT TO SERVICE ANY COM PRESSOR PARTS WITHOUT FIRST RELIEVING ‘THE ENTIRE SYSTEM OF AIR PRESSURE. WHEN SERVICING THE CYLINDER END, DRAIN THE WATER FROM THE CYLINDER JACKETS (REFER TO SECTION 2). 32 CROSSHEAD (Figure 3-1) ‘The crosshead is of one piece aluminum construc tion, No adjustment is necessary. 33 REMOVAL OF CROSSHEAD 1. On vertical units block the belt wheel to prevent rotation and block the crosshead prior to removal of the con- necting rod. Remove connecting rod (refer to Section 3.6). Lower the crosshead to bottom of the stroke and reblock. Loosen the piston rod crosshead) lock nut and stor washer 2 LOCKWASHER, ‘cROSSHEAD (GROSSHEAD PIN A RETAINING RING (2) Figure 31. Crosshead, crosshead pin, and retaining rings 3. Use a strap wrench to serew the piston rod out of the crosshead, 4, Remove the erusshead blocking and take the crosshead ‘out through the frame opening Alternate Method 1. Block the belt wheel to prevent rotation 2. Unserew the piston rod from the crosshead (Refer to step 3 above, 43, Remove the complete cylinder end assembly. NOTE: This is accomplished by removing the hex nuts which secure the frame head and distance piece to the frame, Because of limited space, an ex- tension wrench must be used to remove these nuls. 4, Remove one of the erosshead pin retaining rings. 5, Remove the erosshead pia. 6, Remove the crosshead IMPORTANT During Steps Four and Five Above, Be Careful Not to Allow The Connecting Rod to Drop For cibly on The Crosshead Guide.3-4 CROSSHEAD PIN AND CROSSHEAO PIN BUSH: ING (Figures 3-1 and 3-2) ‘The crosshead pin is free to float in the crosshead and in the crosshead pin bushing. It is held in place by a flat spring-type retaining ring at each end of the pin. To remove the crosshead pin, refer to the following, procedure CAUTION ON VERTICAL UNITS DO NOT REMOVE THE CROSSHEAD WITHOUT FIRST BLOCKING THE BELTWHEEL AND THE CROSSHEAD. B. Before installing the spring-type retainers, inspect to be certain that the spring ends are angle cut fand not square cut, Inadvertant use of square cat ring will make future disassembly extremely dificult. ©, One end of the crosshead pin contains a pipe plug: Should the pin become frozen into the crosshead, tthe pipe plug can be removed and a nipple and tee installed to allow pulling the pin with force. ‘When installing the erosshead pin, be certain that the pipe plug end of the pin is accessible from tthe distance piece opening. 1. Unwind the retainer on the accessible side of the crosshead pin. 2, Push the pin back approximately 14" (or not more than flush with the side of the crosshead). Refer to CAUTION note C. above. 3. Remove the frame covers 4, Rotate the belt wheel to locate the crosshead at frame deed center. 5. Reach into the frame through.the frame cover opening and, by feeling around the surface of the inner retainer ring, rotate the ring so that the ring split is accessible from the frame opening, 6. Using a short handled screw driver or a piece of thin metal (brass shim stock) shaped per the fol lowing sketch, Ue BENT CORNER catch the end of the screw driver or tool edge in the retainer ring split end lift (or pry) an edge of the re tainer ring out of the pin groove. The ring can now be unwound by hand. NOTE Removal will be simpler if the prying tool is held in the left hand while the right hand is used to prevent rotating of the ring while prying. The ring may be held by the right hand by reaching through the open: jng in the distance piece. 7. The crosshead pin is now free to be removed. Refer to CAUTION note A,B, and C. 8, To reassemole the crosshead pin, refer to the following procedure. |A. Locate the connecting rod and slide the crosshead pin into the erosshead until the pin is flush with the crosshead, Refer to CAUTION note C. B. Wind a retainer into the groove on the back side of the pin and feel to be certain that the ring fs seated into the groove, Refer to CAUTION note B. above. C. Push the pin back to expose the ring groove on the ‘exposed side of the pin and wind the retainer ring into the groove. Refer to CAUTION note C. above. 3.6 CONNECTING ROD (Figure 3:2) ‘The connecting rod has a solid eye at the cross head end and a split eye at the crankpin end. A Grilled oil passage connects the ends. ‘The connecting rod cap is held on by two bolts which are wited together at assembly. Two bushings are used atthe joint Where the rod and cap fit together. These bushings maintain Tlignment and must not be removed when removing the con- rod cap from the connecting rod. This will prevent mis- fssembly when replacing the eap. The erankpin bushing is full foating, and no adjustment is needed. IMPORTANT Never File The Joint or Use Shims Between The Cap and The Connecting Rod or In Any Other Way Disturb the Relationship Between These ‘Two Precision Fitted Parts. 36 REMOVAL OF CONNECTING ROD (Figure 3-2) 1, Remove the crosshead pin., (Refer to Section 3-4.) 2. Place pieces of wood in the frame crosshead guide to protect it from the connecting rod. Observe blocking instructions in Section 3-3, 13\ PISTON ROO PISTON ROO. Lockwashen — nur CROSSHEAD cROSSHEAD int BUSHING CROSSHEAD PIN CONNECTING Roe ‘CRANK PIN ‘BUSHING ALIGNMENT. SUSHING CONNECTING ROD BOLTS, ‘CONNECTING ROD CAP Figure 3-2. Connecting Rod 3. Rotate the crankshaft so that the connecting rod bolts are accessible thru the opening in the frame, and then remove the cap bolts. 4. Remove the connecting rod cap through the opening in the frame. 5. Rotate the crankshaft free of the connecting rod. 6 Remove the connecting rod through the frame opening, 7. To replace rod, reverse above procedure. IMPORTANT When Replacing The Connecting Rod Cap, Make Sure That The Retaining Bolts are Pro- perly Secured Together with Locking Wire. 3:7 CRANKPIN BUSHINGS (Figure 3-3) The crankpin bushing is aluminum of special bear ing alloy and is made in two pieces to allow assembly fon the crankshaft. It is fullloating and requires no adjustment 4 MAIN AEARING, ‘CRANK PIN gushines 2A aushins a5 cRossHEAD PIN BUSHING Figure 23, Crankpin Connecting Rod and ‘Main Bearing Bushings Both surfaces of the crankpin bushing are lubri cated by oil which is forced through the drilled pas sages in the crankshaft under pressure by the frame oil pump. If excess clearance causes the rod to become noisy, it is necessary to replace the bushing, The crankpi bushing con be replaced by removing the connecting rod cap and rotating the crankshaft free of the con’ necting rod. CAUTION THE BELT WHEEL AND THE CROSSHEAD MUST BE BLOCKED TO PREVENT ROTATION WHILE THE CRANKPIN BUSHING IS BEING. REPLACED FAILURE TO DO SO CAN RESULT IN PERSONAL INJURY. 38 MAIN BEARING BUSHINGS (Figure 3-3 and 3-5), Fuil-floating aluminum bushings are furnished ca- pable of carrying both radial and thrust loads. Both the pump side and drive side main bearing bushings are identical and require no adjustment. Both surfaces of each bushing are lubricated by: il which is forced through drilled passages in the crankshaft under pressure by the frame oil pump. Should the bushings require replacement, use only. duplicates of the original bushings. It is recon mended that both bushings be replaced at the same time, These bushings must be free to float on the etankshaft and in the bearing housing Be certain that all parts are cleaned before assembly. NOTE: If the main bearing housings are removed, the ‘gaskets must be replaced with new ones. Only ‘gaskets of the same type and size should be Used. A gasket sealer should be used to en- sure an oil tight joint.It is necessary to remove the crankshaft when replacing the main bushing on the drive side, (Refer to Section 3-9 for instructions.) ‘An O-Ring is used to seal the joint between the iain bearing housing and bedplate. When the housing is removed, inspect this O-Ring and replace if necessary. 