Form PG·642-D

July, 1984

INSTRUCTIONS
for

OPERATION
and
MAINTENANCE

5·1/2 INCH STROKE

RDS
COMPRESSORS

INGERSOLL-RAND®
GAS COMPRESSORS
,e © Ingersoll-Rand Company 1984
Printed in U.S.A.
 COMMENTS CONCERNING
OUR CUSTOMERS
GENERAL able to make helpful suggestions. We keep standard
parts on hand for replace men t when required.
Instruction books are furnished for every
Ingersoll-Rand Compressor. If there are any points
not clearly covered, we will gladly furnish addi- SERVICE
tional information.
We maintain a force of trained service engineers,
This book is intended to cover many of the skilled in compressor work, who are available for
special points on erecting, operating and main- installation, inspection or repair. They can be
taining our compressors and to supplement the secured on reasonable notice. A charge at a daily
experience and mechanical ability of the competent rate while away from our plant (plus traveling and
engineer. living expenses, with an extra charge for overtime)
is made for their services. We will be glad to supply
I-R service is available to every compressor you with our current rates for the service of our
owner. We have a continued interest in the welfare engineers.
of our equipment. We wish to build and stand by
every unit so that an Ingersoll-Rand compressor Proper erection and starting is extremely impor-
will always be considered a wise investment. tant. The success of a unit frequently depends on
how it is installed. We strongly urge that such work
CONSULTATION be supervised by our skilled erecting engineers, who
are thoroughly familiar with compressor work.
a Our Engineering Department welcomes inquiries Unless you have men available with the proper
.regarding any phase of compressor practice, installa- experience and ability, it would be advisable to
tion, operation, repairs or changes to meet unex- employ our engineers. These men also can instruct
pected conditions. Call, write or wire our branch your operators in the care and handling of the unit.
offices for information or advice on any point.
Many companies, especially those operating
Our Sales Department and Branch Represen- several compressors, have our service engineers make
tatives will be glad to confer with you on any periodic inspections to prevent trouble and to
prospective installation or change. assure the best possible results. Our men can explain
how to operate I-R units to secure the greatest
INSPECTION efficiency and economy, and the longest service
life.
An Ingersoll-Rand compressor will operate sat-
isfactorily for years with little special attention. A When sending for a service engineer to make
periodic inspection schedule will do much to ensure repairs, be sure to give the compressor serial num-
optimum performance of the unit, while avoiding ber with full particulars as to what is wrong and
possible difficulties at some inconvenient time. what replacement parts are, or may be, needed. If
possible, these parts should be on hand when our
RENEWAL PARTS engineer arrives.

If you will write us (giving complete details) Please address all inquiries to the nearest Ingersoll-
about your trouble or unusual wear, we may be Rand Company branch office.

iv
 WARNING
DO NOT OPERATE THIS EQUIPMENT IN EXCESS OF ITS RATED CAPACITY, SPEED, PRES·
SURE AND TEMPERATURE, NOR OTHERWISE THAN IN ACCORDANCE WITH THE INSTRUC·
TIONS CONTAINED IN THIS MANUAL. OPERATION OF THE EQUIPMENT IN EXCESS OF THE
CONDITIONS SET FORTH IN THE SALES CONTRACT WILL SUBJECT IT TO STRESSES AND
STRAINS WHICH IT WAS NOT DESIGNED TO WITHSTAND.

THOSE RESPONSIBLE FOR INSTALLATION OF THIS EQUIPMENT MUST PROVIDE SUITABLE

GROUNDS, MAINTENANCE CLEARANCE AND LIGHTNING ARRESTORS FOR ALL ELEC·
TRICAL COMPONENTS AS STIPULATED IN OSHA, PART 1910 OF TITLE 29 OF THE CODE OF
FEDERAL REGULATIONS.

FAILURE TO HEED THIS WARNING MAY RESULT IN AN ACCIDENT CAUSING PERSONAL

INJURY OR PROPERTY DAMAGE.

FOREWORD
READ THIS INSTRUCTION BOOK CAREFULLY BEFORE ERECTING OR STARTING THE UNIT.

This manual contains important instructions and related information on the installation, operation
and maintenance of Ingersoll-Rand Type RDS Separable Gas Compressors. THE IMPORTANCE OF
HAVING THIS INSTRUCTION BOOK IN THE HANDS OF THE PERSON IN CHARGE OF
INSTALLING AND OPERATING THE MACHINE CANNOT BE OVEREMPHASIZED. All people
involved in the installation, operation and servicing of the unit should have access to this manual and
be familiar with its contents. Strict attention to the instructions will be repaid by satisfactory per-
formance and low upkeep costs.

DO NOT REMOVE THE NAMEPLATES ATTACHED TO THE MACHINE. THEY GIVE THE SERIAL
NUMBERS WHICH ARE NECESSARY WHEN CORRESPONDING WITH THE INGERSOLL-RAND
COMPANY REGARDING YOUR UNIT.

Refer all communications to the nearest Ingersoll-Rand Branch Office.

iii
 GENERAL INDEX
SECTION PART

Installation. . • • • • • • I
Lubrication. • • • • • • • II
Operation . . • • • • • • III

Maintenance • • • • • • • IV
General Data . • • • • • • V

• v
 PART I
INSTALLATION
Contents of Part i Page
I-I. GENERAL .... · 1-2
I-I-I. Serial Numbers .. ................ 1-2
1-1-z. Cylinder Nameplate Data · 1-2

l-Z. STORAGE · 1-3

l-z-I. Recommendations for Extended Storage . · 1-4

1-3. LOCATION ........... 1-6

1-4. BUILDING · 1-6

1-5. FOUNDATION SIZE AND DESIGN .. , . . 1-6

1-5-1. General Rules for Foundation Design. · 1-7
1-5-2. Foundation Construction ... ........... 1-7

1-6. SETTING AND LEVELING FRAME - BLOCK-MOUNTED UNITS 1-8

1-7. SETTING AND LEVELING - SKID-MOUNTED UNITS ... · ..... 1-10

1-8. GROUTING .. · 1-12

1-8-1. Foundation Preparation. · 1-12
1-8-Z_ Safety Precautions for Epoxy Grouts. · 1-13
1-8-3. Epoxy Grouting Block-Mounted Frame ... · 1-13
1-8-4. Grouting Skid-Mounted Unit · 1-14

I-g. DRIVER INSTALLATION - BLOCK-MOUNTED UNITS .1-15

1-9-1. Installation and Alignment of Two-Bearing Induction or
Synchronous Motors · .1-15
1-9-Z. Installation and Alignment of Separable Engine Drive .. . .. 1-16
1-9-3. Installation and Alignment of Turbine Drive and
Reduction Gear Set . · ..... 1-16

1-10. FINAL ALIGNMENT CHECK . · 1-17

I-II. COMPRESSOR CYLINDERS .. · 1-17

1-12. INSTALLING COOLER SKID · .1-17

1-13. OIL COOLER AND FILTER - BLOCK-MOUNTED UNITS. . 1-17

1-14. LUBRICATING OIL PIPING - BLOCK-MOUNTED UNITS ... · .1-18

1-15. COMPRESSOR PIPING · .1-18

1-15-1. Recommendations for the Installation, Fabrication, Testing
and Cleaning of Air or Gas Piping . .1-19
1-15-2. Temporary Line Filters .... 1-21
1-15-3. Starting-Unloading Bypass Piping. · .1-21
1-15-4. Safety Valves .. · .1-21
1-15-5. Intercooler, Aftercooler and Receiver. .1-22

1-16. WATER PIPING . . ... 1-22

1-17. ELECTRICAL WIRING .1-22

1 -1
 INSTAllATION

also includes other data; this is described in the

section which follows.
The foundation, installation, grouting and piping
. . instructions in this section are intended for use with 3. Other Parts, such as drive units, controls and
_ the plans and diagrams that are prepared to suit a piston rod packings, often have serial numbers
particular compressor installation. Ingersoll-Rand or other identification attached, which should
erecting engineers are available, and we recommend be mentioned in any correspondence about
that they be used, to supervise the installation and these parts.
start-up of the machine. Proper installation is im-
portant to the successful operation of the unit.
1-1-2. CYLINDER NAMEPLATE DATA
For installation purposes, there are two com-
pressor mounting techniques that are commonly The nameplate (Figure I-I) which is attached to
used. BLOCK-MOUNTED UNITS include those each compressor cylinder contains information
compressor installations where the compressor, which is valuable both to the customer and to
driver and accessory equipment are mounted di- Ingersoll-Rand Company in identifying a particular
rectly on a suitable foundation. SKID-MOUNTED cylinder. In addition, the performance information
UNITS are normally shipped to the installation site given provides a guide for the operation of the
with the compressor and driver mounted on a rigid cylinder. The following is an explanation of the in-
skid. Alignment, controls, accessories and on-skid formation usually given on the cylinder nameplate.
piping are completed at the factory and the unit is
available at the compressor site as a complete 1. Cylinder Type. Type of compressor on which
package ready for erection on a suitable foundation. the cylinder is used. The next line on the
nameplate covers the following in sequence:
The instructions in this section cover the installa-
tion of both "block-mounted" and "skid-mounted" Compressor cylinder serial number.
compressor units. Where a procedure or installation Bore diameter.
technique applies to only one of the mounting Piston stroke.
.1ethods, this is clearly indicated in the instruc-
. . tions. Use only those procedures that apply to your 2. Normal Discharge Pressure. The normal
• particular compressor installation. discharge pressure is determined by the pro-
cess and the customer's order. It is the dis-
charge pressure at which the cylinder will
operate under normal conditions.
H-I. SERIAL NUMBERS

Correspondence concerning your compressor and

related equipment must include the serial numbers
of the equipment about which you are writing. A
C!J Ingersoll-~~,~"~~
'"
complete record of serial numbers and other data on
your Ingersoll-Rand compressor is kept at the fac-
tory; givirig the serial numbers in your cor-
respondence and parts orders helps us in providing
prompt service. Or "e

1. The Compressor Frame Serial Number applies

to the frame and running gear parts. It is
located on a nameplate which is attached to the 8 <::.:::
side of the frame at the oil pump end. The serial 9--
number is also permanently stamped directly 10 -=::::::
below the nameplate in the frame metal. It con- 11 -e::::
sists of severa] letters and numbers. Always 12--
give the complete serial number (for example:
YRS 534).
ALWA't'S GIVE SERIAL NO WHEN ORDERING SPARE PARTS

Each Compressor Cylinder has its own serial

TP·359A
number which is stamped on a nameplate at-
tached to the cylinder. The cylinder nameplate Figure I-I. Cylinder Nameplate

'-2
 INSTALLATION

CAUTION 8. Displacement CFM at RPM - Frame, Outer,

Total. This term denotes the cylinder displace-
Consult Ingersoll-Rand Company ment per unit of time as expressed in the
before making any changes in the following formula:
normal discharge pressure, due to
the limitations which follow. Displacement = Average piston area (ft 2 j x
piston speed (ft/min)
3. Rated Discharge Pressure This Cylinder. The
rated discharge pressure is the maximum gas Displacement m 3/hr at RPM - Frame, Outer,
discharge pressure at which a particular Total. This term denotes the cylinder displace-
cylinder may be continuously operated. The ment per unit of time (in the metric system} as
rated discharge pressure covers only the expressed in the following formula:
limitations of the particular cylinder to which a
nameplate is attached. Other limitations such Displacement = Average piston area (m 2 ) x
as driver horsepower, allowable bearing loads piston speed (m/h)
on the compressor running gear, and maximum
pressure rating of connecting piping, pressure This displacement is given for the frame and
vessels, etc., may dictate a normal discharge outer ends individually and the total displace-
pressure less than or equal to, but never ment is also given. All are based upon the
greater than, the rated discharge pressure. operation of unit at the RPM noted.

4. Maximum Allowable Working Pressure. The 9. % Standard Cylinder Clearance. The percent of
maximum allowable working pressure is the standard cylinder clearance is the percent of
maximum gas pressure permissible in the clearance normal to the cylinder before any
cylinder. The cylinder may be operated up to alternations to meet performance specifica·
this maximum pressure for short periods of tions. It is shown for both the frame and outer
time as necessitated by process upsets, ends, and the average is also given.
misoperation of stop valves, etc. Other limita-
tions, such as driver horsepower, allowable 10. Normal Lineal Clearance. Actual clearance be-
bearing loads on the compressor running gear, tween the piston and head at each end of the
and maximum pressure rating of connecting cylinder.
piping, pressure vessels, etc., may dictate
safety valve settings considerably below this 11. Added Clearance Volume. The added clearance
maximum rating. volume, given for both the frame and outer
ends, is the clearance added to the cylinder for
The maximum allowable working pressure performance reasons. This block also specifies,
allows ample margin for proper operation of by means of a heading, how the clearance has
the safety valves, The safety valve setting been added.
may be less than the maximum allowable
working pressure but must never exceed it. 12. Inlet Valves and Discharge Valves. The
numbers and letters shown in these blocks are
5. Maximum Allowable Discharge Gas the part nomenclature of the complete valves,
Temperature. The maximum allowable less any special parts such as unloaders, etc.
discharge gas temperature is the highest tem-
perature to which the cylinder parts should be
exposed (listed in degrees Fahrenheit and )-2. STORAGE
degrees Celsius).
If the compressor frame or skid is to be stored at
6. Hydrostatic Test Pressure. This is the any time and it is not resting on a foundation, it
pressure at which the cylinder has been tested. must be supported the full length to prevent any
Hydrostatic tests are made at pressures possible sag or distortion. It will also be necessary
greater than the maximum allowable working to protect the unit from the weather, either in a
pressure of the cylinder. building or by a tarpaulin or similar covering.

7. Maximum Allowable Cooling Water Pressure. The shipping preparation used by the Ingersoll-
The maximum allowable coolant pressure is Rand Engine Process Compressor Division meets
the maximum recommended pressure to which the requirements of American Petroleum Institute
the cylinder water jackets should be exposed. Specification No. 618 "Preparation for Shipment"

1-3
 1I\1:S lALLA I lUI\!

u;Ie for outdoor equipment storage up to schedule must be established

C,X i.:.iumhs, with the exception of the piston and rod whereby the frame interior can be
'lssemblies and certain accessories which are often periodically examined and the rust

e ackaged separately and must be stored inside a dry

area
.
Local environment has such an effect on how well
preventative coating restored as reo
quired. Any rust preventative ap-
plied to the parts during this period
should meet U.S. Government Spec.
any rust preventative will hold up that Ingersoll· MIL-C-16173 (latest edition), Grade
Rand cannot realistically accept responsibility for II, such as Valvoline Tectyl 502-C
the storage, as we have no control of the local condi- distributed by Ashland Oil, Inc.
tions at the installation site.
2. After completing frame and running gear
Before storing the unit, it is important to check in- assembly, fill the frame sump with enough rust
side as well as outside the machine to be sure all run- preventative oil to permit completely filling
ning parts and exposed surfaces subject to corrosion the lube oil system.
are adequately protected. Make certain all covers
are bolted tight and all openings are properly a. Unhook the oil lines at the entrance to
closured against moisture and dust. each main bearing and point the free end
of each line away from the bearing.
During storage, periodically remove covers and
check the frame interior for condensation and for b. Run the auxiliary oil pump, or a suitable
adequate protection of the internal surfaces. This flushing pump tied into the lube piping,
should be done at least once a month and more often for a minimum of four hours to fill and cir-
if conditions warrant it. culate the oil through the entire frame
lubrication system. Watch the pressure
1-2-1. RECOMMENDATIONS FOR EXTENDED drop across the filters during this period
STORAGE and replace filter elements, if necessary
due to clogging.
fhe following recommendations apply to units
c. Stop the pump and connect the oil line to
_nat are being stored for an extended period of over
the No.1 main bearing. Restart the pump
. i x months and also to those machines that have and run for 30 minutes to thoroughly
been erected but that will not be started for some
flush through the first bearing.
time. Because of the variations between installation
sites, these recommendations are presented only as d. Repeat Step c, connecting one main bear-
guidelines which should be modified to suit a par- ing oil line at a time at 30 minute inter-
ticular situation. The following procedure is in addi- vals, until all of the oil lines are con-
tion to the storage instructions described in the nected.
preceding paragraphs.
e. With the pump running, rotate the
crankshaft slowly to ensure that all sur-
1. The internal surfaces of the frame, frame ex-
faces of the crankshaft and running gear
tensions and the internal running gear com-
are coated with the rust preventative oil.
ponents have been coated with a rust preven-
When this condition is assured, stop the
tative at the factory; this protective coating
oil pump.
must be left in place. While erecting the frame
on the foundation, take extreme care to pre-
3. All pipe connections must be plugged or fitted
vent dirt, sand and other contaminants from
entering it. Any contaminants introduced at with fiberboard covers, or if stored outside.
steel covers. Openings at the ends of the frame
this time must be thoroughly removed. After
the machine is installed, it is important that all extensions must also be closured if the com-
frame openings are closed and sealed to pre- pressor cylinders are not mounted.
vent contamination of the frame interior.
4. Replace all inspection covers on the unit. It is
important that the machine is adequately
NOTE closured against moisture and dirt. Wipe the
outside of the unit clean and dry. Spray all ex-
When the compressor is to be stored posed "bright" surfaces, including that por-
e for an extended period in an "as
shipped" condition, an inspection
tion of the crankshaft between the drive end
and frame, with rust preventative.

1-4
 INSTALLATION

5. Bar over the crankshaft at least once every preventative oil. Operate the lubricator so that
four days (once a day if possible) during the rust preventative oil is pumped into the
storage. Operate the priming oil pump to be lubricator lines and main bores at the same
sure that rust preventive oil is flushed onto all time the unit is being barred over. Prior to
internal bearing surfaces. Do not allow the starting, drain this oil and flush the system
crankshaft to come to rest at the same position with the normal lubricating oil.
it was in before barring. A simple scribe line on
an exposed portion of the shaft will aid in this 11. Any vessels or gas plpmg supplied on
operation. lubricated units are protected with rust
preventative oil and/or other protective
coating. Do not remove this coating. All
6. The pistons, piston rods and piston rod pack- flanged or threaded openings are closured for
ings are sometimes packaged separately from shipment. Do not remove these closures until
the compressor cylinders. The best possible the mating piping is ready for assembly.
storage for these items is to leave them in their Assemble the vessels and piping on the unit as
boxes and not install them in the cylinders. quickly as possible to prevent dirt and other
This is of utmost importance in the case of contaminants from entering. On all non-
non-lubricated cylinders as these parts are not lubricated units and on many other units,
protected with a rust preventative oil. Store pulsation dampeners are protected with a
these boxes indoors and cover them to prevent special Phenolic Resin Coating (Magnacoat)
rusting of parts. Do not open them except which does not need to be removed prior to
under supervision of an Ingersoll-Rand erect- starting of the units. When the units are
ing engineer. assembled completely, purge the entire gas
piping system and compressor cylinders with
7_ Remove compressor valves from the cylinders dry nitrogen or other dry gas. Continue purg-
and either store them submerged in an oil tank ing until all of the air is removed from the
or coat them with a suitable rust preventative, system. There should be a slight positive
wrap and store them indoors. Valves on "NL" pressure purge left on the piping system at all
units must be properly cleaned and degreased times to keep the system free of air. (Apply
at start-up if the process cannot tolerate any necessary closures at the piston rod openings.)
trace of oil.
12. Our customers should realize that the rust
8. When lubricated compressor cylinders are preventative oil we use (and as far as we can
shipped, the main bores and gas passages are determine, any rust preventative oil on the
coated with a rust preventative oil. This oil market today) is only good for six months. We
should not be removed or wiped out of the cannot ensure that any parts put in storage
cylinder until actual starting of the com- over six months will not suffer damage.
pressor. All of the cylinder openings must be
completely closed so that dirt, rain or dust can- 13. When the compressor is ready to be placed in
not be blown into them. operation, drain all of the rust preventative oil
and flush the system as described in PART
9. Non-lubricated compressor cylinders are ship- III, Section 3-2-1 before filling the lubrication
ped with cylinder bore protected by V.P_L system with the oil selected for regular
paper. If this paper is removed, it must be operation.
replaced with adequate protection. It is not
Ingersoll-Rand's practice to use any type of In addition to the recommendations noted, the
rust preventative oil in non-lubricated following inspections should be made at least once a
cylinders. With many customers, even a trace month:
of these oils will tend to contaminate the gas
process. If the process can tolerate traces of 1. Inspect the internal surfaces of the frame.
oil, we would recommend that the cylindE'r
bores be coated with this oil prior to storage 2_ Inspect the cylinder bores_
and then completely close the cylinders so that
dirt, rain or dust cannot be blown into them. 3. Inspect pressure vessels and piping for inter-
nal rusting.
10. If it has been necessary to install the piston
rods and packings, lubricated units should 4_ Inspect the pistons, piston rods, packings and
have their lubricators filled with a rust valves by removing the protective coating of

1-5
 INSTALLATION

'j~; and checking for rust. Carefully any compressor is of prime importance to the com-
repackage after inspection. fort and morale of the operators.
5. If there is any rust present, clean and recoat 1-5. FOUNDATION SIZE AND DESIGN
with a preservative oil.
These periodic inspections should be performed Foundation requirements can vary from one in-
under the supervision of an Ingersoll-Rand erecting stallation site to another and will depend upon the
engineer. soil condition, the gas to be handled, the forces to be
absorbed and, in some cases, the climate. The
On skid-mounted compressor packages, similar Ingersoll-Rand Company, therefore, can suggest
procedures must be used on the engine drive and only general foundation design criteria to be
other package components. These should be in ac- adapted to the local conditions.
cordance with the respective manufacturer's recom-
mendations. The size and arrangement of compressor
cylinders, and consequently the weights of
1·3. LOCATION reciprocating parts, are usually dictated by the
specific operating conditions. It is frequently im-
\Vhere possible, select a site for the compressor in-
practical or impossible to completely balance the
stallation where the soil under and around the reciprocating forces involved. Consequently, in
foundation will be firm and dry at all times. Inade-
addition to providing a firm and uniform support for
quate soil conditions require special compensating
the compressor base or skid, the foundation must
measures in designing and constructing the founda-
also absorb unbalanced forces and minimize any
tion. Before making a final decision on the com-
tendency of the unit to vibrate.
pressor site, study the foundation plan, installation
drawings and piping diagrams and the portions of
The foundation size and design shown on the in-
this book covering these subjects.
stallation drawings supplied with each unit are
suitable for use in firm. dry soil backed up by
1-4. BUILDING
bedrock and capable of supporting a minimum of
If the compressor is placed in a building, the build- 4000 lb/sq ft (19,528 kgs/sq meter). If the soil is less
ing should be designed to suit the particular in- firm, some modification will usually be necessary to
stallation. Generally, a building is intended to pro- arrive at a design suitable for the actual conditions.
vide adequate protection against the weather for the
operators, compressors and auxiliary equipment; it Several test pits should be dug at the proposed
may be partially or completely enclosed depending site in order to determine the nature of the soil. If
on the site requirements. the soil is wet or less firm than specified above, soil
borings or deflection tests should be made.
The building should be of ample size to provide
sufficient working space around each unit. Refer to Alluvial soils, unconfined sand or gravel, soft
the compressor layout plan for minimum clearance clay, silt or filled ground do not furnish satisfactory
required to remove compressor pistons and other support for the foundations of reciprocating
parts. An overhead hoist, arranged so that it can be machines. When these soils are encountered, the
moved to a position over any part of the compressor foundation should be extended or placed on a rein-
or driver, will greatly facilitate maintenance work forced mat to increase the total mass, provide a
requiring the removal of parts. Select a hoist with large surface in contact with the ground and reduce
enough capacity to lift the heaviest part that may be the soil bearing pressure.
removed during normal maintenance.
Foundations for reciprocating machines differ
Good lighting is essential for proper operation and from foundations for buildings or similar structures
care of these units. In addition to daylight and over- since dynamic as well as static loads are involved.
head electric lights, outlets should be provided for Consequently, much lower soil bearing pressures
drop lights and extensions convenient to each should be used than permitted by municipal ordi-
machine. nances; usually one-quarter to one-sixth lower. Low
soil bearing pressures keep the natural frequency of
Adequate ventilation is essential to safety in any the foundation high and prevent resonance, and also
ompressor room. Pockets or areas where any escap- reduce the possibility of transmitted vibration.

e mg gas can collect must be avoided. Remember that

even the spark from a nail in a shoe can start a fire in
a flammable atmosphere. Good ventilation around
When the soil is soft. piling may be necessary to
provide vertical support and to compact the subsoil.

'-6
 INSTALLATION

In some cases spur or batter piles are desirable to The foundation bolts must be located according to
absorb horizontal forces. the plan supplied for the unit. To hold the bolts ac·
curately in position while the foundation is being
Whenever possible the foundation should be car- poured, build a skeleton wood template, similar to
ried down to firm footing. Where freezing that shown in Figure 1-2, with holes for the bolts to
temperatures occur, it must be carried well below correspond to the bolt layout plan. Check the dimen-
the frost line. sions carefully and mark lines on the template to
show the centers of the cylinders and crankshaft.
Frequently, it is possible to observe neighboring
installations on similar soil. Such observations will NOTE
aid in determining whether or not additional soil
contact area, additional mass or piling will be The foundation configuration shown
required. in Figure 1-2 is typical for block-
mounted compressors. When a skid-
When conditions are doubtful, or if the location is mounted unit is being installed, the
such that transmitted vibration would be objec- foundation design will be different
tionable, we recommend that the customer engage but the placement of the foundation
the services of an engineering firm making a spe- bolts will be done in a manner
cialty of machinery foundation work. Ingersoll- similar to that illustrated.
Rand is not in a position to investigate soil condi-
tions nor to design special foundations and will ac· To allow for slight differences in dimensions be-
cept no responsibility for the success of founda- tween the holes in the frame and the template, the
tions. We will, however, be glad to supply informa- foundation bolts, several inches down from the
tion regarding unbalanced forces for the use of template, should be encased in a piece of pipe as
specialists in analyzing the problem. shown on the foundation plan. This permits spring-
ing the bolts slightly to line up with the frame holes
after the foundation has set. Suspend the bolts
1-5-1. GENERAL RULES FOR FOUNDATION through the holes in the template, with blocks on
DESIGN top of the template boards so that the bolts will ex-
tend above the top of the foundation for the distance
A few general rules may aid in the design of a specified on the foundation plan. It is important
foundation: that the bolts eventually extend through the frame
holes sufficiently to engage the full thread in the
Keep the height of the foundation block as low as nuts. Stuff waste into the ends of the pipes around
possible. The greater the height of the block the the foundation bolts to exclude concrete while pour-
greater the rocking effect will be; consequently, the ing and to prevent dirt or loose pieces from falling
greater the chance of excessive vibration. into the holes after the foundation has set. The
waste must be removed later, but the pipes will re-
When two or more compressors are to be installed, main in the foundation.
it is preferable to arrange the units with the
crankshafts parallel (not in line) and to have one con- Set up the template, with suspended bolts, in the
tinuous reinforced mat under all compressor founda- exact position to be occupied by the unit, allowing
tion blocks. space for grout as shown on the foundation plan.
Fasten the template securely in place. Any shifting
Avoid overhead piping wherever possible. In addi- of the template or bolts during construction of the
tion to interfering with the use of the crane, over- foundation can result in serious difficulty when set-
head piping is also susceptible to vibration. ting and leveling the unit and installing piping.

Foundations for reciprocating compressors re-

1-5-2. FOUNDATION CONSTRUCTION quire adequate steel reinforcement. Cracks which
would cause little or no concern in ordinary concrete
Build the forms for pouring the foundation so that construction are serious in foundations of this type,
the top of the foundation will be at the proper height where they are subject to stresses which can cause
to allow for grout placement under the compressor the crack to grow. It is a good practice to use
base or skid; the recommended grout thickness is deformed steel reinforcing bars; 5/8-inch (l5.9mm)
shown on the foundation plan. Be sure that the diameter and spaced on 8- to 12-inch (203 to 305mm)
forms provide for any pockets or depressions in the centers, extending both vertically and horizontally
foundation that are shown on the plan. near all surfaces (or use equivalent reinforcement).

1-7
 II\!~ lALLA I lUI\!

