CAP 200P APRIL, 2007

AIR COMPRESSOR INSTALLATION AND

OPERATING INSTRUCTION MANUAL

WARNING Before installing and operating this compressor, read and understand the safety precautions contained in LV-474 supplement to and part of CAP-200

CURTIS-TOLEDO, INC. 1905 Kienlen Avenue, St. Louis, Missouri 63133

phone: 314-383-1300 fax: 314-381-1439 email: info@curtistoledo.com

Sales representatives in principal cities

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INSTALLATION

CONGRATULATIONS on your new Curtis Air Compressor. Please examine the compressor for shipping damage(s) and if any are found report it immediately to the carrier. GENERAL INFORMATION Select a clean dry location with a rigid floor strong enough to support the compressor. If the compressor is to be located in an area where vibration is critical, properly engineered vibration mounts and flexible piping should be used. Remove the skid. NOTICE: Install automatic tank drain assembly prior to final unit installation. NOTE: The compressor should never be operated on the shipping skid. For Models CW100-14 thru CW300H-21 base mounted outfits – see General Foundation Data on page 16. Level the compressor so it can be bolted down securely. Before tightening the bolts, check to see that all four feet are resting on the foundation. Shim as necessary to eliminate stress on the receiver or base when the bolts are tightened. We suggest using a level for proper alignment. Maximum ambient temperature in which the motor should be operated is 104°F and the compressor is 110°F. Therefore, adequate ventilation of cooling air must be provided. If possible, each compressor should be placed in position where the ambient air is cool and clean. However, should it be necessary to place a compressor in hot or dusty surroundings the inlet air should be drawn through a suction duct from an area as cool and free from dust as possible. Care should be taken to minimize the entry of moisture with the inlet air. The aspirated air shall be free from flammable fumes or vapors, paint solvents, etc., that can lead to internal fires or explosions. No compressor shall be installed unless it is provided with an inlet air filter or screen designed, constructed and installed in such a manner that all the air entering the compressor shall pass through the filter system. This filter system shall be in place for and during the initial start-up.

The compressor air intake shall be so arranged that loose clothing, etc. cannot be sucked in and cause personal injury. The suction opening of the compressor is equipped with a combination air filter-muffler to protect the compressor from normal dust and other harmful substances. Clean and replace filter element as necessary to avoid excessive pressure drop. If the air around the compressor is excessively hot, dusty, humid or contaminated with foreign gases (such as ammonia or acid fumes) move the filter-muffler to a remote point where the air is clean, cool and dry. Run a pipe to the compressor suction opening. If the run is over 50 feet in length, use a larger pipe to avoid excessive pressure drop. (See Intake Pipe Size in Compressor Technical Data on Page 11.) In order to fit the filter to the compressor, bush down the connections.. Be sure piping and fittings are clean and free from dirt and chips. If the filter is installed outside, check to insure that it is located above the normal outside dust level and that rain cannot enter the filter element. Where the relocation of the filter-muffler is not possible or feasible, an oil bath filter is recommended.

WARNING This unit has been assembled to comply with thecustomer’s order and in compliance with Curtis-Toledo, Inc. specifications. This unit shall be mounted on a floor or foundation proper for unit total weight and operated in a level position. Modifications of these instructions, assembly, compressor model, R.P.M. and/or P.S.I. may develop unsafe operating conditions, and/or void the warranty.

On basic or base mounted compressors run a discharge pipe to the receiver or optional aftercooler and bush up or down as necessary. The pipe should enter near the top of the receiver. For piping of Curtis supplied aftercoolers, request Installation, Operation, and Maintenance of Water Cooled Aftercoolers, Form CAP-111. Keep in mind that condensate may form in the discharge line; therefore, the lines should always be pitched to drain condensate away from the compressor. Always provide a safety relief valve in the discharge line between the compressor and in-line shutoff valves. If more than one compressor pumps into a common system, a check valve in the discharge line of each compressor is recommended to prevent moisture from entering the cylinder head when one compressor is idle. In the event a check valve is not used a globe or gate valve may be installed providing a safety relief valve is installed in the line between the compressor discharge and the valve. Check the electrical supply for voltage, phase, and frequency to see that they match the nameplate, stampings on the motor, magnetic starter, solenoids, and other controls. Use electrical wires of adequate size to carry the full load current of the motor without excessive voltage drop. The motor must always be protected by a starter with properly sized thermal overload(s). The starter should protect the motor from overheating and burnout due to an overload, low voltage or single phasing of a 3-phase circuit. Failure to install the proper starter and overloads will void the motor manufacturer’s warranty. Follow the National Electric Code or local electric code in providing wiring, fusing and disconnect switches. NOTE: Do not close the disconnect switch to start the compressor until the procedures outlined under “Startup Procedures” have been completed.

WARNING: Read and understand supplement LV-474 before installing and operating the compressor. 3

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START-UP PROCEDURES

Single-Stage and Two-Stage Compressors are shipped without oil. For 260H, 300H compressors operating above 200 PSI, use ISO100 RC1000S Diester Synthetic Lubricant proper for reciprocating compressors with ISO100 RC-1000A after 500 hours of break in with Petroleum Base Lubricating Oil. OIL RECOMMENDATION Use Genuine CURTISLUBEPLUS Lubricants. Specially formulated for Curtis Reciprocating Air Compressors. Non-Detergent type with anti-foam, anti-rust and oxidation inhibitors. Recommended ISO68 RC-1000 Premium Reciprocating Compressor Lubricant, Part no. VO411-3, 12-quart case or VO411-2, 4 gallon case. Recommended ISO100 RC-1000A Premium Reciprocating Compressor Lubricant Part no. VO421-3, 12-quart case or VO421-2, 4 gallon case. CURTISLUBEPLUS Lubricants are available through your authorized Curtis distributor. For 260H & 300H operating above 200 PSI, use ISO100 RC1000S Synthetic lubricant for reciprocating compressors.

The following safety precautions are recommended in the use of this compressor:

1. Use a totally enclosed OSHA-approved belt guard to cover the drive assembly. Where possible, place the flywheel toward the wall, and mount the unit a minimum distance of 2 feet from the wall for maintenance convenience. For Models 100, 200, 260, and 300, a distance of 3 feet is recommended.

2. Turn off the electrical disconnect switch before working on the unit to prevent the unit from starting unexpectedly. Red tag: Danger, this compressor is remotely controlled and may start without warning.