39 CRANKSHAFT (Figure 3:5) ‘The crankshaft is assembled in the bedplate by passing it through the opening on the bearing hous ing side of the bedplate, If it is necessary to remove the crankshaft, proceed as follows. 1, Remove the connecting rod and cap. (Refer 36.) to Section wo wreck, ‘ston noo y Domieering tenossteAD SHEAVE: Ship Tue eatie HEAD, shopieratce Fig. 34 - Cross-Section of Ranalng Gear 2, Remove the V-belt sheave, 3, Remove the crankshaft oll sea. (Refer to Section 3-10.) 4 Remove the main bearing housing 5, Support the crankshaft ina horizontal position and re move it from the frame by pulling straight out through 340. CRANKSHAFT OIL SEALS (Figure 36) A double oil seal is provided on the drive side of the frame to prevent the escape of oil along the crankshaft. Each seal is of the lip type and is normally composed of a neoprene base material. A coil spring fs mounted in the lip of each seal to maintain proper tip pressure on the crankshaft to insure sealing, 3-11 REMOVAL OF SEALS (Figure 3-7) 1. Remove the belt wheel 2. Work « screw driver or similar tool along the joint between the outer surface of the seal and the bearing housing counterbore. Work the toot around the seal until the seal is completely removed from the counterbore, The seal will then sfide off the crankshaft. Fig. 3-6 - Crankshaft Ol Seal NOTE: Since it is very probable that the seals will be damaged while being removed, be certain that new replacements are available. 1sGHEOK AXIAL CLEARANCE HERE MAIN BEARING HOUSING "0" RING MAIN BEARING ‘BUSHING 342 REPLACEMENT OF SEALS (Figure 3-7) 1. Thoroughly clean the crankshaft and besring housing counterbore, and remove any nicks or sharp edges at the keyway. It is recommended that shim stock or tape be used over the keyway to protect the lip on the seals during assembly. 2. The lip section tends to distort if forced abruptly over the shaft. It is, therefore, recommended that the shaft and the lip of the seal be well coated: with oi! and @ rotary screw motion be used while pushing it over the shaft. 5” Stroke Units Force the inner seal into position such that there will be 1/4" (6.35 mm) to 5/16” (7.935 nm) between the inner seal and the outer seal when the outer seat is flush with the 1/8” (3.174 mm) counterbore 17” Stroke Units Force the inner seal into the bore a8 far as it wil go using a block of wood and a hammer or an extreme ly blunt instrument, (Assembly at the factory is accomplished by using a metal tube over the shaft to force the seal evenly into its seat. Force the outer seal into the bore until the outer face of the seal comes, flush with the counterbored face in the frame bearing housing.) 16 MAIN. BEARING HOUSING over MAIN BEARING BUSHING CRANKSHAFT o> OIL SEAL Fig. 3-7. = Cross-Section of 7" Stroke Oil Seat AssemblyDESCRIPTION Goreral — A force feed lubrication system is used to supply oil to the main bearings, erankpin bushings, cross hhead pin. bushing and crosshead. Opsration — The frame lubrication system uses an internal sear type pump driven by the erankshaft (Figure 9.) “The pusrap dsavs oil from the sump through a coarse screen and forces the oil through & can type disposable filter. The bil then flows under pressure through drilled passages in the cian kshaft to the main bearing bushings end crankpin beating bushing. The connecting rod is rile drilled for Tabriesticon of the crosshead pin bushing. After passing through and lubccating the various parts the oil returns to the sumyp in the erankeas. A spring loaded ball. check-type relief valve, protects the lubricating sysiem from excessive off pressure resulting from low ambient temperature at start-up or clogging of the ofl filter SECTION IV FRAME LUBRICATION When starting for the fist time the oil pump must be primed, Remove the pipe plug in the pump cover (See Figure 10) and pour oil down the hole into the pump, Priming is necessary only before the iniial start up or after the maehine has been ide for several days. Frame Oil Pump — The oil pump is an internal gout pump with two cotating gears. The pump dive shaft is driven directly off the compressor crankshaft. The internal gear isa press fit on the drive shaft and rotates atthe same Speed as the compressor crankshaft. The extemal gear is driven by the internal gear and rotates at reduced speed inside the pump locating ring. (Refer to Figure 1.) Oil is trapped between the internal and external gear ‘and is carried from the infet to the discharge side of the pump. The oil then flows through the fier and into the ‘compressor bearings. ‘The oll pump cover and the main bearing housing have ill inlet and discharge passages. The suction strainer CRANKSHAFT — ‘OV RELIEF VALVE [eteiniy ce a J OWL FILTER STD, ROTATION rh Many BEARING HOUSING ont Pune cover, InTEANAL GEAR lL PUMP Ho DISCHARGE REVERSE ROTATION SECTION YY Figure 9. Frame Oil Pump and Filter Showing Oil Flow.FRAME OIL PUMP FRAME ol BREATHER che ferme On, pune FILTER CYLINDER CUBRICATOR 4 REMOVE THIS ~ PLUG TO PRIME O1, PuNP FRAME — LEVEL, oe Daa Site StGnT LASS Figure 10, Priming Oil Pump. focated in the sump is connected to the pump by copper tubing, The pump shaft rotates in two bronze bushings which are lubricated by pump leakage. An oil seal prevents pump leakege from dripping on the floor. A builtin relief valve on the pump discharge prevents excessive pump pres- sure when starting with cold oil. OIL PRESSURE AND TEMPERATURE General ~ Oil pressure varies from unit to unit according to operating speed and lube oil viscosity. The compressor will operate satisfactory with 8 psig (0.55 bar) oil pressure reasured at the pressure shut-down switch. (See Figure 10.) Normal Operating pressure is from 15 to 40 psig (1.03 to 2.76 bar). oisewance Port ae ey EXTERNAL GEAR INTERNAL, GEAR Figure 11. Frame Oil Pump. 18 Troubleshooting — A reduction in pressure will result from the following: 1, Plugged filter. Correct by replacing filter. 2, Plugged suction sereen, Correct by cleaning, 3. Air leak in auction line, Correct by tightening all suction connections and pulling up on gasketed joints between ‘oll pump easing and bearing housing 4, Relief valve stuck open. To correct, remove relief valve, clean and replace. 5, Wom main bearings or erankpin bearing, Correct by replacing beating ‘The crankease oll temperature will be approximately 50°F (10°C) sbove ambiont temperature, Use of heavier viscosity oils will nereaso the erankcase temperature OIL FILTERING Goneral — A new machine always contains some dirt and foreign metter which is washed out by the flow of oil through the system, This is collected by the filter before it cean get into beatings. When the filter becomes clogged, the pressure at the bearings will decrease until the oil pressure failure protection switeh automatically shuts down the ‘compressor at 5 psig (0,34 bar) oil pressure. The filter should be replaced before this happens, Components — The frame lubricating ol filtering system. ‘consists of two units: 1. An 18 mesh wire screon is used on the intake of the lubricating oll pump. This screen will prevent coarse particles from entering the pump. Tis screen should be cleaned periodically. 