_,.A T PROJECTION ABOVE

ROUGH FOUNDATION. SEE
I FOUNDATION PLAN a
r--------- I--
a a a

-
EQUAL TO FRAME
THICKNESS
0
'-,------
a
-0 a a
~
0
- '--- - r- ~

- - - r-- ~
a 0 0 a a a
- ~

-
0
-a a 0
SPACE FOR
GROUTING. SEE BOLT TEMPLATE
FOUNDATION PLAN

e '--
FOUNDATION

T;,,;P_-3:;;7=3

Figure 1-2. Typical Foundation Form and Bolt Template for Block-Mounted Compressor

A good concrete mixture for compressor founda- rough to assure a good bond for the grout. After
tions consists of: pouring the foundation, cover it with burlap and wet
it down twice a day to prevent its drying too
Cement 1 part rapidly. Allow three or four days to elapse before
removing the forms and at least twenty-one days
Sand (clean and sharp) 2 parts
between pouring the foundation and starting the
Crushed Stone 4 parts compressor (unless a quick drying cement is used).
If low temperatures are likely to be encountered
If crushed stone is not available, gravel may be before the foundation has thoroughly set, take
substituted, using one part cement to four parts precautions to prevent its freezing. The recommend-
gravel together with the sand. ations of the cement manufacturer should be fol-
lowed on all phases of mixing. pouring and curing.
NOTE

The proportions listed are by

weight.
1·6. SETTING AND LEVELING FRAME-
Make sure that the sand, gravel and stone are BLOCK·MOUNTED UNITS
clean and contain no loam or clay. Impurities will
weaken the foundation and may result in an expen- Before setting the compressor on the foundation,
sive repair later. prepare the bottom of the frame and the surface of
the foundation as covered in the grouting instruc-
After a final check on the location and height of all tions which follow in Section 1-8. Pay particular at-
foundation bolts. the concrete can be poured up to tention to the instructions pertaining to blanking
the bottom of the template: leave the top surface off the area under the center of the frame that is not

1-8
 INSTALLATION

to be grouted. The following procedure describes the both directions, keeping the weight evenly
setting and leveling of the typical block-mounted distributed on the leveling screws. Run the
frame: foundation bolt nuts lightly against the frame
1. The compressor base is drilled and tapped near base flange to hold the final position. Do not at-
each foundation bolt hole and setscrews are tempt to level the frame by tightening the
supplied for leveling the unit. Greasing the foundation bolt nuts.
leveling setscrews will aid in leveling the frame
and make them easier to back off after the 5. Take level readings on the lower crosshead
grou t has set. A steel leveling pia te shuuld be guides. If the preceding steps have been com-
placed under each leveling screw as shuwn in pleted satisfactorily, the guides should read
Figure 1-3 to prevent the setscrews from dig- level. If all of the guides run out in the same
ging into the foundation. Make the leveling direction, this is an indication that the frame is
plates from 1/2 inch (I3mm) thick steel plate or not transversely level and this condition
equal; the plates should be approximately should be corrected.
three inches (77mm) square.
2. Lower the compressor frame over the founda- 6. Check at each main bearing with a 0.0015 inch
tion bolts, at the same time positioning the (0.04mm) feeler to see that there is no clearance
steel plates under the leveling setscrews; place between the bearing and the bottom of the
the leveling plates so that they do not extend crankshaft. A 0.0015 (O.04mm) inch feeler
beyond the outer edges of the compressor base. should also be inserted between the shaft and
3. The frame leveling surfaces consist of the the bearing at the horizontal centerline and
lower crosshead guides and the flat machined then moved toward the bottom of the bearing
surfaces on top of the frame. Clean all leveling on each side to be sure the shaft is centered in
surfaces of dirt, grease, paint or anything the bearing. The feeler should stop at approx-
which could result in a false level reading; imately the same position on either side when
however, do not file, grind or use any other the frame is properly aligned.
cleaning equipment that can remove metal
from the leveling surfaces. 7. As a final check of bearing alignment, a
4. Level the frame both longitudinally and crankshaft deflection check should be made at
transversely by means of the leveling set- each crankthrow. Check the crank web deflec-
screws. The nuts should not be on the founda- tion as shown in Figure 1-4. The micrometer
tion bolts at this time. Use a precision shown consists of an ordinary inside
machinist's level at least 8 inches (203mm) micrometer barrel with a pointed extension
long on the machined leveling surfaces. Bring shaft of the proper length to measure the span
the frame to its final elevation and level it in between crank webs. Bar the crank over until it
points straight up. Insert the pointed end of
the micrometer into a prick punch mark and
adjust the barrel at the other end until it will
just pass the closest portion of the opposite
web. Record the micrometer reading. Bar the
crank 90 0 and take another reading; repeat at
180 0 and 270 0 • The four readings should not
vary by more than 0.001 inch (0.03mm) if the
crankshaft is satisfactorily aligned.

( 8. With the main frame satisfactorily aligned,

and with the foundation bolt nuts pulled down
only enough to hold the uni t in position, pro-
ceed to grout the main frame and the frame ex-
tensions.

9. After the unit is grouted, as described in the in-

structions that follow, and the grout has been
given sufficient time to harden, the leveling
Tp·l01 screws should be backed off and the foundation
bolts tightened to the torque recommendations
Figure 1-3. Leveling Setscrew given in PAllT V.

1-9
----------------~-- -~
_ _ _ _ _ _ _ _ _ _ _ _ _ _--:I~N:.;::S;...;T;.;.A.;;l:;;,;l~A.:.;.,UON;... _

b. Insert the leveling setscrews into all of

the tapped holes provided in the sides of
the skid frame. Grease the leveling screws
to assure ease of operation and to prevent
the grout from bonding to the threads.

c. Place leveling plates under the setscrews

(see Figure 1-3) to prevent the leveling
screws from digging into the foundation.
Make the leveling plates from l/2-inch
(I3mm) thick steel plate or equal; the
plates should be approximately three in-
ches (77mm) square.
INSIDE MICROMETER
READINGS WI LL SHOW ANY d. Use a minimum of six jacks at least 20
SHAFT DEFLECTIONS
TP·374 ton (I8 120 Kg) capacity or higher to sup'
port the weight of the skid and then
Figure 1-4. Measuring Crankshaft Deflection remove the timbers from under the skid.

1-7. SETTING AND LEVELING - e. Lower the skid with the jacks until the
SKID-MOUNTED UNITS weight of the skid is supported on the
leveling setscrews; be sure a leveling
NOTE plate is positioned under each screw so
that it does not extend beyond the outer
Do not start fitting any external edge of the skid.
skid piping until the skid has been
leveled and checked by an erecting 3. Level the skid-mounted separable compressor
engineer. frame by following Steps 3 through 7 in
preceding Section 1-6 for block-mounted units.
. . The compressor frame is leveled and grouted to except that the leveling setscrews in the skid
~he skid prior to shipment. After grouting. the are now used to make level and alignment ad-
frame is rechecked for level and crankshaft align- justments. With the compressor frame satis-
ment; supports are then installed under distance factorily aligned (be sure to complete crank-
piece, or "yoke", portions of the frame. The result is shaft alignment checks), snug down the foun-
a frame that is level with respect to a level skid. dation bolt nuts enough to secure the skid
position.
The separable engine driver is mounted on the
skid and leveled by means of mounting plates and NOTE
shim pack assemblies located at the four corners of
the engine base. The engine position is adjusted as On a two-skid arrangement, the
required to obtain engine-to-compressor coupling engine/compressor skid and cooler
alignment within the required limits. In summary, skid should be mated together and
before leaving the factory, the compressor, driver leveled at the same time prior to
and coupling are installed and aligned with respect grouting. Refer to Section 1-12.
to a level skid. A satisfactory field installation is
then achieved by using the following procedure: 4. A check of the drive coupling alignment is re-
quired before grouting the skid. The purpose of
1. Prepare the foundation to receive the skid. this coupling alignment check is to verify posi-
Refer to the foundation preparation instruc- tioning of the skid, in as near a level condition
tions which follow in Section 1-8-1. as possible in the field. to duplicate the condi-
tions when the skid was leveled at the factory
2. Move the skid onto the foundation and into during manufacture of the unit. The following
position over the foundation bolts, as follows: procedure applies to the separable engine and
a. Lower the skid over the foundation bolts coupling drive arrangement normally supplied:
and rest it on timbers. Use timbers at
least 8 x 8 inchesl200 x 200 mm). The sup- a. Remove the four bolts that fasten the
porting members should be of the same compressor end coupling hub to the
size. laminated ring pack.

1·10
 INSTAllATION

b. Make a suitable fixture to mount two dial determine the main point of misalign-
indicators at the coupling hub which is at- ment. If readings taken at the 180 0
tached to the compressor crankshaft. A reference point indicate that the engine is
satisfactory fixture can be made using a high or low at the drive coupling end, this
5/8-inch (16mm) diameter rod which is will, in most cases, indicate that the
long enough to extend from the coupling engine end of the skid is not properly
mounting flange on the engine flywheel to leveled with respect to the compressor
a position over the coupling hub on the end. Correct this misalignment by raising
compressor crankshaft. This rod is then or lowering the engine end of the skid,
welded to a 2 by 2 by 1/4-inch (51 by 51 by rather than by readjusting the shimming
6.4mm) angle iron clip with a hole in one at the engine mounting points. After rais-
side to be attached to one of the coupling ing or lowering the engine end of the skid,
flange mounting bolts on the engine always recheck the level of the com-
flywheel. pressor frame to be sure that the level has
c. After the fixture is securely fastened to not been affected at the compressor end
the engine flywheel. mount a dial in- of the skid.
dicator to read on the outer rim of the i. When it has been determined that all
compressor coupling hub and another in- possible misalignment has been corrected
dicator to read on the face of the hub. by raising or lowering the engine end of
the skid, take a final set of indicator read-
ings at each of the reference points. The
coupling misalignment should be as close
CAUTION to zero as possible and must not exceed
Compressor crankshaft rotation is 0.005 inch (0.13mm). If further alignment
counterclockwise as viewed from oil adjustments are necessary, do this by
pump end of compressor. adding or removing shims from the
engine mounting points and by moving
the engine sideways, if required, using
jack screws against the sides of the
d. Rotate the engine through one complete
engine base.
revolution and bring both indicators to
the top vertical position with respect to j. When the coupling is aligned within the
the engine flywheel; then, using a mark- prescribed limits with the compressor
ing pencil or chalk, place a reference mark frame level, snug down lightly on the
on the flywheel and flywheel housing. foundation bolt nuts to hold the skid posi-
These will be the zero reference marks. tion. Do not attempt to achieve alignment
by tightening the foundation bolt nuts.
e. Mark the flywheel housing at the 90 0 ,
180 0 and 270 0 positions. These marks 5. After checking and adjusting the drive coupl-
will be used as reference points to take ing alignment, and before grouting the skid,
the dial indicator readings. check for possible engine base distortion as
f. Using a bar, shift the engine crankshaft follows:
toward the front (away from compressor) a. Mount a dial indicator at a point near the
and the compressor crankshaft toward hold down bolts on one corner of the
the oil pump end (away from enginel. engine base. Zero the indicator.
g. Zero the dial indicators, with the engine b. Loosen one of the hold down bolts adja-
flywheel at the top vertical reference cent to the indicator. Observe the in-
marks, and then rotate the engine to the dicator dial to see if the engine base
90 0 mark and take an indicator reading; springs up when the bolt is loosened. If it
repeat at the 180 0 and 270 0 marks and does, record the reading on the indicator.
then return to the starting point. Recheck c.' Loosen the other hold down bolt; recheck
the zero settings at the starting point. Be the indicator dial and record the reading,
sure the engine and compressor crank- if there is one.
shafts are first shifted per Step "f" before
d. If there is a total deflection of more than
recording the indicator reading at each
reference poin t. 0.004 inch (O.lOmml when the bolts are
loosened, it must be corrected by continu-
h. Compare the dial indicator readings to ing with the following steps.

1-11
 11110:» , J-\LLJ-\ I IUIII

e. With the two bolts loosened on the engine Any further adjustment to the coupling align-
base, measure the clearance between the ment must be made by repositioning the
shim pack and engine base using a long engine as covered in Step 4(i).
feeler gauge. Add the amount of shims to
each shim pack as indicated by the feeler 9. Reinstall the four bolts attaching the coupling
gauge measurements. hub on the compressor crankshaft to the
laminated ring pack of the coupling.
f. Retighten the two engine hold down bolts
and then repeat Steps "a" through "c", 10. Make a final check of the drive coupling align-
once again reading engine base distortion ment with the bolts installed and tightened.
on the dial indicator. If the deflection is
still above the 0.004 inch (O.lOmm) max-
imum, correct per Step "e" and recheck }-8. GROUTING
the adjustment until the distortion is
within the maximum limit. We recommend that epoxy grout be used_ Field
experience has shown that certain types of non-
g. Repeat the preceding steps to check for shrink grouts continue to expand in service and can
engine base distortion at each of the cause alignment problems. If this type of grout is to
engine mounting points and make any be used, the characteristics of the material should be
corrections required. thoroughly investigated with the manufacturer
before the selection is made.
h. I t may be found after correction of base
distortion that the drive coupling will The final selection of a particular grouting
have to be realigned. If shims are added method and the brand of grouting material to be
under the base of the engine to correct used is the responsibility of the customer or his con-
distortion, always recheck the coupling tractor. Also, instructions concerning the use of a
alignment as described previously. particular grouting material are the responsibility
of the grout manufacturer.
6. After satisfactorily completing the foregoing
procedure, and with the foundation bolt nuts To assure proper bonding of the epoxy grout to

e pulled down only enough to hold the skid in

position, proceed to grout in the skid using the
applicable instructions.
the concrete foundation, make surface preparations
before positioning the frame on the foundation for
grouting.

NOTE }-8-1. FOUNDATION PREPARATION

The grouting operation should be 1. Roughen the top of the concrete foundation
started as soon as possible after with a chipping hammer to remove the surface
final leveling of the skid. The skid layer which has a low strength; the roughened
must not be supported on the level- and cleaned surface provides a better bond for
ing screws for a long period of time the grout. The surface on which grout is to be
due to flexibility of the skid frame, placed must be solid.
temperature changes and other fac-
tors that could result in misalign- 2. Remove all traces of oil. Concrete must also be
ment. completely dry when the grout is poured.

3. The foundation bolt sleeves must be sealed at

7. After the unit is grouted and the grout has the top so that the grout will not enter them.
been given sufficient time to harden, the level- Also, the foundation bolts, where they are ex-
ing screws should be backed off and the found- posed to grout, must be protected by a coating
ation bolt nuts tightened to the torque recom- of heavy paste wax or by a suitable sleeve seal.
mendations given in PART V. Both of these measures are necessary to pre-
vent the epoxy grout from bonding to the bolts
8. At some point of pre-start preparation, after and thereby reducing the effective length of
the skid grouting operation is completed and

e the foundation bolts are secured, recheck the

coupling alignment as described previously.
the bolt. Leveling setscrews must also be pro-
tected so that they can be backed off after the
grout has hardened.

1-12
 INSTALLATION

1-8-2. SAFETY PRECAUTIONS area under the center of the frame, it must be
placed before the frame is lowered to its final
WARNING elevation. The free height of the foam plastic
should be sufficient to allow approximately
Epoxy grout components may be 1/4-inch (6.4mm) crush per inch (25.4mml of
combustible and can be harmful if height when the frame is in its final position. A
they contact the skin, eyes or generous bead of caulking compound can be
mucous membranes. Avoid excess run on the top and bottom of the foam plastic
breathing of vapors. Before using an to assure a tight seal against both the frame
epoxy grout, thoroughly review and and foundation. The foam plastic can be left in
then observe all safety precautions place after the unit is grouted.
specified by the grout
manufacturer.
NOTE
1-8-3. EPOXY GROUTING BLOCK-MOUNTED
FRAME Another method of blanking off the
center of the frame during grouting
1. The area under the center of the frame is not involves placing a piece of foam rub-
grouted. Place a fire hose or foam plastic along ber under the frame to fill the entire
both sides of the area to be blanked off as area where the grout is to be ex-
shown in Figure 1-5. When using the hose, tape cluded. The foam rubber must then
it with polyethylene and then wax it with a be removed, however, as it is impor-
heavy paste wax. Hold the hose securely in tant that there is an air space under
place so that, when inflated, it will prevent the the unit.
grout from working under the center of the
frame. Fill the hose with water, bleed off the air 2. Heavily wax all forms and seal with putty, or a
and then pressurize the hose to 5 PSlG (34.5 similar material, before the grout is poured.
kPa) maximum. Work carefully in placing and When the compressor frame is in direct contact
pressurizing the hose. Over·pressurizing the with the grout, the grout should be lI2-inch
hose can move the frame and affect the align- (l2.7mm) above the outer edge. There are three
ment. When using foam plastic to blank off the important reasons for doing this: first, to serve

1·1/4TO 1·1/2 IN. 132 TO 38 MM) OPTIMUM

WAXED WOOD
FORM

TP·102B

Figure 1-5. Forming Compressor Frame for Epoxy Grout

1-13
 lNST ALLATION

tlS a key to resist any horizontal movement of 7. After the grout has thoroughly set per the
the unit during operation; second, to assure manufacturer's instructions, back off the level-
that the aggregate will not settle below the ing screws. Collapse and remove the fire hose if
base of the machine; and finally, to take advan- this method of blanking off the frame is used.
tage of its bonding characteristics to make a Tighten the nuts on the foundation bolts to the
tight oil and water seal at the edge of the wrench torque given in PART V.
frame. Wax or mask off the compressor frame
above the grout finish line to prevent splatter 8. Recheck all leveling points to be sure that the
and spillage from sticking to the frame. frame alignment was not disturbed during the
grouting period. If the unit is out of alignment,
3. Form around the frame extensions and prepare it will have to be regrouted.
them for grouting as described in the prE'ceding
steps for the main frame. Grouting space under
the extensions should be approximately the 1-8-4_ GROUTING SKID-MOUNTED UNIT
same as that under the frame.
Skid-mounted units can be grouted with Portland
4. The pot life of the epoxy is affected by ex- cement or with one of the epoxy grouting materials.
cessive heat or cold. In hot weather, shield the When grouting the skid with epoxy, the same
foundation and compressor from direct sun- general recommendations as described previously
light. In cold weather, provide a protective for grouting the block-mounted unit are applicable.
covering for the foundation and compressor. The grout manufacturer's instructions must also be
Provide auxiliary heat, if necessary, to bring carefully followed.
the foundation and compressor temperatures
up to the desired levels. Since the temperature When setting the compressor skid with a cement
affects the curing time and viscosity of the grout, use these steps:
grout, consult the epoxy grout supplier
concerning curing time and recommended 1. Prepare the foundation as described in Section
minimum temperatures of the foundation and 1-8-1.
grout mixtures. Most manufacturers recom-
mend a temperature of 70°F (21°CI for the 2. Build a suitable form around the skid approx-
foundation, compressor and for mixing the imately 10 to 12 inches (254 to 305mm) higher
grout. than the top of the foundation. Seal all joints
with caulking compound, or other suitable
WARNING means, to prevent leakage.

All precautionary measures speci- 3. If Portland cement grout is used, a good mix-
fied by Occupational Safety and ture is one part normal Portland cement to two
Health Act of 1970 (OSHA) must be parts of clean, sharp, well-graded sand. (It is
complied with when storing, handl- important that the sand is free from silt or
ing, or using solvents. clay. Also, avoid the use of any type of air-
entraining cement as it is not suitable for
5. For proper bonding of the grout to the com- grout.) To lessen shrinkage, use as little water
pressor surfaces being grouted, it is particu- as possible, but use enough to allow the grout
larly important that these surfaces be clean to flow freely so that it can be worked under
and free of all paint, oil and rust. Sand blasting the skid. Add just enough water to the grout
of these surfaces is preferred; however, prop- mixture to obtain an easily workable consis-
erly performed wire brushing can be adequate. tency, but not so much that the grout runs or
After sand blasting and wire brushing so that the cement and small particles will rise
thoroughly clean the surfaces with a compati- to the top.
ble solvent recommended by the grout
manufacturer. For best results, complete the NOTE
surface preparation just before grouting.
The strength of a cement grout is
6. Average thickness of the grout should be be- reduced, and shrinkage is increased,
tween 1 and 2 inches (25 to 51mml, with 1-114 as larger amounts of water are used.
to 1-112 inches (32 to 38mm) being the Never sacrifice the strength of the
optimum depth. In no case should the grout grout by adding excess water so
thickness exceed 3 inches (76mml in one pour. that it can be poured more easily.

1-14
 INSTALLATION

4. Crumbling grout affords poor support fOf a 10. If the installation site is dry and warm, cover
compressor installation. If low temperatures the exposed grout with wet burlap bags or
are likely to be encountered before the grout similar material and wet throughout every few
has thoroughly set, precautions must be taken hours to keep it from drying too fast and
to prevent freezing. developing surface cracks. After the initial set
of the grout (not less than 24 hoursl remove the
WARNING leveling screws. This is important as the skid
must be supported on the grout, not on the
All precautionary measures speci- leveling screws and plates.
fied by the Occupational Safety and
11. After the grout has thoroughly set (usually
Health Act of 1970 (OSHA) must be
about 5 days), pull the foundation bolts down
complied with when storing, handl-
tight. Recheck all leveling points to be sure
ing, or using solvents_
that the machine was not disturbed during the
grout period. If the unit does not show level.
5. For proper bonding of the grout to the surfaces
remove it from the foundation, chip off the
being grouted, it's particularly important that
grout and start over again.
these surfaces be clean and free of all paint, oil
and rust. Sand blasting of these surfaces is 12. Before starting the unit, be sure the grout is
preferred; however, properly performed wire thoroughly set and hard and paint the whole
brushing can be adequate. After sand blasting foundation with a good water-and oil-resistant
or wire brushing, thoroughly clean surfaces paint. Be careful to make a good paint seal be-
with solvent. For best results, complete the tween the skid and the grout so that any oil
surface preparation just before grouting. spilled cannot creep under the skid to soften
6. Before starting to grout, be sure that there are the grout. If any oil works its way under the
sufficient materials and help available so that grout, the alignment of the entire machine can
the grouting can be completed without inter- be affected as the grout softens. Epoxy type
ruption. Keep the top of the foundation wet for paints are recommended because of their oil
6 to 8 hours prior to the time the actual resistance and bonding characteristics.
grouting is started. Then, blow off the excess
water with an air hose, paying particular atten- 1-9. DRIVER INSTALLATION - BLOCK-
tion to the foundation bolt holes. It is impor- MOUNTED UNITS
tant that the puddles of water are removed. If Several drive arrangements are available for
convenient, let the foundation soak overnight. block-mounted compressor units. Refer to the driver
It is helpful to lay chains strategically between manufacturer's instructions for specific information
the skid and the foundation, extending several on installation and alignment. Information on the
feet at each end to assist in working the grout drive coupling and gear set (if used) are also the
evenly under the skid frame. equipment manufacturer's responsibility. The
7. Start pouring grout under the skid at one end following information applies generally to the in-
and progress toward the opposite end. Puddle stallation of the more common compressor drive
the grout continuously to work out any air arrangements.
pockets.
1-9-1. INSTALLATION AND ALIGNMENT OF
8. As soon as the grout begins to set, remove the TWO-BEARING INDUCTION OR SYN-
forms, cut off the grout flush with the edge of CHRONOUS MOTORS
the skid, and slope the top slightly toward the
outside of the foundation. Trowel the grout Install and align the two-bearing motor as
smooth and point up the foundation. described in the following steps. Grouting the com-
pressor and motor separately and then attempting
9. If non-shrink grout is used, remove the grout
to mount the coupling between them is not recom-
down to the foundation on all surfaces that ex- mended; that procedure can lead to angular mis-
tend beyond the skid. Fill this section with alignment and failure of the coupling.
regular cement and sand grout. Because of the
expanding ability of non-shrink grouts they
must not be used in places where they are not CAUTION
confined by the skid. Non-shrink grouts will
ravel and provide a bad appearance, and will Compressor crankshaft rotation is
sometimes fail physically when applied to an counterclockwise as viewed from the
open area. oil pump end of compressor.

1-15
 INSTALLATION

1. Check to see that the compressor half of the compressor should be carefully checked and ad-
drive coupling is in place on the crankshaft. justed per the coupling manufacturer's directions.
(Refer also to Section 1-7, Step 4 which describes a
2. Set the motor on its foundation and level it, typical coupling alignment check for a separable
with the motor half of the coupling in place on engine drive.)
the motor shaft.
1-9-3. INSTALLATION AND ALIGNMENT OF
3. Bring the motor and compressor halves of the TURBINE DRIVE AND REDUCTION
coupling together and check the runout. Refer GEAR SET
to the instructions furnished by the coupling
manufacturer. Runout adjustments are made The following steps outline the recommended pro-
by moving the motor. (The compressor frame cedure for alignment of the compressor, gear set and
should have previously been leveled and turbine. Each of these items is grouted to the found-
grouted as described in the foregoing instruc- ation separately.
tions.)
1. The compressor frame is leveled and grouted
4. Prior to the final setting and grouting of the as described previously.
motor, position the compressor crankshaft
such that the shaft is centered with respect to 2. Position the compressor crankshaft and the
the thrust adjustment. Run the main motor, if gear set so that they are both centered with
possible, to determine its magnetic center and equal clearance on their respective thrust bear-
then scribe the shaft to indicate the magnetic ings.
center position.
3. Bring the gear set and compressor coupling
5. The final assembly of the coupling should now halves together. Set the drive shaft of the gear
be made with the motor on its magnetic center approximately 0.004 inch (D.lOmm) lower than
and the compressor crankshaft centered on its the compressor crankshaft. When positioning
thrust clearance. the gear set, use laminated shims under the
unit base so that vertical adjustments can be
6. After tightening the coupling bolts, recheck made later if necessary.
the coupling alignment and the positions of the
crankshaft and motor shaft as described in the 4. Check the coupling alignment. Refer to the
preceding steps. If everything is in order, coupling manufacturer's instructions.
grout the motor.
5. Grout the gear set to the foundation.
7. After the grout has set, back off or remove the
jackscrews and tighten the foundation bolt 6. Bring the turbine into alignment with the gear
nuts. Check the coupling alignment with the set. Position the turbine approximately 0.006
foundation bolts pulled down tight. inch (O.15mm) lower than the gear set to com-
pensate for thermal expansion during opera-
8. Run the compressor for about one minute and tion. Align the turbine as described in the
recheck the coupling alignment. After this literature supplied by the turbine manufac-
final check shows the coupling alignment to be turer. Center the turbine with equal clearance
within prescribed limits, the motor frame can on both sides of its thrust bearings. Use
be doweled to the motor sole plates. laminated shims under the turbine base so that
vertical adjustments can be made if necessary.

1-9-2. INSTALLATION AND ALIGNMENT OF 7. Grout the turbine to the foundation.

SEPARABLE ENGINE DRIVE
8. After the grout has set and the entire drive
Compressors equipped with a separable engine train is securely bolted in place, disconnect the
drive are normally supplied with the engine and turbine and run it for approximately one hour
compressor mounted on a common skid (Section to bring it up to operating temperature.
1-1). In those cases where the customer prefers a
'ock-mounted engine drive arrangement, the 9. Immediately, before the parts have a chance to
_ngine manufacturer's instructions should be refer- cool, check the vertical alignment of the tur-
e;ed to for setting and alignment recommendations.
he coupling alignment between the engine and
bine and gear set shafts. This hot vertical
alignment should be within 0.002 inch

1-16
 INSTALLATION

(0.05mm) or further alignment adjustments are Detailed instructions for installing the com-
required. pressor cylinder are described in PART IV, MAIN-
TENANCE under Section 4-12-1. Install one
10. Connect the turbine to the gear set and run cylinder at a time on the unit. Where supports are
them for about two hours or as long as it takes used, insert leveling screws in the support bases be-
the gear set to reach operating temperature. ing sure the threads are greased and free in their
Immediately check the vertical alignment of holes. Leveling plates should be used under each set-
the gear set with the compressor. This hot screw as described previously in the frame leveling
alignment should be within 0.002 inch instructions (Section 1-6).
(O.05mm).
When the cylinders have been properly mounted
11. When the gear set to compressor alignment is and leveled as described in Section 4-12-1, grout the
determined to be within the prescribed limit, support baseplates as described in the previous
reconnect the coupling halves. grouting instructions. After the grout has hardened
sufficiently, back off or remove the support leveling
screws and then tighten the foundation bolt nuts
1-10. FINAL ALIGNMENT CHECK securely to the torque recommendations given in
PARTV.
After completing installation, alignment and
grouting of the block-mounted compressor and Assembly of the compressor cylinders (in-
drive arrangement, or skid-mounted unit, a final stallation of piston and rod and piston packings,
alignment check of the equipment is recommended; alignment of the piston rod, adjustment of piston
refer to the previous instructions on this subject end clearances, etc.) is completed by following the
that are applicable to your particular compressor appropriate assembly procedures outlined in PART
and drive arrangement. IV.

A check should also be made at this time of all

foundation bolts to be sure the nuts are tight (see 1-12. INSTALLING COOLER SKID Uf Supplied)
PART V for recommended wrench torques). All
leveling setscrews must either be removed or If the unit is furnished with a separate skid for the
backed off sufficiently so that they are finger-loose. cooler, scrubbers, water make-up tank and other ac-
cessories, it will be necessary to locate this unit in
relation to the prefabricated piping and other equip-
1-11. COMPRESSOR CYLINDERS ment. Refer to the installation plans furnished with
the compressor for foundation bolt layout, etc.
The cylinders are normally mounted on the com-
pressor frame when it is shipped to the installation The final position of the cooler skid is established
site. However, in some instances, usually because of by lining up piping connections and flanges. It is im-
shipping and packaging restrictions, the cylinders portant that all interconnecting piping be accur-
are shipped separately and must be installed at the ately aligned and arranged with suitable supports to
compressor site. prevent undue stress on the connections and
accessories.
Refer to the installation plans prepared for the
compressor to determine the position in which each The procedures for setting, aligning and grouting
cylinder is to be mounted. Thoroughly clean the the cooler skid are the same as described previously
matching surfaces on the cylinder, distance piece or for the skid-mounted compressor. The normal prac-
"yoke", and on the frame extension. The mating tice is to level the engine/compressor skid and cooler
surfaces between these parts should be coated with skid together before grouting.
shellac to ensure an oiltight joint, but do not use a
gasket or silastic.
1-13. OIL COOLER AND FILTER-
Most cylinders are supplied with outer end sup- BLOCK-MOUNTED UNITS
ports. These supports are intended to support the
weight of the cylinder; they must not be used in an NOTE
attempt to force the cylinder into alignment. If a
cylinder can not be properly aligned at assembly, Mount the external oil filter below
this is usually a result of dirt, burrs or other ir- the oil level in the sump to avoid air
regularities on the mounting surfaces. in the oil system.

