OPERATOR'S MANUAL INGERSOLL-RAND AIR COMPRESSORS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP02-06298R000900030003-9
• Release Decision: RIFPUB
• Original Classification: K
• Document Page Count: 54
• Document Creation Date: December 15, 2016
• Document Release Date: October 28, 2003
• Sequence Number: 3
• Publication Date: October 1, 1980
• Content Type: FORM

Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
Operator's Manual
INGERSOLLiiAND?
AIR COMPRESSORS
Form AP-013 1~C
October 1980
Supersedes Nov. 1974
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CONTENTS
SECTION I - INSTALLATION ..................5
SECTION 11 - GENERAL OPERATION ............ 7
SECTION III - FRAME AND RUNNING GEAR ..... 12
SECTION IV - FRAME LUBRICATION .......... 17
SECTION V - COMPRESSOR CYLINDER ......... 20
SECTION VI - CYLINDER LUBRICATION ........ 29
SECTION VII - TYPE "A" CHANNEL VALVES ..... 34
SECTION VIII - REGULATION ................ 47
SECTION IX - BELT DRIVE .................. 52
s
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 (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 PROCEDURES.
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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 CARBONIC BOWLS ON LINE FILTERS WITHOUT METAL GUARDS
CAN BE HAZARDOUS.
A PRESSURE RELIEF VALVE MUST BE INSTALLED IN THE DISCHARGE PIPING BETWEEN THE COM-
PRESSOR AND ANY POSSIBLE RESTRICTION, SUCH AS A BLOCK 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 O.S.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 1910.329.
WHEN A RECEIVER IS INSTALLED, IT IS RECOMMENDED THAT OCCUPATIONAL SAFETY AND
HEALTH STANDARDS AS COVERED IN THE FEDERAL REGISTER, VOLUME 36 NUMBER 105 PART II
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. DO NOT RELY ON THE
STARTER TO CUT OFF THE ELECTRICAL SUPPLY.
BEFORE STARTING THE COMPRESSOR, ITS MAINTENANCE INSTRUCTIONS MUST BE THOROUGHLY
READ AND UNDERSTOOD.
DO 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 BE DANGEROUS, BEFORE DOING ANY MECHANICAL
WORK ON THE COMPRESSOR:
A. SHUT THE MACHINE DOWN.
B. 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.
C. DO NOT ATTEMPT TO SERVICE ANY COMPRESSOR PARTS WITHOUT FIRST RELIEVING THE
ENTIRE SYSTEM OF AIR PRESSURE.
D. 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.
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SECTION I- INSTALLATION
REFER TO INSTALLATION MANUAL AP-0250
FOR COMPRESSOR INSTALLATION INSTRUCTIONS
?
It is essential in installing a new compressor to review
the total plant air 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
aftercoolers, 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 air 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, can
reduce any liquid carryover close to zero.
The use of plastic bowls on line filters without metal
guards can be hazardous. Their safety can be affected by
either synthetic lubricants or the additives used in mineral
oils. From a safety standpoint, metal. bowls should be
used on any pressurized system. Review of your plant air
line system is recommended.
IMPORTANT
It is extremely important that the compressor intake
piping be thoroughly cleaned. Piping should be blown
out with high pressure air after cleaning. The impor-
tance of starting any compressor with clean piping,
particularly on the intake to any cylinder, cannot be
over-emphasized.
COMPRESSOR PIPING
We cannot emphasize too strongly the necessity for.
thoroughly cleaning the inside of all piping before installing.
If metal pieces, pipe scale, rust, welding spatter, dirt, and all
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.
This is particularly important with multi-stage high
pressure compressors where special metallic packings are
required and in "NL" (Nonlubricated) compressors where
special carbon or Teflon rings and packagings are required.
These parts are much more expensive than in a low pressure
or lubricated cylinder compressor. Any dirt, rust, welding
beads or scale carried into the compressor will cause scored
packing rings, piston rods, and cylinder bores and pitted,
leaking or broken valves.
NOTE: It is important that the piping be fabricated with
sufficient flange joints so that it can be dismantled
easily for cleaning and testing. It is far better to
to clean and test the piping in sections before
actual erection than after it. is 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 to do with piping erected and in position, as
carry-over of acid into the cylinders is almost certain to
occur when the machine is started. This has happened and
can cause extensive damage.
If it 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
not 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 spool piece
removed between the piping and cylinder.
IMPORTANT
Complete drainage of the piping is essential if damage
is to be prevented when starting.
The use of chill-rings 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
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LOCATION OF MAJOR COMPONENTS
TWO-PIECE
CONNECTING
V-BELT ROD
SHEAVE
PISTON ROD
CROSSHEAD
OUTER
HEAD
CYLINDER INLET VALVE
WITH FREE AIR
FRAME HEAD ' PISTON ROD UNLOADER (FAU)
AND DISTANCE PRESSURE
PIECE PACKING
Figure 1. Cross Section View of Typical ESH Lubricated Compressor.
V-BELT
FRAME LOW SHEAVE
OIL - MAIN BEARING
DRAIN HOUSING
FRAME HEAD & FRAME END
DISTANCE PIECE PORTPLATE
DISTANCE PIECE
SUPPORT
Figure 2. Horizontal Nonlubricated Compressor.
OUTER FRAME END
PORTPLATE PORTPLATE
OIL
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 A SE roved O N lea ~oo3/ 98~0~WR?A fl o N
The following instructions should be used by the operator as a guide for the general operation of the compressor. As the
operator gains experience with the compressor under actual operating conditions, a set routine should be established.
After a general overhauling or installation of new parts, the operator should be guided by the instructions as though the
compressor was new.
INITIAL START
IMPORTANT
It is very important that the intake piping be clean
and properly installed. It is essential that this be done
after installation or relocation of the compressor and
after a long shutdown or new parts installation. See
Form AP0250 Installation Manual for instructions.
Special Conditions for Nonlubricated Units - The
successful operation of a compressor having a nonlubricated
cylinder depends upon the lubricating qualities of the
piston and wearing ring. The presence of dirt, scale of other
abrasive material is injurious to any compressor cylinder.
However, when ? a cylinder is run without lubrication the
injury is much more serious. The importance of a really
good filter and clean intake piping cannot be stressed too
strongly.
For best operating conditions the cylinder should be
free of moisture in the air and crankcase 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 a
slight oil carryover past the wiper rings. An oil slinger, or
oil stop plate is mounted on the rod, where it 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
rod.
Preparation - When the installation of the compressor
has 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, and 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 crankcase oil sump to insure a
clean interior free from dust and dirt, which may have
entered during shipping and installation. Use a cellulose
sponge only, NEVER use waste or a linty cloth to clean
the interior of the machine. You cannot get these
portions too 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 not necessary to remove this coating
before starting the compressor as it is soluble in the
frame lubricating oil.
3. Fill the crankcase to the proper oil level on the oil
sight glass with the recommended grade of crankcase
lubricating oil. (Refer to Section 4, Frame Lubrication.)
Pour oil over all the bearings which can be easily reached
through the frame or openings. On lubricated units, fill
the cylinder lubricator with the recommended grade 'of
air cylinder lubricating oil. Refer to Section 6 for com-
plete lubrication instructions and lubricating oil spec-
ifications.
4. Prime the frame lubricating oil pump. (Refer to Section
4 for Frame Lubrication.)
5. On lubricated units each cylinder force feed lubricator
line must be disconnected at the point where it is
attached to the oil inlet side of the check valve. The
lubricator feeds must then be operated manually until
all the air is forced out of the lines and oil appears.
The lines should now be reconnected and the lubricator
given several additional turns to assure proper lubrication
of the cylinder as soon as the compressor is started.
Once the compressor is started, the oil lines will remain
full of oil and require no further attention.
6. Drain 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.
7. Install the packing in the stuffing boxes according to
instructions in Section 5.
8. Replace the frame cover and turn the machine over BY
HAND a few times in the direction shown by the arrow
on the oil pump casing to make sure it works freely and
everything is clear.
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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. If specified,
this lubricating system can be arranged for reverse
rotation. The direction of standard rotation is
counter-clock-wise when facing the belt wheel.
9. Before starting a new compressor be sure you are familiar
with the starting and stopping controls, and with the
regulation and regulator controlling the load and no-load
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 a compressor in
which new parts have been installed, should always be
allowed to run unloaded for an hour or more. Accomplish
this either by making sure the Free-Air-Unloader unloads
the cylinder-(Refer to Section 8 on Regulation), or by
opening the discharge line to atmosphere so that no
pressure will be built up.
When everything is working satisfactorily and the
bearings remain cool, apply the load by exhausting
the air from the free-air 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 at a pressure about 10 psi (0.69 bar) higher than
the working pressure.
Routine Starting - After the initial starting procedure
has been followed the compressor may be restarted as
follows:
1. Check the lubricating oil level in the crankcase and in
the cylinder lubricator if your unit is so equipped
(lubricated units only).
2. Turn 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-
nished with the electrical equipment. If oil pressure
does not build up, the machine, with manual starting
unloading will shut down automatically when the start
button is 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
is equipped with an oil pressure switch set at 5 psig
(0.34 bar) . The oil 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-
iately.
DO NOT turn on the cooling water for some time,
as it may crack the hot cylinder walls. After the heat
has 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 psi (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 cylinder lubricator
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.
Cold water may cause condensation and rust on the
cylinder walls. This will result in rapid cylinder, piston
and/or piston ring wear.
IMPORTANT
Do not leave water circulating through the water
jackets of a compressor that is not running, as con-
densate will form on the cylinder walls, which may
cause rust to form, destroying the polish of the
cylinder bore.
OPERATIONAL MAINTENANCE
NOTE: For specific instructions on maintaining and
inspecting nonlubricated compressor cylinders,
refer to Section 5 of this manual.
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Required Maintenance
First Hours Of
Operation
Daily
Every
40003
2-3
50
200
Routine
Hours
Check Frame Oil Level
x
x
x
x
x
Check Cylinder Lubricator Oil Level
x
X
X
X
X
Check and Adjust Lubricator Feed Rate If Required
X
X2
X2
X
X2
Check Safety Valves For Operation
x
X
X
X
X
Drain the Frame Oil and Check and Clean the Frame f
x
X
Check and Clean the Oil Pump and Oil Suction Screen 1
X
x
Change the Frame Oil Filter
x
X
X
Change the Frame Oil
x
X
Drain the Condensate From the Receiver and/or Check the Operation
of Automatic Drain Traps If So Equipped
x
X
X
X
X
Check the Cooling Water Temperature - 120?F at Discharge
x
X
X
X
X
Check the Oil Wiper Rings and Stuffing Box For Leakage
x
X
X
Check the Piston Rod For Abnormal Wear
x
X
X
Tighten All Exterior Bolts and Nuts
X
X
X
X
Tighten All Gasketed Joints
x
X
X
Tighten All Foundation Bolts
x
X
X
Compressor Ring Wear S
x
x
x
I NL Piston Wear Ring (Rate of Wear)
X
X4
1 Flush with safety solvent, drain and thoroughly dry before reassembly.
2 The condition of the valves and cylinder bore should influence lube rate - refer to Section 6.
3 Abnormal conditions will require more frequent maintenance.
S 4 Every 500 Hrs. thereafter until a rate of wear has been established.
5 First 500 Hrs. then as the piston wear rings are replaced.
Initial Break-In - After the compressor has run for the
first 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:
Regular Operation - The conditions under which the
compressor must operate is a significant influence on the
frequency of many maintenance checks. Therefore, con-
sideration must be given to these factors when establishing
the following routine:
1. Drain the receiver to remove water. This should be done
regularly and as often as operating conditions require.
An automatic ejector or trap makes an ideal way of
draining the receiver; but, be sure to check its operation
at least once a day.
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.
3. LOCK THE BELT WHEEL TO PREVENT ROTA-
TION.
4. DO NOT ATTEMPT TO SERVICE ANY COM-
PRESSOR PARTS WITHOUT FIRST RELIEVING
THE ENTIRE SYSTEM OF AIR PRESSURE.
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 valves at least once each operating shift
to make sure they are free and in operating condition.
The operator should familiarize himself with these valves
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and their location. Make sure that the safety valve will
"blow-off" at a 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 air system.
Safety valves are usually 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 IS INSTALLED BETWEEN
THE COMPRESSOR AND RECEIVER, A SAFETY
VALVE MUST BE INSTALLED BETWEEN THE
COMPRESSOR AND HAND VALVE.
3. Set up a 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 operation 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 will allow the breathers to work prop-
erly 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.
Routine - To shut-down the compressor during regular
service push the stop button. Immediately, after the com-
pressor has stopped, shut off the cooling water so that the
cold water will not cause condensation to form within the
cylinder.
All water passages, jackets, and piping must be drained
if there is any danger of freezing.
Indefinite Periods - On lubricated units only; when
a shut-down for a period of several weeks or longer is
anticipated, run the unit at no-load for several minutes and
pump extra cylinder oil into the cylinders by manually
operating the lubricator. Then drain the cylinders, intercooler
and all water piping.
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-rod 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 is put
back into service.
When shutting down for extended periods, all the fore-
going 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 extended shut-down, 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.
Figure 3. Draining the Outerhead.
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 0
WATER pi AWot) tdcEgbFW9ffI -RQWAIRIAZ: CIA-RDF10?CA?2NR-PP99A ,Q3AQ0~,Rove the pipe plug vent
Special care must be taken in freezing weather to assure
that the cylinder and heads are completely drained. On
vertical (ESV) compressors the top head must be drained
before the cylinder. It is drained by syphon action through
the discharge pipe.
To drain the compressor water jackets proceed as
follows. (See Figure 3.)
1. Open the water inlet valve until water flows out the
open funnel on the discharge. This fills the syphon
leg with water.
in the outer head. This admits atmospheric air pres-
sure to the water surface in the outer head, and
starts 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 cylinder.
5. Remove two pipe plugs in the frame head. These plugs
drain dead 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.
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SECTION 3
FRAME AND RUNNING GEAR
Incorporated in the design of this unit are many features
which make it economical, efficient, reliable, and easy to
maintain. Some of the outstanding design features are:
1. Seated Frame - Dust-and oil-tight frame with gasketed
covers seals the frame from outside dust and dirt. The
frame need be opened only at infrequent intervals for
inspection.
2. Full-Floating Bushings - The full-floating bushings are
force-feed lubricated and need no adjustment.