2. A full flow replaceable cartridge type ol filter is used between the lube ofl pump and the sunning parts. The cortege is Located on the main beaying housing (Figure 10). To replace the filter unserew it from the howsing and replace the entire unit with a new one, obtainable from Ingersoll-Rand branch stock. COIL-PRESSURE FAILURE PROTECTION General ~ The comprestor is equipped with anautomatic coil-pressure shut-down device which stops the machine cease of lubricatingoil-pressure failure, ‘This oil pressure switeh Is set to operate at a rising pressure of 8 psig (0.55 bat) and at » decreasing pressure of 5 psig (0.34 bar}. It is piped into the frame at the main bearing bushing on the drive side, An oll pressure gauge fs mounted on the oil pressure shutdown switch. Operation ~ It is necessary to keep this protective device inoperative during the starting period to permit oil pressure to build up and close the oil pressure switch. This is done bby holding the Start button down for £0 to 20 seconds,‘The normal oil pressure varies between 15 psig and 30 psig (1.03 to 2.07 bar) and is indicated on a dial pressure gauge which {s piped into the drive side main bearing which is the end of the oil system and, therefore, insures oil being fed to all bearings resulting in assured lubrication ‘and maximum heat removal. If oil pressure drops below LS psig (1:03 bar) the Frame noise vel may be higher. FRAME OIL REQUIREMENTS ‘The capacity of the oil sump is approximately BU UNITS 2 GALLONS (7.6 liters) (1.7 Imp. gal.) J UNITS 4.5 GALLONS (17.1 titers) (3.8 Imp. gal.) Spicifications — An exact oif specification which will inchide all oils suitable for this service and exclude all unsuitable oils, is impossible to write. The major oll com panies have made exhaustive studies of slr comprestor jubrieation and cach has developed one or more oils which they can recommend, and we would suggest you show them these specifications and then follow their recom ‘mendations. The oil must separate rapidly and produce litle sludge Ht mast be a well refined petroleum product containing ne fats of fixed oil compounding. Straight mineral oil con- taining a foam depressant is referred. It must be substan- tially noneorrosive to the common bearing metals. The pour point must be at least 10°F (-12°C) lower than am bient temperatures encountered to permit proper tubrice tion in the crankcase at starting, “The following recommended limits on laboratory test characteristics are generally satisfactory Flash Point (Open Cup) 380°F (193°C) Min. Viscosity at 100°F (38°C) (SSU) "780 Max. Viscosity at 210°F (99°C) (SSU) 60 Min, Carbon Residue (Conradson) 0.45% Max. Strong Acid Number 0.00 Max, ‘All tests shall be conducted in accordance with the Standard Methods (atest Faition) of the American Society for Testing Material. Servicing ~ Fxemine the oll at regular intervals to see that it does aot discolor or become full of sludge. After the compressor has been in operation a while, it should not be .cesary to change the oil more often than once every 4000 fhours or once each year whichever occurs first. The off tay be drained from the erankease through the drain plug Jocated in the base of the sump. Check the oll level periodically and do not allow the oil to fall below the mark ‘on the oil gauge level ‘Add a small amount of oil perlodically thru the breather tube to maintain the oil level lle the unit isin operation. When the unit is shut down the oil level will be well above the level on the oil evel gauge. ‘Synthetic Lubricants — Synthetic lubricants are not normally used for frame lubrication due to thelr possible incompatability with paints and materials used in the frame ‘and running gear components Refer to Section 6, Cylinder Lubrication, for farther information on the use of synthetic lubricants, 19SECTION V COMPRESSOR CYLINDER DESCRIPTION General — The compressor cylinder will be cither tubs cated or non-lubricated depending on application. The NI. (nolubricated) cylinder is used for applications that prohibit air or gas from being contaminated with vil, gresse, tlyeerine, or other lubricants, NL cylinders feature the TFE (etrafluoroethylene) sider sing on the piston to prevent tmelal to metal contact af the piston with the cylinder bore, and TFE piston rings to maintain proper wall pressure, TFE is also used in NL cylinder pressure packing ond theough the use of wear strips and valve guide inserts in NL channel valves. In addition, an oil stop plate is used on the piston rod to prevent the travel of frame oil up the roll to the cylinder. The use of TFE components, wear strips, and an oil stop plate is not required with lubricated tunis. An NL compressor also requires a much finer eylinder bore than a lubricated model Components — The cylinder end of the compressor consists of the cylinder with its valves, frame and outer heads, piston and rod, and the stuffing box and packing. ‘The following is «brief explanation of these major assemblies making up the cylinder end. Refer to the cross- section (Figure 12) and become familiar with the parts and their Functions. A. The eylinder is single piece, cast iron construction with easily removable valves and heads and with thorough water jacketing for removsl of heat. B. The Frantehead closes off the frame end of the cylinder. It has an intesgral stuffing box which contains a full: Floating piston rod pressure packing. C, The outerhead seals the outer end of the eylinder D.Ingecsoll-Rand Type “A” Channel Valves, having a reversible seat plate, are used on most applications Other type valves are available for special applications. (See Section 7 for complete description of the valves used in your unit). E. The piston used on 7 in, (178 mm) stroke units is of two-piece cast iron construction. (See Page 23. for further description.) F. The eylinder packing is full loating metallic. (See Page 26 for « complete description.) riston ROD FAANEHEAD RessURE PACKING ‘on. wares, ines PISTON & ROD OUTER HEAD Figure 12, Horizontat Compressor Cylinder with Aluminum Piston. 20CYLINDER MAINTENANCE Cleaning Water Jackets — If the circuleting water Is dirty, mud and silt will be deposited Sn the cylinder jackets fand pasages and will ultimately obstruct the flow of water entirely unless eareis used to prevent such an accumulation. Clogged passages will prevent proper cooling resulting in damage to the cylinder and piston. ‘The oylinder outethead should be removed occasionally and the water jackets and passages inspected. If any depos- its are found, they should be thoroughly cleaned out and the jackets completely flushed out with water If the oylinder water jackets are plugged, consideration should be given to raising water velocity to reduce sealing, to the possibility of water treatment, or to the installation fof a sceen of strainer in the water line to remove debris. Cold Weather Draining ~ When the compressor is expored to freezing temperatures while not in operation, Grain the water from the oylinder jackets and the piping to prowent Injury from freezing. It should be noted that on ertical Units additional attention must be given to dri the outer head. (Refer to Section 2 for instructions.) Cleaning Cylindor Air Passages — The most satisfactory way to clean air passages is to take out the valves, then emove any herd carbon from the passage by light scraping. ‘Any ditt or accumulation of foreign matter may then be cleaned with a safety solvent, CAUTION NEVER USE KEROSENE OR GASOLINE IN AN ‘AIR CYLINDER TO CLEAN IT OUT, THIS IS A VERY DANGEROUS PRACTICE AND MUST BE ABSOLUTELY PROHIBITED. ‘The valves nay be soaked overnight in safety solvent followed by a stiff brushing or light seraping to remove carbon deposits. Make sure that the valves are thoroughly dary defore replacing. CYLINDER SUPPORT (not used on smaller units ) Goneral — All large