1-17
 ., __ • • • _ _ .·".,-",IW

Locate the frame oil cooler and external filter as '1·15. COMPRESSOR PIPING
shown on the General Plan. These items are nor-
mally mounted off the oil pump end of the com- We cannot emphasize too strongly the necessity
pressor and secured to the foundation; alternate for thoroughly cleaning the inside of all piping be-
iocations may be used to suit a particular installa- fore installation. It is extremely important that the
tion. Filter internals should be checked for compressor intake piping be thoroughly cleaned. If
cleanliness and correct position. Piping connections metal pieces, pipe scale, rust, welding spatter, dirt
to the cooler and filter must line up properly before and all other foreign material are not carefully and
they are tightened. Do not spring the piping to make thoroughly removed: they will be loosened by the
connections, as this may cause leaking joints or in- flow of air or gas and can cause serious damage.
duce fatigue failures. Blow the piping out with high pressure air after
cleaning.

The pulsation dampeners, volume bottles,

1-14. LUBRICATION OIL PIPING - separators, intercoolers and gas piping of lubricated
BLOCK·MOUNTED UNITS units are protected with rust preventative oil and/or
other protective coating. Do not remove this
The oil piping in the frame lubrication system coating. All flanged or threaded openings are
downstream of the oil filter must be closely exam- closured for shipment. Do not remove these closures
ined and cleaned before charging the system with until the mating piping is ready for assembly.
oil. This includes the connections and piping bet- Assemble the vessels and piping on the unit as
ween the filter discharge and the mai.n bearing oil quickly as possible to prevent dirt and contamina-
header, the header itself and the lines between the tion from entering. On all non-lubricated units and
header and main bearing caps. many other units, pulsation dampeners are pro-
tected with a special Phenolic Resin Coating
NOTE (Magnacoat) which does not need to be removed
prior to start-up of the units. When the units are
The internals of the lube oil piping assembled completely, purge the entire gas piping
and passages are coated with a rust system and compressor cylinders with dry nitrogen.
preventative at the factory. This Continue purging until all of the air is removed from
preventative is completely soluble the system. There should be a slight, positive
with the recommended lubricating pressure, nitrogen purge left on the piping system at
oils and need not be removed unless all times to keep the system free of air. (Apply
dirt or other contaminants have necessary closures at the piston rod openings.)
entered the piping.

Where the customer is supplying external oil pip- WARNING

ing, it is his responsibility to provide piping that has
been thoroughly cleaned and completely examined All precautionary measures speci-
throughout. Any foreign material loosened by the fied by the Occupational Safety and
flow of oil through the piping can seriously damage Health Act of 1970 (OSHA) must be
the compressor. complied with when storing, handl-
ing, or using solvents.
To avoid damage in transit, the factory-supplied
external oil piping is normally removed and pack-
aged separately. When this is done, the connections If plugs or covers on the cylinder openings (or any
are identified by a number or letter stamped on a other openings) have become loosened or lost in
metal tag which is attached to each connection. The transit, the inside of the part must be thoroughly
piping can easily be returned to its original position wiped out or cleaned with a blast of air to remove
by matching the identifying number or letter at any dirt that has entered. If such parts have been
each connection. This piping should be closely ex- protected with oil or rust preventative prior to ship-
amined and cleaned before assembling it in the ment, they must be thoroughly washed with a safe-
lubricating system. ty cleaning solvent to remove all dirt and dust and a
protective coating again applied.
The frame lubricating system must be thoroughly
shed before it is filled with the correct oil selected Be sure that all temporary protective plugs or
. regular operation. This flushing operation is caps in vessel and pipe openings are replaced with
eescribed in PART III, Section 3-2-1. permanent plugs prior to starting the unit.

1-18
 INSTAllATION

1-15-1. RECOMMENDATIONS FOR THE hydrostatic tests have been made and the pipe sec-
INSTALLATION, FABRICATION. tions have been cleaned as thoroughly as possible on
TESTING AND CLEANING OF AIR OR the inside, the piping should be pickled by the
GAS PIPING following (or equivalent) procecdure:

The importance of starting ANY compressor with CAUTION

clean piping. particularly on the intake to any
cylinder, cannot be over-emphasized. This is par- Surfaces which have been protected
ticularly important on compressors which use by Magnacoating or a similar pro-
special high pressure metallic packings or "NL" cess should not be grit blasted nor
(non-lubricated) construction which use TFE pack- should these surfaces be allowed to
ing rings. Any dirt, rust, welding beads or scale car- come into contact with the chemical
ried into the compressor will cause scored packing cleaning solution. Refer to the clean-
rings, piston rods and cylinder bores, and pitted, ing recommendations supplied by
leaking or broken valves. the manufacturer of the particular
protective coating being used. Also,
It is important that the piping system be designed this solution should not be used on
and fabricated with sufficient flange joints so that it tin or aluminum.
can be easily dismantled for cleaning and testing.
Cleaning, hydrotesting and final inspection of Prior to chemically cleaning the piping or vessels,
system is best accomplished in sections before final all internal surfaces must be grit blasted to bare
assembly on the compressor. Under no cir- metal (before fabrication) to remove stubborn
cumstance should the piping be chemically cleaned fastened debris such as mill scale or heavy rust. The
when it is assembled to the compressor, as carry- following chemical cleaning procedure (or an
over of the cleaning fluid into the cylinders is equivalent process) is then applied to remove oil,
almost certain to occur; this can cause extensive grease, light rust and similar foreign matter after
damage to the cylinders. the vessel or piping is finish fabricated.

If it is absolutely necessary to conduct the final WARNING

hydrostatic test when the piping is in position, take
care to provide vents at the high spots so that air or This cleaning operation should only
gas will not be trapped in the piping. Make provi- be performed by authorized person-
sions for complete drainage after the test is com- nel who have respect for the safety
pleted. These connections should be planned in ad- requirements involved. This solu-
vance. Furthermore, it is essential that all connec- tion contains sodium hydroxide.
tions to the cylinders be broken and blanked off, Avoid contact with eyes, skin and
preferably with a spool piece removed between the clothing. A face shield, rubber
piping and cylinder. Complete drainage of the pip- gloves, rubber boots, and rubber
ing is essential if damage is to be prevented when apron must be worn at all times. If
starting. the cleaning solution comes into con-
tact with eyes or skin, flush im-
Chill rings are not recommended for gas/air or mediately with water to prevent
lubricating piping as welding beads, dirt, and other irritation.
foreign matter, can be trapped between the ring and
the pipe. This material cannot be completely cleaned A. Solution
out by pickling or flushing. It eventually works out
in service and may result in damaged compressor 1. Turco type C alkaline cleaner and water, mix-
valves, cylinders or bearings. ing 1-1/2 to 2 pounds (0.68 to 0.91 kilograms)
alkaline to each gallon (3.8 liters) of water.
The proper welding practices used with com- Heat the solution to 180° to 200°F (82°C to
pressor gas/air or lubricating oil piping should not 93°C).
result in weld beads on the piping internals;
however, any weld beads, splatter, etc. must be 2. A solution using a different caustic, but
removed by the conventional cleaning processes. equivalent to the above, may be substituted.

Cleaning of the piping may be done by commercial 3. Maintain the concentration of caustic by titra-
companies with mobile cleaning equipment or by the tion checks and periodic additions of chemicals
following recommended cleaning procedure. After as required.

1-19
 I''',", I "'L. ....'"" I I V I , .

B. Procedure rust preventative meeting U.S. Government

Specification MIL-C-16173 (lastest edition),
1. Charge cleaning tank with sufficient solution Grade III.
for the items being cleaned.
2. Reinstall all fittings and flanges that were
Remove all closures and fittings (such as in- removed from the parts to facilitate cleaning.
spection opening flanges or plugs) to facilitate These parts should also have been chemically
circulating the solution during cleaning and cleaned and coated with a rust preventative.
flushing. Be sure proper gaskets are used under all in-
spection flanges.
3. Immerse vessel or pipe, and also any closures
or fittings removed, into the heated tank. The 3. Unless the piping is to be assembled on the
vessel or pipe must be completely submerged compressor immediately, suitable gasketed
to ensure all trapped air is removed. Agitate, closures must be placed over all open pipe ends
roll and otherwise maneuver all pieces to en- and other openings to prevent entrance of
sure that thorough wetting of all internal sur- moisture and dirt. The use of steel plate covers
faces is obtained. All items should be im- and thick rubber gaskets is recommended for
mersed in the cleaning solution for at least 20 all flanges. Before installing closures, coat the
minutes. flange surfaces with grease.

NOTE E. "NL" Compressor Piping

The extent of cleaning depends on For "NL" (non-lubricated) units where an oil
the temperature, condition and con- coating inside the piping is not permissible (due to
centration of the cleaning solution, process contamination), even for the starting period,
and the immersion time. consideration should be given to one of the following
alternatives:
4. Remove vessel or pipe from the solution and
thoroughly flush all surfaces with clean hot
water; the recommended water temperature is
• Use of non-ferrous piping materials, such as
aluminum.
about 120°F (49°C) for this flushing opera-
tion. After all caustic has been removed by
flushing, use dry compressed air to blow the
• Application of Magnacoat or other suitable
coating to the internal surfaces during fabrica-
surfaces dry. tion, thus eliminating the need for chemical
cleaning.
C. Inspection
F. Final System Inspection
1. I nspect surfaces closely to be sure that all soil
and rust is removed. The vessel or pipe must be WARNING
clean enough so that a man wearing clean,
white gloves can rub his hand over any internal All precautionary measures speci-
surface without picking up dirt, scale, rust or fied by the Occupational Safety and
other debris. Health Act of 1970 (OSHA) must be
complied with when storing, handl-
.J
If the above inspection does not produce ing or using solvents.
satisfactory results, repeat the foregoing
chemical cleaning procedure and reinspect. During final assembly and hook-up of the com-
pressor piping and vessels, check that no dirt or
D. Rust Prevention other foreign matter has entered the piping and that
no rusting has occurred on the internal surfaces. If
1. Immediate steps must now be taken to prevent it is in good condition, pull through each pipe sec-
rusting, even if the piping will be placed in ser- tion a swab saturated with a non-flammable clean-
vice in a short time. Generally, a dip or spray ing solvent that is compatible with the gas being
coating of a light, water-displacement type handled by the compressor.
mineral oil will provide adequate short term
protection; however, if the piping is to be On any large piping (where a man can work
placed outdoors or stored for several weeks, ap- inside), the pickling procedure can be omitted if the
ply a hard coating, water-displacement type piping is cleaned mechanically with a wire brush,

1-20
 INSTALLATION

vacuum cleaned and then thoroughly inspected for 1-15-3. STARTING - UNLOADING BYPASS
cleanliness. Time and trouble taken in the beginning PIPING
to insure that the piping is clean will shorten the
break-in period, and may save a number of expen- When no other form of unloading the compressor
sive shut-downs. for startup is provided, a bypass arrangement is
essential. Bypass each compression stage separ-
ately, keeping in mind that when the unit is started
1-15-2. TEMPORARY LINE FILTERS full discharge pressure will be applied to all inlet
connections. Specific recommendations as to the
CAUTION size of bypass valves and piping can be obtained
from the nearest Ingersoll-Rand branch office.
When first starting, it is essential
that temporary line filters be in- 1-15-4. SAFETY VALVES
stalled in the gas inlet line near the
inlet suction bottle and near the WARNING
compressor. This is required to
Always install a safety valve
catch any dirt, chips, or other
capable of passing the full-load
foreign material that may have been
capacity of the compressor cylinder,
left in the pipe. The pipe must be
or cylinders, between the cylinder
cleaned first, however, as
and the first line valve. UNDER NO
dependence on the temporary line
CIRCUMSTANCE can a shutoff
filters alone is a bad practice.
valve be installed in any discharge
line before the safety valve.
If there is any possibility that the gas being com-
pressed may, at times, contain dust, sand, or other The compressor must be fitted with safety valves
abrasive particles, a gas scrubber must be installed to limit interstage pressures and the final discharge
permanently and then regularly serviced to keep it pressure to a safe maximum. For this application,
clean. the term "safety valve" refers to an automatic,
pressure-relieving device that is actuated by the
Even though the previous cleaning procedure has static pressure upstream of the valve and character-
been carefully followed on the compressor piping, a ized by full opening pop action; these are also often
temporary filter (such as American Filter Type PT referred to as "pop safety valves."
or equal) should be installed in the intake line to the
suction bottle to remove particles 230 /lmm (0.009 Safety valves are set to blow at pressures some-
inch) in diameter or larger. If the compressor is an what above normal compressor operating pressures.
"NL" (non-lubricated) design, or mini-lubricated The maximum pressure setting for a safety valve is
design, the filter should be designed to remove par- the maximum allowable working pressure (MAWP)
ticles 140 /lmm (0.0055 inch) in diameter or larger. of the compressor cylinder, or cylinders, which it is
Provision must also be made in the piping to check protecting. The pressure at which any safety valve
the pressure drop across the filter and to permit is set to operate shall include the effects of static
removal of the filter cell for cleaning. If the pressure head and constant back pressure. Safety valves
drop across the filter exceeds five percent of the must be selected for the required pressure setting
upstream line pressure, remove the filter, clean it and also for expected gas characteristcs and
thoroughly, and reinstall it. The filter cell should be temperature.
removed and left out only when the inlet line is com-
NOTE
pletely free of welding beads, pipe scale, and other
extraneous matter. These filters are not intended for Rupture disks may be used in place
permanent installation. A typical temporary filter of, or supplementary to, safety
installation, with differential pressure gauge, is il- valves on certain applications.
lustrated in Figure 1-6. This particular filter is an These are normally special cases
Ingersoll-Rand design. We recommend that the where the proper action of a safety
filters be installed in a horizontal run of piping to valve might be questionable because
facilitate cleaning out any material that collects on of corrosion or deposits caused by
the upstream sides. the process, where a loss of valuable
material by leakage should be
This filter is to be supplied by the customer, or avoided, or where contamination of
ordered from Ingersoll-Rand Company at an extra the atmosphere by leakage of nox-
charge. ious gases must be avoided.

1-21
 INSTALLATION

Safety valves shall be constructed, located and in- . B. Aftercooler

stalled so that they are readily accessible for inspec-
tion and repair and so that they cannot be readily For some compressor applications, it is desirable

e rendered inoperative. They must also meet any

federal and specified state or local regulations.
to have an aftercooler to cool the discharge gases
and to condense out any moisture carried by the
gas. This prevents the moisture from condensing
Discharge lines from safety valves must be later in the lines where it might freeze, cause
designed to facilitate drainage, and such lines shall waterhammer, or give other trouble. Aftercoolers
lead to a safe place of discharge. The size of the can be of several different types depending on the
discharge line must be such that any back pressure conditions of operation; but, in general, the instruc-
that may exist or develop will not reduce the reliev- tions given for intercoolers apply to aftercoolers
ing capacity of the safety valve below that required also.
to properly protect the compressor.
C. Receiver
Further information pertaining to the selection,
pressure settings, installation and piping of safety For some applications, a receiver is required to
valve and other pressure relief devices will be found provide momentary reserve capacity, to improve
in one of the pressure vessel codes; one such code is regulation, and to ensure a smooth flow throughout
the ASME Boiler and Vessel Code (latest edition). the system. If a receiver is used, it should be placed
as close to the compressor (or aftercooler) as possi-
ble. It should be drained daily. The receiver must be
protected from overpressure by a safety valve.

1-15-5. INTERCOOLER, AFTERCOOLER AND

RECEIVER (If Used)
1-16. WATER PIPING
A. Intercooler
When a circulated cooling water system is used,
Intercoolers may be of several different types the water discharge lines from the cylinders should
. . depending on the local operating conditions; pass through open or closed sight flow indicatros
_ therefore, the instructions which follow must and then connect to the main drain or sewer. This
necessarily be of a general nature. permits a visual check on the water flow.

Use the coldest water available for the intercooler, Pipe plugs must be installed at the lowest points
because the more interstage cooling obtained, the in the water system so that the compressor and pip-
less will be the horsepower required to compress the ing can be entirely drained if the unit is to be ex-
gas. posed to freezing temperatures during shutdown
periods. If he desires to do so, the customer may
lntercooling will condense moisture or vapor out replace the pipe plugs with globe valves to facilitate
of the gas. This moisture must be drained from the draining the system.
cooler to prevent its passing into the high pressure
cylinder where it would interfere with lubrication. It
is important that a schedule is established whereby 1-17. ELECTRICAL WIRING
the intercooler is regularly drained as determined by
the local conditions. All motor and control wiring must be carefully in-
stalled in accordance with the National Electric
The tube-nest can usually be removed from the in- Code, the Occupational Safety and Health Act of
tercooler for cleaning or inspection. Handle the 1970 (OSHA) and any other code requirements at
tube-nest carefully to prevent bent tubes or loos- the installation site. Check all wiring with the
ened joints. Scale or deposits (from the cooling nameplate rating of each item. Connect leads as
water) on the inside of straight tubes can usually be necessary to provide the correct rotation.
removed by using a wire brush on a long steel rod,
which is then run through the tube several times. The compressor is furnished with protective
The exterior of the tubes can be cleaned by brushing devices arranged so that it cannot be started in the
. by immersion in a cleaning solution, which is event of certain conditions detrimental to its opera-

_IS
_often heated for best results. A water or steam hose
often adequate for cleaning the outside of the
tubes.
tion. The selection of switches for a given unit
depends upon the degree of protection specified by
the customer.

1-22
 e e e
#WIRE
10 GA 14.895 MM)
HOOPS
EQUALLY SPACED. SEE
TABLE FOR
QUANTITY "N"
~FILTER SCREEN
i:
g
./
I 1-
HEIGHT OF RING JOINT GASKET MUST BE
SUFFICIENT TO PROVIDE SPACE BETWEEN
FLANGES GREATER THAN FILTER DIMENSION "T"
TO SUIT FLANGES
"- ~ PERFORATED PLATE
.. ' .. ' . . . . . ~

BACKUP SCREEN
1/8-IN. 13.175 MMI DIA. HOLES
3/16-IN. (4.7625 MMI STAGGER PITCH
SEE TABLE FOR GAGE TT liB-IN. (3.175 MMI

TYPICAL METHOD OF ADAPTING FILTER FOR USE

WITH RING TYPE JOINT FLANGE FACINGS

TACK WELD
OR BRAZE

~ \......J FLOW

L~45"CHAMFER.WEU)-+- ED
2tJ)
-I
... I 0 6 J=, »
r-
r-
P-J
tAl BACKING RING SAME
THICKNESS AS PERFORATED ~
L
PLATE II
• ~T
o
z
NOTE: NECESSARY PROVISION MUST BE MADE FLOW
IN PIPING FOR REMOVAL OF FILTER
FOR INSPECTION AND CLEANING
SEE TABLES l-1A OR l-IB FOR DIMENSIONS

TYPICAL FILTER INSTALLATION

STANOARD FILTER _ USED ON LUBRICATED COMPRESSORS NOT USING TFE PISTON AND RIDER
RINGS.
MATERIALS OF CONSTRUCTl9N - FRAME OF CARBON STEEL, SCREENS AND HOOPS OF BRONZE.
BACKUP SCREEN OF 0.017 IN. 0.43 MMI DIAMETER WIRE, 30 MESH, 410 J.lM OPENING. FILTER NOTE: FILTER SCREEN AND BACKUP SCREEN MUST
SCREEN OF 0.0075 IN. (0.191 MMI DIAMETER WIRE. 60 MESH, 230 J.lM OPENING. COVER FULL SLANT HEIGHT OF CONE AND BE
SECUREL Y WELDED OR BRAZED TO CONE. FI LTER
SPECIAL FILTER _ USED ON MINI·LUBRICATED AND NON-LUBRICATED COMPRESSORS USING TFE WILL BE SUBJECTED TO PULSATING FLOW AND
PISTON AND RIDER RINGS AS WELL AS THOSE APPLICATIONS WHERE THE FILTER ELEMENT MAY MAY ALSO BE SUBJECTED TO FLOW REVERSAL.
BE SUBJECTED TO ATMOSPHERES CORROSIVE TO BRONZE AND CARBON STEEL. ALL OTHER NOTE: ONLY THE WALL OF THE CONE IS PERFORATED.
APPLICATIONS USE STANDARD FILTERS. END PLATE, BACKING RING AND FLANGE OF THE
MATERIALS OF CONSTRUCTION - ALL PARTS OF STAINLESS STEEL. BACKUP SCREEN OF 0.017 IN. FILTER ARE NOT PERFORATED.
16.43 MMI DIAMETER WIRE, 30 MESH, 410 J.lM OPENING. FILTER SCREEN OF 0.0045 IN. 10.119 MMI
DIAMETER WIRE, 100 MESH. 140 J.lM OPENING. TP·l1SB

Figure 1-6. Typical Temporary Line Filter

 e e e

Table lolA. Typical Temporary Line Filter Dimensions

Perforated Plate
Max. Differential Press. On Filter (PSI)
Nominal 14 GA. 16 GA. 14 GA. 16 GA.
Pipe BTL BTL CARB CARB
Size A* B* C D H L N T W Steel Steel Steel Steel

24 27-1/4 19 9- 1/2 1·3/4 24 47 7 5/16 3/4 70 55 55 45

20 23 15·3/4 7- 7/8 1-3/4 21 39·1/4 6 5/16 3/4 85 65 65 50
18 21 14-1/8 7- 1/16 1·3/4 19 35 6 5/16 3/4 95 70 70 60
16 18·1/2 12·1/2 6· 1/4 1-3/4 18 31' 5 1/4 3/4 105 80 80 65 2:
....en
..
p..J
14 16-1/4 10-7/8 5· 7/16 1-3/4 16 26·1/2 5 1/4 3/4 120 90 90 75 »
r-
r-
.l> 12 15 9·7/8 4·15/16 1-5/8 16 24-1/4 4 1/4 1/2 130 100 100 80 »
10 100
:::!
12·3/4 8-1/4 4· 1/8 1·5/8 14·1/2 20-1/4 4 1/4 1/2 160 120 120 o
2:
8 10-5/8 6-5/8 3- 5/16 1-5/8 12·1/2 16-1/4 3 1/4 1/2 200 150 150 150
6 8-1/2 4-3/4 2· 3/8 1·5/8 11·1/2 13 2 3/16 1/2 250 190 190 160
4 6·3/16 3 1- 1/2 1·5/8 8-1/2 9 1 1/8 1/4 325 245 245 230
3 5 2-1/8 1- 1/16 1·3/8 7·1/2 7-1/2 1 1/8 1/4 400 325 325 300
2-1/2 4·1/8 1-5/8 13/16 1·1/4 6·1/2 6·1/4 0 1/8 1/4 500 400 400 350
2 3·5/8 1-7/16 13/16 1 6 5 0 1/8 1/4 600 500 500 425

A* - Designed to we with flat or raised face flanges.

B* - Designed to fit inside heaviest wall pipe.

All dimensions are given in inches (except for pressure differential and perforated plate thickness).
 --- l
e e e I

I
Table I-lB. Typical Temporary Line Filter Dimensions

Perforated Plate
Max. Differential Press. On Filter (kPa)
4.623 MM 4.496 MM 4.623 MM 4.496 MM
Pipe STL STL CARB CARB
0.0. A* B* C 0 H L N T W Steel Steel Steel Steel

609.6 692.2 482.6 241.3 44.5 609.6 1193.8 7 7.94 19.05 482.6 379.2 379.2 310.3
508.0 584.2 400.1 200.0 44.5 533.4 997.0 6 7.94 19.05 586.1 448.2 448.2 344.7
457.2 533.4 358.8 179.4 44.5 482.6 889.0 6 7.94 19.05 655.0 482.6 482.6 413.7
... 406.4 469.9 317.5 158.8 44.5 457.2 787.4 5 6.35 19.05 713.9 551.6 551.6 448.2
z
IV
355.6 412.8 620.5 517.7
en
276.2 138.1 44.5 406.4 673.1 5 6.35 19.05 758.4 620.5
...
U1 ~
~
IV 323.85 381.0 250.8 125.4 41.3 406.4 616.0 4 6.35 12.70 896.3 689.5 689.5 551.6 r-
Cl r-
iii ~
i» 273.05 323.9 209.6 104.8 41.3 368.3 514.4 4 6.35 12.70 1103.2 827.3 827.3 689.5 :j
:J
o
;l<"
219.08 269.9 168.3 84.1 41.3 317.5 412.8 3 6.35 12.70 1379.0 1034.2 1034.2 827.4 z
168.28 215.9 120.7 60.3 41.3 292.1 330.1 2 4.76 12.70 1723.7 1310.0 1310.0 1103.2

114.3 157.2 76.2 38.1 41.3 215.9 228.6 1 3.18 6.35 2241.0 1689.1 1689.1 1585.8

88.9 127.0 54.0 27.0 35.0 190.5 190.5 1 3.18 6.35 2758.0 2241.0 2241.0 2068.4

73.03 104.8 41.3 20.6 31.8 165.1 158.8 0 3.18 6.35 3447.4 2578.0 2758.0 2413.2

60.32 92.1 36.5 20.6 24.2 152.4 127.9 0 3.18 6.35 4146.9 3447.4 3447.4 2930.2

A* - Designed for use with flat or raised face flanges

B* - Designed to fit inside heaviest wall pipe

All dimensions are given in millimeters (except for pressure differential).

,
 PART II
LUBRICATION

Contents

Section Page

2-1. GENERAL . ........ 2-1

2-2. FRAME AND RUNNING GEAR LUBRICATION SYSTEM 2-1

2-2-1. Main Oil Pump 2-2
2-2-2. Oil Pressure Relief Valves . 2-2
2-2-3. Oil Priming Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2-2-4. Oil Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2-2-5. Low Oil Pressure Shutdown Protection. . . . 2-3
2-2-6. Oil Cooler. . .................. . .. 2-4
2-2-7. Oil Filter ....................... ........ . 2-4
2-2-8. Frame Oil Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2-2-9. Oil Sump Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-2-10. Frame Breather. ................. ........ . 2-6

2-3. COMPRESSOR CYLINDER LUBRICATION . · 2-6

2-3-1. Break-In Considerations . . 2-6
2-3-2. Cylinder Oil Recommendations . ................ 2-6
2-3-3. Inspection . . 2-8
2-3-4. Synthetic Lubricants . . .. 2-8
2-3-5. Piston Rod Packing Lubrication . · 2-9
2-3-6. Cylinder Force Feed Lubricator . · 2-9

2-1. GENERAL to accomplish these purposes, it is essential that the

correct oil is used and tbat tbe following recom-
The importance of selecting the correct mendations for maintaining the lubricating system
lubricating oil and then properly maintaining the are closely observed.
lubricating system cannot be over-emphasized. Us-
ing a lubricating oil not suited to the application can 2-2. FRAME AND RUNNING GEAR
shorten the service life of the compressor and lessen LUBRICATION SYSTEM
its efficiency, as will a poorly maintained lubricating
system. Use only a high grade of oil that meets the The standard lubrication system is diagrammed
general, physical and chemical requirements as in Figure 2-1. The oil is drawn into the crankshaft-
specified in this section. driven gear type oil pump from the frame sump. The
pump forces the oil first through a cooler and then a
Do not wait for lubrication difficulties to appear. filter before it is delivered to the main bearing oil
If there is some question as to the correct lubricant header in the frame. The oil is piped to each main
to use for a particular application. consult a bearing, through a connection in the bearing cap,
reputable oil supplier. and then through drilled passages in the crankshaft
to the crankpin bearings. A rifle-drilled hole through
Lubrication of rubbing surfaces is intended not the connecting rod conducts the oil from the
only to reduce friction and consequent wear between crankpin to the crosshead pin bushing in the small
parts but also to carry away any heat developed end of the rod. The oil then enters the hollow
where high rubbing speeds and loads are en- crosshead pin, from where it is delivered to the two
countered. If the compressor lubricating system is pin bushings in the crosshead and from there to the

2-1 1
 LUBRICAliON

LEGEND

PS - LOW OIL PRESSURE SWITCH;

SET AT 23 PSIG (159 kPal
RV1 - RELIEF VALVE;
SET AT 60 PSIG {414 kPa)
RV2 - RELIEF VALVE;
SET AT 90 PSIG (621 kPal
1----------------,
I I

t----i CHECK VALVE

COOLING WATER
CONNECTIONS

SYSTEM COMPONENTS AND PIPING INSIDE BROKEN

LINES ARE LOCATED INSIDE THE FRAME
TP·375B

Figure 2-1. Typical Frame and Running Gear Lubrication System

_ top and bottom crosshead shoes through oil pump is internally mounted inside the frame and is
• passages in the crosshead and shoes. After passing direct-driven off the end of the crankshaft by a pin
through and lubricating the various parts, the oil and hub drive arrangement. The oil pump should
drains back into the frame sump area. not be dismantled unless it has lost capacity. If
trouble develops with the pump, refer to the servic-
Relief valves, a pressure gauge and a low oil ing instructions in PART IV, MAINTENANCE
pressure shutdown switch are incorporated into the (Section 4-6).
standard system. These items are described in
greater detail in the text which follows. Additional
optional equipment may be incorporated in the 2·2-2. OIL PRESSURE CONTROL AND RELIEF
system for a particular application. VALVES

A hand operated priming pump is included in the The standard lubrication system incorporates two
standard system to permit prelubrication of the relief valves located on the oil pump discharge. Both
bearings and to build up a slight pressure in the of these valves are mounted inside the frame and are
lubricating system prior to start-up. A check valve preset at the factory.
in the priming pump discharge is supplied to pre-
vent the reverse flow of oil through the priming The valve with the large cap nut controls the oil
pump circuit when the main pump is operating. pressure to the frame lubrication system. This valve
is preset to relieve at about 60 PSIG (414 kPa).
An optional motor driven auxiliary oil pump can However, field adjustment may be necessary due to
be used instead of the hand operated priming pump. differences in oil viscosity. If adjustment is re-
When the auxiliary pump is used, the check valve is quired, remove the cap "B" (see Figure 2-2), loosen
located in the discharge line from the main oil pump. jam nut "F", and turn the adjusting screw "C"
which controls the tension of spring "G ", thereby
2-1. MAIN OIL PUMP raising or lowering the oil pressure. After final

e The main oil pump supplies oil under pressure to

the frame and running gear lubrication system. This
adjustment of screw "C", tighten jam nut "F" and
replace cap "B". To increase the oil pressure, turn
the adjusting screw clockwise; to decrease pressure,

2-2 :
 LUBRICATION

turn the screw counterclockwise. Oil pressure On some units, the oil pressure gauge is mounted
should be kept as near 60 PSIG (414 kPa) as with a three-way selector valve on the oil filter hous-
possible. ing as illustrated in Figure 2-4. The valve permits
taking pressure readings before and after the oil
The oil pressure relief valve is set to relieve ex- filter. The difference in pressure readings between
cessive pressure in the pump discharge during cold the inlet and discharge side of the filter is the
oil starting, when the oil is stiff and pressures are pressure drop across the filter.
consequently higher. This valve can also be field ad-
justed. If field adjustment is required, loosen lock- The drop across a new filter with oil at operating
nut "D" (see Figure 2-3), and turn regulating screw temperature is usually less than 3 PSIG (21 kPa).
"e" which controls the tension on spring "F", Cold oil or a dirty filter will increase the pressure
thereby raising or lowering the oil pressure. After differential across the filter. The oil pressure on the
adjustment is made, tighten locknut "D". This discharge side of the filter is the approximate
valve is set at 90 PSIG (621 kPa). pressure to the main bearings.