3. Release all air pressure from the system before working on the unit and red tag all electrical control switches, for safety precaution. Red tag: Compressor work in progress, DO NOT START.

4. Do not by-pass motor over current protection.

Break-In Requirement Model 260H & 300H require a 500 hours break in period with ISO 100 RC-1000A petroleum base lubricating oil. Then completely drain the oil, change the oil filter and charge with ISO 100 RC1000S Diester Synthetic Oil as specified above. If the compressor is equipped with an automatic start-stop control, dual control (with solenoid valve unloading), or centrifugal unloader, it is automatically unloaded upon starting, and will automatically load after attaining running speed. If the compressor is equipped with a constant speed control (pilot valve unloading), it is necessary to manually unload the compressor, if there is pressure in the discharge line, in order to achieve an unloaded start. The compressor must be manually loaded after the compressor has attained full running speed; thereafter, it functions automatically to maintain operating pressure until the unit is shut off. (Request instructions for pilot valve operation, Form CAP 151). “Lo-Oil Guard”.-For compressors equipped with Lo-Oil guard request instructions CAP-157 for wiring and operation. Before initial start up check wiring to the running circuit and the operation by manually lowering oil level to low oil level and reset button after level has been restored. CHECK DIRECTION OF ROTATION Close the disconnect switch and start the compressor. Observe the direction of rotation, which should be counterclockwise when viewed from the flywheel side of the compressor on all models. For single-phase units, the direction of rotation is determined by the motor nameplate instructions. and is adjusted at the factory. For three-phase units, if the rotation is incorrect, stop the unit and interchange any two of the three wires to the motor and the disconnect switch. This will reverse the direction of rotation of the motor and compressor.

DIESTER SYNTHETIC OIL RECOMMENDATION

ISO 100 RC1000S Part no. VO425, 5 gallon pail or Part no. VO425-1, 55 gallon drum

LIMITED SAFETY PRECAUTIONS(ALSO SEE SUPPLEMENT LV-474)

5. Do not change the setting or in any way affect the

operation of the safety valve. 6. Keep unit securely anchored so that movement will not put

a strain on piping, wiring or air receiver. POTENTIAL HAZARDS The following clauses present some of the potential hazards accompanying the use of air compressors. Inadequate lubrication The more common causes of improper lubrication are:

a) use of incorrect lubricant b) lack of oil c) poor maintenance leading to bearing wear with

increased clearances and too low oil pressure d) insufficient or excessive cooling

WARNING: Read and understand supplement LV-474 before installing and operating the compressor.4

CAP-200

Almost all malfunctions of the lubrication system of compressors lead to a temperature increase which, if the Almost all malfunctions of the lubrication system of compressors lead to a temperature increase which, if the compressor is not stopped, will introduce damage and risk of an oil fire.

It is generally accepted that the occurrence of fires in oil lubricated compressor systems is dependent on the build-up of oil degradation (oilcoke) deposits. When the pressure system is properly designed and the lubricating oil is chosen according to the advice of the manufacturer, both the compressor and the pressure system should remain clean without any oil degradation thereby reducing the risk of fire. However, with pressure systems that allow the build-up of oil degradation deposits, the quality and type of the lubricant is still more important as is also an inspection and a regular cleaning of the pressure system.

Inadequate cooling Poor cooling can cause excessive temperatures. Mechanical failures These usually emanate from one or more of the following causes:

Some factors that affect coke formation are:

a) excessive pressure a) Excessive oil carry over. b) overspeed b) Air filtration c) secondary phenomena caused by improper

lubrication Solids ingested with the suction air thicken the oil and delay its passage through the hot part of the delivery system, increase the time it is subject to oxidation and hence increase the rate of deposit formation.

d) secondary phenomena caused by improper cooling e) poor maintenance f) excessive vibrations or external forces

c) Temperature Bodily damage The temperature at which significant oxidation starts

is related to the grade and type of oil used. Failure of valves can similarly raise the temperature and give dangerous conditions.

The more common potential causes of injury are: a) Contact with moving parts b) Contact with hot parts c) Falling from elevated positions d) Slipping (e.g. caused by oil spillage) NOTE – In compressors with very high compression ratios,

“dieseling” can occur when the cooling is poor and lubrication is rich. Such a cylinder “explosion” can under special circumstances propagate along the delivery pipe as a detonation.

e) Release of pneumatic energy (e.g. from safety valves)

f) Electrical g) Use of incorrect tools during maintenance h) Take the necessary precautionary measures to

protect the people in the area where air nozzles are used to blow particles.

Crankcase Explosions Explosions can occur in the crankcases of compressors.

Exposure to noise Crankcase explosions result form ignition of a combustible

mixture of lubrication oil and air. Combustion pressure that develops following ignition with the confined space frequently exceeds the strength of the crankcase and destructive failure occurs. The ignition source is generally an overheated part.

Noise even at reasonable levels, can cause irritation and disturbance which over a long period of time may cause severe injuries to the human nervous system and can take forms such as lack of sleep, irritation, etc. Excessive noise may cause loss of hearing. The effect depends on the level and the duration of the exposure. Reference is made to national regulations.

However, proper maintenance and operation are recommend-ed as a means of minimizing mechanical failure. If a machine is shut down due to mechanical trouble which might involve an overheated part, inspection doors should not

The noise emission from the compressors is not always the most important factor for the total noise level. The noise from the prime movers, gears and other equipment must also be considered.

opened immediately. This is to allow for a period of cooling of the heated part before air is permitted to enter the crankcase.

Incorrect operation or maintenance Take necessary precautionary measures to protect people in the area; earplugs, sound barriers, etc.; depending on the location, installation and application.

Besides the types of potential hazards described above, hazards also exist it the compressor operation or maintenance work are not carried out in the correct way.

Fires and explosions in the pressure system Oil lubricated compressors: Some problems that may develop and suggested checks with corrections are listed below:

TROUBLE SHOOTING INSUFFICIENT CAPACTIY OR LOW PRESSURE

1. Check for air leaks in the system.

WARNING: Read and understand supplement LV-474 before installing and operating the compressor. 5

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RECEIVER SAFETY VALVE BLOWS 2. Loose or slipping belts 3. Add up air consumption of all equipment on the

system. If it exceeds the rated capacity of the compressor, and additional or larger compressor is needed.