cylinders are furnished with sup- porting footpieces. Tho supports are built up of three parts; the foot elbow which is bolted to the cylinder, the footpiece spacer, and the sole plate. The sole plate it nor rally grouted into the foundation, end the bottom flange of the foot elbow and the footplece spacers are held £0 the sole plate by Four cap screws, ‘Aignment — For raising or lowering the cylinder for sligoment on the compressor frame, the bottom flange of fhe foot elbow is provided with two additional holes {apped for the sole plate cap screws. When first installing and aligning 4 cylinder, two of the cap screws are inserted in these holes and used as jacks by tightening them against the upper face of the sole plate. After alignment and before the cap serews are removed, shims must be inserted between the bottom flange of the foot elbow and the foot piece spacer to maintain the adjustment. The foot piece spacer is approximately 1/8" (3 mm) thick and is supplied to aid in disassembly of the footpiece from the eylinder and in replacement of the foot flange gasket, Disconnecting the bottom flange of the foot elbow from the sole-plate and removing the spacer permits dropping the foot elbow slightly away from the cylinder, and the gesket can be removed without damage, CYLINDER DISASSEMBLY Disatsombly of Outerhead — The outerhead should be lisnssembled as follows: 1, Stop the compressor, shut off cooling water, and lock the electrical switch to prevent accidental start-up, CAUTION BEFORE DOING ANY MECHANICAL WORK ON THE COMPRESSOR: 4, SHUT THE MACHINE DOWN. 2. CUTOFF THE ELECTRICAL SUPPLY BY OPEN- ING A MANUAL DISCONNECT SWITCH IN THE POWER LINE TO THE MOTOR. LOCK AND/OR TAG THE DISCONNECT SWITCH SO NO ONE WILL CLOSE IT ACCIDENTALLY. 3, RELIEVE THE ENTIRE SYSTEM OF AIR PRES: SURE. ‘2. Shut off aic in the discharge end vent any air or gas pressure from within the cylinder. 3. Drain the cylinder head water jackets 4, Remove a valve from the outer end of the cylinder. 5, Loosen the outer head stud nuts or cap sorews and back off 1/4inch (6 mm). 6. With the piston about two Inches (50 mm) from the outerhead, insert twro piacas of wood of equal thick ness through the valve hole, one on each side of the piston nut and between the piston and outerhead, (Re sure wood extends beyond the center of the piston rod.) 7, Stowly rotate the compressor by hand so that the piston moves toward the outerhead. (Be careful to protect hands and fingers from being injured between the piston and the outerhead.) &. As the piston slowly presses against the wood, the outethead i pushed loose from the cylinder. (Do not ruse power to “bump” the outerhead loose.) 2419, Remove the gasket between the outerhead and the cylinder, If this is baked on, it should be loosened by driving # board, flat wedge into the joint. Rum a knife blade carefully between the gasket and face. DO NOT USE A CHISEL, ss this will injure the face. 10. With the head loose and the gasket free, the muts can be removed and the outer head easily pulled. An over: hhoad crane or lift is desirable for removal of the outer head and piston and rod assembly. Removal of Piston and Rod from the Gylindor ~ With the cylinder outer head romoved as previously outlined: 1. Loosen the nut at the crosshead end of the rod. +. Remove the oil wiper rings located in the distance place, refer to “Oil Wiper Rings” below for instructions. 3, Remove the piston rod pressure packing from its loca tion in the frame head and carefully remove the packing rings from the rod. (Refer to Page 26 for instructions.) IMPORTANT Coil wiper and pressure packing rings must be removed ‘before removing or installing the piston rod. 4, On NI. units loosen the off stop plate assembly so that later it ean be easily removed from the tower end of the piston rod together with the oil wipor plate and pressure packing case. 5, With a strap wrench, serew the piston rod out of the crosshead, and with a crane or lift remove the piston and rod assembly. NOTE: When the piston rod as cleared the crosshead, ‘care should be taken to remove the oi wiper plate, oil stop plate assembly, and the pressure packing case from the rod. (Wiper and packing tings should have been removed in Steps 2 & 3.) ‘These components should be stored with their ‘mounting hardware in a clean place until re- assembly. Removal of Piston from Rod ~ The piston can usually tbe removed without much trouble, While still in the machine, it can be bumped loose by inserting approxi- mately 1/8” (3 mm) metal strips between the piston and the framehead on each side of the piston rod. Back the piston rod vt off approximetely one tum and slowiy fotate the compressor by hand so that the piston moves toward the framehead. (Do not use power for bumping.) ‘hs the piston presses against the metal strips, it will be pushed loose on the rod. ‘To remove the piston after the assembly itas been 1e- moved from the machine another method of bumping ean be used. Back off the piston nut approximately one turn 2 PARTITION G, STUFFING, 80x 4 CLEARANCE BETWEEN WIPER, RING AND PLATE NoT TO ExceEO 008"(.1 2700) FRAME cyuNDeR eNO ND =~ oi WiPER ] rincs WIPER PLATE ‘DRAIN Figure 12. Oil Wipor Rings. and, by using a brass rod small enough s0 as not to injure the threads on the nuts, bump the end of the rod lightly. ‘This should be sufficient to loosen the piston on the rod. NOTE: When reassembling piston and rod, tighten the piston rod nut securely and prickpunch the threads to prevent the nut from working loose, COIL WIPER RINGS (See Figure 13) Gonoral — A set of piston rod oll wiper rings is used to prevent frame oil from being carried out along the rod ‘These rings are housed in 2 partition plate stuffing box which is located in the eylinder end of the distance piece, ‘The operation of these rings should be checked frequently and with any sign of ofl leakage should be replaced. Any excessive crankcase oil is an indication thet the wiper rings ‘need attention, Removal — Access to the wiper rings may be gained through the distance piece opening, Remove the capsorews from the wiper plate and raise the plate up along the rod. You should now be able to move the wiper rings up the rod where they ean be separated and removed. NOE: If the wiper rings eannot be easily moved from the ‘stuffing box, tum the belt wheel by hand until the piston and rod begin to travel outward toward the tylinder, This travel should bring the rings out of the stuffing box.[After separating the rings on the rod they may be re- 1 moved by carefully twisting each segment out from under the garter spring, Unhook the garter spring taking care not to streteh the spring more than necessery, IMPORTANT Gare must be taken to keep a smooth bearing on the rod, as nicks or dente in the rings or scores on the rod will pravont a tight seal Installation — Oil wiper rings are furnished in sets of three, each ringeonsisting of three segments. These segments fate coded and must match (example 1-1, 2-2, 3:3). Before installing new rings carefully clean the stuffing box and ‘wiper plate. Installation of wiper rings on the rod is in Teverse of their emoval. (Insure that rings have their oil drain holes toward the frame.) ‘Theside clearance between the wiper rings and the wiper plate should not exceed .005 in, (127 mm). Check thls Frearance with a stiaight edge and Teeler gange before Scouring the wiper plate in place. LF elearance is insufficient for tings to float on the rod, they will not function propetly. ‘Too much clearence will cause the rings to act as pump (Ref, Figure 13). Figure 14. Lubricated Cast Iron Piston