2-2-3. OIL PRIMING PUMP

2-2-5. LOW OIL PRESSURE SHUTDOWN
The standard hand operated pump or optional PROTECTION
motor driven auxiliary pump is used to prelubricate
bearing surfaces and build up a slight pressure in Low oil pressure protection is provided by a com-
the lubricating system before start-up. If trouble is bination indicating gauge and shutdown switch
experienced with this pump, refer to the manu- (standard equipment) which monitors the pressure
facturer's instructions and recommendations. at the end of the main bearing oil header away from
the oil pump. The minimum switch shutdown set-
2-2-4. OIL PRESSURE GAUGE ting is 23 PSIG (159 kPa) decreasing oil pressure.
This switch is normally set at the factory; however,
The standard lubrication system has a differential the setting should be checked as soon as possible
pressure gauge installed across the oil filter inlet after first starting the unit and the switch reset, if
and outlet to enable the operator to constantly necessary, according to the manufacturer's instruc-
monitor the condition of the filter elements. tions.

LEGEND LEGEND

A - VALVE BODY A - VALVE BODY

B- CAP B- CAP
C- ADJUSTING SCREW C- REGULATING SCREW
D- RETAINER D- LOCKNUT
E- GASKET E- UPPER SPRING PLATE
F- JAM NUT F- SPRING
G- SPRING G- LOWER SPRING PLATE
H- STOP RING H - DISC

TP·1330 TP·1606

Figure 2-2. Oil Pressure Control Valve Figure 2-3. Frame Oil Pressure Relief Valve

2-3,
 LUBRICATION

the lock-out feature. Otherwise, the

unit will not be protected against
low pressure in the frame and run-
ning gear lubrication system.

2-2-6. OIL COOLER

The standard oil cooler is a shell and tube type

heat exchanger with oil in the shell and water in the
tubes. The oil temperature in the frame sump should
be maintained within the range given in PART V,
under normal conditions. The oil temperature out of
the cooler is controlled by regulating the flow of
water through the cooler.

The oil cooler must be periodically inspected and

cleaned if necessary. Refer to the instructions
prepared by the cooler manufacturer.

2-2-7. OIL FILTER

The standard oil filter is normally flange-mounted

on the cooler discharge connection. A pipe plug is
provided at the bottom of the filter housing to allow
it to be drained and cleaned. The oil filter element is
removable and can be cleaned or renewed according
to the manufacturer's recommendations.

The oil pressure drop through the filter must be

monitored and the filter element cleaned or replaced
whenever the pressure drop exceeds 8 to 10 PSIG (55
to 69 kPa) with the oil at operating temperature. The
TP-376 filter element should also be cleaned or renewed
whenever the frame oil is changed.
Figure 2-4. Oil Pressure Gauge and Selector Valve

With the crankshaft driven main oil pump, it is 2-2-8. FRAME OIL RECOMMENDATIONS
necessary to keep this shutdown device inoperative
during compressor start-up to allow the unit to start Use a good grade of a highly refined oil as recom-
and build up the oil pressure. Provision for accom- mended by a reputable oil supplier or company. The
plishing this is built into the shutdown switch by oil selected for use as a frame lubricant must meet
means of a button which can be pressed in to "lock- the following requirements.
out" the switch until such time as the oil pressure
rises above the shutdown trip setting to automatic-
ally release the lock-out and make the shutdown A. General Requirement
function operative.
The oil must be a well-refined petroleum product
IMPORTANT with low carbon residue. It should not contain fats
or fixed oil compounding. Oils containing rust and
Whenever the compressor is started, oxidation inhibitors and a foam depressant are
visually check the gauge-switch to preferred. The oil selected must be substantially
be sure the oil pressure has in- non-corrosive to the common bearing metals. with a
creased to a level above the shut- pour point at least 10°F (5.6°C) below ambient
down setting of the switch to release temperature when the unit is started.

2-4
 LUBRICATION

Multiviscosity lubricants may be used in the range). When this is the case and the user desires to
crankcase where widely variable ambient stock only one oil for use in both the engine and
temperatures are encountered. provided that the separable compressor crankcases. the heavier
lubricant maintains a viscosity of 115 to 150 SSU weight oil recommended for the engine can also be
(23.7 to 31.8 cSt} at normal operating sump used in the compressor crankcase. Under cold am-
temperature. bient starting conditions, it is recommended that
the oil sump temperature be at least 10 to 20 OF (5.6
When heavier lubricants are used to accommodate
higher sump temperatures. crankcase heaters may to 11°C) above the pour point prior to starting. This
be required if ambient temperatures fall below 50 of may require the use of auxiliary crankcase heaters.
(I0°e) to maintain the sump temperature above the If sump temperatures above 165°F (73.9°C) are
pour point. used. the lubricant should be monitored more close-
It is recognized that the oil recommended by the ly for nitration effects and more frequent change
engine manufacturer (when an engine drive is sup- outs should be scheduled to prevent an increase in
plied) is normally heavier (in the SAE 40 viscosity long term maintenance.

B. Viscosity Requirements SUMP TEMPERATURE

BELOW 145°F 145° - 165°F 165° - 180°F
(63°CI (63° - 74°C) (74° - 92°C)

(SAE 20) (SAE 30) (SAE 40)

VISCOSITY AT 100°F (37.8°C)

Saybolt Universal, SSU 420 600 750
Kinematic Viscosity cSt 90.5 129.5 162.5
VISCOSITY AT 210°F (98.9°C)
Saybolt Universal, SSU 50 60 70
Kinematic Viscosity cSt 7.3 10.5 13
C. Inspection 2-2-9. OIL SUMP CAPACITY

Conduct all testing of the lubricating oil in accor-

dance with the Standard Methods (latest edition} of Number of Crank Throws 2 4 6
the American Society for Testing Materials. U.S. Gallons 22 60 100
Liters 84 227 378
D. Oil Change Schedule

After the compressor has been initially started The amount of oil required may vary slightly from
and operated for at least 24 hours. but not more the listed values. There is a gauge glass located
than 72 hours, the lubricating system should be at the oil pump end of the frame which should be
drained, thoroughly flushed and then refilled with checked periodically and the oil level maintained as
new oil. This is described in PART III, Section 3-6. follows:
Thereafter, since the frame is dust tight and the oil
is filtered continuously, it should not be necessary 1. On units not equipped with an optional lube
to change the oil more often than every 4000 to 8000 level control and the unit at rest, fill the sump
hours, depending on local conditions. Do not use to just above lettering on the gauge glass
waste or linty rags for wiping the frame interior. [approximately 1/8 inch (3mm) above the level
Use clean lint free rags only. line). When the unit is running. the level will
drop to the level line.
Where the compressor is operated in an extremely
dirty atmosphere, installed outdoors, operated in- 2. With automatic level control and the unit at
termittently, handling foul gas in the cylinders. or rest, fiII the sump to the level line on the gauge
where the oil reaches high temperatures in a very glass. When the unit is running the level con-
hot atmosphere, it may be necessary to change the troller will automatically maintain the level at
oil more often. Most reputable oil companies offer the proper level. When the unit is off the oil
laboratory analysis services of oil samples on re- level will be approximately 1/8 inch (3mm)
quest. We highly recommend the use of this service. above the level line.

2-5
 LUBRICATION

Do not fill to a point where the rotating parts will Do not wait for lubrication difficulties to appear.
strike the oil surface; this will cause foaming and If there is a question regarding the proper oil to use
'oss of oil pressure from the main pump. If the oil for a particular application, consult a repu table oil
level is allowed to drop below the gauge glass, air company. All of the larger oil companies have
may be entrained in the oil and cause a fluctuating special brands and grades of oil most suitable for
or total loss of oil pressure to the bearings. A filler the type of lubrication to be performed. They will be
connection is provided in the frame for adding oil to glad to make their recommendations on request.
the sump.

2·3·1. BREAK·IN CONSIDERATIONS

2·2·10. FRAME BREATHER
The initial break·in period of a new cylinder, or an
The breather is mounted on the side of the frame. overhauled cylinder with new replacement parts, is
It vents the frame interior to atmosphere while con- probably the most critical period in the life of the
densing oil vapors and returning the condensed oil cylinder parts and the demands on the lubricant are
to the frame sump. the most extreme. Our standard recommendation
concerning lubrication of the cylinder during break·
WARNING in is to use a heavier oil and an increased oil feed
rate until a visual inspection indicates that the parts
All precautionary measures speci· are satisfactorily broken in. A break·in schedule is
fied by the Occupational Safety and normally required whereby the load on the cylinder
Health Act of 1970 (OSHA) must be is gradually increased over a period of time. Refer to
complied with when storing, handl· PART III, OPERATION (Section 3·6) for a detailed
ing, or using solvents. procedure, including lubrication recommendations,
for breaking in new cylinder parts.
Remove the breather body to service the element.
The body is removed by turning it counterclockwise.
:lean the element by washing it in a safety solvent.
_ .\llow it to drain dry and then dip it in heavy motor
2·3·2. CYLINDER OIL RECOMMENDATIONS
• oil and replace it on its pipe connection. Examine
the element at regular intervals and service it as Five classifications of lubricating oil have been
required.
developed to cover the normal lubrication re-
quirements of Ingersoll·Rand compressor cylinders.
However, "Type I" oil is not recommended for the
2·3. COMPRESSOR CYLINDER 5·112" stroke RDS line of compressors. The physical
LUBRICATION and chemical properties of the four oil types gener·
Lubrication of the compressor cylinder bores and ally recommended for these units are listed in Table
piston rod packings is provided by a mechanical 2·1; these oils are suitable for cylinders handling the
force feed lubricator. Normally, "pump·to·point" following gases: air, hydrocarbon gases, nitrogen,
lubrication is supplied where each lubrication point hydrogen, carbon dioxide, and all of the inert gases
is fed from an individual lubricator pumping unit. such as helium and neon. The recommendations in
For some applications, a "block type" oil distribu- Table 2·1 do not apply to refrigeration compressors.
tion system can be furnished. With either method, a
check valve is required at the cylinder and packing Selection of the proper type of oil for your par-
connection of each oil line to prevent compressed ticular application will normally be determined by
gas from passing back through the lubrication the discharge temperature and also by the gas
system. quality with respect to "wetness". Consideration
must also be given to the local operating conditions.
Selection of the proper grade of lubricating oil and Read these entire oil selection instructions with
adjustment of the oil feed rate to provide the correct your oil supplier and compare your particular
amount of lubrication to the cylinder bore and operating conditions with those listed in Table 2·1
piston rod packing are important to the satisfactory for the various type cylinder oils.
"peration of a compressor cylinder. When the
.bricating oil is faulty or the oil feeds impaired for In addition to the operating conditions given in
_any reason, serious damage to cylinder parts can Table 2·1, the following information must also be
result. Use only a high grade oil meeting the recom· considered when selecting the type of oil to be used
mendation given from each application. on a particular application.

2-6
 LUBRICATION

Table 2-1. Standard'Cylinder Oil Recommendations

OPERATING CONDITIONS TYPE 1 TYPE 2 TYPE 2X TYPE 3 TYPE ax

Discharge Temperature (0 F) , . Max. 350 Max. 350 Over 350 Over 350
(OC) . Max. 177 Max. 177 Over 177 Over 177
Condensed water vapor present . 0:: No Yes or No Yes or
orn possible possible
rn Yes or
Suspended liquid present . ril No Yes or No
0:: possible possible
Po<
Special requirements: All Multistage ::E
or circulator cylinders with dis-
oCl
charge pressure of 2000 to 7000 rn
Q
PSIG (13 790 to 48 265 kPa) . 0:: No No Required Required
f--------------t--o::-+-----jf-----+-----+-----i
OIL REQUIREMENTS or...
Q
Flash Point - Open Cup (0 F) . ril 380 Min. 380 Min. 410 Min. 410 Min.
(OC) . Q 193 Min. 193 Min. 210 Min. 210 Min.
Z
Viscosity at lOO°F (37.8°C); ril
Saybolt Universal, SSU . ::E 780 Max.
Kinematic Viscosity, cSt . ::E 168.4 Max.
oCl
Viscosity at 210°F (98.9°C); ril
Saybolt Universal, SSU . 0:: 60 Min. 72 Min. 105 Min. 105 Min.
Kinematic Viscosity, cSt . Eo-< 13.3 Min. 21.5 Min. 21.5 Min.
o 10.2 Min.
Carbon Residue (Conradson) _. Z 0.45 Max.· 0.45 Max.· 0.65 Max. 0.65 Max.
Sulfated Ash _ . 0.40 Max.
Neutralization Value (color);
Total Acid Number _ . 0.10 Max. ** ----
Strong Acid Number. _.. __ . 0.00 Max. 0.00 Max. 0.00 Max. 0.00 Max.

• Ash-free basis.
•• On straight-mineral or additive-treated, non-detergent oils.

For Type 2 and 3 oils, the gases handled must be Superior rust-preventive properties are also desired.
dry; that is, gases which do not carry suspended The pour point must be consistent with the lowest
liquid nor contain water vapor or other condens- ambient gas intake and cylinder jacket tem-
abIes which remain in the super-heated vapor state peratures to be encountered. The pour point must
throughout the compression cycle. For Type 2X and always be sufficiently lower than ambient tem-
3X oils, the gases handled may occasionally carry perature to permit the proper rate of oil feed by the
small quantities of suspended liquid into the lubricator. In handling low-temperature gases,
cylinder or may deposit some condensation in the select an oil of suitably low pour point, on the basis
cylinder. of intake and jacket temperatures, to maintain a
fluid film of lubricant in the cylinder.
Type 2 oils are generally used where, for commer-
cial reasons, the operator wishes to use internal-
combustion engine lubricating oil. Type 2 - Internal-combustion engine lubricating
oil of the following classes:
A. General Requirements
a. Straight mineral oil.
These oils are well-refined petroleum products of
the general types listed. They should be prepared b. Additive-treated, non-detergent oil.
from selected stocks of either naphthenic or paraf-
finic type, processed to minimize deposit formation. c. Detergent engine oil.

2-7
 LUBRICATION

Type 2X - Compounded compressor cylinder oil . 2-3-3. INSPECTION

with 5% compounding is recommended. This oil
nust be capable of providing an improved state of All tests should be conducted in accordance with
_ ooundary lubrication and must resist the washing the Standard Methods (latest edition) of the
• effect of the particular condensate involved. American Society for Testing Materials.

Type 3 - Rust and/or oxidation-inhibited oil or

straight mineral oil is acceptable.
2-3·4. SYNTHETIC LUBRICANTS
Type 3X - Compounded compressor cylinder oil
with 5 to 10% compounding is recommended. This In general, our experience with synthetic
oil must be capable of providing an improved state lubricants indicates that they will do a commend-
of boundary lubrication and must resist the washing able lubrication job when the compressor is cor-
effect of the particular condensate involved. rectly prepared, the lubricant properly selected, and
the lubricant is supplied in sufficient quantity.

B. Service Considerations However, past experience has shown that it is dif-

ficult to properly break in new compressor
a. On multi·stage and circulator type com- cylinders, particularly larger sizes, on synthetic lub-
pressors, it is necessary to use a higher ricants. Therefore, we recommend that cylinders
viscosity oil than is indicated by cylinder first be broken in (at least 150 hours of running time
size. Cylinders which operate at discharge or until the bore surfaces have taken on a glazed ap-
pressures in the range of 2000 to 7000 pearancel using a mineral oil. The mineral oil
PSIG (13 790 to 48 265 kPa) require a selected should have a viscosity at least equal to, or
Type 3 or Type 3X oil to obtain an ade- greater than, an SAE 60 oil. After the break-in
quate seal of piston and/or packing rings. period, switch to a grade of synthetic lubricant per
The oil selected for the high pressure the lubricant manufacturer's recommendation. It is
cylinders can also be used for cylinders important that the quantity of synthetic lubricant
operating at pressures below 2000 PSIG fed to the cylinder be ample to wet the entire bore
(13 790 kPa) in order to reduce the surface and that actual inspections be carried out
number of oils to be handled. Consult the within a few hours after switching to synthetic lub-
nearest branch office for oB recommenda- rication to determine that the feed rate is adequate.
tions at pressures above 7000 PSIG (48 We recommend that the lubricator be adjusted to
265 kPa). provide approximately double the flow of synthetic
lubricant as opposed to mineral base oil during in·
b. In the food, beverage, pharmaceutical itial start up and break in.
and chemical industries, even traces of
conventional lubricating oil are In those few cases where it is absolutely impossi-
sometimes objectionable. In these cases, ble to break in the compressor cylinders on a mineral
the customer should obtain special recom- oil due to system contamination, note that the
mendations from his oil supplier. danger of cylinder scuffing does exist. Extreme
cleanliness of suction piping is absolutely man-
c. Certain chemical process catalysts are datory if scuffing is to be avoided since the film
"poisoned" by lubricating oil additives. thickness of a synthetic lubricant is generally less
In these applications, use a straight than with mineral oil. We further recommend that
mineral oil of the viscosity recommended the particular grade of synthetic lubricant be on the
for the local operating conditions. higher side of the available viscosity range.

Occasionally, units must be started and broken in

d. Certain lubricating oil additives will
during low ambient temperatures. Due to the ex-
cloud the glycerine·water often used in
tremely high viscosity index of most synthetic
lubricator sight feeds, necessitating fre-
lubricants, take precautions to assure that the lubri-
quent changes of the mixture.
cant is warm enough to flow properly.

e. The continuous or intermittent carry-over It must be again pointed out that synthetic
of liquid to compressor cylinders requires lubricants should not be used in the compressor
the installation of efficient separators. unless the unit has been correctly prepared.

2-8
 -~----------------

LUBRICATION

2-3-5. PISTON ROD P ACKING LUBRICATION Refer to the lubricator manufacturer's instruc-
tions for operation details and recommendations.
The piston rod packing may be lubricated with the
same oil used for the cylinder bore except that com-
pounded oils, or those oils containing animal or WARNING
vegetable products, should not be used unless condi-
tions are so severe that their use is absolutely essen- All precautionary measures speci·
tial. Such oils applied to the packing or piston rods fied by the Occupational Safety and
are likely to follow the rod back into the compressor Health Act of 1970 (OSHA) must be
crankcase. Animal or vegetable oils in the crank- complied with when storing, handl-
case, even in very small quantities, tend to become ing, or using solvents.
rancid, form gums, emulsify with any condensed
water which may be present and accelerate the ox- Clean the lubricator at regular intervals, the fre-
idation of the crankcase oil. When it is known that a quency depending on local conditions, with once or
compounded oil will be used for cylinder lubrication, twice per year often times being sufficient. To clean
a two-compartment lubricator is usually furnished the reservoir, remove the pump units, top cover and
so that an uncompounded oil can be used for pack- drain plugs. Scrape out dirt or sediment from the
ing lubrication. reservoir and flush with a suitable safety cleaning
solvent. Thoroughly dry the reservoir before
2·3-6. CYLINDER FORCE FEED LUBRICATOR reassembly. Rinse off the pump units and pump
some of the cleaning fluid through each unit. Flush
The cylinder force feed lubricator is usually of the out the units thoroughly with oil after cleaning.
individual unit type employing vacuum type sight After the lubricator has been reassembled and
feed pumping units. The rate at which oil is being before connecting the piping, operate each pump
pumped is indicated by the flow of oil out of the drip unit by hand until clean oil flows from all outlets.
tube in the sight chamber. This flow is caused by a
vacuum created within the sight chamber during NOTE
the suction stroke of the pump plunger. Oil from the
drip tube passes to the bottom of the sight chamber When compounded oils are used,
and into the inlet port of the pump cylinder. animal and vegetable fats have a
tendency to plug pump screens and
A check valve is located at the cylinder connection coat the inside of the lubricator box.
of each force feed lubricator line. This is necessary Careful attention should be paid to
to prevent the compressed gas from blowing back removing this coating on a sched-
into the lubricator. uled basis.

2-9(2-' O/Blanl<~
 PART III
OPERATION

Contents
Page
Section

3-1. GENERAL . ...................................... 3-2

3-2. PREPARATION FOR INITIAL START 3-2

3-2-1. Lubrication Systems 3-2
3-2-2. Compressor Cylinders - Lubricated 3-3
3-2-3. Compressor Cylinders - Non-Lubricated. . . . . . . . . . . . . . . . . . . . . . . . . . .3-4
3-2-4. General Inspections and Adjustments .. . ...................... .3-4

3-3. COMPRESSOR COOLING SYSTEM. .. . 3-4

3-3-1. Circulated Water Cooling. . . . 3-4
3-3-2. Static Cooling . . . . . . . . . . 3-5
3-3-3. Thermo-Syphon Cooling. . . 3-5
3-3-4. Water Cooled Packing .. . 3-5

3-4. REGULATION . . 3-6

3-4-1. Inlet Valve Unloading ........................................ 3-6
3-4-2. Clearance Pocket Unloading ......................................... 3-6

3-5. INITIAL STARTUP. . 3-7

3-6. BREAK-IN AND OPERATION . 3-8

3-6-1. Breaking In Lubricated Cylinders. .... 3-9
3-6-2. Breaking In Mini-Lubricated Cylinders . .3-9
3-6-3. Breaking In Non-Lubricated Cylinders . .3-10

3-7. ROUTINE STARTING .3-10

3-8. ROUTINE STOPPING. 3-11

3-9. EMERGENCY OR NON-SCHEDULED SHUTDOWN 3-11

3-10. SHUTDOWN FOR AN EXTENDED PERIOD. . . . . . . . . . . . . . . ... 3-11

3-10-1. Lubricated Cylinders . . ... 3-11
3-10-2. Non-Lubricated Cylinders . .3-12

3-11. ROUTINE OPERATION AND MAINTENANCE . 3-12

3-11-1. Daily. . . . . ....... . . .3-12
3-11-2. Weekly. .. . . . 3-13
3-11-3. Semi-Annual. .3-13
3-11-4. Annual .. 3-14
3-11-5. Periodic. .3-14
3-11-6. Maintenance Hints .. . .3-14

3-12. TROUBLE SHOOTING. . 3-14

3-1
 OPERATION

3-1. GENERAL ·the foundation and floor around the machine. Wipe
dust and dirt off the frame and compressor drive, as
This section should be carefully read by the well as the compressor cylinders, manifolds and any
uperator before the unit is prepared for its initial overhead piping.
start. The purpose of this section is threefold: first,
to familiarize the operator with the requirements of
the unit; second, to outline the recommended pro- 3-2-1. LUBRICATION SYSTEMS
cedures for starting, loading and stopping the unit;
and third, to assist the operator in setting up an effi- Refer to PART II, LUBRICATION for a detailed
cient inspection and maintenance schedule. Op- description of the compressor frame and running
timum performance can be obtained by closely
gear lubrication system and the compressor cylinder
adhering to the instructions in this section.
lubrication system (if applicable). Recommenda-
tions for selecting the proper oils for frame and
After the operators have become acquainted with
cylinder lubrication will also be found in PART II.
the machine by starting it a number of times, and The operator should be thoroughly familiar with the
have had some experience in caring for it, starting
lubrication requirements of the compressor before
will become a routine procedure. However, there are
starting the machine.
a number of special precautions that must be taken
when starting for the first time and carelessness or
The following procedure should be used to clean
lack of knowledge can result in serious damage to
the entire frame lubricating system prior to starting
the equipment. If possible, an Ingersoll-Rand erect-
the compressor for the first time.
ing engineer should supervise the initial start of the
unit; even then, the regular operators should be well
acquainted with the details of the machine, the 1. The rust preventative coating applied to the
precautions to be taken when starting and the lube system at the factory is soluble with the
reasons for them. recommended lubricating oils and need not be
removed unless it has been contaminated.
Before starting, be certain that all of the instruc-
ions (as applicable to your particular unit) given in
Al'ART I, INSTALLATION have been complied WARNING
_ with, and that the foundation and grout are fully
cured.
All precautionary measures speci-
fied by the Occupational Safety and
Health Act of 1970 (OSHA) must be
3-2. PREPARATION FOR INITIAL START complied with when storing, handl-
ing, or using solvents.
The following instructions for cleaning, inspecting
and preparing the compressor for its initial startup
should be closely observed. These instructions are 2. Remove inspection covers for the frame and
also applicable whenever the unit has been exten- frame extensions so that the interior can be
sively overhauled. closely examined for dirt, sand and other
foreign material that may have been intro-
CAUTION duced during compressor erection. Wash out
the frame if necessary with solvent and wipe
Refer to the instructions supplied dry using lint·free rags, not waste. Use a light
by the manufacturer of the com- to examine corners, pockets and other areas
pressor driver when preparing the where dirt might lodge. The inside of the frame
unit for startup; carefully follow the has been painted white to facilitate any
manufacturer's recommendations. examination for dirt; do not scrub or sand off
This also applies when placing in this oil-proof paint when cleaning the frame
operation such accessory equipment interior.
items as coolers, filters, pumps and
similar equipment.
3. The entire frame lubricating system must be
thoroughly flushed before filling the system
_ To minimize the chance of dirt getting into the with the recommended lube oil. The flushing
unit while covers are off for inspections, wash down oil must be of a lower viscosity than the frame

3-2
 OPERATION

lubricating oil at normal operating the cleanliness of the system, it may

temperatures (an SAE-lO oil heated to about be necessary to change or clean the
150°F, or 65.6°C, has been used successfully filter element during the flushing
for this application) and should be circulated cycle. Refer to Section 2-2-7 for
through the system at a flow rate greater than information on the oil filter.
that produced by normal full speed operation.
This will require the use of a flushing pump. 7. Drain the lubricating system completely after
finishing the flushing operation. Wipe the
4. Arrange a flushing oil pump of suitable capac- frame interior and oil filter housing with clean,
ity to bypass the main frame oil pump. The lint-free rags. Install a new filter element.
flushing oil must be circulated through the oil
cooler, oil filter and all external and internal 8. Disconnect the flushing oil pump from the
piping and passages except as noted in Item 5. lubricating system and check all oil piping for
tight connections.
5. During the first hour of flushing time, the
following sequence must be followed to ensure 9. Fill the frame oil sump to the level indicator on
thorough flushing of the frame main bearing the oil gauge glass. Refer to PART II for the
oil header and the oil lines leading from the grade (Section 2-2-81 and quantity (Section
header to the main bearings, without introduc- 2-2-9) of oil required.
ing dirt or other foreign material to the bear-
ings themselves. 10. Use the hand priming pump to circulate the oil
and fill the lubricating system. Add oil to the
a. Remove the pipe cap from the end of the frame sump as required. Do not fill above the
main bearing oil header and disconnect level mark on the gauge glass as the rotating
the oil lines at the bearing caps. compressor parts may strike the oil surface,
causing foaming and loss of oil pressure.
b. Flush through the oil header for about
one-half hour and then replace the pipe 11. Continue to operate the priming pump until all
cap on the end of the header and continue points show lubrication. Check internal and ex-
to flush for another one-half hour to ternal oil piping during this period for tight
thoroughly clean the oil lines that lead to connections.
the bearing caps.
12. Check to be sure that all covers have been
replaced so that the lubricating system is not
WARNING exposed to dirt and other contaminants.