3. Force-Feed lubrication to all running parts.
4. Non-adjustable crosshead.
CAUTION
BEFORE DOING 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.
3. LOCK THE BELT WHEEL TO PREVENT ROTA- ,
TION.
4. DO NOT ATTEMPT TO SERVICE ANY COM-
PRESSOR PARTS WITHOUT FIRST RELIEVING
THE ENTIRE SYSTEM OF AIR PRESSURE.
5. WHEN SERVICING THE CYLINDER END,
DRAIN THE WATER FROM THE CYLINDER
JACKETS (REFER TO SECTION 2).
3-2 CROSSHEAD (Figure 3-1)
The crosshead is of one ;piece aluminum construc-
tion. No adjustment is necessary.
RETAINING RING (2)
Figure 3-1. Crosshead, crosshead pin, and retaining rings.
3. Use a strap wrench to screw the piston rod out of the
crosshead.
4. Remove the crosshead blocking and take the crosshead
out through the frame opening.
Alternate Method
1. Block the belt wheel to prevent rotation.
2. Unscrew the piston rod from the crosshead (Refer to
step 3 above.
3. 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
nuts.
3-3 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
re block.
2. Loosen the piston rod crosshead lock nut and star
washer.
4. Remove one of the crosshead pin retaining rings.
5. Remove the crosshead pin.
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.
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 4
0
3-4 CROSSHEAD PIN AND CROSSHEAD PIN BUSH-
ING (Figures 3AnAWA For Release 2003/12/02
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.
F
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
and not square cut. Inadvertant use of square
cut ring will make future disassembly extremely
difficult.
C. One end of the crosshead pin contains a pipe plug.
Should the pin become frozen into the crosshead,
the pipe plug can be removed and a nipple and
tee installed to allow pulling the pin with force.
When installing the crosshead pin, be certain that
the pipe plug end of the- pin is accessible . from
the distance piece opening.
1. Unwind the retainer on the accessible side of the
crosshead pin.
2. Push the pin back approximately 1/4" (or not
more ? than flush with the side of the crosshead).
Refer to CAUTION note C. above.
3. Remove the frame cover.
4. Rotate the belt wheel to locate the crosshead at
frame dead center.
S. 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,
NOTE
CIA-RDP02-06298R000900030003-9
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 'ay reaching through the open-
ing 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 crosshead 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
is 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.
3-5 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
drilled oil passage connects the ends.
The connecting rod cap is held on by two bolts
which are wired together at assembly. Two dowels
are used at the joint where the rod and cap fit to-
gether. These dowels maintain alignment and must
not be removed when removing the connecting rod
cap from the connecting rod. When the rod is re-
moved, one dowel remains in the cap and one- dowel
remains in the rod. This prevents mis-assembly when
replacing the cap. The crankpin bushing is full float-
ing 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.
3-6 REMOVAL OF CONNECTING ROD (Figure 3-2)
catch the end of the screw driver or tool edge in the
retainer ring split and lift (or pry) an edge of the re-
tainer ring out of the pin groove. The ring can now be
unwound by hand.
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.
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CONNECTING
ROD CAP
3. Rotate the crankshaft so that the connecting
rod bdlts 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.
IMPORTANT
When Replacing The Connecting Rod Cap,
Make Sure That The Retaining Bolts are Pro-
perly Secured Together with Locking Wire.
The crankpin bushing is aluminum of special bear-
ing alloy and is made in two pieces to allow assembly
on the crankshaft. It is full-floating and requires
no adjustment.
Fig. 3-3 - 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 crankpin
bushing can 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.
Full-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
oil 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 recom-
mended that both bushings be replaced at the same
time. These bushings must be free to float on the
crankshaft 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,
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 It is necessay to remove the crankshaft when 3 6)
replacing the maii ,%y,?rFoRrt lpAest 9~I?(p12 : ClA4 RD ff2 0069(`M0ft'~e
1 (I
It I
to Section 3-9 for instructions.)
An O-Ring is used to seal the joint between the
main bearing housing and bedplate.
When the housing is removed, inspect this O-Ring
and replace if necessary.
3-9 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
to Section 3-6.)
TWO-PIECE
CONNECTING
PISTON ROD
CROSSHEAD .
A double oil seal is provided on
the frame to prevent the escape
the drive side of
of oil along the
crankshaft. Each seal is of the lip type and is normally
composed of a neoprene base material. A coil spring
is mounted in the lip of each seal to maintain proper
lip pressure on the crankshaft to insure sealing.
3-11 REMOVAL OF SEALS (Figure 3-7)
2. Work a screw driver or similar tool along the
joint between the outer surface of the seal and the
bearing housing counterbore. Work the tool around
the seal until the seal is completely removed from
the counterbore. The seal will then slide off the
crankshaft. -
Fig. 3-6 - Crankshaft Oil Seal
Fig. 31-4 - Cross-Section of
Running Gear
5. Support the crankshaft in a horizontal position and re-
move it from the frame by pulling straight out through
the main bearing housing opening.
NOTE: Since it is very probable that the seals will be
damaged while being removed, be certain that
new replacements are available.
2. Remove the V-belt sheave.
3. Remove the crankshaft oil seal. (Refer to Section 3-10.)
4. Remove the main bearing housing.
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MAIN BEARING
MAIN BEARING
BUSHING
BUSHING
CRANKSHAFT
OIL SEAL
FRAME -A
Fig. 3-5 - Crankshaft, Main Bushings and 5" Stroke Oil
Seal
3-12 REPLACEMENT OF SEALS (Figure 3-7)
1. Thoroughly clean the crankshaft. and bearing
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 oil and a 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 mm) between the inner
seal and the outer seal when the outer seal is flush with the
1/8" (3.174 mm) counterbore.
7" Stroke Units
Force the inner seal into the bore as far as it will
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.)
OIL PUMP
L A
COVER
MAIN BEARING
BUSHING
Fig. 3-7 - Cross-Section of 7" Stroke Oil Seal Assembly
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SECTION IV- FRAME LUBRICATION
General - A force feed lubrication system is used to
supply oil to the main bearings, crankpin bushings, cross-.
head pin bushing and crosshead.
Operation - The frame lubrication system uses an
internal gear type pump driven by the crankshaft. (Figure 9.)
The pump draws oil from the sump through a coarse screen
and forces the oil through a can type disposable filter. The
oil then flows under pressure through drilled passages in
the crankshaft to the main bearing bushings and crankpin
bearing bushing. The connecting rod is rifle drilled for
lubrication of the crosshead pin bushing. After passing
through and lubricating the various parts the oil returns to
the sump in the crankcase.
A spring loaded ball-check-type relief valve, protects the
lubricating system from excessive oil pressure resulting
from low ambient temperature at start-up or clogging of
the oil filter.
When starting for the first 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 initial start up or after
the machine has been idle for several days.
Frame Oil Pump - The oil pump is an internal gear
pump with two rotating gears. The pump drive shaft is
driven directly off the compressor crankshaft. The internal
gear is a press fit on the drive shaft and rotates at the same
speed as the compressor crankshaft. The external gear is
driven by the internal gear and rotates at reduced speed
inside the pump locating ring. (Refer to Figure 11.)
Oil is trapped between the internal and external gear
and is carried from the inlet to the discharge side of the
pump. The oil then flows through the filter and into the
compressor bearings.
The oil pump cover and the main bearing housing have
drilled inlet and discharge passages. The suction strainer
STD. ROTATION REVERSE ROTATION
SECTION Y-Y
Figure 9. Frame Oil Pump and Filter Showing Oil Flow.
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 Approved
Figure 10." Priming Oil Pump.
located 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 leakage from dripping on the floor. A built-in 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 tube oil viscosity. The compressor
will operate satisfactory with 8 psig (0.55 bar) oil pressure
measured at the pressure shut-down switch. (See Figure 10.)
Normal Operating pressure is from 15 to 40 psig (1.03
to 2.76 bar).
Figure 11. Frame Oil Pump.
Troubleshooting - A reduction in pressure will result
from the following:
1. Plugged filter. Correct by replacing filter.
2. Plugged suction screen. Correct by cleaning.
3. Air leak in suction line. Correct by tightening all suction
connections and pulling up on gasketed joints between
oil pump casing and bearing housing.
4. Relief valve stuck open. To correct, remove relief valve,
clean and replace.
5. Wom main bearings or crankpin bearing. Correct by
replacing bearing.
The crankcase oil temperature will be approximately
50?F (10?C) above ambient temperature. Use of heavier
viscosity oils will increase the crankcase temperature.
General - A new machine always contains some dirt and
foreign matter which is washed out by the flow of oil
through the system. This is collected by the filter before it
can get into bearings. When the filter becomes clogged, the
pressure at the bearings will decrease until the oil pressure
failure protection switch automatically shuts down the
compressor at 5 prig (0.34 bar) oil pressure. The filter
should be replaced before this happens.
Components - The frame lubricating oil filtering system
consists of two units:
1. An 18 mesh wire screen is used on the intake of the
lubricating oil pump. This screen will prevent coarse
particles from entering the pump. This screen should be
cleaned periodically.
2. A full flow replaceable cartridge type oil filter is used
between the tube oil pump and the running parts. The
cartridge is located on the main bearing housing (Figure
10). To replace the filter unscrew it from the housing
and replace the entire unit with a new one, obtainable
from Ingersoll-Rand branch stock.
OIL-PRESSURE FAILURE PROTECTION
General - The compressor is equipped with an automatic
oil-pressure shut-down device which stops the machine in
case of lubricating-oil-pressure failure. This oil pressure
switch is set to operate at a rising pressure of 8 psig
(0.55 bar) and at a decreasing pressure of 5 psig (0.34 bar).
It is piped into the frame at the main bearing bushing on
the drive side. An oil pressure gauge is mounted on the oil
pressure shut-down 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
by holding the Start button down for 10 to 20 seconds.
4r
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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 is 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 15 psig (1.03 bar) the frame
noise level may be higher.
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 (latest Edition) of the American Society
for Testing Material.
FRAME OIL REQUIREMENTS
The capacity of the oil sump is approximately
Specifications - An exact oil specification which will
include all oils suitable for this service and exclude all
unsuitable oils, is impossible to write. The major oil com-
panies have made exhaustive studies of air compressor
lubrication and each 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 little sludge.
It must be a well refined petroleum product containing no
fats or fixed oil compounding. Straight mineral oil con-
taining a foam depressant is referred. It must be substan-
tially non-corrosive 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 lubrica-
tion in the crankcase at starting.
Servicing - Examine the oil at regular intervals to see
that it does not discolor or become full of sludge. After the
compressor has been in operation a while, it should not be
necessary to change the oil more often than once every 4000
hours or once each year whichever occurs first. The oil
may be drained from the crankcase through the drain plug
located in the base of the sump. Check the oil level
periodically and do not allow the oil to fall below the mark
on the oil gauge level.
Add a small amount of oil periodically thru the breather
tube to maintain the oil level while the unit is in operation.
When the unit is shut down the oil level will be well
above the level on the oil level gauge.
Synthetic Lubricants - Synthetic lubricants are not
normally used for frame lubrication due to their possible
incompatability with paints and materials used in the frame
and running gear components. Refer to Section 6, Cylinder
Lubrication, for further information on the use of synthetic
lubricants.
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SECTION 5
COMPRESSOR CYLINDERS
(Non-vented Packing)
The compressor cylinder will be either lubricated or
non-lubricated depending on application. The NL (non-
lubricated) cylinder is used for applications that prohibit
air or gas from being contaminated with oil, grease, gylc-
erine, or other lubricants. NL cylinders feature the TFE
(tetrafluoroethylene) rider ring on the piston to prevent
metal to metal contact of the piston with the cylinder
bore, and TFE piston rings to maintain proper wall pres-
sure. TFE is also used in NL cylinder pressure packing and
through 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 rod to the
cylinder. The use of TFE components, wear strips, and an
oil stop plate is not required with lubricated units. An NL
compressor also requires a much finer cylinder bore than a
lubricated model.
The cylinder end of the compressor consists of the cyl-
inder with its valves, frame and outer heads, piston and rod,
and the stuffing box and packing.
The following is a brief explanation of these major assem-
blies making up the cylinder end. Refer to the cross section
(Figure 5-1) and become familiar with the parts and their
functions.
A. The cylinder is the barrel type, free from all valve pas-
sages. Cast integral with the cylinder barrel are the cyl-
inder barrel are the cylinder bore, air or gas passages, and
an ample water jacket.
B. A valve port plate, with inlet and discharge valves attached
is assembled between both the cylinder and outer head
and between the cylinder and frame head distance piece.
C. To work on the port plate and valves, the outer head.
which closes off the outer end of the cylinder, has two
valve covers which can be removed.
D. The frame head and cylinder distance piece is one piece
construction and separates the cylinder assembly from the
frame. Four individual covers can be removed from the
frame head distance piece to make the frame end port
plate and valves accessible.
E. The pressure packing is make accessible by removal of the
frame head distance piece cover.
F. The oil scraper rings are made accessible by removal of
the frame head distance cover.
G. Ingersoll-Rand rectangular Type "A", Channel Valves
with a reversible seat plate are used. (See Section 7 for
complete description).
H. The port plates are held to the heads by two long studs
with acorn nuts and a series of cap screws. A small gasket
is used under each acorn nut.
1. The piston is cast iron. (Section 5-5)
If the circulating water is dirty, mud and silt will be de-
posited in the cylinder jackets and passages. These deposits
will ultimately obstruct the flow of water entirely unless
care is used to prevent such an accumulation. Clogged pas-
sages will interfere with proper cooling which will result in
damage to the cylinders and pistons.
0"
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CAUTION
BEFORE DOING ANY INSPECTION OR SERVIC-
ING ON THIS COMPRESSOR:
1. 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.
3. LOCK THE BELT WHEEL TO PREVENT RO-
TATION.
4. DO NOT ATTEMPT TO SERVICE ANY COM-
PRESSOR PARTS WITHOUT FIRST RELIEVING
THE ENTIRE SYSTEM OF AIR PRESSURE.
5. WHEN SERVICING THE CYLINDER END,
DRAIN THE WATER FROM THE CYLINDER
JACKETS (REFER TO SECTION 2).