and Rod Figure 16. Non-hubrieated Cast iron Piston and Rod Be sure that the partition plate stuffing box is properly installed. The oil drain’ should be at the bottom and the vent hole at the top to allow proper drainage of oil to the frame (See Figure 13) PISTON ‘There are two types of pistons used on the 5 &7 inch stroke ESH/ESV type compressors; both are two-piece cast fron with two piston rings. ‘The main difference between the two is the allowance for a TRE rider ring on the piston used for non-lubricated service (See Figure 15). All pistons use piston rings to seal pressure, and are held on the rod by | close sliding fit between the piston and piston rod; and though the use of a retaining nut at the outer end of the tod. ‘The piston can easily be removed from the rod as ex: plained on the previous page. When the piston becomes worn on horizontal (ESH) units, most of the wear is usually on the bottom, To give fa new wearing surface, the piston can normally be turned ‘on the rod which will also raise the rod and prevent it from Taibbing on the framehead rod hole. After the cylinder becomes wom oversize to the limits described for the rings (refer to Piston Ring lnstructions on Pages 24 & 25) 4a new piston should be furnished. 2BPISTON END CLEARANCE General — When the piston rod has been removed or even tured in or out of the crosshead, it is necessary to check the piston end clearance and make the necessary adjustment to restore it to the proper amount. IF the piston is not removed {rom the rod, the original clearance can easily be maintained by center punching both the rod and the crosshead before removing the rod from the cross- head. NOTE: Locate the piston rod mark such, that during operation, it will not enter the oil wiper rings and destroy the ring to rod seal. CAUTION BEFORE DOING ANY MECHANICAL WORK ON ‘THE COMPRESSOR 1, SHUT THE COMPRESSOR DOWN. 2, CUT OFF THE ELECTRICAL SUPPLY BY OPEN- ING A MANUAL DISCONNECT SWITCH IN THE POWER LINE TO THE MOTOR. LOCK AND/OR TAG THE DISCONNECT SWITCH SO NO ONE WILL CLOSE IT ACCIDENTALLY. 3, RELIEVE THE ENTIRE SYSTEM OF AIR PRES- SURE. Adjustment ~ To adjust piston end clearance: 1. Lock the electrical switch to prevent accidental start-up of the untt 2. Remove pressure from the cylinder and five air unloader piping. 3, Remove a valve from each end of the eylinder. 4, Insert a wax taper or piece of soft lead wire in the valve hhole between the piston and the eylinder head. Have the taper long enough so that the reading can be taken from 4 point near the center of the piston. This is important, ‘as some pistons are considerably narrower in width at the outside circumference, 24 5, Rotate the crankshaft by hand so thet, when the piston have moved to the end of its stroke, the taper or wire will fatten to the exact amount of clearance which exists between the piston and the head. NOTE: The roi can be tumed by usinga socket wrench fon the nut on the face of the piston. NEVER USE A PIPE WRENCH ON THE PISTON ROD. 6. Adjust the clearance by screwing the piston rod inte or fut of the crosshead as is nevessary to provide £063 inch (1.6 ani) more clearance at the outer end than at the fame end 7. After the proper clearence has been established, tighten the nut at the crosshead end of the rod and tusn the unit through ane complete revolution. PISTON RINGS General — The two compression rings used on the piston are of single piece construction with an angle joint. On Iubricated compressors the rings are of cast iron material, ‘while nondubsicated (NL) rings cequire the use of TFE materials, In addition NL pistons use a TRE rider ring. Lubricated-Rings — Lubricated piston rings ride in film Of oil, they maintain a tight seal between the piston and cylinder wall for long periods of constant service. If, after a relatively long period, © loss of capacity is suspected, it may be advisable to check the piston rings. To Inspect the piston ring, pull the piston out of the cylinder, (Refer to Page 22.) Clean the rings and sing grooves and using the rings, measuro the side clearance in the groove, < Figure 17. Piston Compression Fling. ENLARGED VIEW (OF JOINTPlace each ring in the eylinder bore as square as possible with the bore and measure the end gap. With cast jron rings, It is important that the piston ring end gap be at least {004 jnch ( 0.1 mm )- per inch of eylinder diameter. If the gap or side clearance appears to-be excessive, new rings will be required. The dimensions of the cylinder bore and the piston grooves should be cheeked with a micrometer so that it can be determined whother standard or oversize rings are required. When ordering new rings, supply the factory with the micrometer readings. For eylinder wear in excess of .003 inch (.076 mm) per inch of eylinder diameter, ovorsize ings should be used. ‘When installing new rings, i s important that each ring bbe checked for diameter and end gap at the smallest part of the cylinder bore. Before being installed in the piston, each ring should be rotated in the piston groove in which it is to be used to make suze that it does not bind at any point. Care must be taken in storing, handling, nd installing slags to prevent burring the edges. Any burrs must be carefully removed before the rings are used. Non-Lubrieated-Rings ~ Non lubricated piston rings are ‘made of TFE material. The compression rings ae of single- piece construction with an angle joint. The TFE wearing ting is a single-piece ring with a step joint. This ring ts not tight and so is free to turn, The turning results in practically ‘even wear throughout and so no adjustment for ring wear Isnecessary. NL PISTON RING WEAR General — The importance of frequently checking the rings on “NL” cylinders for rate of wear cannot be over emphasized. There are so many variables affecting the wear rate that it cannot be accurately predicted for any parti tlar unit. Some of these variables are temperatures, pres- sure, piston weights, cleanliness of air and piping, and surface Finish of the bore. ‘The piston rings should be replaced when worn approx- imately 1/4 to 1/2 of thelr original thickness. UW] Figure 18, Piston Rider Ring. woooen. Weoce (05 INCH MIN |= (0.127 el WEAR RING Tour away LJ Figure 49, Checking tho Ridor Ring for Wear. Rider Ring Wear — The rider ring carries the weight of the piston on the cylinder. The cylinder bore has a fine honed surface and any foreign material or rusting will score or scuff this surface and cause the ring to wear ‘more rapidly. Wear Rate ~ The wear rato is ordinarily considerably higher during the first few hundred hous of operating snd, therefore, the rate should be checked carefully as outlined and a wear rate established. Later the frequency of checking will have to be datormined from experience. “The wearing ting should be replaced when the clearance between it and tho cylinder decreases to 005 inch (127 mm). See the instructions below for a procedure for estab- lishing wear rate. Establishing a Wear Rate — Remove the outer head (as deseribed on Page 21) and tum the unit so that the piston is near the outer end of the eylinder. Place a wooden ‘wedge between the piston and cylinder bore at the top to force the piston to the bottom of the cylinder. (See Figure 19,) Be careful that the piston ring is not damaged by the wedge. Measure the clearance between the piston and cylinder at the bottom with a feeler gauge. (Be sure that this fs measured at the main bore, not the counterbore.) Take measurements when the unit is about the same temperature; thet is, do not measure it one time with the cylinder hot and the noxt time cold as the difference in temperature will affect the readings. “The clearance should be checked after 50, 200, and $00 hours operation and at least every 500 hours thereafter ‘until an approximate rate of wear is established. This is very important as the wearing ring is the only means of carrying the piston on the cylinder bore and, if the piston touches this bore, immediate scoring will take place. 