Operator must insure that the driver 3-2-2. COMPRESSOR CYLINDERS -

will not start either by grounding LUBRICATED
the ignition and closing the fuel gas
valve on engine driven units or by Remove at least one valve from each end of each
insuring that power cannot be compressor cylinder and inspect the cylinder bore
turned on with electric motor driven for dirt. The running and finished parts inside the
units before barring the unit over. cylinder are coated with a rust preventative at the
factory. Unless this coating has been contaminated
by dirt and other foreign material during com-
pressor assembly, it need not- be removed as it is
6. Reconnect the oil lines to the main bearing soluble in the lubricating oil.
caps and flush the lubricating system for an
additional four to six hours. Bar the crankshaft Paint the cylinder bore with lubricating oil. Leave
one-quarter turn every 15 minutes during the the valves out so that the cylinder bores can be in·
flushing period. spected during the first half hour of running. but
cover the openings temporarily to exclude dirt and
foreign objects. Wipe off the compressor piston rods

•
NOTE to prevent any dirt from being carried into the
packing.
Observe the pressure drop across
the full flow oil filter during the Fill the cylinder force feed lubricator with a high
flushing operation. Depending on grade cylinder lubricating oil. Refer to Section 2-3

3-3
 OPERATION

,c';" proper grade of oil, rate of feed and details on the On compressors where the unit is shipped with the
lubricating system. Disconnect each oil pipe at the cylinders mounted and the piston and rod assem-
10int where it is attached to the check valve next to blies in place, the piston rod alignment and piston
ehe cyHnder and then operate the lubricator until all end clearances have been set at the factory.
air is forced out of the pipe and oil appears. Recon- However, a field check of these settings must be
nect the pipe and operate the lubricator a short time made before starting the unit for the first time.
so the cylinders will be lubricated as soon as the Refer to Sub-Sections "A" and "B" under Section
compressor is started. Once the compressor is 4-12-2 in PART IV, MAINTENANCE of this in-
started, the oil pipes will remain full of oil and struction book for detailed procedures for checking
should require no further attention. and adjusting the piston rod runout and piston end
clearances. The final settings should be recorded for
The lubricator feeds should be initially set for fu ture reference.
maximum flow. After a few days of operation, as the
cylinders wear in and the bores take on a glazed sur- Prepare the compressor driver and any accessory
face, the oil feed rate can be gradually reduced. This equipment for their initial starting and operation
is described in more detail in the break-in instruc- per the manufacturer's recommendations.
tions which follow in Section 3-6.

3-3. COMPRESSOR COOLING SYSTEM

3-2-3. COMPRESSOR CYLINDERS -
NON-LUBRICATED Run coolant through the shell and tube type com-
pressor oil cooler to be sure the cooling system is
Each "NL" (non-lubricated) cylinder, as shipped operative and that all connections are tight. Vent
from the factory, is packed with vapor-inhibitor the water side of the cooler and all high points in the
paper. The piston and rods are also wrapped with a piping to remove entrapped air.
VPI paper to provide protection against rust. If
t,here is to be a delay in starting the compressor, the The method of cooling the compressor cylinders
ylinders should be left in the same state as when depends on the type of cylinder and the operating
. . received. Prior to placing the unit in operation, the conditions; therefore, individual consideration must
• VPI paper must be removed and all cylinder com- be given to each compressor application when
ponents carefully examined for the presence of rust. selecting a particular cooling method. The cylinder
Special supplemental instructions are furnished for cooling methods most commonly used are described
non·lubricated cylinders. in the following instructions.

3-3-1. CIRCULATED WATER COOLING

3·2·4. GENERAL INSPECTIONS
AND ADJUSTMENTS Cooling water removes some of the heat of com-
pression and frictional heat from the cylinders. If it
Thoroughly inspect the entire machine, both in- does not do so effectively, serious trouble can
side and out, to be certain there are no loose parts or develop. Use only clean, soft water and, if the proper
tools where they can cause damage or interfere with quantities are circulated through the cylinders, no
startup, and that nothing has been tampered with trouble should be encountered.
since installing the unit.
Skid-mounted units are normally provided with
Check, and tighten as required, all bolts and nuts an atmospheric pressure, closed loop cooling
to be Bure that all is in readiness for starting. Refer system. A surge tank is included to allow for ther-
to PART V, Section 5·3 for specific tightening mal expansion and make-up. The high point in the
recommendations. system (usually the aerial cooler) is vented through
the surge tank.
On compressors where the cylinders were shipped
to the installation site separately, requiring field When filling the cooling system prior to starting
ssembly, the compressor piston rod runout and the unit, it is important that all air is removed from
~iston end clearances should have been set within the cylinder passages and jackets to assure com-
~he prescribed limits. Check to be sure this was plete and uniform cooling of the cylinder during
done. operation.

3-4
 OPERATION

IMPORTANT After the compressor has been started and

operated long enough for operating temperatures to
To prevent condensation from form- level off, regulate the supply of cooling water to give
ing on the cylinder walls and gas the proper cooling. Periodically vent the cylinder
passages on all cylinders compress- cooling system to remove any entrapped air.
ing wet gas (with water vapor pre-
sent), the water inlet temperature to If the circulating water is dirty, mud will be
the cylinder should be at least 10°F deposited in the cylinder jackets and water heads
(5.6 ° C) above the gas suction and will eventually obstruct the flow of water unless
temperature. care is used to prevent such an accumulation.
Clogged water passages will interfere with proper
cooling, which can result in possible damage to the
cylinder and pistons. The cylinder water jacket or
hand hole covers should be removed occasionally
If the water inlet temperature is above the gas in- and the water jackets and passages inspected. If
let temperature to the cylinder, no condensate will any mud or other deposit is found, clean it out
form in most cases. thoroughly and flush the jackets with water.

Should condensate form on the cylinder walls and

gas passages, it will tend to break down the lubrica- 3-3-2. STATIC COOLING
tion qualities of oil and cause excessive wear to the
cylinder bore, piston rings and valves, and possibly When this cylinder cooling method is used, make
result in valve breakage. sure the cylinder jackets are filled with coolant
before starting the compressor. Provide for thermal
The minimum recommended water outlet tem- expansion of the coolant by arranging a stand pipe
perature from the cylinder jackets is about 110 of or expansion tank above the cylinders.
(43.3 °C) where a lubricated design is used; this will
result in optimum oil flow and distribution on the
cylinder walls. Colder water temperatures are per- 3-3-3. THERMO-SYPHON COOLING
mitted on non-lubricated applications. In all cases,
There are applications where a special thermo-
adequate flows must be maintained with a tem-
perature rise across the cylinder of between 10° and syphon cooling system is used on the cylinders to
20°F (5.6° to 11.2° C). ensure that no condensation occurs on the cylinder
walls. Each cylinder is thoroughly jacketed, and is
provided with finned tubing to cool the liquid that
Should the coolant flow be reduced to too low a
circulates because of thermal syphoning. This
rate, the possibility of building up deposits to the
avoids "hot spots" in the cylinder and provides for
point of cutting off all flow exists. If this occurs, the
more even heat distribution.
cylinder will rapidly overheat and cause the piston
to seize or create other serious damage. The only in-
An expansion tank with a liquid level gauge is pro-
surance against scale or mud is the use of clean, soft
vided. When filling the cylinder jackets, remove the
water and periodic cleaning of the cylinder water
vent plugs at all of the high points. After venting
jackets. Prior to initial starting, we recommend dis-
the high points, fill the expansion tank to the low
connecting water lines at the cylinder and cooler
level on the gauge. Expansion will cause the liquid
outlets and thoroughly flushing the system.
to rise higher in the tank as the temperature in-
creases. Make sure the cylinder jackets are filled
Where the cooling system allows the coolant to be with coolant before starting the compressor.
circulated before the compressor is started, the
supply should be turned on prior to compressor
startup. Should the compressor be started without 3-3-4. WATER COOLED PACKING
turning on the cooling water, shut the unit down
immediately. Do not turn the cooling water on until Some piston rod pressure packing assemblies re-
the cylinder walls have had a chance to cool, other- quire water cooling, in which case the following re-
wise a cracked cylinder wall may result. Also, where quirements must be noted:
the cooling water can be circulated independent of
compressor operation, and where the compressor is 1. The water supply must be clean, filtered,
to be shut down for more than 10 minutes, do not softened and treated to prevent corrosion or
leave the water circulating through the jackets or it plugging of the water passages in the packing
can cause condensate to form on the cylinder walls. cups.

3-5
 OPERATION

2. A minimum supply of two to four gallons (7.6 and, in extreme cases, can cause excessive
to 15.2 liters) of water per minute is required temperatures and unloader malfunction.
for each packing assembly. The required flow
rate for a particular packing is usually speci- On the pneumatically operated unloader, the
fied for each application, as is the inlet air/gas connection is made to the tapped hole in the
pressure requirement. Normally, an inlet water unloader setscrew (inside operated model) or piston
pressure to the packing case of 35 PSIG (241 housing cover (outside operated model). The vent
kPa) is recommended. opening in the lower part of the piston housing (out-
side operated models only) must always be left open
3. Cooling is required at all times during opera- to assure safe and effective operation of the
tion, but the water must be turned off when the unloader. When the process gas is toxic or flam-
unit is inoperative. mable, or in any way objectionable in the com-
pressor building, the vent must be piped so that any
4. Small a-rings are used between the packing leakage can be carried away. Vent tubing must not
cups to seal the water passages; these rings be less than 3/8-inch (9.5mm) O.D. and, if combined
must be correctly assembled and maintained in with other vent systems, there must not be any back
good condition to prevent leakage. pressure or vacuum in this piping.

3-4. REGULATION NOTE

Two basic methods of capacity control are com- The adjustment of each inlet valve
monly used: (1) inlet valve unloading and (2) unloader must be checked before in-
clearance pocket unloading. These two methods are itial startup.
often used in combination with one another. The
compressor capacity is reduced in "steps" and,
depending upon how many cylinder ends are utilized 3-4-2, CLEARANCE POCKET UNLOADING
for control or how many clearance pockets are built
into the cylinders, the steps (or changes in capacity) A clearance pocket is cast as an integral part of
can be large or relatively small. The degree of the cylinder outer head. The amount of capacity
regulation required for a particular compressor is change from adding clearance volume to a cylinder
usually dictated by the local operating conditions. is a function of the type of gas being compressed,
the amount of clearance volume added, and the com-
3·4-1. INLET VALVE UNLOADING pression ratio. Clearance pockets are available in
both "fixed volume" and "variable volume" models.
If the channels or plates in a cylinder inlet valve
are forcibly held open by some mechanical means, By adding additional clearance volume to a
the gas cannot be compressed. The gas which enters cylinder end, a reduced quantity of gas is delivered
the cylinder on the suction stroke is pushed back in- during the compression portion of the stroke
to the intake passage of the cylinder, passing freely because part of the gas passes into the added
back through the open inlet valve during the clearance volume instead of out the discharge
discharge stroke without being compressed. This valves. On the suction portion of the stroke, the gas
unloads the end of the cylinder containing the in the added clearance volume expands into the
unloader device. cylinder end, transferring energy to the piston and
delaying the opening of the inlet valves. Therefore,
The typical inlet valve unloader utilizes "legs" to no energy is wasted by clearance control.
hold the valve channels or plates off the seat when
the unloader is actuated. An unloader can be sup- The fixed volume clearance pocket, as the name
plied that is manually operated by a handwheel, or implies, adds a fixed clearance volume to the
air/gas operated devices are available where remote cylinder end when it is opened. This device should
or automated operation is desired. Air/gas operated always be operated fully open or completely closed.
unloaders are available in both direct acting and Any attempt to obtain partial unloading by throt-
reverse acting models, depending on customer pre- tling the gas into, and out of, the clearance pocket
ference and space limitations. will cause excessive heat, wasted power and possible
damage to the valve seat. The fixed pocket is nor-
Generally, each cylinder end to be unloaded must mally operated by a handwheel. However, there is
be equipped with an unloader for each inlet valve in also a unique pocket design that is operated by turn-
the end of the cylinder. Less than this full comple- ing a lever 90 degrees; it is used on certain lower
ment of unloaders will normally waste horsepower pressure applications.

3-6
 OPERATION

With a variable volume clearance pocket, the 2. Check as far as practical the inlet and
clearance piston can be manually positioned by discharge lines for foreign objects. Check all
means of a handwheel to provide an exact amount of line and compressor valves for proper location,
capacity reduction in the cylinder end containing flow direction and position.
the pocket. The jam nut must be tightened securely
3. Crank the hand oil pump to pre-lubricate the
after each positioning. It eliminates the capacity
compressor bearings and to build up a slight
control "step" inherent in a fixed volume type
pressure in the frame and running gear lubrica-
clearance pocket and is normally supplied where
tion system.
very close regulation of the compressor capacity is
required. 4. Manually operate each lubricator pumping
3-5. INITIAL STARTUP unit, by pushing down the plunger cap or by
turning the hand crank, to see that oil is being
When starting the compressor unit for the first fed into the cylinder bore and piston rod pack-
time, it is extremely important that the operators ing. (This step applies only to compressors
are alert for unusual or abnormal pressures, equipped with lubricated cylinders.)
temperatures, noises and other conditions. In-
dicating gauges and thermometers should be closely WARNING
monitored during this initial starting period.
Operator must insure that the driver
If the unit is equipped with a control panel, a will not start either by grounding
preliminary inspection and review of the panel the ignition and closing the fuel gas
operation should be made prior to starting the unit. valve on engine driven units or by
The typical panel can provide starting and load con- insuring that the power cannot be
trol of the machine as well as providing alarm and turned on with electric motor driven
shutdown devices for monitored functions of the units before barring the unit over.
compressor and drive arrangement. Refer to the
5. Release driver flywheel lock - if fitted. Bar the
panel schematics, material lists and control device compressor over a few times to be sure all mov-
literature that is supplied to cover the control panel ing parts are clear and also to ensure that
and related equipment. lubricating oil is distributed onto all running
CAUTION surfaces. Disengage the barring device prior to
During the initial starting and startup.
break-in period of the machine it
may be necessary to "block out" cer- 6. Turn on a full supply of cooling water through
tain parts of the control system in the frame oil cooler and compressor cylinders,
order to keep the unit running; this if applicable. Where the cylinders are intended
depends on the type of panel and for static cooling, it is only necessary to make
degree of control used on the unit. sure the cylinder jackets are properly filled
DO NOT, under any circumstance, with a suitable coolant.
completely remove the panel opera-
tion for the startup of the unit. 7. It is necessary to "lock out" the frame low oil
Should some malfunction occur in pressure shutdown switch to permit the unit to
the compressor or its driver during be started. This is done on the standard shut-
the break-in run, serious damage down device by pressing in a button on the
could occur before the unit could be switch; this locks out the switch until the
shut down manually by the machine is started and the main bearing oil
operator. header pressure increases above the pressure
necessary to release the mechanical lockout
Read the following break-in instructions (Section
and make the shutdown switch operative.
3-6) before starting the compressor. The procedure
which follows applies generally to the initial start of
8. Walk around the machine to double check that
the unit; some modifications to this procedure may
all equipment is ready for startup and that all
be required when starting a particular machine.
personnel in the area are aware that the unit
1. For the initial no-load run of the compressor, will be started.
remove at least one inlet valve from each end of

•
each cylinder to completely unload the 9. Start the driver according to the manufac-
machine. Replace the valve cover as a safety turer's instructions. (This initial start is usu-
precaution and to prevent the entrance of ally done under the direction of the driver man-
foreign material into the cylinders. ufacturer's representative.)

3-7
 OPERATION

CAUTION be varied from idle to 800 rpm maximum dur-

ing this period; however, the compressor
The machine must be immediately should not be operated below 550 rpm unless it
shut down if an abnormal condition is equipped with a special lubricating system
exists, and the cause found and cor- designed for low speed operation.)
rected before restarting the unit.
14A. Units operated at full speed no load can be
10. Run the compressor for one minute. (On engine
susceptible to exceeding rated rod load. Elec-
driven units, run the engine at idle speed.)
tric motor driven units where the speed is fixed
While running, observe the frame oil pressure
must be monitored for rod loading conditions.
and check the cooling water flow and tempera-
ture. Watch for signs of excessive heating, 15. At the end of the one hour period, stop the unit
unusual noises or other abnormal conditions. and make a final inspection of bearings, pin
bushings, crosshead shoes, cylinder bores and
WARNING rod packings for overheating and proper lubri-
cation. If everything is found to be satisfac-
The machine must immediately be tory, replace all inspection covers and install
shut down if any evidence of the valves that were previously removed from
overheating, such as smoke being the cylinders. Be sure inlet and discharge
emitted from frame breather, or valves are properly located and secured (see
other distress appears. If PART IV, Section 4-14-2).
overheating is suspected, the inspec-
tion covers MUST NOT BE OPEN- 16. After all valves, valve covers, piping, etc. have
ED until the machine has been given been installed, close the vent block valve and
sufficient time to cool. Premature then crack the main block valve in the suction
opening of the inspection covers on line to the compressor and allow the pressure
an overheated unit can result in an to build in the unit to about 50 PSIG (345 kPa).
explosion. Using some type of leak detector, check all

e
valve covers and piping connections and cor-
Shut down the unit. Immediately, without giv- rect any leaking joints that may be found. If
11.
ing the parts time to cool, remove the frame the normal operating suction gas pressure is
and crosshead inspection covers. Feel the main greater than 50 PSIG (345 kPa), open the suc-
bearings, crankpin bearings, crosshead pin tion valve again to apply the full suction
bushings, and crosshead shoes to see if any of pressure to the compressor and recheck for
the parts are overheated. Investigate any over- leaks. After completing the leak check and
heating and eliminate the conditions causing making necessary repairs or adjustments, open
it. Replace the inspection covers. the vent block valve to depressurize the unit.

12. Restart the compressor and run it for five 17. The compressor is now ready to start, purge
minutes. Observe the instructions in Steps 10 and load as per the operation and service that
and 11 and once again check all bearings for ex- the unit is intended for. When placing the unit
cessive heat. Remove the compressor cylinder in service, pay particular attention to the
valve covers (where valves were previously break-in considerations that are given in the
removed) at each end of all cylinders and check following instructions.
for satisfactory lubrication of the cylinder
bores. Also, check the piston rods and pack- 3-6. BREAK·IN AND OPERATION
ings for adequate lubrication and normal
temperatures (see PART IV, Section 4-21-4.E). The normal procedure for "breaking in" a new
compressor involves several short runs at gradually
13. If no overheating is found, the unit can be increasing speed and load. The type of driver and
restarted and operated for about 30 minutes. the particular operating conditions will dictate the
Monitor all systems during this period and break-in requirements and procedure.
shut down after 30 minutes to repeat the bear-
ing and lubrication checks described in the During the break-in period, tighten the cylinder
preceding steps. mounting flange nuts, cylinder and frame to
distance piece nuts, packing gland stud nuts, main
• 14. If everything appears to be normal, operate the bearing tie rod nuts and all other exposed bolts and
machine continuously for one hour at no load. nuts. When first subjected to full load and tempera-
(On engine driven units, the engine speed can ture conditions. gasket materials will crush; if joints

3-8
 OPERATION

lubricated cylinders except that special TFE piston . starting. Some modifications to this procedure may
and packing rings are furnished to permit lower oil be required to suit the particular compressor and

e ite requirements than comparable full lubricated

designs. However, it must be emphasized that these
cylinders are not designed for non-lubricated opera·
drive arrangement; however, it is important that a
standard starting sequence be established and
followed consistently by the operators.
tion and that a sufficient amount of lubricant must
be supplied for good valve, piston ring and packing 1. Check the oil level in the frame sump and add
life. oil as required to bring the level to the mark on
the sigh t glass.
When breaking in cylinders with minimum
lubrication construction, the same procedure 2. Refill the cylinder and packing lubricators (if
described in the preceding instructions for fully used). Leave the lubricator feeds at the same
lubricated cylinders should be followed,. with the setting.
lubricators initially set for maximum feeds and the
feed rate then gradually reduced. When the 3. Unload the compressor. The method of
cylinders have been satisfactorily broken in and starting-unloading must be established for
there is a good glaze on the cylinder walls, the lubri- each unit.
cant feed rate can be substantially reduced. The
amount of lubricant ultimately used for normal 4. Crank the hand priming pump to pre-lubricate
operation can only be determined by frequent in- the running gear and build up a slight pressure
spections and measurements of the parts to in the lubrication system.
establish wear rates.
5. Manually operate each lubricator pumping
3-6-3. BREAKING IN NON-LUBRICATED unit, by pushing down on the plunger cap or
CYLINDERS turning the hand crank, to see that oil is being
fed to the cylinder bores and piston rod pack-
Just prior to starting the compressor for the ini- ings. (This step applies only to lubricated
tjal break-in run of cylinders equipped for non- cylinders.)
a lbricated operation, remove at least one valve from
_ each end of the cylinder and make a visual inspec- WARNING
tion of the bore for rust, dirt and other foreign
material. If any such contamination of the cylinder Operator must insure that the driver
internals is found, the piston must be removed and will not start either by grounding
all parts thoroughly cleaned. If necessary, the the ignition and closing the fuel gas
cylinder bore should be honed and/or polished to a valve on engine driven units or by
fine finish (equivalent to 16·20 RMS or better). insuring that power cannot be
Under unusual circumstances, such as replacing turned on with electric motor driven
rings after the cylinder has been damaged, it may be units before barring the unit over.
beneficial to hand polish the bore with a used TFE
rider ring. Particular attention should be given to 6. Bar the unit over once to be sure all moving
the lower half of the bore. parts are clear. This is especially important
when the unit has been overhauled.
Generally, an initial run of at least four hours with
no load on the cylinder is recommended. During this 7. Turn on the cooling water and check to be sure
period the cylinder parts should be closely watched the cooling system is operative.
for signs of overheating or other distress.
8. Lock out the frame low oil pressure shutdown
It is extremely important that a wear rate be switch so that the unit can be started.
established on non-lubricated cylinders whereby the
piston rings can be replaced on a planned schedule 9. Prepare the driver for startup according to the
before the wear of these rings becomes excessive. manufacturer's instructions.
Refer to the separate instructions which are sup-
plied for cylinders with "NL" construction. 10. Start the driver and run the compressor with

e J"7. ROUTINE STARTING

no load for ten minutes minimum until the
frame oil warms up to 90°F (32.2°C). Refer
also to the driver instructions for warm-up reo
The routine starting procedure which follows is quirements. (When starting an engine driven
for a typical compressor equipped for manual compressor, the unit is normally warmed up at

3-10
 OPERATION

600 to 700 rpm and the load then appli!!d 5. Prepare the unit so that it can be restarted on
before bringing the machine up to operating short notice.
speed).
3-9. EMERGENCY OR NON·SCHEDULED
CAUTION SHUTDOWN

Do not operate the compressor at a If any emergency occurs requmng immediate

speed less than 550 rpm unless it is shutdown of the compressor, the unit can be shut
equipped with a special lubrication down under load; however, we recommend opening
system designed for low speed at least the final stage bypass valve to reduce the
operation. back pressure load on the compressor, permitting
the machine to coast to a stop versus stopping in
11. Check the main bearing header oil pressure and several revolutions under load.
each feed of the cylinder lubricator. Be sure the
cooling system is operating satisfactorily. In the event of an automatic safety shutdown, the
Check to be sure the lockout feature of the low operator should immediately check to find the cause
oil pressure shutdown switch has released so of the shutdown. The operator should not spend too
that the unit has low oil pressure protection. long looking for the trouble without first relieving
the system of pressure.
12. When the unit is warmed up and determined to
be operating satisfactorily, without any If it appears that the compressor will not be
unusual noises, the cylinders can be loaded. operating again within ten minutes, turn off the
Build up the discharge pressure gradually (if water flow to the cylinders and coolers. If the water
possible), noting the gas temperatures, as abo is circulated for any length of time after the machine
normal temperatures are often the first indica- is down, co~densation can occur in the cylinders and
tions of trouble. lubrication will be impaired.

13. Adjust cooling water flow as required. 3-10. SHUTDOWN FOR AN EXTENDED
PERIOD
14. When temperatures and pressures have
stabilized, record them for future reference as WARNING
operation and maintenance guidelines.
Operator must insure that the driver
will not start either by grounding
the ignition and closing the fuel gas
3-8. ROUTINE STOPPING
valve on engine driven units or by
insuring that power cannot be
1. Unload the unit. A standard unloading pro-
turned on with electric motor driven
cedure should be set up for each compressor
units before barring the unit over.
application.
If the compressor is to be shut down for more than
NOTE a few days, the hand priming pump and cylinder
lubricator pumps should be periodically operated
Where a variable speed driver is and the unit barred one and a quarter revolutions
used, the compressor speed should while the priming pump is being operated. The
be reduced below 800 rpm before cylinders should also be prepared for an extended
completely unloading the unit. shutdown as recommended in the instructions
which follow.
2. Where the compressor drive is an engine, it
should be slowed to idle speed and allowed to Refer to the manufacturer's recommendations for
operate at this speed for several minutes to the driver and other accessory equipment when
cool. Refer to the engine manufacturer's planning an extended shutdown of these items.
instructions.
3·10·1. LUBRICATED CYLINDERS
3. Stop the driver according to the
manufacturer's instructions. An extra quantity of oil should be pumped to the
cylinder bore piston rod packing, by manually
4. Shut off the cooling water. operating the force feed lubricator pumping units,

3-11
 OPERATION

just prior to shutting down the compressor when an . 7. Bar over the machine twice daily. Always bar
extended shutdown is planned. Periodically there- through one and a quarter revolutions so the
fter, oil should be manually pumped to the piston does not come to rest in the same
_ _ylinders while barring the unit one and a quarter position.
• revolutions. Drain the cylinder jackets if the unit
will be subjected to freezing temperatures and the 8. Before restarting the compressor, be sure to
cooling system is not protected by antifreeze. remove all vapor paper and open the inlet and
discharge passages.
3-W-2. NON-LUBRICATED CYLINDERS

The primary damage to "NL" cylinders during 3-11. ROUTINE OPERATION AND
long shutdowns is from rust. Oil lubricated units MAINTENANCE
have a coating of oil to help prevent rust, whereas
the "NL" unit does not have this protection and The RDS compressor is designed and built for
other steps must be taken to prevent rusting. long periods of continuous full load operation and is
equipped with an automatic safety switch to shut it
\<\"hen the compressor is to be inoperative for an down in case of low frame oil pressure. It can be
extended period of time, we recommend the follow- equipped with additional safety devices to obtain
ing measures be taken: practically any degree of protection desired.

1. Drain the cylinder coolant jackets. When the unit is first placed in operation, and the
machine is operating at normal speed and load and
2. Remove the cylinder outer head and frame end with stable operating pressures and temperatures,
valves. all safety alarm and shutdown controls should be
carefully checked for correct operation. Never
3. With a lint-free cloth, or sponge of synthetic disconnect the safety shutdown devices and allow
material (do not use waste), wipe the cylinders the unit to run unprotected,
dry of any condensate. Move each piston
enough so that the entire bore can be dried. Every compressor requires a certain amount of
supervision and care if it is to give continued
4. Pack the cylinder bore loosely with vapor satisfactory performance and long service life. Any
paper. Experience has proven that the best time schedule of duties for the operator must be sub-
rust preventative measure in the "NL" ject to alteration by experience to fit the actual con-
cylinder is the use of vapor inhibitor such as ditions. The following minimum schedule is sug-
"Nox-Rust Vapor Wrapper" or "VPI" paper. gested, based on continuous duty of 720 hours per
Both are treated with a volatile corrosion month.
inhibitor.
NOTE
5. After the bore of each cylinder has been wiped
dry and the vapor paper inserted, replace the The time schedule of routine inspec-
outer head and the frame end valves. tions and maintenance for the com-
pressor must be used in conjuction
6. To prevent circulation of air through the with the schedule and duties recom-
cylinders, which would encourage rusting, mended by the driver manufacturer
blank off the inlet and discharge passages. If for his machine. This a)so applies to
rust should form, thoroughly remove it before other accessory equipment.
the compressor is returned to service. Rust will
cause unnecessary wear of the TFE rings.
3-11·1. DAILY
WARNING
1. Check the oil level in the frame sump and add
Operator must insure that the driver oil as required to maintain the level at the line
will not start either by grounding on the sight glass.
the ignition and closing the fuel gas
valve on engine driven units or by 2. Fill the lubricator as required. Never allow the
insuring that power cannot be oil in the reservoir to drop too low. Check the
turned on with electric motor driven drops per minute passed by each lubricator
units before barring the unit over. feed. Make sure all pumping units are working.