The cylinder outer head should be removed occasionally
and the water jackets and passages inspected. If deposits are
found, they should be thoroughly cleaned out and thejack-
ets completely flushed out with water-
If the cylinder water jackets are plugged, consideration
should be given to raising water velocity to reduce scaling, to
the possibility of water treatment, and to the installation of
a screen or strainer in the water line to remove debris.
de-
sits
less
pas-
tin
0
5-3 CLEANING CYLINDER AIR PASSAGES
The most satisfactory way to clean air passages is to take
out the valves; then remove any hard carbon from the pas-
sage by light scraping. Any dirt or accumulation of foreign
matter may then be cleaned with a safety solvent- Oil tends
to collect in clearance pockets and they should be period-
ically cleaned and washed out with a safety solvent.
The valve may be soaked overnight in kerosene followed
by a stiff brushing or light scraping to remove deposits.
Make sure the valves are thoroughly dry before replacing.
See Section 7 "Valves."
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.
Figure 5-2. Piston, Rings, and Piston Rod
5-4 COLD WEATHER DRAINING
When the compressor is exposed to freezing temperatures
while not in operation, drain the water from the cylinder
jackets, the aftercooler if used, and the piping to prevent
injury from freezing.
The piston is a two piece iron casting with two or more
piston rings (see Figure 5-2). It is held on the rod by a close
sliding fit between the piston and the piston rod. The tem-
perature expansion of the steel piston rod and the cast iron
piston are the same. This assures a tight fit between the pis-
ton and rod under all temperature and pressure conditions.
PISTON RINGS
General - The two compression rings used on the piston
are of single piece construction with an angle joint. On
lubricated compressors the rings are of cast iron material,
while non-lubricated (NL) rings require the use of TFE
materials. In addition NL pistons use a TFE rider ring.
Lubricated-Rings - Lubricated piston rings ride in a 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, a loss of capacity is suspected, it
may be advisable to check the piston rings.
21
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To inspect the piston ring, pull the piston out of the
cylinder. (Refer to Page 2 ) Clean the rings and ring
grooves and using the rings, measure the side clearance in
the groove.
rate that it cannot be accurately predicted for any partic-
ular unit. Some of these variables are temperatures, pres-
sure, piston weights, cleanliness of air and piping, and
surface finish of the bore.
9 f I
ENLARGED VIEW
OF JOINT
Figure 17. Piston Compression Ring.
Place each ring in the cylinder bore as square as possible
with the bore and measure the end gap. With cast iron rings,
it is important that the piston ring end gap be at least
.002 incli (.051 mm) per inch of cylinder 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 checked with a micrometer so
that it can be determined whether standard or oversize
rings are required. When ordering new rings, supply the
factory with the micrometer readings.
For cylinder wear in excess of .003 inch (.076 mm) per
inch of cylinder diameter, oversize rings should be used.
When installing new rings, it is important that each ring
be 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 sure that it does not bind at any
point. Care must be taken in storing, handling, and installing
rings to prevent burring the edges. Any burrs must be
carefully removed before the rings are used.
Non-Lubricated-Rings - Non lubricated piston rings are
made of TFE material. The compression rings are of single-
piece construction with an angle joint. The TFE wearing
ring is a single-piece ring with a step joint. This ring is not
tight and so is free to turn. The turning results in practically
even wear throughout and so no adjustment for ring wear
is necessary.
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
The piston rings should be replaced when worn approx-
imately 1 /4 to 1 /2 of their original thickness.
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 rate is ordinarily considerably
higher during the first few hundred hours of operating and,
therefore, the rate should be checked carefully as outlined
and a wear rate established. Later the frequency of checking
will have to be determined from experience.
The wearing ring should be replaced when the clearance
between it and the cylinder decreases to .005 inch (.127
mm). See the instructions below for a procedure for estab-
lishing wear rate.
4H
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qO
'(I
10
Establishing a Wear Rate - Remove the outer head
(as described on Page 21) and turn the unit so that the
piston is near the outer end of the cylinder. 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 is measured at the main bore, not the counterbore.)
Take measurements when the unit is about the same
temperature; that is, do not measure it one time with the
cylinder hot and the next time cold as the difference in
temperature will affect the readings.
The clearance should be checked after 50, 200, and 500
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.
IMPORTANT
When the clearance between the bottom of the
piston and the cylinder decreases to .005 inch
(.127 mrri) the wearing ring must be replaced.
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 as
frequently as the wearing rings. The ring thickness should
be 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 ring wear, it is 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. Be 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 is desirable to replace the rings with
new ones after they have worn approximately 1/4 to 1/2
their original thickness.
5-6 DISASSEMBLY OF CYLINDER END
The heads and port plates are bolted together by two
studs with acorn nuts. Always remove the outer head and
port plate as an assembly. The two dowel pins, which pro-
trude ,/W' (12.7 mm) on either side of the port plates, are for
positioning.
A. Disassembly of Head
1. Stop the compressor, shut off the cooling water, and
lock the electrical switch to prevent accidental start-up.
CAUTION
BEFORE DOING ANY INSPECTION OR SERVIC-
ING ON THIS COMPRESSOR:
1. 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.
3. LOCK THE BELT WHEEL TO PREVENT RO-
TATION.
4. DO NOT ATTEMPT TO SERVICE ANY COM-
PRESSOR PARTS WITHOUT FIRST RELIEVING
THE ENTIRE SYSTEM OF AIR PRESSURE.
5. WHEN . SERVICING THE CYLINDER END,
DRAIN THE WATER FROM THE CYLINDER
JACKETS (REFER TO SECTION 2).
2. Shut off the air in the discharge and vent the pressure
from within the cylinder.
3. Disconnect the free-air unloader piping and water piping
to the port plate and head.
4. Drain the cylinder and head water jackets.
5. Remove piping connected to the cylinder and outer
head.
6. Loosen the eight head bolts and back-off 1/4" (6.35 mm).
7. Place identifying marks on the cylinder, port plate, and
head so these pieces can be replaced in their original
positions.
8. Remove the 1/32" (.795 mm) gasket between the port
plate and cylinder. If this is baked on, it should be
loosened by driving a broad, flat wedge into the joint.
Run a knife blade carefully between the gasket and
faces. DO NOT USE A CHISEL AS THIS WILL IN-
JURE THE FACES.
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9. Remove the eight bolts and place the head and port
plate assembly on a work bench.
CAUTION
1. Remove the two cap nuts which bolt the head and port
plate together.
2. Repeat step seven (disassembly of head) to loosen the
1/32" (.795 mm) gasket between the head and port
plate.
C. Removal of Piston and Rod from Cylinder
1. Remove the outer head and port plate.
2. Loosen the crosshead locknut and star lock washer.
3. Screw the piston rod out of the crosshead.
4. Remove packing and scraper rings from their boxes.
Store in a clean place for re-use-
5. Remove piston and rod assembly from the cylinder.
IMPORTANT
When removing the piston and rod assembly from the
cylinder, extreme care should be used to keep the as-
sembly centered within the base of the cylinder and
the packing gland.
To remove the piston from the rod, back off the piston
nut approximately one turn and, using a brass rod small
enough not to injure the threads on the nut, bump the end
of this rod lightly. This could be sufficient to break the pis-
ton loose so that it can easily be pushed off the rod.
NOTE: When reassembling the piston and rod, tighten pis-
ton rod nut securely and prick-punch the threads
to prevent the nut from working loose.
3. Loosen gasket joint between the port plate and cylinder.
4. Remove the cylinder barrel.
5-7 PISTON END CLEARANCE
Whenever the piston rod has been removed or even turned
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 from
the rod, the original clearance can easily be maintained by
center punching both the rod and the crosshead and making
a suitable tram before removing the rod from the crosshead.
NOTE: Locate the piston rod tram mark such that, during
operation, it will not enter the oil scraper rings and
destroy the ring to rod seal.
To Adjust Piston End Clearance.
1. Lock the electrical switch to prevent accidental start-up
of the unit.
2. Remove pressure from the cylinder and free air on-
loader piping.
3. Remove the outer head inlet valve cover (cover
small size bolts).
4. Disconnect the free air unloader line.
5. Remove inlet valve from the port plate.
6. Remove the frame head covers.
7. Remove the inlet valves from the frame head port plate.
8. Insert a wax taper or a piece of soft lead wire in the
valve hole. Rotate the crankshaft by hand so that, when
the piston has moved to the end of its stroke, the taper
will flatten to the exact amount of clearance which
exist between the piston and the port plate.
9. Adjust the clearance by screwing the piston rod into or
out of the crosshead as is necessary to provide one
third more clearance at the outer end than at the frame
end.
NOTE: The rod can be turned by using a socket wrench
on the nut on the face of the piston. NEVER
USE A PIPE WRENCH ON THE PISTON ROD.
10
D. Removal of Cylinder
1. Remove the four head covers.
.
11.
2. Take out the eight bolts which hold the cylinder to the
frame head and port plate.
CAUTION
Assembly is free with removal of these eight bolts.
Tighten the crosshead jam nut and bend star lock
washer to prevent rod turning.
Replace valves, outer head inlet valve covers, and
frame head covers.
A combination oil scraper and full floating pressure pack-
ing is assembled in the frame head distance piece.
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t
9,
OIL
WIPER
RINGS
AND
PACKING RINGS
AND SPRINGS
Figure 5-3. Piston Rod Packing and Oil Scraper Rings
A. 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. They are furnished in pairs
and are usually cast iron.
Each matched pair is doweled together (as shown in Fig-
ure 5-4) so that the segmental joints of the two rings are
staggered. Each ring consists of three segments. The end of
each segment is marked and each segment must be assem-
bled next to the one with the same marking (such as 1-1,
2-2, 3-3). Generally both rings of a pair are tangential cut
and so can seal in either direction, either side may be placed
nearest the pressure. When a radial cut ring and a tangential
cut ring are used as a pair, the radial cut ring must be on the
pressure side.
The packing rings are the only parts subject to wear under
normal conditions. It is wise to always carry a spare set of
rings in case of emergency. The packing case gasket is also a
good spare to have on hand.
B. Packing Ring Materials
Packing rings are made of several materials depending on
the service required of them but, in general, cast iron rings
Figure 5-4. One Pair of Tangential Cut Packing Rings
are supplied for moderate pressures and temperatures where
sufficient lubrication exists. Other ring materials are used for
special conditions of pressure, temperature gas composition,
or rod material. See Figure 5-3 for packing illustration.
C. Installation, Operation and Care of Packing
In the event the packing starts to leak after the unit has
been in operation for a long period of time, the packing
should be removed for cleaning and inspection. Carefully
observe the order in which the rings come out of the case.
It is necessary to replace the rings in the same order as they
were removed to insure that the packing rings maintain their
original sealing surface.
When Replacing the Packing Rings or Installation New
Packing, Proceed as follows:
1. See that the rod, stuffing box packing case, and rings
are thoroughly clean.
2. Install the rings on the rod as shown in Figure 5-3. Be-
fore the case is closed, pour oil over the rings.
3. Pull up on the bolts as you would on any gasketed
joint. The rings are free to float in the cups irrespective
of bolt pressure.
4. When the machine is started, oil the rod generously while
rings are wearing in. They may leak slightly while form-
ing a bearing surface, but should never blow.
NOTE: Should the packing blow, check the gasket and
the fit of the rings to the rod.
After installing a new packing or set of packing rings, the
compressor should be started with no-load. Two or three
times the usual amount of oil should be fed to the packing
while it is wearing in, and the oil that works out along the
rod and down over the flange should be watched to see that
it remains clear. If the oil turns dark as the load and speed is
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increased, this indicates premature wear is setting in. This 5-9 OIL SCRAPER RINGS
may occur if too great a load is thrown on the rings before
they have worn to a running fit.
D. "Breaking In" Packing
When the compressor is started up for the first time or
after new packing has been installed, it is important to allow
the packing rings to break in gradually. To do this, the ma-
chine should be run unloaded for a while and then gradually
brought up to full load. In this process, the piston rod will
heat up as a result of friction with the packing rings. When
it appears that the rod is getting hot, the machine should be
shut down. After the rod has cooled, repeat the same oper-
ation until the unit can be run under full load without the
rod becoming too hot. It is difficult to say how long it takes
to break in new packing. The time and effort spent in allow-
ing packing rings to become properly seated before putting
the compressor into full operation will help insure a good
seal and longer packing ring life.
The procedure on breaking in packing on a steam driven
unit is much the same. In addition to running at reduced
pressure, the compressor can also be run at a slower speed
until the breaking-in period is over.
E. Cleaning And Inspection
Periodically the packing should be removed for cleanin
and inspection. The springs should be washed clean of ca.
bon and sludge. The clearance between the end of the seg-
ments 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 orig-
inal opening was 1/8" (3.18 mm) at the step of the tangent
joint. After making this emergency adjustment, it may be
necessary to shorten the spring slightly to maintain suf-
ficient tension to hold the ring segments to the rod.
In time the packing rings seating surfaces of the case
wear as well as the rings. New rings will not seal against
worn grooves. This can best be corrected by a complete-
factory overhaul.
The oil scraper rings are contained in the same stuffing
box as the pressure rings. These prevent crankcase oil from
being carried out of the crankcase along the piston rod.
CYL.
END
FRAME
END
Renewal oil scraper rings are furnished in sets of three;
each ring consisting of three segments. These segments are
lettered or numbered and markings of adjacent segments
MUST match. Before installing new rings, carefully clean
the gland and assemble the rings on the rod as illustrated by
Figure 5-3 and 5. The total side clearance of the scraper
rings should not be more than .005" (.127. mm). Check this
clearance with a straight edge before securing the gland in
place. If clearance is insufficient for rings to float on the
rod, they will not function properly. Too much clearance
will cause the rings to act as a pump instead of wiping oil
from the rod.
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 BOLT TORQUE VAEUESFor F ~e
~or9P(a 19&:E cg~1~ C
00030003-9
Part Reference
6x5,
Size
7x5, 8x5, 8x7
Torque
9-1/2x5, 9x7,
Size
9-1/2x7,
Torque
Frame Head and Distance Piece
Capscrew-Frame Head
5/8
160
3/4
280
Capscrew-Distance Piece Cover
1 /2
45
1 /2
45
Capscrew-Stuffing Box
7/16
70
7/16
70
Capscrew-Cover
1 /2
85
1 /2
85
Outer Head
Capscrew-Outer Head
5/8
160
3/4
280
Capscrew-Inlet Valve Cover
3/8
35
3/8
35
Capscrew-Discharge Valve Cover
1 /2
85
1 /2
85
Frame End Portplate
Stud-Frame End Portplate
1 /2
85
1 /2
85
Inlet Valves
Capscrew-Inlet Valve Cover
5/16
17
5/16
Discharge Valves
Capscrew-Discharge Valve
NOTE: All sizes in inches All torques in Ft-Lb.