1. Pressure switch or unloader pilot is defective or set too high. Be sure pressure gauge is accurate.

2. Defective safety valve. MAIN BEARING 4. Clean the suction filter.

5. Check the pressure gauge for accuracy – it may be reading low.

The main bearings are of the tapered roller type and must be shimmed or adjusted for end play as follows:

6. Check for defective valves – remove valves and check for broken valves or defective seats.

.0005” to .002” for Models 40, 50, 80, 90, 93, 96, 79, 89 and 97.

.0005” to .003” for Models 98 and 100 7. Unloading mechanism – check centrifugal unloader, or

constant speed control unloader to determine if the compressor is partially unloaded.

.002” to .004” for Models 200 and 260

.004” to .006” for Models 300 The following for Models 200, 260 and 300. LOW OIL GAUGE PRESSURE – CAUSES INTERCOOLER POP VALVE BLOWING (Two Stage

Compressors) 1. Compressor running too slow 2. Oil filter requires changing. A. While running loaded: 3. Oil strainer requires cleaning. Broken or defective high pressure suction or discharge

valve. 4. Worn rod bearings of shaft. 5. Worn pump or pump drive parts. B. While running unloaded:

1. Low pressure unloader stuck in loaded position. OIL GAUGE PRESSURE 2. Broken or leaking high pressure discharge valve. Normal pressure…………………………28 to 30 PSIG

COMPRESSOR VIBRATES Minimum pressure……………………………..20 PSIG Switch cutout pressure………………………...18 PSIG 1. Improper foundation. 2. Unit not properly secured to foundation. OIL SWITCH 3. Piping not supported properly. The oil pressure safety switch is set and tested at the factory for 18 pounds minimum oil pressure. If the oil pressure is below the set pressure for more than approximately one (1) minute the safety switch will cause the power to shut off and the compressor will stop. After correction of the cause for the low oil pressure emergency shut down, power can be restored for starting the compressor by the following procedure:

4. Tank under stress because of improper shimming under the feet.

COMPRESSOR KNOCKS

1. Loose flywheel or pulley. 2. Crankshaft bearing clearance excessive. 3. Piston pin and bushing clearance excessive.

1. Push reset button on the pressure switch. 4. Main bearings loose. 2. Push start button on starter. 5. Faulty unloader fork or spring.

6. Motor rotor end play excessive. ADJUST OIL PRESSURE 7. Valve seat or backstop loose. Stop compressor and turn off power. Drain oil from crankcase to drop oil level below side door opening.

COMPRESSOR OVERHEATS

When facing flywheel, remove right hand side door from crankcase to expose closure screw in bearing plate No.

1. Intercooler blocked or dirty. 2. Discharge pressure too high – discharge line partially

blocked. CM-836. Models 200, 200S, 260, 260H, 300, 300S, and 300H built thru 1982.

3. Blown cylinder gasket between cylinders. 4. Valves partially open or broken.

Remove closure screw – 5. Suction filter location improper. No. CM-843 for models 200, 260, and 260H 6. Compressor in improper location. No. CM-924 for models 300 and 300H

MOTOR OVERLOADED OR BLOWS FUSES Add Curtis-Toledo part #CM-1073-2, steel slug. Insert slug in opening, flat against end of spring VO-103 in position between spring and closure, tighten closure screw. Under normal conditions the addition of this slug will increase the oil pressure 4 to 5 pounds. Return side door, restore oil level in crankcase (check oil level) and start compressor. “Note Oil Pressure Gauge,” if normal pressure of 28 to 30 pounds is not obtained by the above procedure contact factory service department.

1. Fuses to small. 2. Wrong electrical characteristics. 3. Low voltage. 4. Compressor not unloaded at start. 5. Excessive discharge pressure or restricted discharge

line. 6. Unit cycling too rapidly – pressure switch differential

too close. Models 200, 200S, 260, 260H, 300, 300S and 300H in 1983 and after. 7. Defective motor Follow the above instructions to expose closure screw. Note: 1/2” dia. Hex hollow head adjusting setscrew with lock nut in the closure screw, see drawing LH-32.

WARNING: Read and understand supplement LV-474 before installing and operating the compressor. 6

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To adjust oil pressure Loosen lock nut. To increase pressure – turn set screw to the right (tighten). To lower pressure – turn set screw to the left (loosen). Note – under normal conditions one full turn of the set screw will change the oil pressure approximately 4 pounds. Hold set screw position and tighten lock nut. Return side door, restore oil level in crankcase (check oil level) and start compressor. “Note Oil Pressure Gauge” if normal pressure 28 to 30 pounds is not obtained by the above procedure contact factory service department.

PREVENTATIVE MAINTENANCE A good maintenance program will add years of service to your air compressor. The following is recommended as a minimum maintenance program. TURN OFF POWER (READ TAG BEFORE SERVICING). Release to drain all pressure from system before starting to work on compressor or the air system.

driver. Be sure clean the intercooler finned surface on two-stage compressors. A dirty compressor will

cause abnormally high discharge temperature and resulting oil carbonization on internal valve components.

3. Check the safety valve manually (by pulling ring or lever) to see that it is not stuck.

LUBRICATION 1. For proper lubrication the compressor shall not be operated below the minimum or above the maximum R.P.M. recommended for the various models.

MONTHLY MAINTENANCE 1. Inspect the entire air system for leaks. 2. Inspect condition of oil and change if necessary. 2. Maintain oil level mid-way between the upper and

lower lines of the crankcase sight gage or dipstick. 3. Check drive belt tension and tighten if needed. 4. The 200, 260 and 300 Models have a fan belt. This

must be checked and tightened as necessary. PROPER OIL LEVEL

OIL GAUGE

5. Check unloader operation. EVERY 3 MONTHS OR 1,000 HOURS of OPERATION

1. Change oil. (See separate instruction for 260H & 300H, Diester Synthetic Oil, Page 4.)

3. Stop compressor to add and gauge oil. 2. Inspect valves. Clean the carbon from valves and head if necessary. 4. Do not fill above the upper line and do not operate

compressor with oil level below the lower line. 3. Check and tighten if necessary all bolts, nuts, etc. DO NOT OVER FILL 4. Inspect unloader assembly internally. (See Page 11

for inspection procedure.) 5. Change oil at the first 100 hours of operation and 1000 hours there-after, or as required. It may be necessary to change oil more frequent due to abnormally humid and contaminated conditions

5. Check operation of lo-oil guard if applicable. EVERY 6 MONTHS or 2000 HOURS

Models 260H and 300H DAILY MAINTENANCE 1. Change Oil. If oil becomes contaminated due to

dirty, dusty or high humidity conditions more frequent filer/strainer changes may be necessary. Note instructions for oil filter and oil strainer below.