3-12
 OPERATION

3. Keep an hourly log of all gas temperatures, 3-11-2. WEEKLY

water temperatures and gauge pressures. One
of the principal means of keeping track of the 1. After the first week, check all bolts and nuts as
physical condition of a compressor and its outlined in PART V to see that they are prop-
equipment is by these hourly readings. Watch erly torqued. Check monthly thereafter or at
carefully for any marked changes which in- each change in operating conditions. (The
dicate further attention is warranted. Use in- monthly check period can be extended as ex-
terstage pressures and temperatures to detect perience dictates.)
abnormal conditions. A decrease in the in-
terstage pressure and temperature means that 2. After the first week, check clearances of the
the lower pressure cylinder has reduced ca- main and connecting rod bearings by feeler
pacity. An increase in interstage pressure and gauge. Check the alignment of the compressor
temperature means that the next higher stage piston rods and readjust crosshead shoe shim-
cylinder has reduced capacity. These effects ming if necessary. Check semi·annually
can be attributed to leaking valves and thereafter.
gaskets, worn piston rings or broken parts.

4. Inspect piston rod packings for excessive blow· 3-11-3. SEMI-ANNUAL

by and/or overheating. See the "Trouble
Shooting" chart for possible causes. 1. Check the clearances of main and connecting
rod bearings by feeler gauge. Check the ronout
5. If separators are used in the compressor of the piston rods and readjust crosshead shoe
system, a schedule must be established shimming if necessary.
whereby they are periodically drained to pre-
vent a liquid carryover into the compressor 2. The frame lubricating oil should be changed
cylinders which can cause serious damage. If after 4000 to 8000 operating hours. Always
automatic drains are furnished, check them for clean the filter housing and clean or renew the
proper operation and to be sure that no liquid filter element when the oil is changed.
has accumulated in the level gauge.
NOTE
NOTE
When the compressor is being
In every case, because of variable operated in an extremely dirty at-
operating conditions, the operator mosphere, or where it is installed
should establish the frequency of outdoors, operated intermittently,
draining off the various drains. This handling foul gas in the cylinders or
will be determined by the amount of operating with high oil temper-
liquid that collects at each point. atures in a very hot atmosphere, it
may be necessary to change the oil
more often. Most reputable oil com·
6. Listen for any unusual noises while the panies offer laboratory analysis of
machine is operating. These should be investi- oil samples; the use of this type of
gated immediately. service is recommended.

7. Check the operation of the piston rod oil 3. Check the compressor piston rings for wear.
scraper rings. An excessive accumulation of oil Replace piston rings if they are worn to one-
past the scraper rings indicates that the oil half their original thickness. See separate in-
scraper rings are not functioning properly; structions for checking the wear rate of, and
possible causes are given under "Trouble renewing, TFE piston and rider rings.
Shooting".
4. Check the accuracy of compressor pressure
8. Clean the lubricator sight feed glasses for gauges on a dead weight tester; recalibrate
visibility, as required. them as required.

• 9.

10.
Drain all low points in the discharge piping.

Keep the exterior of the compressor and the

compressor room floor clean.

3-13
5. Remove all inlet and discharge valves; clean
and inspect the valves for excessive wear and
broken parts. Refer to the compressor valve in-
structions in Section 4-14.
 OPERATION

6. Clean the sight glasses in the water piping (if 2. NEVER use a chisel or other sharp instrument
circulated-water cooled cylinders are used). to open any joint between piston rod packing
Also, clean the sight glasses on separators, if cups.
furnished.
3. NEVER use kerosene, gasoline or any con-
7. Inspect valve passages and cylinder bores; taminating safety solvent as a cleaning agent.
remove any accumulation of foreign material.
4. NEVER start the compressor after performing
8. Examine the cylinder water jackets and any maintenance without first barring the unit
passages for scale and other deposits; clean as through one complete revolution to be certain
required. everything is free.

3-11-4. ANNUAL 5. NEVER fail to shut down to investigate a new

or unusual noise or knock.
1. Check bearing clearances by feeler gauge and
record the readings. 6. NEVER place hands in a cylinder or the run-
ning gear until the parts have been blocked
2. Clean the oil cooler and any other heat ex- against unexpected movement.
changers supplied.
7. NEVER use a pipe wrench on any part of the
3. On lubricated cylinders, remove the pistons piston rod.
and inspect the rings. Record cylinder bore
diameters. Inspections of this nature will in-
dicate the replacement schedule for parts that 3-12. TROUBLE SHOOTING
are subject to wear.
Major trouble can usually be traced to long
4. Safety valves used in the compressor gas periods of operation with unsuitable coolant or
system should have their settings tested at lubrication, careless operation and routine
least once a year, and more often under ex- maintenance, or the use of the machine on a service
treme conditions, by a hydraulic test. for which it was not intended.

5. Examine any separators, bottles, dampeners Previous instructions in this book describe the
and similar equipment that may be used in the cooling and lubrication requirements of the unit
compressor system for accumulation of dirt, and, if these instructions are followed, a major prob-
rust and other foreign material. Remove the lem should not develop that can be traced to one of
vessel from the system and clean it if these items.
necessary.
Careless operation and maintenance needs little
comment. Lack of proper care of any machine is
3-11-5. PERIODIC (Dictated by Experience) bound to result in a succession of minor troubles
and eventually to a major breakdown.
1. Draw off any accumulation of dirt in the oil
filter. Clean or replace the filter element when The size, design and materials of the compressor
the pressure drop across the filter reaches the cylinders are carefully selected to fit the specified
prescribed limit (see Section 2-2-7). operating conditions and the horsepower rating of
the machine. If it becomes necessary to vary the
2. Clean the cylinder lubricator reservoir and operating conditions from those specified at the
pumping units according to the manufac- time the machine was ordered, review the situation
turer's instructions. with our nearest branch office as changes to the
equipment may be required to avoid serious
3. Remove, clean and inspect the piston rod overload or other major problems.
pressure packing rings and oil scraper rings;
refit or renew the rings as required. Minor trouble can normally be expected at various
times during the routine operation of the com-
• •1-6. MAINTENANCE HINTS pressor; these troubles are most often traced to dirt
and maladjustment, or to operating personnel being
1. NEVER pull the piston rod through the oil unfamiliar with functions of the various machine
scraper rings or piston rod packing rings. parts and systems. Difficulties of this type can

3-14
 OPERATION

usually be corrected by cleaning, proper adju~t­ NOTE

ment, elimination of an adverse condition or quick
replacement of a relatively minor part.
Refer to Section 4-14-2 in PART IV,
Trouble shooting is largely a matter of elimination MAINTENANCE when troubles
based on a thorough knowledge of the inter·related are encountered involving the com-
functions of the various parts and the effects of pressor cylinder valves; a compre-
adverse conditions. A complete list of possible hensive listing of valve troubles and
troubles with their causes and corrections is imprac- the reasons for them, or action to be
tical, but the following list of the more frequently taken to remedy them, will be found
encountered troubles and their causes is offered as a in that section of this Instruction
guide. Book.

Compressor Trouble Shooting Chart

TROUBLE PROBABLE CA USE(S) REMEDIES

FRAME KNOCKS 1. Loose crosshead pin, pin 1. Tighten/replace loose parts.

caps or crosshead shoes.
2. Loose/worn main, crank- 2. Tighten/replace bearings,
pin or crosshead bearings. check clearances.
3. Low oil pressure. 3. Increase oil pressure, repair
leaks.
4. Cold oil. 4. Warm oil before loading unit.
Reduce water supply to oil
cooler.
5. Incorrect oil. 5. Use proper oil per
recommendations.
6. Knock is actually from 6. Tighten piston nut, etc.
cylinder end. Refer to "TROUBLE-
NOISE IN CYLINDER".

CRANKSHAFT OIL SEAL 1. Faulty seal installation. 1. Reset seal per instructions.
LEAKS 2. Clogged drain hole. 2. Clear obstruction.

LOW OIL PRESSURE 1. Oil pump failure. 1. Clean/repair oil pump.

2. Oil foaming from rotating 2. Reduce oil level.
parts striking oil surface.
3. Cold oil. 3. Use frame oil heater and/or
steam trace exterior piping.
4. Dirty oil filter. 4. Service filter. Replace
element.
5. Interior frame oil leaks. 5. Check oil piping.
6. Excess leakage at main 6. Set shim tabs and bearing
bearings. clearances.
7. Improper low oil pressure 7. Reset to prescribed setting.
switch setting.
8. Low frame oil pump 8. Reset valves per instructions.
relief valve settings.
9. Defective pressure gauge. 9. Replace gauge.
10. Plugged oil sump strainer. 10. Clean strainer.
11. Defective oil relief valve. 11. Repair or replace valve.

3-15
 OPERATION

Compressor Trouble ShootIng Chart (Continued)

I TROUBLE PROBABLE CAUSE(S) REMEDIES

NOISE IN CYLINDER 1. Loose piston. 1. Disassemble and tighten

piston.
2. Piston hitting outer head 2. Adjust piston rod for proper
or frame end of cylinder. end clearance.
3. Loose crosshead locknut. 3. Tighten nut.
4. Broken or leaking valve(s). 4. Repair/replace parts.
5. Worn or broken piston 5. Replace rings.
rings or expanders.
6. Valve improperly seated! 6. Replace gasket and
damaged seat gasket. reassemble properly.
7. Free air unloader plunger 7. Replace worn or broken
chattering. unloader spring(s).

PISTON ROD OIL SCRAPER 1. Worn scraper rings. l. Replace rings.

LEAKS 2. Scrapers incorrectly 2. Assemble per instructions.
assembled.
3. Worn/scored rod. 3. Replace rod.
4. Improper fit of rings to 4. Replace rings.
rod!side clearance.

EXCESSIVE PACKING 1. Worn packing rings. 1. Replace packing rings.

LEAKAGE 2. Improper lube oil and/or 2. Use correct lube oil and
insufficient lube rate increase lube rate per
lblue rings). recommendations.
3. Dirt in packing. 3. Clean piping/gas supply.
4. Excessive rate of pressure 4. Reduce pressure and increase
increase. at more gradual rate.
5. Packing rings assembled 5. Reassemble per instructions.
incorrectly.
6. Improper ring side or end 6. Establish correct clearances.
gap clearance.
7. Plugged packing vent 7. Remove blockage and pro-
system. vide low point drains.
8. Scored piston rod. 8. Replace rod.
9. Excessive piston rod 9. Correct run-out. Reshim
run-out. crosshead.

PACKING OVERHEATING 1. Lubrication failure. 1. Replace lubricator check

valve/lubricator pumping
unit.
2. Improper lube oil and! 2. Use correct lube oil and
or insufficient lube rate. increase lube rate per
recommendations.
3. Insufficient cooling (when 3. Clean coolant passages/
water-cooled). install water filter/increase
supply pressure. Reduce
coolant inlet temperature.

3-16
 OPERATION -I

Compressor Trouble Shooting Chart (Continued)

TROUBLE PROBABLE CAUSE(S) REMEDIES

EXCESSIVE CARBON ON 1. Excessive lube oil. 1. Adjust lube supply.

VALVES 2. Improper lube oil (too 2. Use lube oil per recom-
light, high carbon mendations.
residue).
3. Oil carryover from inlet 3. Install oil separatorsfdrain
system or previous stage. system.
4. Broken or leaking valves 4. Repairfreplace parts.
causing high temperature.
5. Excessive temperature 5. Clean exchangers, valves
due to high pressure and correct cause of high
ratio across cylinders. pressure.

HIGH DISCHARGE 1. Excessive ratio on cyl- 1. Repair valvesfrings.

TEMPERATURE inder due to leaking
inlet valves or rings on
next higher stage.
2. Fouled intercooler/piping. 2. Clean intercoolerfpiping.
Reduce lube rates.
3. Leaking discharge valves 3. Repair/replace parts.
or piston rings.
4. High inlet temperature. 4. Clean intercooler.
5. Fouled water jackets on 5. Clean jackets.
cylinder.
6. Improper lube oil andfor 6. Use correct lube oil and
lube rate. correct lube rate per
recommendations.

RELIEF VALVE POPPING 1. Faulty relief valve. 1. Test and reset.

2. Leaking suction valves 2. Repairfreplace defective
or rings on next higher parts.
stage.
3. Obstruction (foreign 3. Relieve obstruction.
material. rags), blind or
valve closed in discharge
line.

• 3-17(3-18IBI,mkl
 PART IV
MAINTENANCE
CONTENTS

Section Page

4-1. GENERAL .................. 4-2

4-2. SAFETY PRECAUTIONS · 4-2

4-3. FRAME. . 4-3

4-4. CRANKSHAFT · 4-3

4-5. CRANKSHAFT OIL SEAL . . 4-3

4-6. MAIN OIL PUMP · . __ .. _ _.. _ _.4-4

4-7. ACCESSORY EQUIPMENT . .... _..... _.. _. _. _4-6

4-8. MAIN BEARINGS _. _. _.. _ __ . _. .4-6

4-8-1. Checking Bearing Clearance .. · 4-6
4-8-2. Replacing a Main Bearing. . . _ .4-7
4-8-3. Bearing Crush " . · 4-7
4-8-4. Fitting Bearing Shim Tabs . _ 4-8
4-8-5. Crankshaft Thrust Adjustment · 4-9

4-9. CONNECTING ROD

BEARINGS · 4-9

4-10. CONNECTING ROD .................... 4-10·

4-11. CROSSHEAD.. . . _ 4-12

4-11-1. Shoe Adjustment (Piston Rod Alignment) ... ._ 4-12
4-11-2. Crosshead Pin and Bushing Replacement ...................... 4-13
4-11-3. Crosshead Removal ... . . __ .. _. . 4-14

4-12. COMPRESSOR CYLINDERS __ .4-16

4-12-1. Cylinder Disassembly and Installation _ 4-17
4-12-2. Disassembly and Assembly of Piston and Piston Rods ... · .4-18
4-12-3. Compressor Piston Rings ........... _ 4-22
4-12-4. Piston Rod Pressure Packing · . _. . . . . . .~22
4-12-5. Piston Rod Oil Scraper Rings . ....... . .. 4-28
4-12-6. Reclamation of Piston Rods .......... . .4-29

4-13. BALANCE CYLINDER . .. .4-30

4-14. COMPRESSOR VALVES .. .4-30

4-14-l. General Recommendations. _.. 4-30
4-14-2. Valve Maintenance . .4-32

4-15. REGULATION DEVICES. . .. 4-40

4-15-l. Fixed Volume Clearance Pocket .4-40
4-15-2. Variable Volume Clearance Pocket .. .4-40
4-15-3. Inlet Valve Unloader . _4-42

4-1
 MAINTENANCE

... ~ ...... JENEUAL Running gear clearances and fits and tightening
requirements are summarized at the back of this
This portion of the Instruction Book describes the book in PART V, GENERAL DATA. The specified
, . ecommended procedures for disassembling. servic- clearance limits and fits are those to which the parts
, . , ing or replacement. and reassembly of the com- are originally assembled. Unless otherwise stated.
pressor running gear and cylinders. Separate in· they are for parts that are at room temperature and
structions are furnished to cover special and op- are generally referred to as "cold" clearances. Some
tional equipment that is not within the scope of slight changes in clearance can be expected when
these general maintenance procedures. parts are hot.

Good working habits are essential to the perfor- Generally. the clearances and fits listed should be
mance of satisfactory maintenance work on the checked during maintenance work involving those
compressor. When disassembling a unit. use every parts. It is recommended that running clearances be
available means to keep dirt away from the com- checked with the parts in their assembled positions.
pressor internals. Cover exposed openings with wherever possible. since bearing crush, interference
cloth. kraft paper. cardboard or other suitable fits and other factors can affect the clearance
ma terial to keep dirt from falling into the frame in- measurement.
terior or into the compressor cylinders. Scratches.
nicks and rough areas must be removed from Logging important clearances can be of con-
machined surfaces. This can be done with fine emery siderable help in determining the wear of parts. It
cloth. a fine hone or a mill file. (Do not use emery can also be of some benefit in estimating the time in-
cloth, or any other finishing method employing terval between scheduled overhauls.
abrasives. when working on soft bearing surfaces;
such material can become embedded in the bearing Varying operating conditions at different installa-
metal.) tions make it impractical to specify maximum
acceptable clearances. Careful observation of the
Mark or tag parts as they are disassembled so unit by the operator and good judgment by the
that they can be replaced in their original positions. mechanic are often the most effective means of

e -'.eplace all composition gaskets that are torn. dried

Jr cracked with ones of similar material and
thickness. Shims should be marked so that they will
determining when clearances have become excessive
and adjustment of parts is required.

be reassembled in their original positions or so that 4-2. SAFETY PRECAUTIONS

replacement shims can be accurately sized.
Observe every safety precaution when working on
the compressor frame. cylinders and drive arrange-
WARNING ment. especially when making repairs or adjust-
ments inside the frame or cylinders. The following
All precautionary measures speci- minimum precautions should be taken before work-
fied by the Occupational Safety and ing on the compressor.
Health Act of 1970 (OSHA) must be
complied with when storing. han- 1. Be certain the main driver is locked out SO that
dling, or using solvents. there is no possibility of the driver starting. In
addition. a warning sign bearing the legend
Original parts should be thoroughly cleaned in a "WORK IN PROGRESS DO NOT
solvent compatible to the process and to the START" must be attached to the starting
material of the parts to be cleaned. Inspect parts for equipment.
wear and other visible defects before re-using them.
Generally, unless otherwise stated. parts should be 2. Close intake and discharge line valves and
covered with a thin coating of clean lubricant before bleed off any pressure that may be in the com-
reassembling. pressor cylinders.

Cotter pins. lockwashers, lock wires and other 3. Block or brace under a crankshaft web, or
locking devices must be replaced to prevent the block the crossheads. so that the shaft cannot
loosening of parts during operation. Always ad· turn while working inside the unit.
vance a nut in the tightening direction to align cot-
, . .,r pin openings once the required torque or bolt 4. Service on a machine shall always start with
, . , stretch is obtained. Lock wire must always be ar- cleaning the floor and the outside of the
ranged so that it pulls on the bolt head in the machinery to remove oil which could cause
tightening direction. slipping by the maintenance personnel.

4-2
 MAINTENANCE

5. Never open a compressor cylinder or any other each compressor cylinder. Oil holes are drilled in the
part of the compression system without first shaft from the main journals to the adjacent crank
completely relieving all pressure within the pins so that lubricating oil under pressure at the
unit and taking all necessary precautions to main bearings is fed to the connecting rod bearings.
prevent accidental repressurizing of the It is essential to the proper lubrication of the com-
system. pressor that the oil passages in the crankshaft are
kept clear of any obstruction. They should be in-
6. Compressors handling toxic or flammable spected during any compressor overhaul for sludge
gases must be isolated from the process piping or other obstructions.
by means of blinds, or double valves, and
bleeders when major maintenance is required. 4-5. CRANKSHAFT OIL SEAL
Before opening such compressors the equip-
ment should be purged or evacuated. Minor ad- The crankshaft oil seal, located at the drive end of
justments may be performed without blinding the unit as shown in Figure 4-1, consists of a split
provided that adequate precautions, such as slinger ring clamped on the crankshaft. The oil
depressurizing the system, are taken to protect slinger is used in conjuction with a weather seal
personnel. Check valves must not be relied which is pressed into the frame end cover around the
upon for isolating the compressor. crankshaft. The weather seal also serves to seal
against any oil carryover past the slinger ring. A
7. Consult OSHA regulations covering cleaning correctly installed seal arrangement should require
materials and their use. Volatile flammable little or no attention. If leakage does occur, check
liquids must not be used as cleaning agents for the slinger ring for proper positioning on the crank-
engine or compressor parts. A safety solvent shaft and examine the oil drain passages in the
should be used and the parts dried thoroughly frame to see if they are obstructed.
before assembly. CARBON TETRA-
CHLORIDE MUST NEVER BE USED AS A
CLEANING SOLVENT. Appropriate provi-
sions for ventilation should be made when us-
ing other halogenated solvents.

4-3. FRAME

The compressor frame is a rigid, cast iron struc-

ture designed to provide a suitable mounting for
compressor cylinders, crankshaft and other running
gear, and to hold all parts in accurate alignment
under the stresses and strains involved in operation.
Suitable ribs and partitions are incorporated in the
frame design to provide maximum strength com-
patible with reasonable weight.

The frame also serves as a reservoir or sump for

the lubricating oil used for running gear lubrication.
Covered openings of ample size are provided for in-
spection and servicing of the compressor internals.

No difficulties should develop with the com-

pressor frame if it is properly aligned and set on a
suitable foundation at initial installation. The only
routine maintenance to the frame is a periodic check
of the foundation bolts for tightness.
DRAIN
4-4. CRANKSHAFT PASSAGE

The crankshaft is a single-piece, heavy steel forg-

ing and is designed to avoid torsional criticals TP-104A
within the operating speed range. There is a
separate crankthrow to carry the connecting rod for Figure 4-1. Crankshaft Oil Seal

L_
I

4-3
 MAINTENANCE

CAUTION CAUTION

Should leakage occur past the crank- All precautionary measures speci-
shaft oil seal, do not, under any cir- fied by the Occupational Safety and
cumstances, reduce the bearing oil Health Act of 1970 (OSHA) must be
pressure in an effort to control the complied with when storing, han-
leakage. dling, or using solvents_

The following procedure is recommended to prop- Deposits of hard lacquer in the pump assembly
erly assemble the crankshaft oil seal arrangement: are not usually objectionable unless they are exten-
sive enough to cause binding. Deposits of this
nature in the pump can often be removed by
1. Shift the crankshaft toward the oil pump end
flushing the pump with a safety solvent, without
of the compressor until all clearance is taken
disassembling it.
up at the thrust bearing.
Use the following procedure if it is necessary to
2. Shellac the joints of the oil slinger ring to pre- dismantle the pump:
vent oil creeping through and then assemble
the ring loosely on the crankshaft. 1. Disconnect the oil pump discharge pipe and
the hand oil pump piping (if used) from the
frame end cover at the oil pump end of the unit.
3. Position the slinger ring on the shaft so that its
outboard face is exactly 15/16-inch (23.8 mm)
2. Remove the shaft-driven lubricator unit (if
from the end cover mounting surface on the
used) from the end cover by disconnecting the
frame. (This dimension is shown in Figure 4-1.)
lube lines and taking out capscrews (A) as
It is important to obtain the required position-
shown in Figure 4·2. Use a straight pull to
ing of the slinger if the oil seal arrangement is
disengage the drive.
to function satisfactorily. Hold in this position
and tighten the slinger ring on the shaft se-
curely. Recheck the distance from the slinger
face to the frame; it must be 15116-inch (23.8
mm).

4. Assemble the end cover and its gasket on the

frame. Insert and tighten the cover capscrews
only enough to hold the cover in position; then,
use feelers to assure that the cover is centered
with respect to the crankshaft. With the cover
in its final position, tighten the capscrews
firmly to achieve a tight joint between the
frame and end cover.

5. Coat the weather seal with grease on only that

portion that contacts the crankshaft. Orient
the seal so that the seal lips are pointing away
from the frame and then press the seal into the LEGEND
recess in the end cover.
A CAPSCREW
B CAPSCREW
C DRIVE HUB
D CAPSCREW
4-6. MAIN OIL PUMP E PUMP HEAD
F PUMP BODY
The main oil pump is internally mounted in the G GASKET
H GASKET
_ frame and is direct driven off the end of the
J SETSCREW
• crankshaft by a pin and hub drive arrangement. The TP-l11A
oil pump should not be dismantled unless it is
suspected that it has lost capacity. Figure 4-2. Crankshaft Driven Oil Pump

4-4
 MAINTENANCE

3. Remove the frame end cover and oil pump this time. Snug one of the hub setscrews
assembly by first removing capscrews (B) and against the shaft only enough to hold the hub
then carefully pulling the assembly away from in place during installation.
the frame.
4. Install the end cover and pump assembly on
4. Take the drive hub (C) off the pump drive shaft the frame, being careful to align the slot in the
by removing the four setscrews (J). drive hub with the pin in the end of the
crankshaft. Replace the capscrews (B) and
5. The oil pump head (E) and pump body (F) are tighten them evenly.
both removed by taking out the long
capscrews (D) that fasten the parts to the 5. Replace the shaft-driven lubricator (if used) on
frame end cover. These parts are also doweled the frame end cover. An D-ring seal is placed
together. Work carefully when separating the between the parts. Be sure the drive shafts are
parts so that the foil gaskets (0} and (Hl are engaged properly and tighten the capscrews
not damaged; these are special gaskets that (A).
control the end clearance of the pump gears.
6. The alignment of the lubricator and pump
6. The pump gears and their shafts can now be drive shafts should be checked at this time.
removed from the frame end cover. Before Slide the hub on the pump shaft to disengage
removing the gears, mark them so that they the pump drive (access to the hub can be
can be remeshed in the same position. gained through the top inspection opening in
the frame). Rotate the pump shaft by hand to
WARNING check for any binding in the shafts. The
lubricator can be shifted as required to correct
All precautionary measures speci- any misalignment in the drive shafts.
fied by the Occupational Safety and
Health Act of 1970 (OSHA) must be NOTE
complied with when storing, han-
dling, or using solvents. 6-Cylinder Units Only . . . The
lubricator and pump shaft align-
Clean the pump parts in a solvent compatible with ment cannot be checked as described
the parts and examine the gears, shafts, and above on the 6-cylinder compressor
bushings for excessive wear. If these parts are badly model, due to insufficient clearance
worn they can be renewed, but it is generally more to slide the pump drive hub back
economical to install a new pump. enough to disengage the drive pin.
For this reason, the alignment is set
at the factory on the 6-cylinder units
When reassembling the oil pump, follow the and the lubricator is then doweled to
prescribed assembly steps closely to maintain the the frame end cover. This alignment
correct clearances in the pump. can be re-established after field
disassembly by replacing the
1. If new shaft bushings are being used, they dowels. If a replacement lubricator
must be shrink fitted (by freezing! into the is being installed on a 6-cylinder
frame end cover and pump head. unit, the oil pump and frame end
cover must be removed from the
2. Reassemble the pump body and head over the frame, the new lubricator mounted
gears and shafts. being sure to place the foil and the shaft alignment checked by
gaskets (G) and (H) on each end of the pump rotating the oil pump shaft by hand.
body (F). If necessary, adjust the thickness of Once the drive shafts are in correct
the gaskets to obtain the total end clearance in alignment, the new lubricator
the pump gears as specified in PART V. Orient should be doweled to the frame end
the end cover. pump body and pump head with cover.
the dowels and then insert and tighten the
capscrews (D) evenly. Turn the pump shaft by 7. Position the drive hub on the pump shaft to ob-
hand to check for any binding in the pump. tain the required end clearance (see PART Vl
between the hub and crankshaft. It is impor-
3. Slide the drive hub onto the pump shaft with tant that this end clearance be established to
the key in place but do not fasten it in place at prevent end thrust on the pump gears. Lock

4-5
 MAINTENANCE

the drive hub in this position with the Whenever a main bearing cap is removed from the
setscrews (J). There are two tapped holes in the machine, it is important that it is returned to its
hub and two setscrews must be inserted into original position in the frame or serious damage can
each of the holes. Tighten the first setscrew result. The bearing caps are match-stamped in an off
firmly against the shaft and then run a second center location to agree with the nearest stamping
one on top of it to keep it from working loose. on the top of the frame partition. Always check the
stamping on a bearing cap when installing it to be
8. Replace any piping and frame covers that were sure that it matches the nearest stamping on the
removed. Check the piping connections for frame partition.
leaks after all piping is installed.
4-8-1. CHECKING BEARING CLEARANCE

4-7. ACCESSORY EQUIPMENT The clearance of each main bearing can be deter-
mined by inserting a feeler gauge between the upper
Equipment such as the oil cooler and filter, bearing shell and the crankshaft at point "A"
lubricator, drive coupling, driver, controls and other shown in Figure 4·3. Refer to the "Assembly Fits
miscellaneous items are supplied by sub- and Tolerances" section in PART V which gives the
manufacturers. When repairs or servicing of any of bearing clearance limits of machines as originally
the accessory equipment is required. refer to the in- built. These clearance limits should be used only as
structions provided by the manufacturer of that a guide in determining when a bearing requires ad-
particular item. justment or replacement. Often a noisy bearing is
the first indication that bearing clearances are ex-
4-8. MAIN BEARINGS cessive and that adjustment or bearing replacement
may be required. It should be noted however, that a
Main bearing arrangement is shown in Figure 4-3. bearing will give much longer service when the
The main bearings are horizontally split aluminum proper oil clearance is maintained. The bearing
shells that are accurately ground to fit the bearing clearance can be adjusted by changing the thickness
caps and the support saddles in the frame. of the shims used between the bearing halves. (Refer
_ ,aminated shims are used between the upper and also to the instructions under Section 4-8-4, "Fitting
• lower bearing shells to permit adjustment of bearing Bearing Shim Tabs".) After adjusting the bearing
clearance to compensate for normal wear. clearance, always recheck the actual bearing-to-

MAIN BEARING TIE

MAIN BEARING OIL PIPE ROD SPACER

--::::::===~==_._=_~=-~c:=-~=_=_.~=_,
_ __=__ -=
rI---~=·-

MAIN BEARING CAP BOLTS -;r;--~Ql'-/

MAIN BEARING SHELL 1iT--+';;;"'~""';;;

SHIMS
THRUST BEARING

TP-377

Figure 4-3. Main Bearing Arrangement

4-6
 MAINTENANCE

shaft clearance with a feeler before operating the the bearing. New bearings must be installed
machine. with correct clearance. (Refer to following in-
structions concerning fitting bearing shim
4-8-2. REPLACING A MAIN BEARING tabs.)