PORTPLATE TO DISTANCE PIECE AND PORTPLATE TO HEAD ASSEMBLY
TYPICAL FOR ESH/V & PHE PORTPLATE CYLINDERS
It,
0
TORQUE SEQUENCE
With the valves and studs assembled to the portplate:
1. Hand tighten the nuts and capscrews.
2. Torque the nuts to specification.
3. In the sequence shown below, torque the capscrews to
specification.
=13
GASKET '
a ?e ~
I
I
I
I~-
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NOTES
41,
28
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SECTION VI-CYLINDER LUBRICATION
LUBRICATION REQUIREMENTS
General - On the ESH/ESV Type Compressors which
are designed for lubricated service the compressor cylinder
is lubricated by a force-feed lubricator which feeds oil,
in the correct quantity, to the proper points. The lubri-
cator is mounted on the pump side main bearing housing
where it is drivers by an extension of the frame oil pump
drive shaft.
The ESH/ESV Type Compressors which are designed
for non-lubricated service incorporate components which
do not require 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-
rication and/or compressor maintenance. Improper main-
tenance of the compressor can produce abnormally high
discharge temperatures resulting in the subsequent deteri-
oration of the cylinder oil. This oil breakdown forms carbon
deposits which collect on valves, head, discharge ports,
and piping. In time, the buildup of carbon not only restricts
air flow and valve operation; but, also presents conditions
under'which fire 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 is the intake
or formation of water vapor in the cylinder. Even the
types of oil which are most compatible with liquids cannot
be expected to provide adequate lubrication under these
circumstances. The continuous carry-over of liquid to the
compressor cylinder requires the installation of efficient
separators.
IN CASE OF WATER VAPOR, IT SHOULD BE
NOTED THAT COMPRESSORS ARE NOT DE-
SIGNED FOR HANDLING SUBSTANTIAL QUAN-
TITIES OF CONDENSATE OR SUSPENDED LIQ-
UID.
Inlet Air Filtering - The intake of dirty air into the
compressor can be one of the major causes of lubrication
trouble. If dust and dirt are found adhering to the sides of
the inlet air passages, it is a good indication that the air
inlet requires a filter or that the existing filter is malfunc-
tioning. The intake piping should also be checked for
leakage into the line. Long intake lines between the filter
and the compressor cylinder can cause pipe scale to form;
and therefore, they should be avoided. Instructions regarding
air intake piping are given in Section 1 of this manual and
Section 3 of your ESH/V Installation Manual (Ingersoll-
Rand Form AP-0250).
Break-In - The initial break-in of a compressor cylinder
must be made with an oil meeting the specifications of
Ingersoll-Rand Type-3 Oil (refer to the chart on the follow-
ing page). The break-in period should extend until the
cylinder bore has taken on a glazed appearance. During the
break-in period the cylinder lubricator should be adjusted
to deliver the maximum amount of lubricant to the cylinder.
This is necessary in order to flush out wear particles that
might otherwise abrade the moving parts of the cylinder
and valves. As the cylinder begins to take on a glazed
appearance the lubricator feed rate can be gradually reduced
until the desired lubrication is achieved.
Normal Operation - After the compressor has been
properly broken-in, the lubricator should be adjusted to
feed only the quantity required to maintain a thin film
of oil on the cylinder walls and valves. This will assure
proper lubrication and protection of the cylinders and
valves as well as providing a tight piston seal.
It should be understood that it is impractical to specify
the exact amount of oil to be fed to the cylinder. The
amount of oil necessary to maintain proper lubrication
will vary with load, operating conditions, and the quality
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.
If upon examination, the valves are found to be dry,
dripping with oil, or carbonized then the cylinder is im-
properly lubricated and the feed rate must be corrected.
The valves should be coated with a light film of oil which
will give them a greasy appearance.
While the results of too little lubrication is understood,
it should also be realized that excessive oil tends to carbon-
ize the valves; causing them to leak. If the valves are found
to be carbonized it is a good indication that they are
receiving too much oil and/or the cylinder air intake is
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dirty. The feed should be reduced and the air inlet 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 cylinder 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 a 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/ESV service. This point and the following
specifications should 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 1 - For cylinders less than 26 inches in diameter and
discharge air temperatures under 350?F, handling dry
gases; that is, gases which do not carry suspended liquid
but may contain water vapor in the super-heated state
throughout the compression cycle. Rust-and/or oxidation-
inhibited oil or straight mineral oil is acceptable.
Type 2 - For applications identifcal to those where "Type
1" oil is normally recommended, and where for commercial
reasons, the customer wishes to use internal-combustion
engine lubrication oil. Internal combustion engine lubri-
cating oil of the rust-and/or oxidation-inhibited or straight-
mineral types is acceptable.
Type 2 X - For cylinders less than 26 inches in diameter
and discharge air temperatures under 350?F, handling wet
gases; that is, gases which may possibly carry small quantities
of suspended liquid into the cylinder or occasionally may
deposit some condensate in the cylinder. Compounded
compressor cylinder-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
effect of the condensate.
REQUIREMENTS
TYPE 1
TYPE 2
TYPE 2X
TYPE 3
Cylinder Diameter (in.)
26 Max.
26 Max.
26 Max.
Over 26
Cylinder Discharge Air Temp (?F)
350 Max.
350 Max.
350 Max.
Over 350
Condensaed Water Vapor Present
No
No
Yes or
No
(in Cylinder)
Possible
Suspended Liquid Present
No
No
Yes or
No
Possible
Flash Point (Open Cup) OF
350 Min.
380 Min.
380 Min.
410 Min.
Viscosity @ 100?F (SSU)
420 Max.
780 Max.
780 Max.
Approx.
1100-1500
Viscosity @ 210?F (SSU)
50 Min.
54-65 Min.
60 Min.
105 Min.
Carbon Residue (Conradson)
.25 Max.
*.45 Max.
.45 Max.
.65 Max.
Sulfated Ash
.40 Max.
Approx. SAE Number
20
20-30
30
60
Neutralization Valve (Color) Total Acid No.
**.15 Max.
Strong Acid No. ASTM D-974-58T
0.00 Max.
0.00 Max.
0.00 Max.
0.00 Max.
* On Straight Mineral Or Additive Treated Non-Detergent Oils
** Ash Free Basis
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 jwk~
MELL,
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Type 3 - For cylinders, 26 inches or more in diameter
or discharge air in excess of 350?F, handling dry gases;
that is, gases which do not carry suspended liquid but may
contain water vapor which remains on the super-heated
vapor throughout the compression cycle. Rust-and/or
oxidation-inhibited oil or straight-mineral oil is acceptable.
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 field. In
general, our experience with synthetic lubricants indicates
that they will normally do a commendable lubrication job
when the compressor is properly prepared, the lubricant
properly selected, and the lubricant supplied in sufficient
quantity.
Cylinder Break-In - We have a large background of
experience which indicates that it is difficult to properly
break in new compressor cylinders, 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 surfaces have taken on a
glazed appearance) on a mineral oil. The mineral oil selected
should have a viscosity at least equal.to,.or greater than, an
SAE-60 oil. After the break-in period, the units may be
switched back to a grade of synthetic lubricant. per the
lubricant manufacturer's recommendation. It is important
that the quantity of synthetic lubricant fed to the cylinders
be ample to wet the bole surface and that actual bore
inspections be carried out within a few hours after starting
on synthetic lubrication to determine that this is so.
In those few cases where it is absolutely impossible to
break-in the compressor cylinders on a mineral oil due to
system contaminations, it should be noted that the danger
of cylinder scuffing does exist. Extreme cleanliness of
suction piping is absolutely mandatory if scuffing is to be
avoided since the film thickness of synthetic lubricant is
generally less than with mineral oil.
Specifications - It is strongly recommended that the
particular grade of synthetic lubricant selected must meet
the following physical requirements:
Viscosity SSU @ 100?F (38?C)
Viscosity SSU @ 210?F (99?C)
Viscosity Index
500 maximum
57 minimum
60 minimum
Flash Point - OF (CO)
500 (260)
Fire Point - OF (CO)
550 (288)
Auto Ignition Point - OF (CO)
770 (410)
Pour Point - OF (CO)
-30(-34)
An acceptable synthetic lubricant for both initial break-
in and normal operation is ANDEROL? 500. A product of
Tenneco Chemicals Incorporated, it is a diester based
CIA-RDP02-06298R000900030003-9
lubricant that exhibits better temperature limits than
mineral oil and subsequently results in minimum valve
deposits while providing good lubrication.
It should be noted that although synthetic lubricants
work fine in all types of lubricators it may be necessary to
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 mna-
terials in the compressor frame and may be used as the
frame and running gear lubricant.
NOTE: It must again be pointed out that many syn-
thetic lubricants should not be used in the com-
pressor cylinder or frame unless the compressor
has 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 on the front of the compressor frame.
The lubricator'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 and
maintained, deliver oil to the cylinder as soon as the com-
pressor starts.
Description - The cylinder lubricator is the individual
pump unit, liquid feed type with a standard reservoir
capacity of 3-1/2 pints-(1.7 liters). While horizontal (ESH)
compressor lubricators have one pumping unit, the vertical
(ESV) compressor lubricator is equipped with two. A
pumping unit is provided with a single spindle (plunger)
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which pumps the oil from the reservoir, 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 each stroke of the
lubricator spindle.
Adding Oil - To fill the lubricator, 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 oil level sight glass 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 clue to lack of oil in the reservoir. To
prime the lubricator use the following procedure (refer to
to Figure 24):
1. Loosen or remove the vent screw 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 and tighten the vent screw.
01 L FEED
SIGHT GLASS
HAND PUMP
SPINDLE
RESERVOIR
FILLER CAP
FEED
ADJUSTMENT
NUT
RESERVOIR
DRAIN
LOW OIL I
SIGHT GLASS
CHECK VALVE
(not shown-located at
lube line connection
to cylinder)
3. Each tube line connection should be loosened at the
check valve. Manually operate the pump spindle until
oil issues from the loosened fitting.
4. Retighten the Jibe line connection and for several
minutes manually pump the unit to assure oil now into
the cylinder.
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 start-up to assure prelubrication of the cylinders.
The length of time required for hand priming will
be determined by experience.
Adjustment - To adjust the lubricator feed, the adjust-
ment nut (refer to Figure 24) should be turned clockwise to
decrease the flow rate and counter-clockwise to increase
the flow. Brief, but complete instructions may be found on
an instruction attached to the front of the lubricator
reservoir.
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Maintenance - The lubricator pumping unit is the ball
valve type and it is important that these valves be kept
clean and only clean oil be used. The reservoir should be
periodically drained and flushed out and at the first indica-
tion of lack of uniformity in oil delivery, the pumping unit
should be removed and cleaned.
On ESV units (which have two pumping units) care
should be taken to remove and clean only one unit at a
time. Each plunger is individually fitted to its pump body
and therefore it must be returned to the same body from
which it was removed.
In general, the following points should be attended to
regularly:
1. Use only clean oil and keep the reservoir full.
2. See that all connections are tight and that the oil supply
line is properly supported where vibration occurs.
3. Make sure that the lubricator is securely bolted to the
main bearing housing and that the flexible coupling is
in good condition.
In addition to the above, the check valve should be
periodically inspected. The check valve is located at the end
of the lubrication line at the cylinder where it is used to
prevent air from blowing back into the lubricator. When
the check valve leaks it usually gets hot. The leakage can
usually be corrected by reseating the valve (see Figure 25).
Sight-Feed Liquid - The sight-feed should be kept full
of liquid. A mixture of half glycerine and half distilled
Figure 25. Typical Lubricator Line Check Valves.
water is suggested; although, all glycerin or all distilled
water may be used if desired.
To fill the sight glass, remove the upper coupling nut
from the sight-feed and, using a small oil squirt can, fill the
glass with the proper mixture. Synthetic or additive type
oils will require a more suitable liquid which can be recom-.
mended by your local industrial oil supplier.
Should the sight glass become coated with oil, remove
the lower coupling nut to disconnect the sight feed unit.
The unit can be washed out or the glass can be removed
for cleaning.
PUMPING PLUNGER
OIL LEVEL GAUGE
(FULL MARK)
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SECTION 7R
Type "A" Rectangular Channel Valves
The Type "A" rectangular channel valve (Fig.
7R-2) is an automatic compressor valve; that is,
the valve is opened or closed by difference in
pressure across the valve and not by mechani-
cal linkage.
7R-2 DESCRIPTION (Fig. 7R-1)
1. The Type "A" rectangular inlet channel
valve consists of an inlet valve seat, seat
plate, valve guides, several channels which
seat over and close a corresponding num-
ber of ports in the seat plate, an arched
leaf spring for each channel, and an inlet
stop plate which limits the lift of the chan-
nels. The Type "A" rectangular discharge
channel valve consists of a seat plate, valve
guides, channels, springs, and a discharge
stop plate.
Figure 7R-1 is an exploded view of the Type
"A" rectangular inlet and discharge channel
valve and shows valve relationship to the port
plate.
2. In the Type "A" rectangular channel valve,
each spring has two functions. The first
function is to return the channel to the
seat plate after the gas has been pushed
through the valve. As the secondary
function, the spring fits within the back of
its corresponding channel and, as the valve
opens, a pocket of gas is trapped between
the spring and the channel. This cushions
the opening of the channel and prevents
impact of the channel against the stop
plate rib.
fif
LOCK-BOLT
GUIDE- VALVE
PLATE -SEAT
Fig. 7R-1-View showing typical Type "A" rectangular inlet
and discharge channel valve.
11 N
CAP SCREW-
VALVE SEAT
CAP SCREW-
STOP PLATE
I ~= SCREW - FLAT
f " wren uerumcr
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l
Fig. 7A-2-Type "A" rectangular channel valve Inlet with
free-air unloader assembled at left, Discharge at right.
3. Since the cushion pocket is not closed until
after the channel is in motion, the cushion-
ing action is delayed in order that only a
small differential pressure across the valve
is required to open the valve. Thus, the
channel lifts quickly and without impact
to its full opening along the entire length
of the channel. This channel and spring
cushioning feature aids in making the valve
quiet, highly efficient, and durable for long
periods of operation.