1. Check for proper oil level and add oil as necessary. 2. Drain condensate from receiver unless it is equipped

with an automatic tank drain, in which case the drain should be checked weekly to see that it is operating.

3. Check for unusual noise or vibration (See “Trouble Shooting”). (Page 6)

For Models 200, 260, 300, 260H AND 300H OIL FILTER

4. Intercooler Maintenance C100, 200, 260H, 300 and 300H Compressors (See Page 11).

Automotive type Fram F1 or A.C. PFZ is supplied with these models and should be changed after the first 1000 hours and every 1000 hours thereafter. For Models 200, 260 and 300

5. Check oil pressure (see page 6 for proper pressure). 6. Check air delivery over intercooler. (For loose or

broken fan belt.) OIL STRAINER Remove and clean thoroughly with each oil change or should the oil pressure gauge suddenly indicate lower than normal pressure (28 to 30lbs). To thoroughly clean this strainer it is necessary to flush briskly in clean mineral spirits and blow dry with clean dry compressed air. CAUTION, be sure the entire area of the wire mesh is clean and open.

WEEKLY MAINTENANCE

1. Clean the air filter. A clogged air filter can seriously affect the efficiency of the compressor and cause overheating and oil usage.

2. Clean all external parts of the compressor and

WARNING: Read and understand supplement LV-474 before installing and operating the compressor.

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CAP-200

NOTE: to measure the tension and deflection of the banded belts a piece of metal must be placed across the four sections of belts and the force applied to the metal at the center line of the 4 “C” belt band.

FAN SHAFT BEARINGS Grease once a year with good grade lithium base electric motor ball bearing grease.

CHECKING BELT TENSION To change tension, loosen the motor hold-down bolts and

slide the motor on the base, using a lever if necessary, or on some models by turning the adjusting bolt at the end of the base.

To check the tension of the belts a Tensiometer is required, or proceed as follows. Measure the center distance between the centerlines of the pulleys. Place a straight edge across the outside face of each belt. Apply a load to the belt at the center distance between the flywheel and the pulley.

Model Belt Section

Force In Lbs.

40, 50, 80, 90, 96, 79 A 3 89, 97, 98 B 5 100 C 8 200, 260, 200S, 260H 4-C Bands 32 300, 300S, 300H 2-4-C Bands 32

Retighten motor hold-down bolts. NOTE: Do not over tighten belts. To tighten the fan belt on the 200, 260, 300, 260H and 300H models, loosen fan shaft lock nut VH-1507andtighten the adjusting screw CM-879. An “A” section belt to be correctly tensioned requires about 3# force to deflect .015 for each inch distance between pulley centers. After adjustment retighten lock nut. NOTE: Do not over tighten. ELECTRIC MOTOR The load applied should be as mentioned in the table above.

The deflection of the belt from the straight edge should be no greater than .015 times the center distance. If the deflection does not meet this specification, the belts must be adjusted.

Should be greased once a year with a good grade of lithium base ball bearing grease, or as directed by the motor manufacturer. New locking nuts on the valve should be used when possible, otherwise reshape the spring finger of the nuts with the properly shaped tool to close the fingers inward. The reshaped nuts should have a tight fit on the screw threads so they will not come loose in operation.

VALVE INSPECTION AND MAINTENANCE SEE PARTS LIST FOR IDENTIFICATION OF VALVE PARTS

VALVE INSPECTION AND MAINTENANCE (for Models 80, 93, 96, 79, 97, 89, 98, 100, 200, 260 and 300) Valves should be inspected at regular intervals as recommended under “Maintenance – 3 months or 1000 hours” or replaced when necessary. The valve can be serviced without disconnecting air piping or removing the head. (Be sure the power to the motor is disconnected and all pressure released before starting to work on the compressor.)

USE ONLY SPS FLEX LOC SELF-LOCKING NUTS; THESE CAN BE PURCHASED FROM YOUR LOCAL CURTIS-TOLEDO DISTRIBUTOR. On constant run models, it is necessary to remove the

unloader piping before the valve plugs or Cover Pate can be removed.

The locking nuts should be torqued when they are replaced: 10-32 nut – torque 80 in. lbs (Models C93) 1/4-28 nut – torque 130 in. lbs (Models 79, 80, 89, C93, E97) REMOVING VALVES 5/16-24 nut – torque 250 in. lbs (Model 79) To remove the suction or discharge valves, it is necessary to

unscrew the cap nut (some low pressure suction valves may not have a cap nut, set screw or copper gasket), loosen the setscrew with an Allen wrench, and remove the valve plug with a large wrench. The hold down sleeve and cap can then be removed. The valve assembly can now be lifted out.

3/8-24 nut – torque 400 in. lbs (Models 89, E97) *7/16-20 nut – torque 312 in. lbs (Models D97, 98, 100) 1/2-20 nut – torque 32 ft. lbs (Models 200, 260, 300) *Castellated nut with cotter pin TO INSTALL VALVES CLEANING VALVES It is just as important that the seal between the valve assembly and the head be as tight as the valve disc is tight on the seat. Be sure the seats are clean and free of carbon.

All valve parts should be thoroughly cleaned with solvent or brushed to remove carbon and other deposits. If seats or valve discs are damaged, they should be relapped or replaced. Springs should be replaced if they show signs of wear. If there are any carbon deposits in the head cavities, they should be thoroughly cleaned.

WARNING: Read and understand supplement LV-474 before installing and operating the compressor.

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Models 93, 96, 97, 89, 98, 100, 200, 260, 300 have copper washer under the valve assemblies. These washers should be cleaned or replaced. Before installing the valve assemblies: Put the discharge valve in the discharge cavity and the suction valve in the suction cavity. Valve hold down sleeve should be placed in the proper cavities; if

All valves are attached to the valve plate. If the compressor is equipped with a centrifugal unloader, disconnect the cam assembly from the unloader lever, remove the head cap screws and the head, then the valve plate may be removed If the compressor is equipped with constant speed control unloader, disconnect the tubing from the cylinder assembly and unscrew and remove the unloader diaphragm body before removing the head. (See parts list for identification of parts.)

the valve has sleeve caps, install in position. Use new gaskets for valve cover or valve plug. Tighten the valve plug or the cover cap screws. (Be sure the setscrews have been backed off before bolting down). On units with cover plates, tighten the cap screws evenly so that the cover plate exerts equal force on the gasket. Install the hold down setscrews and tighten with a setscrew wrench. On the cover plate, be sure to tighten evenly to exert equal force on the hold down sleeves. Place the copper washer over the one or more setscrews, and screw the stud nut down tight.