If adjustment or replacement of a main bearing 8. Place a lock under the head of each bearing cap
becomes necessary. use these recommended steps: bolt and tighten the bolts evenly to the torque
1. Remove the top cover(s) from the frame that value specified in PART V. Bend the edge of
will give access to the bearing. Pull the main the lock against the flat on the head of each cap
bearing tie rod from the frame and bump out bolt.
the tie rod spacer that is positioned over the
bearing. 9. Check the installed bearing oil clearance with a
feeler before continuing with further assembly.
2. Disconnect the oil pipe from the top of the
main bearing cap. 10. When one or more replacement bearings are in-
stalled, check the crankshaft alignment by
3. Take out the capbolt from each side of the bear- checking for clearance under the bottom of the
ing cap. crankshaft journal at each main bearing with a
0.0015 inch (0.04 mm} feeler. Any bearings
4. Carefully lift off the main bearing cap and up- found to be low must be replaced.
per bearing half. If the cap is stuck, remove the
fitting from the tapped oil hole in the top of the 11. Replace the main bearing tie rod and spacer.
bearing cap and screw a 3/8-inch NPT threaded The spacer is sized for an interference fit with
pipe into the hole to assist in removing the cap. the frame opening. Position the tie rod in the
frame and spacer so that it is centered with
5. Remove the lower half of the bearing by respect to the frame. Place a washer over each
rotating it 180 0 • If the lower shell cannot be end of the tie rod and then assemble and snug
pushed out by hand, use a copper or soft metal up the cap nuts evenly. Torque one of the nuts
plug in the crankshaft and "roll out" the lower to the value given in PART V.
shell. The plug is placed in the oil hole in the
crankshaft so that it protrudes about 1/4-inch NOTE
(6.4 mm) from the shaft; it must be flanged to
prevent it from dropping into the oil hole. After torquing the tie rod nut to the
prescribed figure, measure the
NOTE spacer opening in the frame. The
spacer opening can be checked by
If more than one adjacent lower using a pin gauge and feelers. The
shell is removed, the crankshaft measured distance must never be
must be supported by blocking. less, and should be no more than
Always support the crankshaft on 0.002 inch (0.05 mm} greater, than
two-cylinder frames. the dimension stamped on the frame
adjacent to the spacer.
6. Replacement bearing shells must fit the sup-
port saddle and bearing cap perfectly so that 12. Install the frame top cover and any other parts
they will be uniformly supported at all points. that may have been removed.
An imperfect fit, burrs, nicks or dirt between
the shells and support saddle or cap will result
in stress concentration due to flexing of the 4-8-3. BEARING CRUSH
shell and subsequent premature failure of the
bearing. Bearing crush is the difference in height between
the bearing and its housing at the parting or shim
CAUTION line. This crush is actually an interference fit be-
tween the bearing and its housing. It is necessary to
Never scrape the bore nor file or at· assure full contact between the bearing and its hous-
tempt to build up the ends of these ing to prevent flexing of the bearing shell and to aid
precision bearing shells. in transferring heat from the bearing. Both the bear-
ings and housings are precision-made parts, making
7. Replacement bearings are supplied with new it normally unnecessary to measure the bearing
shims which should be used when installing crush.

4-7
 MAINTENANCE

NOTE thickness as the laminated portion of the shim

so that the lead is not extruded into the bear-
Bearing crush has no relation to ing clearance when the bearing cap is tightened
bearing clearance and it is impor- down.
tant that the two are not confused. NOTE

4-8-4. FITTING BEARING SHIM TABS When dressing the tab, do not taper
the tab toward the shaft end as this
The laminated shims used between the main bear- will increase the oil leakage past the
ing shells serve two purposes: first. it is possible to tab.
adjust the bearing-to-shaft clearance by changing 2. Measure the bearing to shaft feeler clearance
the shim thickness; and second, the lead tabs incor- on each side of the shaft at the bearing parting
porated at each end of the shim act as seals to line. The clearance should be about equal on
minimize the oil leakage at the juncture where the both sides.
bearing shell halves meet.
3. With the lower bearing shell in place, position
CAUTION one of the shims on the main bearing support
Do not attempt to build up the saddle. The shim is located by the two dowels
thickness of a bearing shim by add- in the end of the lower shell.
ing laminations. If a thicker shim is
needed, start with a new shim and NOTE
peel off laminations as required to
obtain the desired thickness. Always placing the shims with the
solid side down will insure that prop-
It is important that the lead shim tabs are fitted er tab-to-shaft clearance is main-
with the correct tab-to-crankshaft clearance. Failure tained as turning the shim over may
to fit the shim tabs properly can result in a reduc- alter the tab-to-shaft clearance due
tion of oil pressure and premature bearing failure. to variations in the dowel pin
The following procedure is recommended to prop- diameters or location of the drilled
_ rly fit the bearing shim tabs. holes in the shims.
• 1. Determine the required shim thickness for the 4. File the tabs until they are flush to 0.003 inch
bearing assembled and peel the laminated por- (0.08 mm) back from the bearing face when the
tion of the shim to obtain this thickness. (The shim is pushed forward as far as the dowels
thickness of both shims used in a main bearing will allow (see Figure 4-4). When filing the tabs,
should be kept equal.) After the shim has been be careful to keep the end face square to the
peeled down, dress the lead tabs to the same shim and parallel to the shaft.

CRANKSHAFT JOURNAL

BEARING

SHIM
BEARING
OOWELS

BEARING
CAP BOLT

SLIDE SHIM IN THIS

DIRECTION WHEN FITTING TABS
t
Figure 4-4. Fitting of Bearing Shim Tabs
TP-1741

4-8
 MAINTENANCE.

5. Remove the shim and check it with the dowels 3. The end clearance at each thrust shoe can be
on the end of the top bearing shell. It should be adjusted by loosening the frame tie rod above
flush to 0.003 (0.08 mm) back from the bearing the main bearing and the two bearing cap bolts
face when the shim is pushed forward. and then shifting the bearing cap as required.
There should be equal end clearance at each
6. Prepare the other shim following steps 3 thrust bearing, with the total clearance falling
through 5. within the prescribed limits. (Be sure the shaft
7. Place both shims in position on the main bear- is in its normal running position when setting
ing support saddle, ensuring that they are the end clearance.)
pushed forward towards the shaft. Place the
4. Tighten first the bearing cap bolts and then
feeler gauge between the bearing and the shaft the tie rod nuts to the torque values specified
on the side without the dowels. Liberally oil in PART V. Then, recheck the crankshaft
the shaft. thrust clearance as described previously.
8. Place the top bearing shell and bearing cap in
5. Replace the top coverts) on the compressor
position. Install the main bearing cap bolts.
frame.
Snug the cap bolts down and then back them
off a quarter tum. 4-9. CONNECTING ROD BEARINGS
9. Use 1/8 inch allen wrenches or file tangs in- The connecting rod crankpin bearing is a split
serted behind the shim on each side to push the aluminum shell design; refer to Figure 4-7 which
shim toward the shaft as far as possible. shows the assembled position of the bearing in the
10. Remove the feeler and tighten the cap bolts to connecting rod. This is a precision bearing which re-
the torque specified in PART V. quires no adjustment. If the bearing-to-shaft
11. Check the shaft-to-bearing shell feeler clearance becomes excessive and the bearing is
clearance on each side of shaft at the shim line. noisy, the bearing shells must be replaced.
When a connecting rod cap is removed from the
4-8-5. CRANKSHAFT THRUST ADJUSTMENT rod, it must be reassembled in exactly the same posi-
End thrust of the crankshaft is taken by bronze tion it held during factory assembly or serious
shoes fastened to the faces of two of the main bear- damage to the machine can result. The cap is match-
ing caps. On 2-cylinder frames, there is a main bear- stamped with its rod (see Figure 4-6). The match
ing at each end of the frame, and the thrust shoes stampings will line up when the connecting rod and
are attached to the inboard faces of the bearing cap are correctly assembled.
caps; the shoes bear against the cheeks of the Nos. 1 Connecting rod bearing-to-shaft clearance can be
and 2 crank webs. checked by positioning the crankshaft so that a
On the 4- and 6-cylinder frames, the thrust shoes feeler can be inserted between the bearing shell and
are bolted to the faces of the second and third main crankpin. The original assembly clearance is given
bearing caps from the drive end of the unit; the in the list of part fits and tolerances in PART V.
shoes bear against the cheeks of the Nos. 2 and 3 The crankpin bearing can be replaced without
crank webs. counting from the driver end. removing the connecting rod from the frame. Use
Normally, the crankshaft end thrust is negligible these recommended bearing replacement steps:
if the compressor has been properly installed with 1. Remove the frame top cover that will give ac-
the crankshaft level. The thrust surfaces are used cess to the connecting rod.
primarily to position the crankshaft axially. 2. Rotate the crankshaft to place the connecting
The compressor is originally built with a total rod in a convenient position to remove the cap.
crankshaft end clearance within the limits given in
3. Pull the cotter pins and remove the nuts from
P ART V. The clearance can be measured by totaling
the connecting rod bolts.
the feeler clearances taken between each thrust shoe
and the adjacent crank web (Figure 4-5). If it is 4. Carefully lift the connecting rod cap and cap
necessary to adjust the end clearance, proceed as bearing half out of the frame.
follows:
5. Support the connecting rod and then rotate the
1. Remove the frame top cover(s) that will pro- crankshaft to move the crankpin away from
vide access to the thrust bearings. the rod so that the rod bearing half can be
2. Use a pinch bar to shift the crankshaft unlil it removed. Both bearing halves are pinned to
is in its normal running position with respect the cap and rod. Do not allow ·these pins to
to the drive arrangement. drop into the frame oil sump.

4-9
 MAINTENANCE

6. Clean the replacement bearing shells, being However, if an improperly fitted bearing is
certain that the oil holes and grooves are clear, suspected, the crush can be measured less
and also clean the bore in the connecting rod precisely as detailed in Figure 4-7 and checked
and cap before assembling the new bearing. It against the specified crush limits.
is essential that there be no dirt or foreign par-
10. Tighten the nuts on the connecting rod bolts
ticles between the bearing shells and the rod,
uniformly until the bolts are elongated the
and that the shells fit their housing perfeetly
prescribed amount. Bolt elongation is deter-
so that they are supported uniformly at all mined by measuring the length of the bolt both
points. before and after tightening. (Refer to Figure
4-7.)
7. Install the bearing shell halves in the rod and
cap. Use the dowel pin to accurately position
11. Insert and bend a cotter pin to lock each nut on
each shell half. (As illustrated in Figure 4-6,
the rod bolt. When it is necessary to reposition
the bearing split is slightly offset from the
the nut to install the cotter pin, always turn
parting line of the connecting rod and cap.)
the nut in the tightening direction.
8. Assemble the rod and cap on the crankpin.
Work carefully to assure correct assembly and 12. Check the connecting rod bearing-to-crankpin
to prevent damaging the parts. clearance as described previously.

9. It should not normally be necessary to 13. Check to be sure no tools have been left inside
measure the crush on these precision bearing the frame and replace the top cover on the
shells. Precision bearing checking fixtures are frame.
required in order to accurately check the crush.

4·10. CONNECTING ROD

The compressor connecting rods are forged steel;

Figure 4-6 shows the standard connecting rod. The
split crankpin bearing can be replaced without
removing the connecting rod as described in the
foregoing instructions.

The connecting rod should be removed from the

frame if it is necessary to replace the crosshead pin
bushing that is shrunk into the small end of the rod.
To remove the connecting rod:

I 1. Remove the top frame cover and frame exten-

MEASURE
CRANKSHAFT sion cover that will give access to the connect-
I END CLEARANCE ing rod.
l
CRANKWE6
HERE

II
WARNING
Operator must insure that the driver
will not start either by grounding
the ignition and closing the fuel gas
valve on engine driven units or by
insuring that the power cannot be
turned on with electric motor driven
units before barring the unit over.

2. Bar the compressor over until the connecting

rod being worked on is fully extended toward
Tp-l07 the outer end of the cylinder. Support the
weight of the connecting rod before continuing
Figure 4-5. Crankshaft Thrust Arrangement with the following steps.

4-10
 MAINTENANCE

DOWEL PIN CRANK PIN

BEARING
CROSSHEAD
PIN BUSHING
MATCH~STAMPING
LOCATION

CONNECTING
ROD CAP

TP~378

Figure 4-6. Connecting Rod Assembly

CONNECTING
ROD PRICK PUNCH HEAD OF BOL T----.,

THE SUM
OF FEELER
CLEARANCES A&B
IS THE TOTAL
CRUSH
(SEE PART VI
A

/
TIGHTEN BOTH NUTS EVENLY
GAUGE TO
MEASURE BOLT
TO 54 LB. FT~ 173 N'm) STRETCH (MAY BE
usru WITH FEELERS
OR MICROMETER
HEAD)

CHECKING BEARING CRUSH MEASURING BOLT STRETCH

TP~108B

Figure 4-7. Assembling Connecting Rod Crankpin Bearings

4-11
 MAIN II:NANl,;~

_,,,move the crosshead pin bolt lock and If new parts are being used. check for sufficient
unscrew the crosshead pin bolt. The pin end side clearance between the connecting rod and adja-
caps are doweled to the pin. Take care not to cent crank webs. This clearance can be measured
drop dowels into the sump. Remove the pin end with feelers and compared with the listed assembly
clearance limits. As a final check of proper connect-
caps.
ing rod installation. it is suggested that the unit be
Wedge the crosshead end of the connecting rod barred through one complete revolution while
4.
upward enough to take the weight of the rod watching the connecting rod to see that it runs true
off the pin. Block the rod and remove the pin. on the crankpin. Replace the top cover on the frame.

;). Hemove the rod cap and position the 4-11. CROSSHEAD
crankshaft so that it will not interfere with the The compressor crosshead. Figure 4-9. is the box
rod removal. type with shim-adjustable shoes. The crosshead pin
is full floating and is carried on two aluminum bush-
6. Carefully lift the connecting rod out through ings that are shrunk into the crosshead. A single
the top of the frame. Protect the crosshead aluminum bushing is shrunk into the eye of the con-
guide and crankpin to prevent damage to these necting rod. The compressor piston rod screws into
fini shed surfaces. the crosshead and is secured by both a lock dowel
The bushing-to-pin clearance can be checked with and a lock nut.
fE-€lers or by comparing micrometer measurements
4-11-1. SHOE ADJUSTMENT
of the pin and bushing diameters. The bushing is
(Piston Rod Alignment)
non-adjustable; it must be replaced with a new one
when the clearance becomes excessive or the bush- The crosshead shoes are fitted at the factory with
ing is otherwise defective. Press or machine the old the clearance listed in PART V between the top shoe
bushing out of the connecting rod. If a machining and upper crosshead guide. However. this clearance
o?eration is used. be careful not to cut into the eye as well as the compressor piston rod alignment must
of the connecting rod. be checked before starting a new unit and also after
any replacement of compressor cylinder. piston,
The :eplacement bushing must be chilled (using piston rod. crosshead or crosshead shoes. Adjust-
dey ice or other suitable means) to reduce its outer ment or replacement of the crosshead shoes is in-
diameter sufficiently so that it can be dropped into dicated when the shoes become noisy or when the
the eye of the connecting rod without applying an compressor piston rod runout exceeds the specified
appreciable amount of pressure. The bushing and limits.
connecting rod eye must be wiped clean before in-
ssalling the bushing. Do not press the bushing into With the compressor cylinder correctly installed
the rod as it can be distorted by this operation. and the piston rod crosshead lock nut tightened.
Check the pin-to-bushing clearance of the new parts. check the crosshead to be sure it is resting squarely
Refer to PART V for assembly fits and tolerances. on the lower guide. Do this by checking for clearance
under the bottom crosshead shoe; a 0.0015 inch
Install the connecting rod in the compressor using (0.04 mm) feeler should not enter between the center
toe reverse of the removal procedure. Be sure the of the bottom shoe and guide at either end of the
ri fle-drilled oil passage in the rod is clear of any shoe.
obstruction before installing the rod. Refer to the
appropriate instructions when assembling the rod Measure the clearance between the top shoe and
on the crankshaft and when installing the crosshead the upper guide at all four corners. Record these
pm. clearances for later reference.

The following instructions describe the recom-

WARNING mended procedure for checking and adjusting the
compressor piston rod runout:
Operator must insure that the driver
will not start either by grounding 1. Mount a dial indicator in the cylinder yoke or
the ignition and closing the fuel gas distance piece so that it will read on the top of
valve on engine driven units or by the piston rod. Be sure the indicator is securely
insuring that power cannot be mounted and then depress the indicator button
turned on with electric motor driven one revolution on the indicator dial. Set the
units before barring the unit over. dial to the zero mark.

4-12
 MAINTENANCE

WARNING the side inspection opening in the frame exten-

sion. Take off the shim and add or remove
Operator must insure that the driver laminations as required. Generally, adding or
will not start either by grounding removing one shim lamination will change the
the ignition and closing the fuel gas indicated rod runout about 0.001 inch {O.03
valve on engine units or by insuring mml; therefore, to raise the indicated rod
that power cannot be turned on with runout 0.002 inch (0.05 mm) at the crosshead
electric motor driven units before end, it would be necessary to add two lamina-
barring the unit over. tions to the shim used under the bottom shoe.
Always remove or add a like number of lamina-
tions to the upper shoe to maintain the re-
2. Bar the compressor through one complete
revolution, observing the total fluctuation on quired top shoe-to-guide clearance.
the indicator dial. The total movement on both
sides of the zero mark is the vertical indicated 6. Recheck the piston rod runout with a dial in-
piston rod runout. dicator, as described in Steps 1 and 2, after
each shoe adjustment. Always check rod
3. The piston rod runout is adjusted in the ver- runout with the piston rod crosshead lock nut
tical direction by adding or removing shims firmly tightened as a loose nut can alter the
between the crosshead and its bottom shoe. If runout reading.
the piston rod is high at the piston end, shims
must be added under the bottom shoe. If the 7. After setting the rod runout initially, and
rod is high at the crosshead end, shims must be before operating the compressor, check for
removed from under the bottom shoe. If there clearance between the piston rod and packing
is some confusion as to which end of the rod is glands.
high, a machinist's level can be placed on the
piston rod to tell whether the crosshead must 8. There is no adjustment for horizontal piston
be raised or lowered. Always remember that rod runout. It is important, however, that the
the shim thickness removed or added to one rod runout is checked in the horizontal direc-
shoe must then be either added or removed tion by arranging the dial indicator to read on
from the other shoe if the required top shoe-to- the side of the rod. If the horizontal indicated
guide clearance is to be maintained. rod runout exceeds 0.003 inch (0.08 mm), the
cause must be located and corrected. Check the
4. Since the piston rod runout is initially checked cylinder, yoke and frame mating surfaces for
and adjusted with the parts cold, the rod dirt, nicks or burrs. Another possible cause of
should normally be set slightly lower at the misalignment is an improperly tightened
piston end to compensate for piston expansion crosshead lock nut or a nut that is not seating
when running at design load and temperature squarely against the crosshead. The possibility
conditions. The amount the piston is set lower of cylinder supports or piping pulling the
than the cross head is determined by both the cylinder out of alignment should also be
size and material of the piston. (Larger piston explored.
sizes should be set slightly lower to compen-
sate for increased expansion; likewise, 9. Both the piston rod alignment and the
aluminum pistons will expand more than cast crosshead top shoe-to-guide clearance should
iron pistons.) Generally. the amount the piston be checked after operating the compressor for
is set low should be limited to about 0.002 inch at least four hours under full load and
(0.05 mm) of indicated rod runout. Under no temperature conditions. These checks must be
circumstance should the piston be set lower made immediately after shutting down before
than an indicated rod runout of 0.003 inch the parts have had a chance to cool. Piston rod
(0.08 mm). runout should be as close to zero as possible
and must not exceed 0.003 inch (0.08 mm) in
5. It is necessary to remove the shim from under any plane. The minimum acceptable clearance
the crosshead shoe to adjust the shim thick- between the top crosshead shoe and guide with
ness. To remove the shoe, pull the crosshead the parts at operating temperature is given in
pin as described in the instructions which PART V. If it is necessary to remove the shims
follow; the crosshead shoe bolt nuts can then to obtain this minimum clearance, be sure they
be removed and the crosshead rotated in its are removed from under the top shoe. Record
guides to allow the shoe to be removed through the hot clearance for future reference.

4-13
 MAINTENANCE

4-11-2. CROSSHEAD PIN AND BUSHING '4-11-3. CROSSHEAD REMOVAL

REPLACEMENT
The compressor crosshead can be removed
The cross head pin can be removed and the pin through the side inspection opening in the frame ex-
bushings that are located in the crosshead on either tension. The following procedure is recommended:
side of the connecting rod eye can be replaced
without removing the crosshead from the unit. It is 1. Remove the inspection cover from the side of
usually easier to replace the crosshead bushings the frame extension.
while the crosshead is out of the machine and this
method may be selected; instructions follow for 2. Check the piston rod and crosshead to see if
removing the crosshead from the unit. Disassemble the parts are trammed (see Figure 4-9) as this
and remove the cross head pin and change the will facilitate the reassembly of these parts.
crosshead pin bushings in the following manner:
3. Block the crosshead by jamming wooden
1. Remove the side cover from the frame exten- blocks between the crosshead and frame exten-
sion to gain access to both ends of the sion to prevent twisting the crosshead and/or
crosshead pin. connecting rod when loosening the piston rod
locknut.
2. Straighten the lock under the head of the
crosshead pin bolt and unscrew the bolt. 4. Take out the piston rod lock dowel and loosen
the piston rod crosshead locknut.
:3. Both pin end covers can now be removed from
the pin. The end covers are doweled to the pin. CAUTION
4. Use pieces of 2 x 4 lumber to wedge the Never use a pipe wrench on the
cross head pin end of the connecting rod up- piston rod. Take every precaution to
ward enough to take the weight of the rod off avoid scratching or nicking the
the pin. Block the rod to support it when the piston rod surface. Even a slight
pin is removed. nick in the rod can ruin the packing
rings.
;j. Slide the pin out of the crosshead and connect-
ing rod.
5. Unscrew the piston rod from the cross head, us-
6. Use a puller to remove the shrunk-in bushings ing a strap wrench or piston removal tool. Pull
from the crosshead. It is also possible to drive the piston rod away from the crosshead. It
O'Jt the bushings. may be necessary to remove the outer cylinder
head to provide the necessary clearance to
I. Clean the bore in the crosshead and the replace- withdraw the piston rod.
ment bushings. Install the bushings by chilling
them sufficiently to reduce their diameters so
that they can be inserted in the crosshead NOTE
without applying appreciable pressure. Press-
ing or driving the bushings into place can If a strap wrench is not available, a
distort them. removal tool can be fabricated from
314·inch angle iron or pipe approx-
8. Oil the crosshead pin and slide it into place in imately 52 inches long, a piece of
the crosshead and connecting rod. Assemble 314-inch flat steel stock approx-
the end covers (the end covers are doweled to imately 1-112 x 3 inches, and the
the pin) and replace the bolt to fasten the piston nut adapter supplied with
covers to the pin. each unit (see Figure 4-8). Cut the
angle iron or pipe into two pieces,
9. Check to see that the lock is in place under the one 16 inches long and one 36 inches
head of the bolt and then tighten the bolt to the long. Weld the pieces together to
wrench torque given in PART V. Bend up the form a T. Weld the flat stock to the
lock to secure the bolt. flat side of the piston nut adapter;
be sure not to cover the four drilled
Ill. Hemove any blocking used and replace the side holes. Next weld the T bar to the flat
cover over the crosshead inspection opening. stock.

4-14
 MAINTENANCE

To use the removal tool, remove the capscrews through the drilled holes
outer head from the cylinder, insert into the piston nut and unscrew the
the tool into the cylinder and line up rod.
the machined key in the adapter
with the key way in the piston nut. 6. Remove the crosshead pin from the crosshead
Secure the piston nut adapter to the and connecting rod as described in the
piston nut using four 2-114 x 3/8-16 preceding instructions.

~ 36 INCHES --.1
(914 MM)

WELD 0.75 INCH PIPE

WELD

PISTON NUT
ADAPTER

16 INCHES . TP-1649
1406 MMI

Figure 4-8. Piston Hemoval Tool

4-15
 MAINTENANCE

NOTE: MAKE SURE THAT THERE

IS SOME CLEARANCE BETWEEN
PISTON ROD AND CONNECTING
TOP CROSSHEAD ROD.
SHOE
CROSSHEAD
CROSSHEAD SHOE SHIMS
PIN

CROSSHEAD
PI~'BOLT
LOCK TRAM
PIN END
CAP
CONNECTING BOTTOM CROSSHEAD
ROD BUSHING CROSSHEAD SHOE SHOE SHIMS

P-109B

Figure 4-9. Compressor Crosshead-Floating Pin Type

WARNING Replace the crosshead in the frame using the

reverse of the removal procedure. Refer to the in-
Operator must insure that the driver structions given in Section 4-11-2 when installing
will not start either by grounding the crosshead pin and Section 4·12-2A when fasten-
the ignition and closing the fuel gas ing the piston rod in the crosshead. Check and read-
valve on engine driven units or by just the piston rod alignment before operating the
insuring that power cannot be turn- compressor. Remove blocking and tools from inside
ed on with electric motor driven the machine and replace any inspection covers.
units before barring the unit over.

7. Bar the crankshaft to withdraw the connecting 4-12. COMPRESSOR CYLINDER

rod from the crosshead. Be sure the connecting
rod is blocked to prevent it from dropping onto WARNING
the lower crosshead guide.
All precautionary measures speci-
8. Before proceeding with Step 9, make provi- fied by the Occupational Safety and
sions for supporting the weight of the cross- Health Act of 1970 (OSHA) must be
head and also for protecting the upper and complied with when storing, han-
lower cross head guides. dling, or using solvents.

9. Rotate the crosshead in the guides 90 0 to place The cylinder bores, valves, valve passages, piston
it on its side, being careful not to damage rod packings and any regulation equipment sup'
either the guide surfaces or the crosshead plied should be inspected at regular intervals (refer
shoes. to the routine maintenance schedule in PART III,
Section 3·11), and any accumulations of foreign
'0. Move the crosshead horizontally through the matter should be removed. The valves can be soaked
side inspection opening, keeping it well sup- in safety solvent to soften any deposits on them,
ported at all times. Be sure the crosshead is while a light scraping will clean the valve passages.
marked so that it can be reinstalled in the same Dry the valves thoroughly before replacing them in
position. the cylinder.