4. When the seat plate becomes excessively
worn on one side,- it may be removed, in-
verted and reinstalled in the valve. This
unique feature permits easy reconditioning
of the channel seating surfaces in the valve
at a nominal cost. Regrinding of the seat
plate is not recommended. When both
sides of the seat plate are sufficiently worn
to impair proper sealing, a new seat plate
must be installed.
5. Regrinding any part of a channel or spring
is not recommended.
CAUTION
BEFORE DOING ANY INSPECTION OF SER-
VICING ON THIS COMPRESSOR:
2. REMOVE ALL ELECTRICAL POWER TO THE
UNIT BY OPENING THE MANUAL DISCON-
NECT SWITCH WHICH HAS BEEN INSTALLED
IN THE POWER LINE TO THE MOTOR.
3. DO NOT ATTEMPT TO SERVICE OR INSPECT
ANY COMPRESSOR PARTS WITHOUT FIRST
RELIEVING THE ENTIRE SYSTEM OF AIR
PRESSURE.
4. THE BELT WHEEL MUST BE BLOCKED TO
PREVENT ROTATION.
Fig. 7A-3-Channel and spring for Type "A" rectangu-
lar channel valve.
7R-3 REMOVAL AND REINSTALLATION
OF VALVES
1. Shut down and block the compressor and
lock the switch if possible so the unit can-
not be started accidently before work is
completed.
2. Be sure that all pressure is released from
the compressor cylinder passages and pip-
ing. One cannot be too careful in this
respect.
3. Remove the two outer head valve covers.
Be sure appropriate gaskets for reassembly
are available.
4. Remove the four frame head valve covers.
Be sure appropriate gaskets for reassembly
are available.
5. Obtain a marking pencil or tags and place
corresponding marks or.tags on the inlet
valve, free-air, unloader, and the discharge
valve for reassembly reference.
a. For Inlet Valve,
Disconnect the free-air unloader piping and
remove the valve seat cap screws. Remove
the cage cap screws and lockwashers.
b. Discharge Valve,
Remove the stop plate cap screws.
6. Remove the valve being careful not to dam-
age the sealing surface between the seat
plate and the port plate.
7. If the discharge valves are carboned in
place, break them loose by lightly striking
edgewise on the end of the valve. Use a
wooden block so as not to damage the
valve.
8. During reinstallation of valves on the port
plate the inlet valves must be returned to
the inlet valve holes and the discharge
valves must be returned to the discharge
valve holes.
9. Prior to replacing the valves on the port
plate, carefully inspect the seat plate and
the port plate, around the valve openings,
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as these surfaces form a metal to metal
air tight joint and must be clean, flat, and
free of scratches.
10. Replace each valve on the port plate in the
same location from which it was removed.
The valve should rest squarely on the port
plate.
a. Inlet Valve,
Reinstall the cage cap screws and lock-
washers and tighten. Reinstall the valve
seat cap screws and tighten.
b. Discharge Valve,
Install the stop plate cap screws and
tighten.
11. Connect the free-air unloader piping to the
inlet valve free-air unloader assembly.
12. Replace the four valve covers.
13. Replace the two outer head valve covers.
14. Turn the compressor over by hand at least
one complete revolution to make certain
there is no interference with moving parts.
15. The compressor may now be started in the
regular manner.
7R-4 DISASSEMBLY AND REASSEMBLY
OF INLET VALVES
1. Remove the free-air unloader assembly.
2. Lay the valve assembly on a clean, flat
surface with the inlet valve seat- "up".
Mark the inlet stop plate and valve guides
for easy reference when reassembling the
valve.
3. Remove the valve seat cap screws and bolt
lock holding the valve assembly together.
4. Invert the valve assembly and remove the
inlet stop plate.
5. Remove each spring and its corresponding
channel separately. Clean all valve parts
thoroughly. Replace each spring and its
corresponding channel in the valve exactly
as removed without turning end for end.
By following this procedure, the original
seating surfaces will be maintained.
6. In the event of an excessively worn or dam-
aged seat plate, remove the valve guides
and dowels by lightly tapping a sharp flat
edge chisel under the valve guide. Mark
the valve guides for correct replacement if
they are to be used again. Remove and
invert the seat plate or, if necessary, in-
stall a new seat plate. Reinstall the valve
guides and dowels or, if required, install
new valve guides and dowels.
7. If the seat plate is new or inverted, new
channels and springs must be installed.
CAUTION
BEFORE DOING ANY INSPECTION OF SER-
VICING ON THIS COMPRESSOR:
1. SHUT THE COMPRESSOR DOWN.
2. REMOVE ALL ELECTRICAL POWER TO THE
UNIT BY OPENING THE MANUAL DISCON-
NECT SWITCH WHICH HAS BEEN INSTALLED
IN THE POWER LINE TO THE MOTOR.
3. DO NOT ATTEMPT TO SERVICE OR INSPECT
ANY COMPRESSOR PARTS WITHOUT FIRST
RELIEVING THE ENTIRE SYSTEM OF AIR
PRESSURE.
4. THE BELT WHEEL MUST BE BLOCKED TO
PREVENT ROTATION.
The cost of new channels and springs is
nominal and past experience has proven
that this procedure increases valve life.
Complete packaged sets of channels and
springs for either an inlet or discharge
valve are available to facilitate a valve re-
build. Spare parts should be stocked at
all times.-
8. Reinstall the inlet stop plate and invert the
valve assembly.
Fig. 7A-4-Use of assembly tool with eight port
discharge valve.
9. Install the bolt lock, valve seat cap screws
and tighten.
10. Press each channel separately back against
the inlet stop plate rib to insure that each
channel and spring system moves freely.
The eraser end of a pencil or similar soft
device is a satisfactory tool for this
purpose.
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 T
11. When Aoppr1iitel Her Roles s' :Uyq/02reCIA-RDP0 Qq2 ORPP N04ieteeases valve life.
must be taken not to damage the seating Complete packaged sets of channels and
surfaces which must always be clean and springs for either an inlet or discharge
smooth to prevent leakage. valve are available to facilitate a valve re-
12. Replace the free-air unloader assembly. build. Spare parts should be stocked at
IMPORTANT
It is important that inlet and discharge valve springs
not be inadvertantly switched and that upon installa-
tion the channels and springs must be free to operate
without binding. To do so will result in premature
wear or breakage.
7R-5 DISCHARGE AND REASSEMBLY
OF DISCHARGE VALVE
1. Lay the valve assembly on a clean, flat sur-
face with the discharge stop plate "down".
Mark the discharge stop plate, valve
guides, and seat plate for easy reference
when reassembling the valve.
2. Remove the flat head machine screws hold-
ing the valve assembly together.
Remove the seat plate.
Remove each spring and its corresponding
channel separately. Clean all valve parts
thoroughly. Replace each spring and its
corresponding channel. in the valve exactly
as removed without turning end for end.
By following this procedure, the original
seating surfaces will be maintained.
In the event of excessively worn or dam-
aged valve guides, remove the valve guides
and dowels by lightly tapping a sharp flat
chisel under the valve guide. Reinstall
new valve guides and dowels.
In the event of an excessively worn or dam-
aged seat plate, invert the seat plate or, if
necessary, install a new seat plate.
If the seat plate is new or inverted, new
channels and springs must be installed.
The cost of new channels and springs is
nominal and past experience has proven
CAUTION
BEFORE ANY ATTEMPT IS MADE TO INSTALL
THE VALVES IT MUST BE ASSURED THAT
EACH VALVE IS PROPERLY ASSEMBLED AND
ATTACHED TO ITS RESPECTIVE CRAB OR CAGE.
IF THE DISCHARGE VALVE IS MOUNTED UP-
SIDE DOWN OR IF THE VALVES ARE IMPROP-
ERLY ASSEMBLED, EXTREME OVER PRESSURE
CAN OCCUR. SUCH NEGLIGENCE CAN RESULT
IN AN EXPLOSION, CAUSING DAMAGE TO THE
COMPRESSOR AND PERSONAL INJURY.
all times.
Assembly tool, part number 1W72006, is
available to aid in holding channels and
springs in place prior to installing the seat
plate. After a spring and channel are as-
sembled and installed between the guides
on the discharge stopplate, compress the
channel and spring and slide the assembly
tool into position to hold the channel and
spring in the compressed position as shown
in Fig. 7R-4. The remaining channels and
springs can then be installed in an identical
manner. With all channels and springs in
place, replace the valve seat plate and re-
move the assembly tool. The eight port
discharge valve will require two assembly
tools; all other discharge valves require
one assembly tool.
9. With the seat plate in position tighten the
flat head machine screws. The flat head
machine screws should not be more than
"finger" tight to prevent seat plate bow.
CAUTION
INCORRECT PLACEMENT OF THE INLET AND
DISCHARGE VALVES IN THE CYLINDER CAN
CAUSE AN EXTREMELY HAZARDOUS CONDI-
TION. INSTALLING AN INLET VALVE IN A
DISCHARGE VALVE HOLE, OR INSTALLING A
DISCHARGE VALVE UPSIDE DOWN, MAY CAUSE
AN EXPLOSION. TAKE THE FOLLOWING PRE-
CAUTIONS WHEN INSTALLING A VALVE:
CHANNEL VALVES - TO ENSURE THAT THIS
TYPE VALVE IS RIGHT SIDE UP, ALWAYS
FASTEN THE VALVE CRAB OR UNLOADER
CAGE TO THE VALVE; THEN, MAKE CERTAIN
THAT ONLY INLET VALVES ARE INSTALLED
IN INLET HOLES AND ONLY DISCHARGE
VALVES IN DISCHARGE HOLES.
IN MANY CASES, THE DISCHARGE VALVE
HOLES ARE MADE SLIGHTLY SMALLER AT THE
MINOR DIAMETER BELOW THE VALVE GASKET
SEAT. WHEN AN INLET VALVE IS THEN IN-
STALLED IN A DISCHARGE HOLE BY MIS-
TAKE, IT WILL NOT FIT DOWN INTO THE HOLE
PROPERLY AND THE MECHANIC WILL BE
ALERTED TO THE ERROR.
IF IN DOUBT AS TO WHETHER A VALVE IS
INLET OR DISCHARGE OR AS TO WHICH CYLIN-
DER HOLES RECEIVE INLET OR DISCHARGE
VALVES, CHECK WITH YOUR SUPERVISOR.
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Press each channel separately back against
the discharge stop plate rib to insure that
each channel and spring system moves
freely. The eraser end of a pencil or simi-
lar soft device is a satisfactory tool for
this purpose.
When handling the valve assembly, care
must be taken not to damage the seating
surfaces which must always be clean and
smooth to prevent leakage.
7R-6 VALVE CLEANLINESS IS IMPORTANT
1. To obtain the maximum efficiency from a
compressor cylinder, inlet and discharge
valves must be clean and tight. Valves
and cylinder gas passages must be inspec-
ted periodically and cleaned whenever dirt
or carbon deposits are evident. Experience
will dictate the time length of the valve
maintenance cycle. When the compressor
is first started, check the valves at least
once a month and if found to be particu-
larly dirty, locate and eliminate the cause.
2. Factors contributing to dirt or carbon
found in compressor valves are as follows:
a. Dirty Intake Gas. Remedy: An intake
filter or scrubber should be installed and
properly maintained. Experience will dic-
tate the time length of the filter or scrub-
ber maintenance cycle.
CARBON BUILD-UP ON THE VALVES AND IN
THE CYLINDER MAY CAUSE LEAKAGE AND
EXCESSIVE HEAT. SUCH CONDITIONS CAN
RESULT IN AN EXPLOSION.
b. Excess Oil. Remedy: Oil in excess of that
amount required to properly lubricate the
compressor cylinder bore and valves is de-
trimental to long valve life. The feed rate
of the cylinder lubricator may be reduced
to eliminate excess lubrication based on
the condition of the compressor cylinder
gas passages, valves, and cylinder bore:
On inspection, the valve should have a
greasy appearance but not have droplets
of oil showing.
c. Improper Weight or Quality of Oil. Reme-
dy: The compressor cylinder lubricant
should be of the proper weight and of the
highest quality in order to obtain maxi-
mum valve life. Consult your oil company
for the correct compressor lubricant.
d. High Temperature of the Gas. Remedy:
All compressor valves should be inspected.
for leakage which results in abnormally
high gas temperatures and the formation
of carbon deposits on the valves. In addi-
tion, the compressor cylinder cooling water
system should be inspected for cleanliness
and obstacles to determine if the proper
quantity of water at the desired temper-
ature is available. Periodic cleaning of the
cooling water passages in the compressor
cylinder may be required.
3. It will be necessary to disassemble the
valve to thoroughly clean it. Brush valve
parts carefully with a soft wire brush but
use a bristle brush for all valve seating sur-
faces and the port plate. Care must be
taken not to scratch or mark these ground
seating surfaces. Rinse the metal valve
parts thoroughly in safety solvent and blow
away all loose particles with compressed
air. Soaking valve parts overnight in safe-
ty solvent followed by a stiff brushing or
light scraping will aid in the removal of
carbon. The valve should be thoroughly
dried prior to reinstallation on the port
plate.
CAUTION
USE ONLY SAFETY SOLVENT TO CLEAN
VALVES AND COMPRESSOR COMPONENTS.
USE OF OTHER CHEMICALS CAN BE HAZARD-
OUS.
7R-8 SPARE PARTS
1. When spare or replacement valve parts are
necessary, the parts must be obtained from
our factory as the design of the valve parts
requires special material and manufactur-
ing methods. The spring and channel
widths are held to very close manufactur-
ing tolerances to provide the correct clear-
ance and must not be changed. Channels
and springs that are improperly manufac-
tured will not have the cushioning feature
which is essential to the quiet operation
and durability of the Type "A" rectangular
channel valve. Use only genuine Ingersoll-
Rand parts.
2. Before ordering spare parts, the compres-
sor serial number and size of the compres-
sor cylinder valves must be determined.
Each should always be presented when
ordering spare parts. Further determi-
nation must then be made as to whether
inlet or discharge valve parts are required.
Channels have part numbers inscribed on
each individual valve channel.