CLEANING VALVES If the valves need cleaning remove them from the valve plate and thoroughly clean them with solvent or brush to remove carbon and other deposits. If there are any carbon deposits in the head cavities they should be thoroughly cleaned. TO INSTALL VALVES

VALVE INSPECTION AND MAINTENANCE (For Models 40, 50 & 90)

Be sure that the valve springs are properly seated in the retainers and the valve discs are free to operate.

Valves should be inspected at regular intervals as recommended under “Maintenance – 3 months or 1000 hours” or replaced when necessary. Be sure the power to the motor is disconnected and all pressure released before start-ing to work on the compressor and air system.

Tighten the retainer bar screws on the discharge valves and the locknuts on the suction valves to hold the discharge valve retainers and suction valve guides securely in place. When replacing the constant speed control unloader cylinder assembly, be sure the fork fits through holes in the valve plate and that spring and unloader pin are in place.

AUTOMATIC START-STOP CONTROL OR PRESSURE SWITCH OPERATION (Standard for Models 40, 50, 79, 80, 89, 93, 96, 97 and 98)

Bleeder Valve Type Unloading (for Models 79, 93 and 96) The lever actuated by the centrifugal flywheel mechanism directly depresses the valve stem of a bleeder valve located in the front end plate. This valve is open when the compressor is stopped, and bleeds all pressure from the compressor, thus preparing it for the next unloaded start. To clean or replace the valve, remove the lever and unscrew the valve. Occasionally oil all moving parts of the flywheel and unloader mechanism.

A compressor equipped for start-stop (pressure switch) operation has a centrifugal unloading mechanism or a solenoid valve piloted suction valve unloader to provide an automatic unloaded start. This serves to prevent the compressor form starting against discharge line pressure. The various methods are as follows:

SOLENOID VALVE PILOTED SUCTION VALVE UNLOADING (for Models 89, 97 & 98)

Centrifugal Flywheel Mechanism, Used with Dash-Pot Unloading Cam in Head or with Bleeder Valve Unloading These models are provided with air pressure actuated suction

valve unloaders such that when air pressure is supplied to the unloader the suction valve is held open, and the compressor cannot pump even though running. (For a description of the piston type or diaphragm type unloaders used with these units, see “Constant “Speed control”.) To provide automatic start-stop operation with an unloaded start on these models, a 3-way solenoid valve with a restricted exhaust and a pressure switch are used to achieve the following sequence of operation. If the compressor shuts down or stops because the pressure switch opens, the solenoid valve is de-energized permitting air pressure from the receiver to act on the unloaders. This unloads the compressor. When the compressor is started again or the pressure switch closes, the solenoid valve is energized which permits air from the unloader to exhaust through the restrictor plug. The restrictor plug delays the loading action of the compressor until it has reached operating speed.

The flywheel mechanism consists of spring-loaded weights guided within the flywheel and linked to a collar around the flywheel hub. When the flywheel rotates, the weights are drawn outward against the springs and pull the collar away from the compressor. As the flywheel stops, the springs return the weights and collar against a lever mounted to the compressor, which actuates the compressor unloading mechanism as follows: Dash-Pot type Unloading Mechanism (for Models 40, 50, 80, 90 & 96) The lever actuated by the centrifugal flywheel mechanism is linked to a cam located on top of the head, and has restricted motion because of the dashpot. The cam actuates an unloader pin, which opens or closes a by-pass valve or suction valve in the head, thus controlling compression in the cylinders. The dashpot serves as a time-delay device to permit the compressor to reach operating speed before compression starts. Never oil the dashpot piston, as this will interfere with its proper functioning. Other parts of the mechanism should be oiled occasionall

UNLOADING MECHANISM

WARNING: Read and understand supplement LV-474 before installing and operating the compressor. 9

CAP-200

CONSTANT SPEED CONTROL (CONSTANT RUN CONTROL)(Standard on Models 100, 200, 260 & 300; Optional for other Models) Request CAP-167 A compressor unit set up to run continuously has an unloading mechanism to stop the pumping action of the compressor at a predetermined cut-out pressure and start the pumping action at some lower pre-determined cut-in pressure. This unloading cycled is accomplished by one of the following ways. On single stage and some tow stage compressors. The suction valves are held open during the unloading cycle. On some two-stage compressors, the low stage suction valve is held open while a by-pass valve unloads the high stag during the unloaded cycle. These methods employ air pressure from the discharge line or receiver to actuate unloader pistons or unloader diaphragms, which actuate the unloading mechanism. Control of the air pressure to and from the unloaders is accomplished by either an air pressure actuated pilot valve or by a three-way solenoid valve controlled by a pressure switch. It is required that the compressor system ensures that the compressor run loaded at least 10 minutes per cycle before stopping. The electric motor must also be started no more than six (6) times per hour to provide adequate motor life. CONSTANT SPEED CONTROL WITH DIAPHRAGM UNLOADERS (For Models 40, 50, 80, 93, 96, 97, 98 & 100) These unloader diaphragm assemblies are factory adjusted for 1/16” automatic take-up to compensate for any wear that might occur through continued use in unloader parts. To check automatic take-up setting, remove cap, diaphragm, and spring from diaphragm assembly. Press down lightly on top of piston using one finger until piston has moved as far as it will go without using strong pressure. CAUTION: DO NOT PRESS HARD ENOUGH TO COMPRESS THE SPRING LOCATED INSIDE THE PISTON. With piston in this position, its top should be 1/16’ above the top of body. If the above measurement is 1/64" or less, a new pin should be installed. The end of the pin must be filed when installing in order to obtain the 1/16” dimension mentioned above. Diaphragm unloaders built in mid 1984 are designed with threaded shank on body and lock nut for adjusting to obtain the 1/16” dimension required without change or fining the unloader pin. Follow the above instructions for measuring the piston top and adjust by screwing the body in or out to obtain the required 1/16” dimension, hold position and tighten lock nut. Apply thread sealer to threaded shank to prevent air leak from high pressure side.