28IMPORTANT When the clesrance between the bottom of the piston end the oylinder decreases to .005 inch (127 mam) the wearing ring must be replecod. Compression Ring Wear — The piston compression rings wear much faster than the wearing ring. However, they are initially thicker so do not have to be checked &6 Frequently as the wearing sings. The ring thickness should bbe measured and recorded upon installation and at the end of the first 500 hours operation and then whenever the rider ring is replaced until a wear rate is established. To check the ting wear, itis necessary to remove the piston and rod from the cylinder. ‘Compression Ring Inspection — Remove the piston rings from the piston, Place each ring in the cylinder bore and measure the gap between the ends of the ring. De sure that the ring is square in the bore. This can be done easily by placing the ring just inside the bore so that the edge lines ‘up with the start of the counterbore. If the cylinder has not worn appreciably, the difference between the measured ring gap and the original gap at the time the unit was started divided by 6 will give the approximate reduction in thickness of the ring. The rings can be checked with a micrometer at several points to give the actual thickness, However, checking by placing In the cylinder gives a better indication of the size of ring gap. The larger this gap the ‘more air will leak thru and thus reduce the capacity of the ‘unit. Therefore, it {8 desirable to replace the rings with new ones after they have worn approximately 1/4 to 1/2 their original thickness. COMPRESSOR PROTECTION FOR STORAGE Gonerat — The unit has been prepared at the factory with an anti-corrosive material to retard rust. However, it is important that the unit be stored in a warm dry environ ‘mont, Inspection — Upon inspection, it may be noted that the cylinder is protected by Vapor Phase Inhibitor (VPI) crystals, Though similar to sand in appearance, VPI is non-abrasive and will vaporize when the machine is started. If after receiving it is noticed that the protective seals, are damaged and/or covers opened, or if after use the unit is to be stored, shipped, or otherwise inoperative, your local Ingersoll-Rand office should be contacted for proper reprocessing provedures. PISTON ROD PACKING General — A metallic type packingis used toseal cylinder pressute from escaping along the piston rod. It consists fof full floating segmental type rings held to the rod by garter springs, and assembled in paics in cast iron cups. ‘The packing gland Is pulled up tight by two bolts with the force of the bolts being transmitted through the cups to the gasket at the depth of the box. The bolts must be pulled up tight to insure a perfect seal at the gasket since, no matter how perfectly the packing cings seal around the rod, if the gasket leaks the pressure foreas the air or gns to by.pass the rings by leaking around the ease and out the face of the stuffing box, The surface where the gasket seals should be thoroughly cleaned. PISTON Roo PACKING RINGS. [AND SPRINGS cur GaskeT Figure 20. Piston Rod Prossure Packing. 26Packing Rings — The packing rings are the very heart of the packing and should be handled carefully to prevent damaging before and during the time of installation. “Thee pair of tings are provided; all being of the tan- sential cut type, sealing in either direction, ‘The tings are assembled in palts and doweled together (os shown in Figure 21) s0 that the sogmental joints of the {wo tings are staggered. Each ring consists of three segments, ‘The end.of each segment is marked and each segment must be assembled noxt to the one with the same marking (uch ss 11, 2-2, 33). Since both rings of a pair ae tangential tut and go can seal in either direction, either side may be placed nearest the pressure, ‘The packing rings are the only parts subject to weer under nonnal conditions. It is wise (0 always carry « spare bet of rings in ease of emergency. The packing case gasket is also « good spare to have on hend. Packing Ring Matorials — Packing rings are made of several materials depending on the service required of them Dut, in general, cast fron rings are supplied for moderate pressor and temperstures where sufficient Tubriation erists, Rings for NL service are of TEE materials and othes fing materials are used for special conditions of pressure, temperature, gas composition, or rod material CAUTION BEFORE DOING ANY MECHANICAL WORK ON ‘THE COMPRESSOR: 4, SHUT THE MACHINE DOWN, 2, CUT OFF THE ELECTRICAL SUPPLY BY OPEN- ING A MANUAL DISCONNECT SWITCH IN JHE POWER LINE TO THE MOTOR. LOCK AND/OR TAG THE DISCONNECT SWITCH SO NO ONE WILL CLOSE IT ACCIDENTALLY. 3, RELIEVE THE ENTIRE SYSTEM OF AIR PRES: SURE. Romoval of Packing ~ The packing Is located in the cylindor frame head (Refer to Figure 12) where access may be gained through the distance piece side opening. With the piston and rod fully extended toward the outer head, femove the capscrews retaining the outer case and then ‘Carofully tum the belt wheel by hand to place the piston fra down stzoke position. The downward stroke of the piston and rod should remove the packing fom the frame hhead ‘where the rings and case can be separated on the rod. Carefully observe the order in which the rings come out of the case, Jt is necessary to replace the rings in the same order as they were removed to insure that the packing GARTER font gied ‘RING * SECTION As TANGENTIALCUT —secrioNoF ane RINGS DOWELED TOGETHER Figure 21, Tangontial Cut Packing Rings. rings maintain their original sealing sucface. To remove the rings from the rod, carefully twist each segment out from under the garter spring. Unhook the garter spring taking care not to stroteh it more than necessary Before installing new sings, thoroughly clean the rod, packing case, and rings. Install the rings on the rod in the reverse order as described above paying closo attention so that the same order will be kept to the rings as before re- moval. On lubricated units oil should be poured over the rings before the case is closed. Press the case and rings into position and tighten the retaining bolts as you would on any gasketed joint, The bolt pressure will not affect the freedom of the rings to float on the rod ‘After installing a new packing or sot of packing rings, the compressor should be started with no load, When the ‘machine is started, the packing may leak slightly while forming a bearing surface, but should never blow, (On lubricated units the rod should be oiled generously while rings are wearing in.) NOTE: Should the packing blow, check the gasket and ‘the fit of the ings to the rod. ‘rearing In‘ Packing ~ When the compressor isstarted. ‘up for the first time or after new packing hs been installed, itis important to allow the packing rings to break in grad- ually, To do this the machine should be rin untoaded for & ‘while and then gradually Drought up to fall load, In this process, the piston rod will heat up as a cesult of friction fwith the packing rings. When it appears that the rod is getting hot the machine should be shut down. After the od has cooled, repeat the same operation wntil the unit can be ron under full Toad without