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~f(
CAUTION
THE USE OF REPAIR PARTS OTHER THAN
THOSE INCLUDED WITHIN THE INGERSOLL-
RAND COMPANY APPROVED PARTS LIST MAY
CREATE HAZARDOUS CONDITIONS OVER
WHICH THE INGERSOLL-RAND COMPANY HAS
NO CONTROL. SUCH HAZARDOUS CONDITIONS
CAN LEAD TO ACCIDENTS THAT MAY BE LIFE-
THREATENING, CAUSE SUBSTANTIAL BODILY
INJURY, OR RESULT IN DAMAGE TO THE
EQUIPMENT. THEREFORE, INGERSOLL-RAND
COMPANY CAN BEAR NO RESPONSIBILITY FOR
EQUIPMENT IN WHICH NONAPPROVED REPAIR
PARTS ARE INSTALLED. USE OF REPAIR PARTS
NOT APPROVED BY THE INGERSOLL-RAND
COMPANY WILL VOID ALL OUTSTANDING
EQUIPMENT WARRANTIES.
3. Spare parts in stock must be carefully han-
dled to prevent mixup of similar parts for
different valves. Compressor valves are
designed for various services and pressure
conditions. Many of the valve parts are
similar in appearance but in actuality have
many latent differences. Accidental use of
incorrect valve parts may result in reduced
compressor performance and short valve
life. It therefore is advisable to maintain
an easily recognizable and practical valve
spare parts control system.
SECTION 7R
TYPE ""A" NL RECTANGULAR
CHANNEL VALVES
7RN-1 GENERAL
The Type "A" NL rectangular channel valve
(Fig. 7RN-1) is an automatic compressor valve;
that is, the valve is opened or closed by differ-
ence in pressure across the valve and not by
mechanical linkage. NL Channel Valves are
designed to operate for long periods without oil
or other lubricant by eliminating all moving
metal to metal surfaces.
Fig. 7RN-1-Type "A" NL Rectangular Channel Valve
Inlet With Free Air Unloader Assembled at Left,
Discharge at Right.
7RN-2 DESCRIPTION
1. The Type "A" NL rectangular inlet channel
valve consists of an inlet valve seat, seat
plate, valve guide holders, guides, valve
channels which seat over and close a cor-
responding number of ports in the seat plate,
wear strips, an arched leaf spring for each
channel, and an inlet stop plate which limits
the lift of the channels. The Type "A" NL
rectangular discharge channel valve con-
sists of a seat plate, valve guide holders,
guides, channels, wear strips, springs, and
a discharge stop plate. Figure 7RN-2 is an
exploded view of the Type "A" NL rectan-
gular inlet and discharge channel valve and
shows valve relationship to the port plate.
2. In the Type "A" NL rectangular channel
valve, each spring has two functions. The
first function is to return the channel to the
seat plate after the gas has been pushed
through the valve. As the secondary func-
tion, the spring fits within the back of its
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corresponding channel and as the valve
opens, a pocket of gas is trapped between
the spring and the channel. This cushions
the opening of the channel and prevents im-
pact of the channel against the stop plate
rib.
3. Since the cushion pocket is not closed until
after the channel is in motion, the cushion-
ing action is delayed in order that only a
small differential pressure across the valve
is required to open the valve. Thus, the
channel lifts quickly and without impact to
its full opening along the entire length of
the channel. This channel and spring cush-
ioning feature aids in making the valve
quiet, highly efficient, and durable for long
periods of operation.
4. When the seat plate becomes excessively
worn on the one side, it may be removed,
inverted, and reinstalled in the valve. This
unique feature permits easy reconditioning
of the channel seating surfaces in the valve
at a nominal cost. Regrinding of the seat
plate is not recommended. When both sides
of the-seat.plate are sufficiently worn to im-
pair proper sealing, a new seat plate must
be installed.
5. Regrinding any part of a channel or spring
is not recommended.
6. Valve guide holders are held on the inlet
valve seat and discharge stop plate by Phil-
lips button head screws. TFE material is
used to manufacture valve guides and wear
strips in the Type "A" NL rectangular
channel valve. The wear strip fits inside
the back of the channel between the channel
and spring. (Fig. 7RN-3) Seat and stop
plate are Parkerized to resist corrosion.
7RN-3 REMOVAL AND REINSTALLATION
OF VALVES
1. Shut down and block the compressor, and
lock the switch if possible, so the unit can-
not be started accidentally before work is
completed.
2. Be sure that all pressure is released from
the compressor cylinder passages and pip-
ing. One cannot be too careful in this
respect.
3. Remove the two outer head valve covers,
following the instructions in Section 5. Be
sure appropriate gaskets for reassembly
are available.
CAUTION
BEFORE DOING ANY INSPECTION OR SERVIC-
ING ON THIS COMPRESSOR:
1. 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.
3. LOCK THE BELT WHEEL TO PREVENT RO-
TATION.
4. DO NOT ATTEMPT TO SERVICE ANY COM-
PRESSOR PARTS WITHOUT FIRST RELIEVING
THE ENTIRE SYSTEM OF AIR PRESSURE.
5. WHEN SERVICING THE CYLINDER ENE),
DRAIN THE WATER FROM THE CYLINDER
JACKETS (REFER TO SECTION 2).
4. Remove the frame head valve covers. Be
sure appropriate gaskets for reassembly
are available.
5. Obtain a marking pencil or tags, and place
corresponding marks or tags on the inlet
valve, free-air unloader, and discharge
valve for assembly reference.
5a. Inlet Valves.
Disconnect the free-air unloader piping and
remove the valve seat cap screws. Remove
the cage cap screws and lockwashers.
5b. Discharge Valves.
Remove the stop plate cap screws.
6. Remove the valve being careful not to dam-
age the sealing surface between the seat
plate and the port plate.
7. During reinstallation of valves on the port
plate, inlet valves must be returned to in-
let valve holes and discharge valves must
be returned to discharge valve holes.
8. Prior to replacing the valves on the port
plate, inspect the seat plate and the port
plate around the valve openings carefully
as these surfaces form a metal to metal
air tight joint and must be clean, flat, and
free of scratches.
9. Replace each valve on the port plate in
the same location from which it was re-
moved. The valve should rest squarely
on the port plate.
C
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Kf
INLET
DISCHARGE
!' Y
LOCK-BOLT
STRIP-WEAR
CHANNEL-VALVE
HOLDER-GUIDE v
GUIDE-VALVE
SCREW-BUTTON HEAD II y{~
I II I
F
SCREW-FLAT HEAD MACHINE A
Fig. 7RN-2-Typical Type "A" NL Rectangular
Inlet and Discharge Channel Valve.
9a. For an inlet valve.
Reinstall the cage cap screws and lock-
washers and tighten. Reinstall the valve
seat cap screws and tighten.
9b. Discharge Valve.
Install the stop plate cap screws and
tighten.
10. Connect the free-air unloader piping to the
inlet valve free-air unloader assembly.
11. Replace the four frame end valve covers.
CAUTION
BEFORE ANY ATTEMPT IS MADE TO INSTALL
THE VALVES IT MUST BE ASSURED THAT
EACH VALVE IS PROPERLY ASSEMBLED AND
ATTACHED TO ITS RESPECTIVE CRAB OR CAGE.
IF THE DISCHARGE VALVE IS MOUNTED UP-
SIDE DOWN OR IF THE VALVES ARE IMPROP-
ERLY ASSEMBLED, EXTREME OVER PRESSURE
CAN OCCUR. SUCH NEGLIGENCE CAN RESULT
IN AN EXPLOSION, CAUSING DAMAGE TO THE
COMPRESSOR AND PERSONAL INJURY.
STRIP-WEAR
12. Replace the two outer head valve covers.
13. Turn the compressor over by hand at least
one complete revolution to make certain
there is no interference with moving parts.
14. The compressor may now be started in the
regular manner.
7N-4 DISASSEMBLY AND REASSEMBLY
OF INLET VALVES
1. Remove the free-air unloader assembly.
2. Lay the valve assembly on a clean, flat
surface with the inlet valve seat "up".
Mark the inlet stop plate and valve guides
for easy reference when reassembling the
valve.
3. Remove the valve seat cap screws and bolt
lock holding the valve assembly together.
4. Invert the valve assembly and remove the
inlet stop plate.
tB _~ _~-HOLDER-GUIDE
SCREW-BUTTON HEAD
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 Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
5. Remove each spring and its corresponding
channel and wear strip separately. Clean
all valve parts thoroughly. Replace each
spring and its corresponding channel and
wear strip in the valve exactly as removed
without turning end for end. By following
this procedure, the original seating sur-
faces will be maintained.
6. In the event of an excessively worn or
damaged seat plate, remove the valve guide
holder by removing the Phillips button
head screws. Mark the valve guides for
correct replacement if they are to be used
again. Remove and invert the seat plate
or, if necessary, install a new seat plate.
Reinstall the valve guide holders and Phil-
lips button head screws or, if appropriate,
install new valve guides and Phillips button
head screws.
AGOMMM
VALVE
SPRING
VALVE
CHANNEL
Fig. 7RN-3-Channel, Wear Strip, and Spring for
Type "A" NL Rectangular Channel Valve.
The (TFE) valve guides are a slip fit into
the guide holders and are securely held in
position when the guide holders are as-
sembled on the valve stop plate.
7. If the seat plate is new or inverted, new
channels, wear strips and spring must be
installed. The cost of new channels, wear
strips, and springs is nominal and past ex-
perience has proven that this procedure
increases valve life. Complete packaged
sets of channels, wear strips, and springs
for either an inlet or discharge valve are
available to facilitate a valve rebuild.
Spare parts should be stocked at all times.
8. Tighten the Phillips button head screws
one-half turn from snug tight and with the
channels in place, adjust the valve guide
holder to eliminate any side or end binding
of the channels. Holding the valve guide
holder in this position, tighten the Phillips
button head screws.
9. Reinstall the inlet stop plate and invert the
valve assembly.
10. Install the bolt lock and the valve seat cap
screws and tighten.
11. Press each channel separately back against
the inlet stop plate rib to insure that each
channel, wear strip, and spring system
moves freely. The eraser end of a pencil
or similar soft device is a satisfactory tool
for this purpose.
12. When handling the valve assembly, care
must be taken not to damage the seating
surfaces which must always be clean and
smooth to prevent leakage.
13. Replace the free-air unloader assembly.
7RN-5 DISASSEMBLY AND REASSEMBLY
OF DISCHARGE VALVES
1. Lay the valve assembly on a clean, flat.
surface with the discharge stop plate
"down". Marl, the discharge stop plate,
valve guides, and seat plate for easy refer-
ence when reassembling the valve.
2. Remove the flat head machine screws hold-
ing the valve assembly together.
3. Remove the seat plate.
4. Remove each spring and its corresponding
channel and wear strip separately. Clean
all valve parts thoroughly. Replace each
spring and its corresponding channel and
wear strip in the valve exactly as removed
without turning end for end. By following
this procedure, the original setting sur-
faces will be maintained.
III
42
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 Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
~C
5. In the event of an excessively worn or
damaged seat plate, invert the seat plate
or, if necessary, install a new seat plate.
6. In the event of excessively worn or dam-
aged valve guides, remove the valve guides
by removing the Phillips button head
screws. Insert new valve guides into the
guide holders and fasten the guide holders
in place with the Phillips button head
screws.
7. If the seat plate is new or inverted, new
channels, wear strips and springs must be
installed. The cost of new channels, wear
strips, and springs is nominal and past ex-
perience has proven that this procedure
increases valve life. Complete packaged
sets of channels, wear strips, and springs
for either an inlet or discharge valve are
available to facilitate a valve rebuild.
Spare parts should be stocked at all times.
8. With the Phillips button head screws one-
half turn from snug tight and with the
channels in place, adjust the valve guide
holders to eliminate any side or end bind-
ing of the channels. Holding the valve
guide holders in this position, tighten the
Phillips button head screws.
9. The two flat head machine screws should
be tightened snugly. The only purpose of
these screws is to hold the parts together
until the valve is bolted to the port plate.
10. With all channels and springs in place, re-
place the seat plate. Hold the channels
down with one hand and slide the seat
plate into position from the end, over the
channels, until it matches up with the holes
in the guide holders. Install and carefully
tighten the flat head screws making cer-
tain that the springs have not slipped
under the seat plate to prevent it drawing
down properly.
CAUTION
BEFORE ANY ATTEMPT IS MADE TO INSTALL
THE VALVES IT MUST BE ASSURED THAT
EACH VALVE IS PROPERLY ASSEMBLED AND
ATTACHED TO ITS RESPECTIVE CRAB OR CAGE.
IF THE DISCHARGE VALVE IS MOUNTED UP-
SIDE DOWN OR IF THE VALVES ARE IMPROP-
ERLY ASSEMBLED, EXTREME OVER PRESSURE
CAN OCCUR. SUCH NEGLIGENCE CAN RESULT
IN AN EXPLOSION, CAUSING DAMAGE TO THE
COMPRESSOR AND PERSONAL INJURY.
CAUTION
INCORRECT PLACEMENT OF THE INLET AND
DISCHARGE VALVES IN THE CYLINDER CAN
CAUSE AN EXTREMELY HAZARDOUS CONDI-
TION. INSTALLING AN INLET VALVE IN A
DISCHARGE VALVE HOLE, OR INSTALLING A
DISCHARGE VALVE UPSIDE DOWN, MAY CAUSE
AN EXPLOSION. TAKE THE FOLLOWING PRE-
CAUTIONS WHEN INSTALLING A VALVE:
CHANNEL VALVES - TO ENSURE THAT THIS
TYPE VALVE IS RIGHT SIDE UP, ALWAYS
FASTEN THE VALVE CRAB OR UNLOADER
CAGE TO THE VALVE; THEN, MAKE CERTAIN
THAT ONLY INLET VALVES ARE INSTALLED
IN INLET HOLES AND ONLY DISCHARGE
VALVES IN DISCHARGE HOLES.
IN MANY CASES, THE DISCHARGE VALVE
HOLES ARE MADE SLIGHTLY SMALLER AT THE
MINOR DIAMETER BELOW THE VALVE GASKET
SEAT. WHEN AN INLET VALVE IS THEN IN-
STALLED IN A DISCHARGE HOLE BY MIS-
TAKE, IT WILL NOT FIT DOWN INTO THE HOLE
PROPERLY- AND THE MECHANIC WILL BE
ALERTED TO THE ERROR.
IF IN DOUBT AS TO WHETHER A VALVE IS
INLET OR DISCHARGE OR AS TO WHICH CYLIN-
DER HOLES RECEIVE INLET OR DISCHARGE
VALVES, CHECK WITH YOUR SUPERVISOR.