CONSTANT SPEED CONTROL WITH PISTON TYPE UNLOADERS (For Models 93, 96, 79, 97, 89, 98) If the piston unloader becomes sticky or jerky in operation, remove the unloader cylinder and piston assembly. Remove all dirt or carbon and lubricate the piston and cylinder with a high temperature bearing grease before re-assembly and installation. CONSTANT SPEED CONTROLS WITH PISTON TYPE UNLOADERS (For Models 200, 260 & 300) The unloaders are of “O” ring and piston type with pressure and over travel compensating spring. This in turn contacts the valve which has a built in unloader fork and return spring. To check to see if unloader is stuck open or closed the action can be viewed on the low-pressure cylinders by removing air inlet filter and elbow and watching the operation through the inlet opening. UNLOADING MECHANISM The pipe plug in the tip of the unloader cap CM-866 can be removed and a 1/4” dia. Rod inserted through the hole and hand pressure can be used to see if there is movement o the unloader piston. For further inspection the cap CM-866 must be removed, then all unloader parts can be taken thru this opening. CONSTANT SPEED CONTROL – PILOT VALVE (Standard for Models 100, 200, 260 & 300; Optional for All Other Models) The pilot valve supplied with some compressor units is a spring-loaded ball and seat type. When air receiver pressure reaches the pre-set (adjustable) cut-out pressure, the ball is unseated permitting air pressure to actuate the unloaders. When the air receiver pressure drops to the cut-in pressure, the ball reseats and relieves the pressure acting on the unloaders permitting the compressor to pump again. These valves have a manual override device consisting of a screw or cam located at the exposed end of the stem, which forces the stem outward. This permits manual unloading and reloading of the compressor unit. Should these valves become faulty in operation, they may require disassembly and cleaning (especially the filter). After reassembly, the pressure settings (cut-out and cut-in) must be readjusted. Request CAP-151A for additional information.

WARNING: Read and understand supplement LV-474 before installing and operating the compressor. 10

CAP-200

COMPRESSOR TECHNICAL DATA CHART A

INTAKE DISCHARGE R.P.M. R.P.M. OIL PIPE SIZE MODEL NO. H.P. PIPE SIZE PIPE SIZE MIN. MAX. REQUIRED (if over 50 ft)

SINGLE STAGE 40 3/4-1 500 800 1-1/4 Pints 3/4” 1” 3/4” 50 1/2-2 500 800 3 Pints 3/4” 1” 3/4” 80 3-5 500 750 4 Pints 1” 1-1/4” 1”

TWO STAGE 90 1-1/2-2 500 850 3 Pints 3/4” 1” 3/4” 93 3 500 900 3 Pints 1” 1-1/4” 1” 96 5 500 800 4 Pints 1” 1-1/4” 1” 79 7-1/2 500 900 4 Pints 1-1/4” 1-1/2” 1” 97 10 500 800 5 Pints 1-1/4” 1-1/2” 1-1/4” 89 15 600 950 5 Pints 1-1/2” 2” 1-1/2” 98 20 & 25 500 950 6 Quarts 2” 2-1/2” 2”

100 30 & 40 500 850 4 Gal. Two 2” Two 2-1/2” 2-1/2” 100S 150H 40,50 & 60 550 900 4 Gal. Two 2” Two 2-1/2” 2-1/2” 200 50 200S 260 60

600 950 Two 4-1/2 Gal. Two 3” 2-1/2” 2-1/2” 260H 50 & 60 600 835 300 75 4” A.S.A.

Flange 550 950 100 & 125 300S Two 6 Gal. Two 4” 3” 3” A.S.A.

Flange 300H 100 & 125 550 835

INTERCOOLER MAINTENANCE PISTON UNLOADER ASSEMBLY INSPECTION AND MAINTENANCE PROCEDURE 200, 260H, 300 AND 300H COMPRESSORS

1. Remove unloader cap and unloader piston only. All atmospheric air contains some water vapor, which will begin to condense into liquid water when the compressed air in the intercooler cools to the saturation point. Although the amount of condensation accumulated varies with any given temperature and pressure, it is important that the intercooler be drained on a daily basis. This is accomplished by switching off compressor, and slowly opening the draincock located at either bottom of the intercooler. Exercise caution when opening draincock because the intercooler is pressurized at 35 P.S.I. Turn the drain cock wing nut counterclockwise to open and clockwise to close. Once the condensation has been fully drained, close the draincock and restart compressor. This procedure will help prevent any

2. Inspect “O” Ring fro deterioration or cracking, replace as required (refer to Parts List)

3. Inspect for contamination and corrosion on unloader piston and unloader cylinder I.D. Clean or replace as required.

4. Lubricate piston “O” Ring and cylinder I.D. with Lithium High Temperature Grease (thin coating). Reassemble piston and cap.

5. If unloader piston and cylinder are both removed, unloader adjustment will be required after reassembly.

6. Note: Air to unloader shall be free of moisture and contamination. If necessary a filter addition is required.

condensation from being introduced into the second stage cylinder and valves.

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CAP-200

BOLT TORQUES FOR COMPRESSORS – CA148

HEAD BOLTS GRADE 5

CYLINDER TO CRANKCASE

CONNECTING ROD INTERCOOLER SIDE DOOR END PLATE VALVE COVER

PLATE VALVE HOLD

DOWN SET SCREW UNLOADER

A.P.U. H.P.S.V. PLUG

TORQUE TORQUE TORQUE TORQUE TORQUE TORQUE TORQUE TORQUE TORQUE TORQUE Model Series SIZE

BOLT Ft.# In.# Size Bolts Ft.# In.#

SIZE BOLT Ft.# In.#

SIZE BOLT Ft.# In.#

SIZE BOLT Ft.# In.#

SIZE BOLT Ft.# In.#

SIZE BOLT Ft.# In.#

BOLT SIZE Ft.# In.#

BOLT SIZE Ft.# In.# Ft.#

40 3/8-16 25 300 3/8-16 15 180 5/16-24 19 228 -- -- -- -- -- -- 5/16-18 1/4-20

20 7

240 84 -- -- -- -- -- -- -- -- -- --

80 7/16-14 24 288 7/16-14 24 288 3/8-24 28 336 -- -- -- 5/16-18 7 84 3/8-16 28 336 -- -- -- -- -- -- -- -- -- --90 50