the rod becoming to hot. It is difficult to say how long it takes to break is now ‘packing, The time and effort spent in allowing packing ings to become properly seated before putting the compressor 2”cur HERE, DIMENSION A= 12810 (3.19 mm) Figure 22, Packing Ring End Clearance in full operation will help insure a good seal and longer packing ring life, 28 Cleaning and Inspection — If the packing is leaking it should be removed for cleaning and inspection. The springs should be washed clean of carbon and sludge or new springs installed. The clearance between the end of the segments should be observed and if the rings are worn such that the segment ends butt, the rings must be replaced. In AN EMERGENCY, the clearance between the ends of the segments can be adjusted by cutting them off. The original opening was -125 inch (3.18 mm) atthe step of the tangent joint. (Figure 22.) After making this emergency adjustment, it_may be necessary to shorten the spring slightly to’ maintain sufficient tension to hold the ring segments to the rod. Tho tension should never be any more than enough to hold the rings to the rod as the air pressure surrounding the rings applies the necessary foree to insure sealing. In time the packing ring seating of the case will also wear. New rings will not seal against worn grooves. This can best be corrected by a complete factory overhaulLUBRICATION REQUIREMENTS: Gorwral — On the ESH/ESV Type Compressors which are designed) for lubricated service the compressor eylinder is lubseated by a foree-feed lubricator which feeds cil, in the correct quantity, 0 the proper points. The libri ator i+ mounted on the pump side main bearing housing where it is driven by an extension of the frame oil pump drive shaft. ‘The ESH/ESV Type Compressors which are designed for nonubsicated service incorporate components which do not requite oil lubrication. ‘Therefore, this section does not apply to those compressors, Safety Precautions — Most trouble experienced with compressor operation can be traced to poor cylinder lub- fication and/or compressor maintenance. Improper main- fenance of the compressor can produce abnormally high discharge temperatures resulting in the subsequent deteri oration of the cylinder oll. Ths of! breakdown formscarbon Geposits which collect on valves, head, discherge ports, and piping, In time, the buildup of carbon not only restricts ait flow and valve operation; but, slso presents conditions ‘under which fie or detonation may occur. CAUTION CARBON BUILD-UP ON THE VALVES AND IN THE CYLINDER MAY CAUSE LEAKAGE AND EXCESSIVE HEAT, SUCH CONDITIONS CAN RESULT IN AN EXPLOSION. Another problem which may be encounted isthe intake cor formation of water vapor in the cylinder. Even the types of oil which are most compatible with liquids eennot be expected to provide adequate lubrication under these circumstances. The continuous carry-over of fiquid to the compressor eylinder requires the installation of efficient separttors. CAUTION IN CASE OF WATER VAPOR, IT SHOULD BE NOTED THAT COMPRESSORS ARE NOT.DE- ‘SIGNED FOR HANDLING SUBSTANTIAL QUAN: TITIES OF CONDENSATE OR SUSPENDED LIG- UID, SECTION VI CYLINDER LUBRICATION Inlet Air Filtering — ‘The intake of dirty air into the ‘compressor can be one of the major causes of lubrication trouble. AF dust and diet are found adhering to the sides of the inlet air passages, it is @ good indication that the air inlet requires a filter or that the existing fiter is malfunc: tioning. The intake piping should also be checked for Teakege into the line, Long intake lines between the filter ‘and the compressor cylinder can eause pipe scale to form: and therefore, they should be avoided. Instructions regarding ait intake piping are given in Section { of this manual and Section 3 of your ESH/V Installation Manual (Ingersoll- Rand Form AP.0250). CYLINDER OIL, FEED RATES Breakcin — The initial break-in of a compressor cylinder rmust be made with an oil meeting the specifications of IngetsollRand Type-3 Oil (refer to the chart on the follow: ing page). The break-in period should extend untit the cylinder bore has taken on a glazed appearance. During the breakin period the cylinder lubricator should be adjusted to deliver the maximum amount oflubsican¢ to the cylinder. This is necessiry in order to flush out wear particles that right otherwise abrade the moving parts of the cylinder tnd valves. AS the eylinder begins to take on @ glazed ‘appearance the lubricator feed rate can be gradually ceduced ‘ntl the desired lubrication is achieved. Normal Operation — Afier the compressor has been properly brokesin, the tubrieator should be adjusted to Feed only the quantity cequired to maintain a thin film tof olf on the cylinder walls and valves. This will assure proper lubrication and protection of the cylinders and ‘valves a5 well as providing a tight piston seal Ic should be understood that I is impractical to specify the exact amount of ail to be fed to the cylinder. The ‘amount of il necessary t0 maintain proper lubrication ‘wll vary with load, operating conditions, and the quatity ‘of the oil being used. The best way to judge whether the ‘cylinder is being properly lubricated is to periodically examine the condition of the valves and cylinder bore, MV upon examination, the valves ave found to be dry, ripping with off, or carbonized then the cylinder & sm properly Tubsieated and the Feed rate must be corrected ‘The valves should he coated with a ligt film of off which vill give them a greasy appearance. While the results of too litle lubrication is understood, it should also be realized that excessive oil tends 10 carbon ize the valves: causing then to Teak. UF the valves ace found to be carbonized i i a good! indication that they are receiving too much il andfor the cylinder air intake ts 2»dirty, The feed should be reduced and the air inlot filter checked. ‘The valves and air passages should be cleaned before the compressor is put back into operation (refer to Page 37 for instructions). CAUTION NEVER USE KEROSENE OR GASOLINE IN THE AIR CYLINDER TO CLEAN IT OUT. KEROSENE AND GASOLINE VAPORIZES VERY QUICKLY AND IS EASILY EXPLODED. ITS USE THERE- FORE, IS A VERY DANGEROUS PRACTICE AND SHOULD BE ABOLSUTELY PROHIBITED. USE SAFETY SOLVENT. CYLINDER OIL SELECTION General — The compressor cylinder should be lubricated with only the best grade of air cylinder oil, which is made special for air lubrication by the reputable oil companies. Selecting the proper type of air eylinder oil for your particular application will depend on cylinder size, dis- charge temperature, and the intake air quality with respect to wetness, ‘Actual operating experience indicates that napthenic- base air cylinder oil does not form hard carbon deposits ‘on valve parts as readily as other base oils and is therefore preferred for ESH/ESY service. This point and the following. specifications shatld be thoroughly discussed with your industrial oil supplier so that he may select the correct lubricant for your operating conditions, DESCRIPTION OF OIL TYPES ‘Type A — For cylinders less than 26 inches in diameter and discharge sie temperatures under 350°F, handling dry ages; that is, gases which do not carry suspended liquid ‘but may contain water vapor in the supercheated state throughout the compression eycle. Rust-and/or oxidation inhibited oil or straight mineral oil is acceptable. ‘Type 2 — For applications identical to those where “Type 1 oil is normally recommended, and where for commercial reasons, the customer wishes to use internal-combustion engine lubrication oil, Internsl combustion engine lubri- cating oil of the rust-andjor oxidation inhibited or straight mineral types is acceptable, ‘Type 2 X — For eylinders less than 26 inches in diameter and discharge air tomporatures under 390°F, handling wet gases; that is, gases which may possibly carry small quantities of susponded liquid Into the cylinder or occasionally may deposit some condensate in the cylinder. Compounded compressor eylindet oil or detergent engine oil is recom- mended. This oil must be capable of providing an improved state of boundary lubrication and must resist the washing cffect of the condensate. REQUIREMENTS TYPE TYPE 2 TYPE 2x TyPE3 Cylinder Diameter (in.) 26 Max 26 Max. 26 Max. Over 26 Cylinder Discherae Air Teme (°F) 360 Max. | 350 Mex, 360Max, | Over 360 Condensaod Water Vapor Present No No Yes or No {in Cylinder) Possible Suspended Liquid Present No No Yes or No Possible Flash Point (Open Cup) °F 350 min. | 380 Min, s80Min, | 410Min. iscosity @ 100°F (SSL) | 420 mas 780 tax. 780Max. | Approx. 