11. Press each channel separately back against
the discharge stop plate rib to insure that
each channel, wear strip, and spring sys-
tem moves freely. The eraser end of a
pencil or similar soft device is a satisfacto-
ry tool for this purpose.
12. When handling the valve assembly care
must be taken not to damage the seating
surfaces which must always be clean and
smooth to prevent leakage.
1. To obtain the maximum efficiency from a
compressor cylinder, inlet and discharge
valves must be clean and tight. Valves and
cylinder gas passages must be inspected
periodically and cleaned whenever dirt is
evident. Experience will dictate the time
length of the valve maintenance cycle.
When the compressor is first started, check
the valves at least once a month and, if
found to be particularly dirty, locate and
eliminate the cause.
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 Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
2. To eliminate dirt found in compressor
valves, an intake filter or scrubber should
be installed and properly maintained. Ex-
perience will dictate the time length of the
filter or scrubber maintenance cycle.
3. All compressor valves should be inspected
for leakage which results in abnormally
high gas temperatures. In addition, the
compressor cylinder cooling water system
should be inspected for cleanliness and ob-
stacles to determine if the proper quantity
of water at the desired temperature is avail-
able. Periodic cleaning of the cooling wa-
ter passages in the compressor cylinder
may be required.
4. Complete disassembly is necessary to thor-
oughly clean the valve. Brush metal valve
parts carefully with a soft wire brush but
use a bristle brush for all valve seating sur-
faces and the port plate. Care must be
taken not to scratch or mark these ground
seating surfaces. Rinse metal valve Darts
CAUTION
USE ONLY SAFETY SOLVENT TO CLEAN
VALVES AND COMPRESSOR COMPONENTS.
USE OF OTHER CHEMICALS CAN BE HAZARD-
OUS.
thoroughly in safety solvent and blow away
all loose particles with compressed air. The
valve guides and wear strips may be wiped
using a clean, dry cloth. Do not soak valve
guides and wear strips in safety solvent.
All valve components should be thoroughly
dried prior to reassembly and reinstallation
on the port plate.
7RN-7 SPARE PARTS
1. When spare or replacement valve parts are
necessary, the parts must be obtained from
our factory as the design of the valve parts
requires special material and manufactur-
ing methods. The spring and channel
widths are held to very close manufactur-
ing tolerances to provide the correct clear-
ance and must not be changed. Channels
and springs that are improperly made will
not have the cushioning feature which is
essential to the quiet operation and dur-
ability of the Type "A" NL rectangular
channel valve. Use only genuine Ingersoll-
Rand parts.
2. Before ordering spare parts, the corn-
pressor serial number and size of the com-
CAUTION
BEFORE DOING ANY INSPECTION OF SER-
VICING ON THIS COMPRESSOR:
1. SHUT THE COMPRESSOR DOWN.
2. REMOVE ALL ELECTRICAL POWER TO THE
UNIT BY OPENING THE MANUAL DISCON-
NECT SWITCH WHICH HAS BEEN INSTALLED
IN THE POWER LINE TO THE MOTOR.
3. DO NOT ATTEMPT TO SERVICE OR INSPECT
ANY COMPRESSOR PARTS WITHOUT FIRST
RELIEVING THE ENTIRE SYSTEM OF AIR
PRESSURE.
4. THE BELT WHEEL MUST BE BLOCKED TO
PREVENT ROTATION.
pressor cylinder valves must be determined.
Each should always be presented when or-
dering spare parts. Further determination
must then be made as to whether inlet or
discharge valve parts are required. Chan-
nels have part numbers inscribed on each
individual valve channel.
3. Spare parts in stock must be carefully han-
dled to prevent mixup of similar parts for
different valves. Compressor valves are
designed for various services and pressure
conditions. Many of the valve parts are
similar in appearance but in actuality have
many latent differences. Accidental use of
incorrect valve parts may result in reduced
compressor performance and short valve
life. It, therefore, is advisable to maintain
an easily recognizable and practical valve
spare parts control system.
CAUTION
THE USE OF REPAIR PARTS OTHER THAN
THOSE INCLUDED WITHIN THE INGERSOLL-
RAND COMPANY APPROVED PARTS LIST MAY
CREATE HAZARDOUS CONDITIONS OVER
WHICH THE INGERSOLL-RAND COMPANY HAS
NO CONTROL. SUCH HAZARDOUS CONDITIONS
CAN LEAD TO ACCIDENTS THAT MAY BE LIFE-
THREATENING, CAUSE SUBSTANTIAL BODILY
INJURY, OR RESULT IN DAMAGE TO THE
EQUIPMENT. THEREFORE, INGERSOLL-RAND
COMPANY CAN BEAR NO RESPONSIBILITY FOR
EQUIPMENT IN WHICH NONAPPROVED REPAIR
PARTS ARE INSTALLED. USE OF REPAIR PARTS
NOT APPROVED BY THE INGERSOLL-RAND
COMPANY WILL VOID ALL OUTSTANDING
EQUIPMENT WARRANTIES.
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 Free-Air Unloader
Approved For Release 2003/12/Oz : CIP RDP02-06298R000900030003-9
use with
Type "A" Rectangular Channel Valves
7A-9 ... GENERAL
A free-air unloader is used on each inlet valve as
a method of unloading the compressor cylinder either
for starting or for capacity control during operation.
The free-air unloader is actuated by pressure.
7A-10 ... DESCRIPTION (Fig. 7A-4)
The free-air unloader is a combination piston plunger
device which holds the inlet valve open when pressure
is applied to the top of the unloader plunger. The
hole in the side of the unloader cage is connected to a
device which either admits or exhausts pressure from
the top of the unloader plunger.
NOTE:-For the A357 and A465 valves, when the
free-air unloader has been actuated, the un-
loader plunger seats against the Inlet valve
seat leaving the channels approximately
.010" from full lift. In the A243 valve, the
unloader plunger does not seat against the
inlet valve seat but the channels are pushed
to full lift against the inlet valve stop plate
ribs by the fingers of the unloader plunger.
With zero pressure on the unloader plunger, the
unloader spring holds the unloader plunger away from
the channels. When pressure is applied, the unloader
plunger travels to the inlet valve seat and sufficient
0" RING-PISTON RING GROOVE
CONNECTION FOR
PRESSURE SENSING
CAGE - UNLOADER
CAP.SCREW- CAGE
LOCKWASHER - CAPSCREW
Fig. 7A-4 Type "A" Rectangular Channel Valve Free-Air
Unloader.
CAUTION
BEFORE DOING ANY INSPECTION OR SERVIC-
ING ON THIS COMPRESSOR:
1. 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 NO NO ONE WILL CLOSE IT
ACCIDENTALLY.
3. LOCK THE BELT WHEEL TO PREVENT ROTA-
TION.
4. DO NOT ATTEMPT TO SERVICE ANY COM-
PRESSOR PARTS WITHOUT FIRST RELIEVING
THE ENTIRE SYSTEM OF AIR PRESSURE.
5. WHEN SERVICING THE CYLINDER END,
DRAIN THE WATER FROM THE CYLINDER
JACKETS (REFER-TO SECTION 2).
force is available to keep each channel off its seat.
A piston-ringand "O"ring on theunloader plunger pre-
vents the escape of pressure past the unloader plunger.
7A-11 ... REMOVAL AND REINSTALLATION
OF INLET.VALVE WITH FREE-AIR UNLOADER
Remove and reinstall an inlet valve with free-air
unloader assembly as previously described for an inlet
valve, paragraph 7A-3.
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 Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
7A-12 ... DISASSEMBLY AND ASSEMBLY
1. Remove the four cage cap screws and lock-
washers to separate the free-air unloader assembly
from the inlet valve assembly.
2. The unloader plunger may then be pulled from
the unloader cage.
3. Insert the unloader plunger into the unloader
cage.
4. Reassemble free-air unloader assemby to the
inlet valve assembly by inserting the four cage cap
screws and lockwashers.
5. Make sure the unloader spring is in position and
that all unloader plunger fingers work freely in the
inlet valve seat ports.
the piston-ring and "0" ring. Experience will dictate
the time-length of the free-air unloader maintenance
cycle.
2. It will be necessary to disassemble the free-air
unloader assembly to thoroughly clean all parts.
Brush parts carefully with a soft wire brush. Rinse
the free-air unloader parts thoroughly in safety
solvent and blow away all loose particles with com-
pressed air. Do not soakthe piston ring or"O"-ring but
wipe clean with a dry cloth. Soaking the free-air un-
loader parts in kerosene or safety solvent followed by a
stiff brushing or light scraping will aid in the removal
of foreign particles. All components should be thor-
oughly dried prior to reassembly.
7A-13 ... FREE-AIR UNLOADER CLEANLINESS
IS IMPORTANT
1. A free-air unloader assembly must be clean and
tight to operate satisfactorily. The free-air unloader
assembly must be inspected during the periodic valve
maintenance inspection to determine the condition of
USE ONLY SAFETY SOLVENT TO CLEAN
VALVES AND COMPRESSOR COMPONENTS.
USE OF OTHER CHEMICALS CAN BE HAZARD-
OUS.
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 Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
SECTION V I I I - REGULATION
C
MANUAL STARTING UNLOADING
General - This type of regulation is standard when the
compressor is driven at constant speed and where the
demand for air is fairly constant. Since the compressor
runs at constant speed it is necessary to alter the output
of the compressor cylinder when the demand for air changes.
This is accomplished by using Free-Air Unloaders on the
inlet valves so that the cylinder will operate either at full
capacity or at no capacity. These Free-Air Unloaders are
controlled by the Auxiliary Valve, which is mounted on the
cylinder (as shown in Figure 35).
Installations - The Auxiliary Valve is used as a con-
trolling valve for operating the free air unloaders. It operates
automatically with the variations of receiver pressure.
Therefore, it is important that the air for the Auxiliary Valve
be supplied from the receiver and not from the discharge
pipe of the compressor; as pulsations from the latter, even
at some distance from the compressor, may cause the
Auxiliary Valve to malfunction.
The Auxiliary Valve should be connected to the'receiver
with a 1 /2 NPT minimum pipe size. The pipe must be free
of dirt and scale and should therefore be thoroughly
blown out before installation to the Auxiliary Valve. The
connecting pipe should have as few turns as possible and
should be free of low spots or pockets in which condensed
water vapor or oil might collect.
Operation - When the receiver pressure rises to a value
for which the Auxiliary Valve has been set, the latter
functions to admit live air or gas to the Free-Air Unloaders.
Immediately the Free-Air Unloaders push all the inlet valves
off their seat, allowing air or gas to pass in and out through
the inlet valves while the compressor piston continues to
move back and forth. After a continued use of the air or
gas reduces the receiver pressure to a predetermined value,
the Auxiliary Valve exhausts the unloaders, thereby allowing
the inlet valve to function normally and the compressor
to operate at full capacity, Thus, the compressor unloads
to maintain the receiver pressure within the pressure range
for which the Auxiliary Valve has been set.
To unload the compressor for starting when there is
pressure in the receiver, screw up on the wing nut at the
bottom of the Auxiliary Valve. This action will admit air
or gas to the Free-Air Unloaders and thereby vent the
compressor cylinder to the intake passage. After the machine
attains full speed, unscrew the wing nut and the compressor
will operate in the normal manner.
Auxiliary Valve Adjustment - The pressure at which the
Auxiliary Valve operates is adjusted by varying the tension
of a spring by means of the spring adjuster. Turning the
spring adjuster "iti" (clockwise) raises the pressure at which
the compressor unloads. Turning the spring adjuster "out"
(counterclockwise) lowers the pressure. The range of
pressure between unloading and reloading points is adjusted
by giving the valve (A) more or less travel. Travel can be
adjusted by removing or adding shims. Adding shims will
decrease the range and removing shims will increase the
range. The travel of the valve (A) should not exceed .035
in. (.89 mm) or be less than .012 in. (.30 mm) or the
Auxiliary Valve will not function properly. The lower valve
seat must be removed for this purpose. Turning the lower
valve seat only a fraction of a complete revolution makes
an appreciable change in range; consequently this adjust-
ment must be made very carefully. When tested in the shop,
the Auxiliary Valve, is usually adjusted for a range of
about 10% of the pressure at which the Auxiliary Valve is
set. It is not advisable to cut the range below this amount,
unless required. because of unusual conditions, as the pul-
sations in the receiver are liable to cause the valve to work
with less certainty when the range is very short.
Manual Unloading - A hand unloading nut provides for
unloading the compressor at will, as in starting the com-
pressor when there is pressure on the line. Setting up the
nut overcomes the resistance of the spring and admits
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 Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
START BUTTON MUST BE HELD UNTIL OIL PRESSURE
HAS BEEN BUILT UP (10 TO 20 SEC).
-o o ? z,_i~i L~
NM
OL'S
I I
L_J L--_--
I\
NOTES:
1 - Any protective devices with normally open contacts that will close upon starting the compressor
should be connected in series, in place of jumper wiring between terminals A & B
Example Low Water Pressure Switch, Low Water Flow Switch
2 - Any protective devices with normally closed contacts that will open on malfunction should be
nected rn r n place of jumper red between terminals C & D.
Example High Air Temperature Switch. High Water Temperature Switch, High Od Temperature
Switch High Air Pressure Switch, Low Oil Level Switch
3 - Hefei to installation manual IAP-0250) for location of protective switches & valves
LOPS - Low Oil Pressure Switch - By I-R Company
SWV - Solenoid Water Valve - Furnished only when ordered and shipped separately
OM - Motor Coil or Control Relay
M - Motor Contact
Figure 36. Wiring Diagram for Constant-Speed Control
-Manual Starting Unloading.
pressure to the unloaders. When the nut is released the
compressor takes up its load and the Auxiliary Valve will
then automatically operate at the pressure for which it
is set.
PIPE FROM
RECEIVER
Maintenance - The screen, which is above the upper
valve seat, prevents any particles of dust or grit from
being carried into the valve chamber. Should the Auxiliary
.Valve fail to work properly at any time, it should he dis-
assembled and cleaned.
If the pipe from the receiver to the Axuiliary Valve is
long, it may cause uncertain action and chatter. In this
case enlarge the pipe. A small receiver placed in the regulator
line close to the Auxiliary Valve will be an additional
help. This receiver should be made of three-inch pipe and
should be about 14 in. (36 mm) long.