3/8-16 5/16-18

25 20

300 240 5/16-18 20 240 5/16-24 19 228 -- -- -- -- -- -- 5/16-18 20 240 -- -- -- -- -- -- -- -- -- --

96 79 3/8-16 25 300 7/16-14 24 288 3/8-24 28 336 -- -- -- 5/16-18 7 84 3/8-16 28 336 -- -- -- 1/2-13 30 360 1-1/8-12

7/8-14 30 360 --

93 3/8-16 25 300 5/16-18 20 240 5/16-24 19 228 -- -- -- 5/16-18 7 84 5/16-18 20 240 -- -- -- 1/2-13 30 360 -- -- -- --

89 97 5/8-11 140 1680 5/8-11 80 960 *1/2-20

**3/8-24 71 28

852 336 1/2-13 50 600 3/8-16 13 156

NOTE 1 3/8-16

NOTE 2

*37 **28

444 336

*1/2-13 3/8-16

50 20

600 240

1/2-13 3/8-16

30 17

360 204 7/8-14 50 600 60

98 5/8-11 140 1680 3/4-10 140 1680 1/2-20 71 852 5/8-11 48 576 3/8-16 13 156 1/2-13 90 1080 *1/2-13 3/8-16

50 20

600 240 3/8-16 17 204 -- -- -- --

100 150 3/4-10 160 1920 3/4-10 140 1680 5/8-18 110 1320 5/8-11

1/2-13 80 37

960 444 5/16-18 7 84 1/2-13 50 600 *1/2-13

3/8-16 50 20

600 240 3/8-16 17 204 -- -- -- --

200 260 5/8-11 140 1680 3/4-10 140 1680 1/2-20 65 780 5/8-11

1/2-13 80 37

960 444 5/16-18 7 84 1/2-13 50 600 *1/2-13

3/8-16 50 20

600 240 3/8-16 17 204 -- -- -- --

300 5/8-11 140 1680 3/4-10 140 1680 1/2-20 65 780 3/4-10 1/2-13

140 37

1680 444 5/16-18 7 84 1/2-13 50 600 *1/2-13

3/8-16 50 20

600 240 3/8-16 17 204 -- -- -- --

*Grade 5 bolt ** Grade 2 bolt

12

COMPRESSOR PUMP-UP TIME CAP-200 TWO STAGE

Tank Size Approx. Time Required To Pump From: H.P.

Size Compressor

Model No. R.P.M. Piston Displ. CFM Size (In.) Gal 0 to 175 PSIG

Min. – Sec. 145 –175 PSIG

Min. – Sec. 1 CV, CQ905A 400 4.6 20 x 50 60 25’ – 49” 4’ – 40”

1-1/2 CV,CQ906 595 6.9 20 x 50 60 17’ – 33” 3’ – 8” 1-1/2 CV906A 595 6.9 20 x 66 80 23’ – 36” 4’ – 12” 1-1/2 CQ906A 595 6.9 20 x 48 80 23’ – 36” 4’ – 12”

2 CV, CQ907 820 9.6 20 x 50 60 12’ – 53” 2’ – 16” 2 CV907A 820 9.6 20 x 66 80 17’ – 18” 3’ – 2” 2 CQ907A 820 9.6 20 x 48 80 17’ – 18” 3’ – 2” 3 CV, CQ938 810 14.5 20 x 50 60 8’ – 19” 1’ - 28” 3 CV938A 810 14.5 20 x 66 80 11’ – 12” 1’ – 58” 3 CQ938A 810 14.5 20 x 48 80 11’ – 12” 1’ – 58” 5 CV969A 755 24.3 20 x 66 80 6’ – 55” 1’ – 14” 5 CQ969A 755 24.3 24 x 48 80 6’ – 55” 1’ – 14” 5 CV969B 755 24.3 24 x 70 120 10’ – 13” 1’ – 50” 5 CQ969B 755 24.3 30 x 47 120 10’ – 13” 1’ – 50”

7-1/2 CV7910 910 36.1 20 x 66 80 4’ – 40” 0’ – 49” 7-1/2 CV7910A 910 36.1 24 x 70 120 6’ – 55” 1’ – 13” 7-1/2 CQ7910A 910 36.1 30 x 47 120 6’ – 55” 1’ – 13”

10 CV9711 710 47.2 20 x 66 80 3’ – 32” 0’ – 37” 10 CV9711A 710 47.2 24 x 70 120 5’ – 13” 0’ – 55” 10 CQ9711A 710 47.2 30 x 47 120 5’ – 13” 0’ – 55” 15 CV8912 860 71.7 24 x 70 120 3’ – 30” 0’ – 37” 15 CV8912B 860 71.7 30 x 87 240 6’ – 56” 1’ – 13” 20 CV9813B 720 92.1 30 x 87 240 5’ – 12” 0’ – 56” 25 CV9814B 935 120.0 30 x 87 240 4’ – 8” 0’ – 44”

SINGLE STAGE

Tank Size Approx. Time Required To Pump From: H.P.

Size Compressor

Model No. R.P.M. Piston Displ. CFM Size (In.) Gal.

Operating Pressure

PSIG 0 to Cut-out Min. – Sec.

Cut-in to Cut-out Min. – Sec.

3/4 CVL, CQL404 630 5.8 16 X 41 30 60 - 80 4’ – 49” 1’ – 19” 3/4 CVM, CQM404 580 5.3 16 X 41 30 80 - 100 6’ – 47” 1’ – 30” 3/4 CVH, CQH404 475 4.4 16 X 41 30 120 - 150 13’ – 7” 3’ – 4 “ 1 CVL, CQL405 800 7.4 16 X 41 30 60 - 80 4’ – 0” 1’ – 6” 1 CVL, CQL405A 800 7.4 20 X 50 60 60 - 80 7’ – 54” 2’ – 12” 1 CVM, CQM405 720 6.6 16 X 41 30 80 - 100 5’ – 34” 1’ – 14” 1 CVM, CQM405A 720 6.6 20 X 50 60 80 - 100 11’ – 0” 2’ – 30” 1 CVH, CQH405 575 5.3 16 X 41 30 120 - 150 11’ – 3” 2’ – 31” 1 CVH, CQH405A 575 5.3 20 X 50 60 120 - 150 21’ – 51” 5’ – 4”