1400-1800 Viscosity @ 210°F (SSU) 50 Min 54.65 Min, | 60Min. 105 Min, Carbon Residue (Conradson) 25Max. | *.45 Max 45 Max, 65 Mox. Sulfated Ash 40 Max, Approx, SAE Number 20 20:30 30 60 ‘Neutralization Valve (Color) Total Acid No. 7.45 Max, Strong Acid No. ASTM -974-68T 0.00 tex. | 0.00 Max. 0,00 Max. | 0.00 Max. * On Straight Mineral Or Additive Treated Non-Detergent Oils, ** Ash Free Basis 30Type 3 — For cylinders, 26 inches or more in diameter ‘or discharge air in excess of 350°F, handling dry gases; that i, gases which do not carsy suspended liquid but mey contain water vapor which remains on the superheated vapor throughout the compression cycle. Rustand/or ‘oxidation inhibited oil or straight-mineral oil is aeceptable. SYNTHETIC LUBRICANTS General — The synthetic lubricant field is quite large and is growing almost daily. It is difficult, if not impossible, to keep abreast of all the latest entries into this fel general, our experience with synthetic lubricants it that they will normally do a commendabte lubrication job when the compressor is properly prepared, the Iubricant properly selected, and the lubricant supplied in sufficient quantity. Gylinder Breakin ~ We have a large background of ‘experience which indicates that {Is difficult to progesly break in new compressor eylinders, particularly many larger units on synthetic lubricants. Therefore, we recom- mend that cylinders be broken in (at least 150 hours of running time or until bore sucfaces have taken on @ slazed appearancs)on a mineral oif. The mineral oil selected should have a viscosity at least equal to, or greater than, an SAE.60 oil, After the breakin period, the units may be ‘switehed back to a grade of synthetic lubricant per the Tubricant manufacturer's recommendation. Tt is important that the quantity of syathetic lubricant fed to the cylinders ‘be ample to wet the bore surface and that actual bore inspections be cartied out within a few hours afte sterting ‘on synthetic Lubrication to determine that this i so In those fow cases where it is absolutely impossible £0 breakin the compressor cylinders on a mineral oil due to system conteminations, it should be noted that the danger of cylinder scuffing doos exist, Extreme cleanliness of suction piping is absolutely mandatory if scuffing is to be avoided since the film thickness of synthetic Inbricant is generally less then with mineral ol. Specifications — It is strongly recommended that the pacticular grade of synthetic lubricant selected must meet the following physical requirements: ‘Viseosity SS @ 10°F (38°C) $00 maximum Viscosity SSU@ 210°F (09°C) 57 minimum Viscosity Index 60 mininsum Flesh Point -°F (°) 500 (260) Fice Point -°F (C®) 550 (288) ‘Auto Ignition Point -°F (C%) 770 (410) Pour Point - °F (C°) -30 (34) ‘An acceptable synthetic lubricant for both initial break in and normal operation is ANDEROL® 500. A product of ‘Fennec Chemicals Incorporated, it is a diester based Jubsicant that exhibits better temperature limits than ‘mineral ofl and subsequently results in minimum valve deposits while providing good lubrication. It should be noted that although synthetic tubricants work fine in all types of lubricators it may be necessary 10 ‘change the fluid in liquid sight feed lubricators to one more compatible with the synthetic being used. ANDEROL®500 is compatible with the paints and ma terials in the compressor frame and may be used as the frame and runing gear lubricant. NOTE: It must agtin be pointed out that many syn thetic lubricants should not be used in the com pressor eylinder or frame unless the compressor hhas been properly prepared. CYLINDER LUBRICATOR General ~ The compressor cylinder is lubricated during operation by oil force-fed from a liquid feed type lubricator which is mounted oa the front of the compressor frame. ‘The Iubricetor’s drive shaft engages an extension of the frame oil pump drive shaft through a flexible coupling (See Figure 23), The lubricator will, when properly primed an¢ maintained, deliver oil to the cylinder as soon as the com: pressor stars. Deseription — The oylinder lubricator is the individual pump unit, liquid feed type with « standard reservoir capacity of 3-1/2 pints (1.7 liters). While horizontal (ESH) ‘compressor Iubrieators have one puraping unit, the vertical (ESV) compressor lubcicator is equipped with two. A pumping unit is provided with a single spindle (plunger) MAIN BEARING BUSHING LUBRICATOR OFIVE SHAFT COUPLING i ont PUMP COVER, Figure 23. Typical Lubricator Dri aiwhich pumps the oil from the reservolr, through a pickup tube and vertically up through a sight feed which is filled with a transparent liquid. The oil is forced under system pressure to the compressor cylinder on exch stroke of the lubricator spindle ‘Adding Oil — To fill the lubsicator, remove the filler cap. in the top cover and pour in the proper grade of air cylinder lubricating oil. (See oil specifications on page 30.) Fill to the level indicated on the oll level sight plass on the side of the reservoir. Add oil slowly to prevent overflow. Initial Start — In order for cylinder lubrication to start when the compressor Is put into operation it will be neces- sary to prime the lubricator prior to initial start or whenever it stops feeding due to lack of oll in the reservoir. To prime the lubricator use the following procedure (tefer to to Figure 24): 1. Loosen or remove the vent serew located below the glass in the sight feed body. 2. Adjust the feed to maximum delivery and then manually operate the pump spindle until clear oil is delivered. Replace ang tighten the vent screw. 3 Each lube line connection should be loosened at the cheek valve, Manually operate the pump spindle until oll isues from the loosened fitting, 4, Retighten the Iube line connection and for several minutes manually pump the unit to assure oll low into the cyli With the completion of the previous steps, the cylinder lubrication system is primed and ready for service. IMPORTANT Hand priming of the lubricator must be done prior to startup to assuro prolubrication of the cylinders. ‘Tho length of time required for hand priming will be determined by experience. Adjustment — To adjust the lubricator feed, the adjust- ‘ment aut (rofer to Figure 24) should be turned clockwise to, decrease the flow rate and counterclockwise to increase the flow. Brief, but complete instructions may be found on fan instruction attached to the front of the lubricator ceservolr. VENT SCREW ont, FEED SIGHT GLASS HAN PUMP. SPINDLE RESERVOIR FILLER Cat FEED ADJUSTMENT <

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