General - This type of regulation is standard when the
compressor is driven at constant speed, where the demand
for air is fairly constant and where it is desired for the
compressor to be automatically unloaded for starting.
Since the compressor runs at constant speed, it is necessary
to altar the output of the compressor cylinder to meet
the demand for air. This is accomplished by the use of
free air unloaders on the inlet valves. The cylinder can
then be operated at either full capacity or no capacity.
The free air unloaders are operated by a UL-58 diaphragm
operated three-way valve, which is controlled by the
solenoid operated three-way valve. The UL-58 and solenoid
valve are mounted on the cylinder as shown in Figure
38. The piping and wiring diagram for the complete unit
is shown in Figure 39.
Installation - The UL-58 three-way valve is supplied
with tubing connecting it to the free air unloaders.
A separate pipe of 1 /2 in. NPT minimum pipe size should
be used by the customer to connect the UL-58 and the
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 Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
solenoid valve to the receiver. This pipe should have no
low spots or pockets in which condensed water or oil
might collect and should have as few turns as possible. Pipe
should be free from scale and should be blown out before
connections are made. A settling chamber with a drain
should be installed close the UL-58 to collect water, oil,
and dirt.
A normally closed pressure switch is supplied with the
compressor. This switch measures the discharge pressure
and loads and unloads the compressor to meet the demand.
It should be mounted by the customer as close to the
receiver as possible. If tubing is used to pipe the switch
it should be 5/16 in. (8 mm) diameter or larger.
Operation - When operating, the compressor will run
continually after the start button is pushed and will be
loaded and unloaded to meet the demand. The stop button
must be pushed to stop the compressor. The compressor
will be protected against oil pressure failure and will shut
down automatically in the event of low oil pressure. The
system will function as follows (Refer to Figure 39):
1. When the start button is pressed, the starter coil (M)
and the time delay relay coil (TDR) will be energized.
The motor will start and contact (M), across the start
button, will close locking in the circuit. The time delay
relay (TDR) will start timing when the start button is
pushed and when its timing period expires the contact
(TDR) will cross over. By this time, oil pressure will have
built up and oil pressure switch (OPS) will be closed,
holding in the circuit.
2. When the contact (TDR) crosses over, the solenoid
operated three-way valve (UNL) will become energized,
allowing the compressor to load. Pressure switch (PS)
will now open and close as the discharge pressure rises
and falls. This action will actuate the solenoid valve
(UNL), loading and unloading the compressor.
3. The solenoid valve is normally connected through ports
OA to ?when de energized. Thus the compressor is
unloaded by de-energizing the solenoid, allowing the
solenoid valve to supply pressure from port ? out
port OA to the top of the UL-58 three-way valve. When
the solenoid is energized it will exhaust pressure from
the top of the UL-58 through ports OA to
4. The UL-58 three-way valve is a direct acting diaphragm
operated valve. It will apply pressure to the free air
unloaders when pressure is' applied to its diaphragm
by the solenoid valve. It will exhaust pressure from the
free air unloaders when pressure is exhausted from its
diaphragm by the solenoid valve.
5. Application of pressure to the free air unloaders will
unload the compressor and exhausting pressure from the
free air unloaders will load the compressor.
6. In the event of low oil pressure, switch (OPS) will open,
dropping out relay (M) and stopping the compressor.
7/8" (22.23 mm) HOLE
FOR -'/z" NPT CONDUIT
SOLENOID
3-WAY
VALVE
(UNL)
n
'h" NPT -
EXHAUST
CONNECT TO''/2' NPT
CONN. ON CYL.
FOR OPERATING
F.A.U.
%- NPT AIR SUPPLY
FROM RECEIVER
Figure 38. Mounting UL-58 Three-way Valve and
Solenoid Valve on Cylinder.
UL-58
3-WAY
VALVE
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 Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
LOPS - Low Oil Pressure Switch - By I-R Company
SWV - Solenoid Water Valve - Furnished only when ordered and shipped separately
OM - Motor Coil or Control Relay
M - Motor Contact
TO
FREE AIR
UNLOADERS
I - Any protective devices with normally open contacts that will close upon starting the compressor
should be connected in series, in place of jumper wiring between terminals A & B
Example: Low Water Pressure Switch, Low WatervFlow Switch
2 - Any protective devices with normally closed contacts that will open on malfunction should be
connected in series, in place of jumper wired between terminals C & D.
Example: High Air Temperature Switch, High Water Temperature Switch, High Oit Temperature
Switch, High Air Pressure Switch, Low Oil Level Switch
3 - Refer to installation manual (AP-0250) for location of protective switches & valves.
SOLENOID 3-WAY VALVE CONNECTIONS
ASCO
1
2
3
SKINNER
2
1
3
GENERAL
COM
NC
NO
Figure 39. Piping and wiring diagram for Constant-Speed Regulation-Full-Automatic starting unloading.
Solenoid Valve - The solenoid 3-way air valve is the
packless type. There is only one moving part, which consists
of a stainless steel core assembly, fitted with a resilient
disc at each end. When the solenoid is de-energized, air
passes from the compressor reciever to the unloader system.
When the solneoid is energized, air from the receiver is shut
off, and at the same time the unloader system exhausts to
the atmosphere.
Figure 40. Solenoid Operated Three-way Valve.
REGULATOR
VALVE COVER -. CONNECTION
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 Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
The UL-58 Three-way Valve (Figure 41) - The UL-58 Should the UL-58C fail to operate the cause could be a
three-way valve is a direct acting relay. When air from the hole in the diaphragm. In this event, the diaphragm must be
solenoid is applied to the diaphragm, the lower ball will replaced.
be forced off its seat allowing pressure to be applied to the
unloading devices. When the solenoid exhausts air from the Should excessive air leaks occur around the ball seats,
top of the diaphragm, the spring will return the lower ball the balls and their seats should be cleaned. If this does
to its seat and lift the upper ball. Pressure on the unloading not correct the trouble, new parts should be obtained
devices will now be exhausted to atmosphere. from the factory.
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 Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
SECTION IX -BELT DRIVE
General - The standard ESH/ESV is furnished with a
single extended crankshaft, and a V-belt sheave. The belt
sheave is constructed with a tapered, bushing type hub and
is heavy enough to supply the necessary flywheel effect.
In addition the sheave is statically balanced with small
balance weights located around the inside of the sheave
rim (see Figure 42).
Figure 42. Belt Sheave Balance Weight.
Preinstallation Prior to installation it should be
assured that the bore and tapered cone surface of the
bushing and sheave are free of all foreign substances such
as paint and dirt. All burrs should be removed from these
surfaces.
In addition, the outside of the tapered bushing, the
inside diameter of the tapered sheave hub, and the area
on the surface of the crankshaft where the sheave will be
assembled should be coated with molybdenum sulfide
(moly-kote) or white lead and oil. This is necessary if
these parts are to be prevented from seizing. If these parts
seize, belt wheel removal will be extremely difficult and the
possibilities of breaking the tapered bushing as the jack
bolts are tightened is greatly increased.
Installation - After the above preinstallation procedure
is followed use the following method to install the sheave:
1. With the key in position, slide the sheave on to the
crankshaft so that the face of the bushing is flush with
the crankshaft, unless otherwise indicated on the foun-
dation plan.
2. Line up the sheave and tighten each cap screw progress-,
ively. (See Tightening Instructions.) There should be a
gap between the sheave hub and the bushing flange.
Tightening - When mounting a tapered bushing the
tightening force on the screws is multiplied many times by
the wedging of the tapered surface. This action compresses
the bushing for a snug fit on the shaft.
If extreme screw tightening forces are applied in mount-
ing the bushing, bursting pressures will be created in the
hub of the mounted sheave or pulley which may cause it
to crack. (See Tightening Information Chart on page 48.)
IMPORTANT
Tighten bushing screws evenly and progressively.
Never allow the sheave to be drawn in contact with
flange of bushing. This gap should be from 1/8" to
1/4" (3.2 to 6.4 mm)
Removal - To remove the V-belt sheave use the following,;
procedure:
1. Loosen and remove cap screws.
2. Insert three cap screws in tapped removal holes and
tighten evenly until sheave is loose on shaft.
3. Remove sheave using the bolts as jack bolts to loosen
the tapered bushing and slide the wheel off the shaft.
Closely observe the instructions issued by the motor
manufacturer for the motor driver to insure that the driver
will perform satisfactorily. The standard direction of rota-
tion is counterclockwise when looking at the compressor
belt wheel, as indicated by the "arrow" on the oil pump
casing or frame of the compressor. Refer to the foundation
plan if rotation is not as indicated above.
FRAME
SIDE
Figure 43. Tapered Bushing Assembly
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 Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
C
Size and
Th
d
Ft. lbs (N?m)
A
l
Proper Wrench Pull
with Open End or
Socket Wrench
Tapered
rea
to
pp
y
Bushing
of
with
Wrench
Wrench
Cap
Torque
Length
Pull
Screw
Wrench
inches (mm)
pounds (kg)
SH-SDS-SD
1 /4 -20
6 (8.1)
4 (102)
18 (8.2)
SK
5/16-18
10 (14)
6(152)
20 (9)
SF
3/8 -16
20 (27)
6 (152)
40 (18.1)
E
1 /2 -13
40 (54)
12(305)
40 (18.1)
F
9/16-12
50 (68)
12 (305)
50 (23)
J
5/8 -11
75002)
12(305)
75(34)
M
3/4 -10
100037)
15(381)
80(36)
N
7/8 - 9
125 (170)
15 (381)
100 (46)
P
1 - 8
175 (237)
18(457)
117 (53)
W
1-1 /8 - 7
225 (305)
24 (610)
113 (51)
S
1-1/4 - 7
275 (373)
30 (762)
110 (50)
MOTOR INSTALLATION
General - Induction motors ordinarily used are compar-
atively easy to install. An adjustable base or set of slide
rails must be provided under the motor to permit adjust-
ment of the position of the motor for proper V-belt tension.
The base must be properly levelled and grouted into the
foundation in such a position that the motor sheave lines
up with the compressor sheave and the shafts are parallel.
It is also important that the base be located correctly with
respect to distance from the compressor to insure maximum
movement of the motor on the base for belt takeup.
NOTE: Motor location with respect to the base is such as
to allow sufficient movement to slide the motor
forward to put on the belts and to slide the motor
away from the compressor to allow belt take-up.
NOTE: Do not pry belts over sheave (pulley) grooves, as
this will injure belts and greatly reduce- belt life.
Adjustment - After the sheaves are properly installed
and aligned the V-belts should be installed and adjusted as
follows:
I. Measure the belt span (refer to Figure 44).
2. Using a spring scale, apply force to any one belt. This
should be done at midpoint in the belt span.
3. Measure the force required to deflect the belt 1/64
inch (0.40 mm) for every inch (25 mm) or span length.
Example: If the span length is 32 inches (813 mm)
then the deflection should be 1/64 (0.40 mm)
multiplied by 32 (813 mm/25mm) or 1/2 inch
(13 mm).
Suitable screws are provided in the base or slide rails for
adjustment of motor position, and care should be taken to
insure that the grouting of the base does not interfere with
the movement of the adjusting screws.
Installation - When installing a multiple V-belt drive a
check should first be made that the motor and compressor
sheaves are properly aligned and that the shafts are parallel.
MOVE the motor toward the compressor as far as the slide
base will permit. Then put the belts on the sheave.
4. Refer to the chart in Figure 44. for the correct "Force
Required" if the belts are properly tensioned.
Prior to the initial break-in period, the belts should be
adjusted to the upper range of valves listed in Figure 44.
During this break-in period the belts will stretch somewhat
as they seat themselves in the sheave grooves. After the first
four hours of "run-in" the belts should be rechecked and if
necessary, the tension should be readjusted to that value.
This should again be checked after twenty-four hours to
make sure they are still within this range.
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 Approved For Release 2003/12/02 : CIA-RDP02-06298R000900030003-9
ICOMPRESSOR
STROKE
5"
7"
3V 1/2 INCH
NOTE: DEFLECTION = 1/64 X
FORCE REQ'D
LBS
8-10
8-10
AFTER
BREAKIN
5-7
5-7
S MEASURED
NCY
FROM POINT OF TANG
Maintenance - Protect the V-belts against temperatures
above 130?F (54?C). Avoid tight fitting guards or other
abstructions which prevent free circulation of air.
Three elements especially hard on V-belts are: grit, oil
and sunlight. Belts should be kept clean, free of oil and
protected from sunlight as much as possible. Mineral oil
is especially destructive, as it will penetrate deep into the
belt and cause separation of the cover from the carcass.
Oil is the greatest enemy of any rubber product because it
causes swelling and rapid disintegration.
Do not use any belt dressing, resins or other adhesive
substances of the running surfaces of the belts. Such mater-
ials may temporarily improve traction between the belts
and the sheave grooves, but the belts surfaces will soon
become glazed and the belts will slip more than before
the application.
If it is necessary to renew the V-belts, install a complete
new set. Otherwise, the new unstretched belts, being
shorter than the old one, will have to carry most of the load
until their initial stretch has taken place. This excessive
uneven load will shorten the life of the new belts.
Keep any of the old belts that appear to be in serviceable
condition for future emergency use.
Proper Fit - The V.-belt should saddle in the sheave
groove so that the top surface rides above the highest point
of the sheave. Stresses are then distributed properly
throughout the belt section and good contact is assured. A
low-riding belt may `bottom' on the sheave groove, relieving
the wedging action on the sides. This causes slipping and
burring. If a belt rides to high, it loses its contact area.
Belt Storage - Regardless of how much length variation
results during storage period of V-belts, the belts will even
out if properly adjusted during initial run-in. They will
remain a matched set for balance of their service. life. If
machinery is to be idle for any sizable period 'of time,
V-belts should be removed from sheaves Ind stored in a
cool, dry, dark place, preferably uncoiled, and hung over
pegs on a wall or rack. If left on equipment. V-belts acquire
a permanent "set" which greatly increases possibility of
failure.
Belts not in use should be stored in a cool, dark, dry
place. If belts become water soaked, or are piled on a damp
floor, undue shrinkage may occur.
Belt Guards - Belt guards are recommended and are
furnished when specified. For normal operation an
expanded metal guard is used to insure adequate ventila-
tion. Proper ventilation will contribute to longer belt life;
however, for weatherproof installation it may not always be
possible to provide optimum ventilation.
54
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 Special p tt
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