1-1/2 CVL506 555 10.2 16 X 41 30 60 - 80 2’ – 43” 0’ – 45” 1-1/2 CVL506A, CQL506 555 10.2 20 X 50 60 60 - 80 5’ – 24” 1’ – 30” 1-1/2 CVM506 490 9.0 16 X 41 30 80 - 100 3’ – 57” 0’ – 54” 1-1/2 CVM506A, CQM506 490 9.0 20 X 50 60 80 - 100 7’ – 49” 1’ – 48” 1-1/2 CVH506 450 8.3 16 X 41 30 120 - 150 7’ – 1” 1’ – 41” 1-1/2 CVH506A, CQH506 450 8.3 20 X 50 60 120 - 150 13’ – 53” 3’ – 21”

2 CVL, CQL507 750 13.8 20 X 50 60 60 - 80 4’ – 3” 1’ – 7” 2 CVM, CQM507 700 12.9 20 X 50 60 80 - 100 5’ – 24” 1’ – 18” 2 CVH, CQH507 610 11.2 20 X 50 60 120 - 150 10’ – 21” 2’ – 31” 3 CVL808 540 19.6 20 X 50 60 60 - 80 2’ – 42” 0’ – 44” 3 CVL808A 540 19.6 20 X 66 80 60 - 80 3’ – 35” 0’ – 59” 3 CQL808A 540 19.6 24 X 48 80 60 - 80 3’ – 35” 0’ – 59” 3 CVM808 500 18.1 20 X 50 60 80 - 100 3’ – 47” 0’ – 50” 3 CVM808A 500 18.1 20 X 66 80 80 - 100 5’ – 5” 1’ – 6” 3 CQM808A 500 18.1 24 X 48 80 80 - 100 5’ – 5” 1’ – 6” 3 CVH808 430 15.6 20 X 50 60 120 - 150 7’ – 1” 1’ – 36” 3 CVH808A 430 15.6 20 X 66 80 120 - 150 9’ – 28” 2’ – 8” 3 CQH808A 430 15.6 24 X 48 80 120 - 150 9’ – 28” 2’ – 8” 5 CVL809 710 25.7 20 X 50 60 60 - 80 2’ – 3” 0’ – 33” 5 CVL809A 710 25.7 20 X 66 80 60 - 80 2’ – 43” 0’ – 45” 5 CQL809A 710 25.7 24 X 48 80 60 - 80 2’ – 43” 0’ – 45” 5 CVM809 675 24.4 20 X 50 60 80 - 100 2’ – 37” 0’ – 35” 5 CVM809A 675 24.4 20 X 66 80 80 - 100 3’ – 32” 0’ – 47” 5 CQM809A 675 24.4 24 X 48 80 80 - 100 3’ – 32” 0’ – 47” 5 CVH809 690 25.0 20 X 50 60 120 - 150 4’ – 17” 0’ – 59” 5 CVH809A 690 25.0 20 X 66 80 120 - 150 5’ – 46” 1’ – 19” 5 CQH809A 690 25.0 24 X 48 80 120 - 150 5’ – 46” 1’ – 19”

13

CAP-200

SAFETY PRECAUTION LABELS

14

CAP-200

SAFETY PRECAUTION LABELS

15

CAP-200

GENERAL FOUNDATION

DIMENSION (INCHES) MODEL H.P.

A B C D E F G

SOIL LOADING

LBS./SQ.FT. CW100-14 25 92-3/4 40 18 10 20 14 32-3/8 350 CW100S-14 25 92-3/4 40 18 10 20 14 32-3/8 350 CW100-15 30 92-3/4 40 18 10 20 14 32-3/8 350 CW100S-15 30 92-3/4 40 18 10 20 14 32-3/8 350 CW100-16 40 92-3/4 40 18 10 20 14 32-3/8 350 CW150H-16 40 92-3/4 40 18 10 20 14 32-3/8 350 CW150H-17 50 92-3/4 40 18 10 20 14 32-3/8 350 CW150H-18 60 92-3/4 40 18 10 20 14 32-3/8 350 CW200-17 50 92-3/4 42 18 11 20 14 32-3/8 350 CW200S-17 50 92-3/4 42 18 11 20 14 32-3/8 350 CW260H-17 50 92-3/4 42 18 11 20 14 32-3/8 350 CW260-18 60 92-3/4 42 24 11 20 14 32-3/8 375 CW200S-18 60 92-3/4 42 24 11 20 14 32-3/8 375 CW260H-18 60 92-3/4 42 24 11 20 14 32-3/8 375 CW300-19 75 108 56 24 14-1/8 27-3/4 16 38 375 CW300S-19 75 108 56 24 14-1/8 27-3/4 16 38 375 CW300-20 100 108 56 24 14-1/8 27-3/4 16 38 375 CW300S-20 100 108 56 24 14-1/8 27-3/4 16 38 375 CW300H-20 100 108 56 24 14-1/8 27-3/4 16 38 375 CW300-21 125 108 56 24 14-1/8 27-3/4 16 38 375 CW300S-21 125 108 56 24 14-1/8 27-3/4 16 38 375 CW300H-21 125 108 56 24 14-1/8 27-3/4 16 38 375

16

CAP-200

RECOMMENDED STATEMENT ON DRYERS AND FILTERS Liquid water occurs naturally in air lines as a result of compression. Moisture vapor in ambient air is concentrated when pressurized and condenses when cooled in downstream air piping. Compressed air dryer reduce the water vapor concentration and prevent liquid water formation in compressed air lines. Dryers are a necessary companion to filters, aftercoolers and automatic drains for improving the productivity of compressed air systems. Water and water vapor removal increases the efficiency of air operated equipment, reduces contamination and rusting, increases the service life of pneumatic equipment and tools, prevents air line freeze-ups, and reduces product rejects. Te use of dryers, aftercoolers and filters are recommended when this moisture related problems are reported to our factory or distributor service departments.

TROUBLE SHOOTING GUIDE Symptom: Liquid water in compressed air lines. Problem: Water vapor condensation from cooling and compression occurs naturally. Solution: Remove the water vapor from compressed air prior to distribution through the air system. Check operation of aftercooler and moisture separator. Install a compressed air dryer sized for the flow and dryness level required. (Note: filters may also be required to remove particulates, liquid oil aerosols, or for oil vapor removal. Change cartridges as recommended by the filter manufacturer.) Check all drain traps routinely to insure their proper operation. Maintain them regularly.

17