4-16
--------- ---

MAINTENANCE

If the circulating water is dirty, mud will be locations without first consulting the nearest
deposited in the cylinder jackets and water heads Ingersoll-Rand office. Install and align the cylinder
and will eventually obstruct the flow of water unless on the compressor frame as follows:
care is used to prevent such an accumulation. Clog-
ged passages will interfere with proper cooling, 1. Thoroughly clean the mating surfaces on the
which will result in possible damage to the cylinder cylinder and frame extension. Coat both sur-
and pistons. The cylinder water jacket or hand hole faces with shellac, but do not use a gasket.
covers should be removed occasionally and the
water jackets and passages inspected. If any mud 2. Mount the cylinder on the frame. The cylinder
deposit is found, clean it out thoroughly and flush yoke is centered on the frame extension by a
the jackets with water. shoulder which fits closely into the frame ex-
tension bore. Support the cylinder and then
Compressor piston and ring clearances are given snug down only one or two of the stud nuts at
on a separate data sheet that is prepared for each the top of the cylinder-to-frame joint.
unit. The specified clearance limits are those to
which the parts are originally assembled. Varying 3. Clean the gasket surface for the inlet (or
operating conditions at different installations make discharge) on top of the cylinder and place a
it generally impractical to specify maximum accept- level on this surface parallel to the crankshaft.
able clearances. Careful observation by the operator Rotate the cylinder until the gasket surface is
and good judgment by the mechanic are often the level; then, secure the cylinder.
most effective means of determining when
clearances have become excessive and adjustment 4. Depending on the particular compressor, the
or replacement of parts is required. cylinder may be equipped with a yoke support,
an outer end support or a combination of both.
Before doing any maintenance work on the With either support location, the support must
cylinders, closely observe the minimum safety be adjusted so that it is supporting the weight
precautions described previously in Section 4-2. To of the cylinder but not placing an upward
protect personnel, it is imperative that all pressure strain on the mounting studs. The following
be bled from the cylinder passages before attempt- procedure is recommended when an outer end
ing to open the cylinder. support is used:

Also, before servicing the cylinders, review the a. Loosen the cylinder mounting stud nuts,
Parts List illustra tions thoroughly to become leaving one or two of the nuts at the top
familiar with the particular assemblies involved. of the cylinder snugged down lightly.
There may be slight design differences on a par-
ticular assembly that can require a modification to b. Raise the cylinder with the support level-
the recommended maintenance procedures. ing setscrews until a 0.0015 inch (0.04
mm) feeler gauge can just be started at
4-12·1. CYLINDER DISASSEMBLY AND
the bottom of the cylinder-to-frame joint.
INSTALLATION
The compressor cylinder can be opened and the c. Lower the cylinder to just close the joint
various cylinder components serviced as described and then secure the cylinder to the frame
in the maintenance sections that follow. If the com- extension, using the applicable wrench
plete cylinder is to be removed from the compressor torque from the table in PART V.
frame, it is first necessary to disconnect all of the
gas, oil, water and control piping from the cylinder, 5. Remove the outer head from the cylinder. Us-
as applicable. Also, the compressor piston and rod ing a machinist's level having a cross level,
should be removed from the cylinder as explained in check that the cylinder bore in the piston
the instructions which follow. To remove the travel area is level. Locate the cause of any
cylinder from the frame, support the weight of the misalignment. Do not use the support leveling
cylinder with rigging from an overhead hoist, or setscrews to force the cylinder into alignment.
other means. and then unbolt the cylinder yoke from
the main frame and carefully lower the cylinder 6. Check the level of the crosshead guide. The
assembly to the floor. On cylinders having bolted-on cylinder bore and the crosshead guide need not
water jackets, do not put the sling on the jacket. be perfectly level but should be in the same
plane. Do not use the cylinder inlet (or dis-
Cylinders must be returned to their original loca- charge) connection as an alternate to the
tions on the frame. Never change cylinder mounting cylinder bore. If the crosshead guides are level

4-17
 MAINTENANCE

but one or more cylinders are not, the most cylinders only: In addition to the studs and
likely cause is dirt or raised material in the nuts that fasten the outer head on the cylinder,
joint where the cylinder fits the yoke or where there is also a circle of bolts that are located in-
the yoke mates with the frame extension. side the valve holes in the outer head. DO NOT
OVERLOOK THESE BOLTS WHEN RE-
7. Complete assembly of the cylinder as described MOVING THE HEAD. Access to these bolts
in the applicable instructions. Check the piston is gained by removing the valve covers, crabs
rod runout (see Section 4-11-1) before operating and valves from the outer head.
the compressor.
7. If the packing cup and gland assemblies are
8. After the unit has been in operation a few removed from the cylinder at this time, be sure
hours, and after the cylinder has reached its the parts are marked or tagged to facilitate
normal operating temperature, pull all gasket proper reassembly.
joints up tight again with the parts hot.
8. Pull the piston and rod assembly through the
-t-I2-2.DISASSEMBLY AND ASSEMBLY OF outer end of the cylinder. Be careful to support
PISTONS AND PISTON RODS the piston until the rod is clear to prevent
The following instructions apply specifically to bending or scratching it. Mark the assembly so
conventional, double acting cylinders. Special that it can be re-installed in the same cylinder.
cylinder designs, such as tandem construction, will
require special procedures and will be covered by 9. Set the piston and rod in a safe place and pro-
separate instructions. tect the finished surfaces from damage. If the
piston and rod are not integral, and if the
To remove a piston rod assembly from a cylinder, piston is to be separated from the piston rod,
the procedure outlined below should be followed: continue with the following piston
1. Observe all possible safety precautions as disassembly and reassembly steps.
described previously in Section 4-2.
10. Chuck the piston rod in a hollow spindle lathe
2. Remove the crosshead inspection covers from or clamp the rod down to a milling machine bed
the frame extension and remove the piston rod or a work table. In either case, use a soft bear-
lock dowel from the crosshead. ing material next to the rod surface. Clamp the
rod behind the rod collar next to the piston. See
3. Block the crosshead by jamming wooden Figure 4-10 for a suggested clamping fixture.
blocks between the crosshead and frame exten-
sion to prevent twisting the crosshead and/or 11. Remove the piston nut locking setscrew.
connecting rod when removing the locknut. Remove the piston rod nut, using the wrench
adapter provided. If available, a suitable size
4. Loosen the crosshead locknut on the piston impact wrench is ideal. If necessary to sledge
rod. or use a cheater on wrench, support the piston
to prevent bending of the piston rod.
5. Remove the piston rod pressure packing and
oil scraper rings as explained later in these in- 12. Remove the piston from the rod.
structions in Sections 4-12-4 and 4-12-5.
Always remove the packing rings before pull- 13. To assemble a piston and rod, chuck the piston
ing or installing the piston rod; never slide rod as in Step 10.
these rings over the end of the rod.
14. Inspect the bearing surfaces of the piston rod
CAUTION collar, piston faces and piston rod nut for dirt,
Never use a pipe wrench on the burrs and general condition. Clean up the parts
piston rod, Take every precaution to as required.
avoid scratching or nicking the
piston rod surface. Even a slight
nick in the rod can ruin the packing
WARNING
rings.
All precautionary measures speci-
Remove the outer head and then unscrew the fied by the Occupational Safety and
piston rod from the crosshead, using a strap Health Act of 1970 (OSHA) must be
wrench or removal tool. SPECIAL NOTE-24 complied with when storing, han-
inch (610 mm) to 26 inch (660 mm) diameter dling, or using solvents.

4-18
 MAINTENANCE

"V" BLOCKS

HEX PISTON
NUT ADAPTER

SUPPORT PISTON TO PREVENT

BENDING ROD WHEN TIGHTENING NUT
USE COPPER SHEETS 1/8" 13.2 MMI
THICK IN JAWS OF "V" BLOCKS

---I--.-.+->- B

--r-+=:tI---r~r
C

'----'~---'~
E
"V" BLOCKS
MATL.-STEEL

IF-~I

I Ii A
I.- G -I
Ii)

II!

TP·379

Figure 4-10. Suggested Piston Rod Clamping Fixture

15. Place the piston on the rod and check the bear- 17. After a satisfactory bearing is obtained,
ing surfaces between the rod shoulder and tighten the nut sufficiently to ensure adequate
piston by "blueing" to assure that at least 75 pre-stress. Coat the rod and nut threads with a
percent bearing contact is made. Check that suitable anti-galling compound, such as white
the bearing area is uniform completely around lead and oiL Apply a thin film on the face of the
the circumference and across the bearing face. nut and piston.
Lap the faces, if necessary, using a grinding
compound. Remove all traces of compound, us- 18. With the piston properly located on the rod,
ing a safety solvent. tighten the nut to 150 ft-lb (203 N'm) torque to
obtain a good metal-to-metal contact.
16. Check the bearing face between the piston nut
and the piston for adequate bearing as in Step 19. Scribe a line (A) through the centerline of the
15. If the bearing area is insufficient, check the rod and extend it out onto the piston, as in
squareness of the nut face with the nut Figure 4-11.
threads. Scrape or lap faces, if necessary, using
grinding compound. Remove all traces of com- 20. Measure from the original scribe line (Al for a
pound, using soap and water. distance of 35 0 in the tightening direction.

4-19
 MAINTENANCE

>,ur.ch point (B) on the piston and scribe a

:- lil.:;'; twice to the full pre-stress as described in
line through this point (B) and the centerline of Steps 18 through 22. Then, loosen the
the piston rod. (The tightening stress produced assembly again and repeat Steps 18 through
by turning the nut 35 a from the starting posi- 22 (for at least the third time) to secure the
tion is approximately equal to that produced piston on the rod.
by a wrench torque of 2475 ft-Ibs (3356 N'm),
assuming clean and properly lubricated NOTE
threads and nut seating surfaces. It is anticipated that the piston will
go beyond the original scribe mark
21. Install the piston nut adapter. Mark the
and it is therefore imperative to
adapter (or socket, if an impact wrench is used)
re-scribe each time the nut is
adjacent to the first scribe line (A), as in Figure
tightened.
4-12.
24. After completing the piston nut tightening
22. Tighten the piston nut until the mark on the procedure, drill and tap the piston rod and nut
adapter (or socket) coincides with the second for the locking setscrew. (Facing the end of the
scribe line (B). piston, one-half of the tapped hole should be in
the piston rod and one-half in the nut.)
NOTE
25. Lock the piston nut on the rod with the
With the wrench socket on the setscrew.
adapter, it will be impossible to see
the scribe mark on the piston nut. It This completes the assembly of the compressor
is essential that the scribe marks piston and rod. Install the piston and rod in the
between the piston rod and nut line cylinder as outlined in the following steps:
up_ It is recommended that the
scribe mark on the socket be turned 1. Coat the cylinder bore and piston with oil and
slightly beyond the second scribe insert the piston and rod into the cylinder, us·
mark on the piston, as the piston ing a band to compress the rings to start them
may rotate slightly on the rod due to into the counterbore.
friction.
2. Push the piston and rod into the cylinder. The
23. If a new piston, piston rod or piston nut is be- end of the counterbore is beveled to guide the
ing installed, tighten the assembly at least rings into the cylinder bore.

SCRIBE SCRI8E
LINE IA) PRICK PUNCH
POINT IB)
'>..----
LINE IAI

POINT
IB)

PISTON PISTON

TP-380 TP-382

Figure 4-11. Scribing Rod, Nut and Piston Figure 4-12. Marking Wrench Socket

4-20
 MAINTENANCE

CAUTION prevent twisting the crosshead and/or com-

pressor connecting rod. Be sure to remove the
Never use a pipe wrench on the blocking after completing the tightening
piston rod. Take every precaution to operation.
avoid scratching or nicking the 6. It is advisable to tram the piston and rod
piston rod surface. Even a slight assembly to its crosshead at this time so that
nick in the rod can ruin the packing the assembly can be readily returned to its cor-
rings. rect position should it be removed at some
later time (see Figure 4-9).
3. Screw the piston rod into the crosshead until 7. Do not install the pressure packing and oil
the required piston frame end clearance is ob- scraper rings if there is to be a delay in
tained. (Refer to the instructions which follow operating the unit, because the rings may cor-
for a discussion of the piston end clearance.} A rode the piston rod where they contact it.
strap wrench may be used to screw the piston
rod into the crosshead, but many customers 8. Check the piston rod runout and adjust it as re-
prefer to make a simple tool, as described quired. Refer to the applicable instructions
previously, that will bolt to the outer end of the which follow.
piston with a handle extending out of the
cylinder. Turn the piston rod slightly, as re- A. Adjusting Piston End Clearance
quired, so that the dowel can be inserted in the
cross head and piston rod. Snug the piston rod When installing the piston, or adjusting piston
locknut against the crosshead but do not end clearance, it is desirable to have more clearance
tighten it at this time. Check to see that there at the outer end than at the frame end; this is
is some clearance between the piston rod and because expansion from operating heat and normal
the connecting rod. connecting rod bearing wear both tend to increase
the frame end clearance and decrease the outer end
4. Install the outer head on the cylinder and clearance. For this reason, when setting the piston
tighten it in place. Check the clearance at each end clearance, the outer end is usually given about
end of the piston as described in the following 50% more linear clearance than the frame end.
instructions. SPECIAL NOTE-24 inch (610 Specific end clearances are given on a special adden-
mm) to 26 inch (660 mm) diameter cylinders dum sheet that is prepared for the particular com-
only: These cylinders are made both with and pressor and also on the cylinder nameplate.
without liners. When a liner is used, the end
flange on the liner serves both as a locating WARNING
device for the liner and a centering ring for the
cylinder outer head. O-rings are used, one on Operator must insure that the driver
each side of the cylinder lubrication holes, to will not start either by grounding
prevent the cylinder lubricating oil from leak- the ignition and closing the fuel gas
ing between the cylinder and liner. When no valve on engine driven units or by
cylinder liner is used, a centering ring is bolted insuring that the power cannot be
into the counterbore that would otherwise turned on with electric motor driven
receive the end flange of a liner; this ring units before barring the unit over.
serves to position the outer head. The outer
head is fastened to the cylinder with two sets The end clearance, after having been correctly set
of studs and also by bolts that are inserted and at the time of installation, should rarely require ad-
tightened from inside the outer head valve justment. It should, however, be checked occa-
holes. It is important that all of the stud nuts sionally as follows: To measure the end clearance,
and bolts are evenly tightened, working back first remove one of the valves at each end of the
and forth across the stud circle. Refer to the in- cylinder. When the machine is cold, find the exact
structions in Section 4-14 when replacing the clearance by barring over the compressor until the
valves in the outer head. piston is at the outer end of its stroke. Using thick-
ness feelers, measure the distance between the face
5. Check that the dowel is in place in the of the piston and the cylinder head. Note this
crosshead and piston rod and then proceed to measurement and then bar the compressor to bring
tighten the piston rod crosshead locknut. The the piston to the opposite (frame) end of the
crosshead should be securely blocked, by jam· cylinder. Again using feelers, measure the clearance
ming wood blocks between the crosshead and between the face of the piston and the cylinder. Note
frame extension, before tightening the nut to any difference in the clearances and then screw the

4·21
 MAINTENANCE

piston rod in or out of the crosshead to make the clearance is excessive, the rings can be reused but
clearance about 50% more at the outer end than at the leakage past the rings will increase slightly.
e frame end.

e An alternate method for measuring the piston end

clearance employs the use of lead wire. Hang a piece
With proper lubrication. the piston rings (on
lubricated cylinders) will maintain an oil seal be-
tween the piston and cylinder bore for long periods
of lead wire in the valve hole at each end of the of constant service. As a general rule, the rings
cylinder. Make sure that the wire extends across the should be replaced when they are worn to one-half
full width of the face of the piston to avoid any ben- their original thickness.
ding of the piston rod, which might result in a false
indication of clearance. When the machine is barred On non-lubricated cylinders, it is important that a
over. the lead wire will be flattened out to the exact wear rate for both the piston rings and rider rings be
amount of the clearance. This method has an advan- established and the rings renewed as required. This
tage in that the lead wire can be retained for future is described in more detail in the separate instruc-
reference. . tions that are supplied for "NL" cylinders.

If it is necessary to change the clearance at either 4-12-4. PISTON ROD PRESSURE PACKING
end, remove the piston rod lock dowel and loosen the
locknut on the piston rod at the crosshead. Turn the Generally. all piston rods are packed with a
piston rod in or out of the crosshead as required. floating metallic type packing (Figure 4-13). There is
After proper clearance in the cylinder is established. no adjustment or take-up for this type of packing.
replace the dowel and tighten the crosshead locknut Tighten the gland stud nuts evenly and squarely to
on the piston rod. Be sure piston rod does not hit obtain even crushing of the gasket at the bottom of
connecting rod. the stuffer; this will prevent cocking of the packing
cups and insure their being square with respect to
B. Adjusting Piston Rod Runout
the piston rod.
The compressor piston rod alignment (runout)
A. Packing Rings
'st be checked before starting a new unit or after
_ . y replacement of compressor cylinder, piston,
The packing rings are the most important part of
wiston rod or crosshead shoes. Be sure the piston rod
the packing. They seal the pressure, take the normal
locknut has been properly tightened against the
wear and must be serviced, lubricated and adjusted.
crosshead before checking the piston rod run-out.
When sludge and carbon from poor or incorrect
lubricating oil have fouled them, they must be
Refer to the detailed procedure under Section
cleaned. When the rings (except backup rings) have
-i·11·1 entitled "Shoe Adjustment (Piston Rod
worn so that no end clearance exists between the
Alignment)" when checking and adjusting the segments. replace them with new rings. The rings
piston rod runouL The piston rod alignment must are the working parts in a set of metallic packing
chen be rechecked after operating the compressor
and require the most attention. Usually these rings
for at least four hours under full load and
last for sometime, but it is a good policy to have a
temperature conditions.
set of replacement rings on hand to meet emergen-
cies. Replacement rings may be ordered in sets,
H2·a. COMPRESSOR PISTON RINGS without ordering the gland or cups.

The number. style and material of the piston rings Packing ring material and type are selected to suit
LS determined by the cylinder size and compressor each application. One or more of the following ar-
application. During any routine servicing. the rings rangements may be used on each unit.
should be removed and the rings and ring grooves
cleaned. Examine the rings for defects and measure All metallic. bakelite, carbon and TFE rings
the side and gap clearances; compare the clearances (without backup rings) are arranged as shown in
with those listed on the special cylinder clearance Figure 4-14. The radial/tangent packing ring com-
page that is prepared for each unit. bination seals in one direction only. The radial cut
ring must face the pressure. These rings are doweled
The ring end (gap) clearance can be checked with a together to maintain the staggered cut arrange·
J gauge or the ring can be inserted into the ment.
A"linder bore and the gap measured by feelers. If the
~ng end clearance is too small, file the end of the The double acting, tangential rings shown in
~ing enough to obtain the listed clearance. If the end Figure 4-14 are used primarily on vacuum or low

4-22
 MAINTENANCE

/""......
,/
",,'
' .
././ ······r::"""'." .• ..
,,('
....... -
r/
",'/
...
PISTON ROD
cr:=::.............
._-----"..
~:::::::...:~..
,
, . . . . .'. •••....
'/'",,-...
~ I. '.
...
•••••
/: r..", ."#.,
~ -----------v.,
_:::::::::... ~
----------":.>...
----------;."...
•~----------
/' /',
J

A
' ,,
,

,
,...-.....
,'.
I..I
....
••••
-.
• .....,..,7>• ' •
. . . . . .-• ~;::::::::,
--------.. . .1<' • ./' ", I
•••.. ", .'.
f"' • . ; - - - - - - , " " " ' "
\ -~-'::3 " , i \
-'--:J
...~ :: I\ :~ I, •i.
, • 't. , ~ ,
, to. ........' ~ •
~
....
........
....
..'l
•• I.
"' -. ,'
, ,
~
,
""\ I f I
\ ~ ,I \
\
.•.J'
:,
:
,.
.:,
,,

~ RING SET

GASKET

Tp·399

Figure 4-13. Typical Piston Rod Packing

pressure service. On packings having a vent connec- segmental pressure breaker type ring, but it should
tion, the rings directly behind the internal packing not exceed that shown in Figure 4-14. This ring
vent are occasionally furnished with double acting, should not be allowed to operate with zero gap
tangential type rings. because its life would be short. Either side of the
pressure breaker ring may face the pressure.
Figure 4-14 also shows a third type of ring com-
monly referred to as a "pressure breaker." This type The TFE single packing ring with metallic backup
of ring, if used, is always installed in the first one or ring is arranged as shown in Figure 4-15 and con-
two cup grooves at the compressor cylinder sists of a single TFE ring, which must face toward
(pressure) end of the packing. Its purpose is to break the pressure, located ahead of a metallic backup
or slow down gas passage without sealing it com- ring. The TFE ring joints are cut tangent to a
pletely. Some gap must be present at one joint of the diameter slightly smaller than the rod size. These

4-23
 MAINTENANCE

TANGENTIAL PRESSURE SIDE

RING

et\
TANGENTIAL RING
~!J
RADIAL RING

RADIUS
SINGLE ACTING "aT' RINGS- ONE PAIR OF RADIUS
EDGES
EDGES
RINGS CONSISTS OF ONE RADIAL ANO
ONE TANGENTIAL CUT RING PER PAIR
(WITH SPRINGS) DOUBLE ACTING "BO" RINGS - ONE PAIR OF
RINGS CONSISTS OF TWO TANGENTIAL
CUT RINGS (WITH SPRINGS)

PRESSURE BREAKER RING

~ PRESSURE
SIDE

PRESSURE BREAKER"P" RING

CONSISTS OF ONE RAOIAL
CUT RING (WITH SPRING)

TP-367-A
Figure 4-14. Piston Rod Packing Rings IMetallic, Bakelite, Carbon and TFE Rings without Backup Rings)

joint surfaces seal, so they must be in good condi-

tion. For higher pressure applications, the pressure
PRESSURE side of the TFE ring will have radial notches. These
SIDE notches must face toward the pressure. The metallic
backup ring is designed to remove heat from the rod
and prevent extrusion of the TFE rings. The backup
ring has either radial or tangential joints which butt
when the ring is assembled on the rod, leaving the
ring slightly larger than the rod. No end clearance
should exist at the joints, which would permit the
ring to pressure-load the rod. The joints must be
smooth and butt squarely to prevent leakage. On
METALLIC BACKUP RING high pressure or light gas service, the backup rings
''11TH BUTTED RADIAL OR TFE TANGENTIAL will be lapped.
,NGENTIAL JOINTS CUT SEAL RING

TP-368 Another packing ring arrangement often used is

Figure 4-15. TFE Single Packing Ring with shown in Figure 4-16 and consists of a pair of TFE
Metallic Backup Ring rings (one tangential ring and one radial ring) plus a

4-24
 MAINTENANCE

METALLIC BACKUP RING TFE TANGENTIAL TFE RADIAL CUT

WITH BUTTED RADIAL OR CUT SEAL RING SEAL RING
TANGENTIAL JOINTS

TP-369

Figure 4-16. Two TFE Packing Rings with Metallic Backup Ring

metallic backup ring. The rings should be installed The radial clearance for the metallic backup rings
as shown in Figure 4-16, with the radially cut TFE used with TFE packing rings (Figures 4-15 and 4-16)
ring toward the pressure, the tangentially cut TFE should be 0.009 to 0.012 inch (0.23 to 0.30 mm) over
ring in the center, and the backup ring away from the piston rod diameter.
the pressure. The comments pertaining to the back-
up ring as shown (and described for) Figure 4·15 are B. Packing Gasket
also applicable to the backup ring as shown in
Figure 4-16. Next in importance to the packing rings is the end
gasket. Whenever gaskets are installed, keep gasket
The outside edges only of any pair of rings should surfaces clean and dry. For example, no matter how
have approximately 1I16-inch (1.6 mm) radius and perfectly the packing rings seal around the rod, if
are normally furnished this way. Do not radius the the end gasket leaks. the pressure forces the gas to
mating (insidel edges of any pair of rings. The faces bypass the rings by leaking around the case into the
of the rings are usually lettered or numbered on each area between the case and the bore and then to the
segment of each ring for easy identification and atmosphere. The packing flange stud nuts must be
assembly. These identification letters or numbers pulled up tight to assure a proper seal at the gasket
must face toward the pressure. The radial ring must at the front end of the packing and to assure closure
be ahead of the tangential ring on the pressure side. of the ground joints on the packing. The packing
The rings are free to float in their respective cups rings have been given sufficient side clearance so
and should have side clearance in the cups as that no amount of normal tightening can pinch the
follows: rings in their grooves.

CLEARANCE After a short period of operation, soft gaskets

RING IN should be followed up to take up any additional
MATERIAL CUPS deformation caused by the working pressure on the
packing.
Bronze or 0.007 inch to
Cast Iron 0.009 inch Spare gaskets should be carried in stock and a
(0.18 to new gasket installed each time a packing is
0_23 mm) disassembled. This prevents forced i;lhut downs due
to leaks occurring after the cylinder is pressurized.
TFE 0.017 inch to
0.021 inch C. Packing Cases
10.43 to
0.54 mm) The cases are made up of cup-like sections. The
joints are ground or lapped_ Each contacting surface

4-25
 MAINTENANCE

::nust be cleaned of dirt and lint and then inspected the packing during operation or obstruct the
:"r scratches and burrs before assembling. The flow of oil into the packing.
ting surfaces must occasionally be relapped to
8',aintain a tight seal. To do this, lap the cup to a sur- 3. Thoroughly clean the piston rod and packing
. a c e plate, after making sure that the surface plate cavity in the frame end of the cylinder. Make
~s in good condition. certain that the piston rod is not scratched,
nicked or otherwise marred where it will
On packing assemblies that are designed for water operate in the packing.
:ooling, small a-rings are used between the cups.
:'lee the instructions which follow concerning proper 4. The packing cups should be disassembled and
_nstallalion of these seal rings. the rings taken apart when the packing is in-
stalled (this also applies when the packing is
D. I nstalling the Packing being removed or when it is necessary to pull
the piston rod). It is not a recommended prac-
The packing should not be installed until the unit tice to attempt to slide the packing rings over
is ready to start, since the rings may corrode the the end of the piston rod because the rod
piston rod where they rest on it. The cup sections threads can nick or otherwise damage the
He held together by tie rods which are screwed into rings.
:apped holes in the nose piece (end cup) of the pack-
:ng, and are held on the outer end by nuts on the face 5. New packings corne assembled with the correct
)f the flange. Become acquainted with the construc- type of rings in their proper grooves and in
jon of the packing you are about to install. Learn proper relation to one another. All rings must
'low it will go into the cylinder, and know the proper be reassembled in their original positions or
location of each cup and ring set. Note the location they will not function correctly. Refer also to
)f vent cups, oil cups and cooling water cups and the previous instructions under Paragraph A,
s-askets, if used. Pay particular attention to the "Packing Rings".
~ings located in each cup and know how they are
'~sembled and which side faces the pressure. Before 6. Slide the end cup (or nose cone) over the end of
, packing is taken apart, it is recommended that the piston rod and assemble its packing ring(s)
~"ch cup and the flange be stamped in numerical se- over the rod by first fastening the garter
~uence SO they can be reassembled in their original spring around the rod and then inserting the
positions. ring segments, one at a time, under the spring.
Be sure the rings are assembled exactly in their
1. If the compressor piston and rod have original positions with all segments in correct
previously been installed in the cylinder, rela tion to each other and wi th the correct side
disconnect the piston rod from the cross head facing the pressure. Be sure dowels and dowel
and move the crosshead away from the rod. If holes are lined up between ring pairs; then,
the oil scraper packing was previously install- lubricate the rings generously with oil (if a
ed, disassemble and remove the scraper rings lubricated design is being used) and slide them
as described in Section 4-12-5, which follows. into their cup.

WARNING 7. Continue with each packing cup and ring ar-

rangement in sequence, sliding the cups
All precautionary measures speci- together over the tie rods. Slide the flange into
fied by the Occupational Safety and position and tighten the tie rod nuts. Be cer-
Health Act of 1970 (OSHA) must be tain all of the cups are evenly centered around
complied with when storing, han- the piston rod.
dling, or using solvents.
NOTE
2. After stamping the outside of the packing cups
in numerical sequence as discussed previously, For packings having O-rings be-
disassemble the packing cups and rings; be tween the cups, as is the case with
careful not to lose any gaskets, ring segments water-cooled packing assemblies, be
or garter springs. Lay the packing components sure that the a-rings are correctly
on a clean surface in the order removed. Clean located in their grooves before
all parts with a safety solvent. Be sure that tightening the tie rod nuts. A thin
there is no dirt, chips or other foreign matter in coating of grease on the O-rings aids
the oil or vent passages that can be carried into in keeping them in the grooves prior

4-26
 MAINTENANCE

to tightening the assembly. As the same manner as breaking in a new unit. Feed two or
O-rings can be easily damaged, it is three times the usual amount of oil to the packing
a good practice to carry sufficient while it is wearing in. The oil that works out along
spare sets and to replace them each the rod, or through the packing vent, should be
time the packing is dismantled. checked frequently. If the oil remains clear, it is a
good indication that the packing is wearing in prop-
8. Make certain the gasket on the end cup is in erly. During break-in of higher pressure packings
good condition and clean; then, oil the rod (if (over 1000 PSIG or 6895 kPa), the oil will normally
lubricated packing is being used) and slide the become darker and show some wear particles; how·
packing assembly into place in the frame end ever, the oil should not become black. Should the oil
of the cylinder. Center the packing with become black (indicating premature wear), or should
respect to the piston rod and then assemble blow-by be excessive, the cause may be a too-rapid
and tighten the packing flange stud nuts increase in the load or pressure on the packing.
evenly to assure the end gasket is evenly com- Often, by reducing the load slightly and running for
pressed. If this gasket is not properly seated, a short time, the oil will clear up to the point where
leakage can occur around the end cup. the load can be increased again.
9. Recheck the gap between the piston rod and Because there are many variables (such as temper-
packing flange at several points around the cir· ature, pressure, type of lubricant, material, gases
cumference of the rod; the possibility of the rod being handled, etc.), there are no hard and fast rules
dropping slightly because of piston wear must for allowable rate of increase in pressure while
be given due consideration. Should the rod con- breaking in a new packing. For break-in of packings
tact the packing flange or cups during opera- with metallic rings, other than for initial startup, a
tion, damage to the rod is almost certain to rule of thumb for rate of pressure increase would be
result. to increase the pressure at a rate of 25 percent of the
final discharge pressure each hour. Determine the
10. The packing rings are free to float in their cups optimum break-in time by operating experience for
(assuming they have proper side clearance) the particular service, with the guiding factors be-
regardless of stud tightening forces and the ing packing and rod temperatures, condition of the
packing cups are designed to transmit uniform oil, and packing blow-by.
stud pressure through the joints without
deflection. Like any gasketed joints, the pack- With TFE packing rings, the break-in time is nor-
ing stud nuts must be periodically tightened. mally much shorter than with metallic rings. Often,
the break-in time with this ring material is a matter
11. Install the oil scraper rings and connect the of minutes, and the load may be increased rapidly.
piston rod at the crosshead. Refer to Section Watch piston rod and packing temperatures care·
4-12-2. fully to avoid excessive heat buildup in the packing
during rapid break·in.
12. When the machine is started, on those com-
pressors equipped with lubricated cylinders, During operation, the packing leakage may
oil the packing rings and piston rod generously become progressively worse over a period of time.
while the rings are wearing in. The packing This indicates the packing is faulty and it should be
may leak slightly while creating a satisfactory inspected as soon as possible. Operation of the unit
bearing with the rod; however, the packing with excessive packing leakage will result in abnor·
should never blow during break-in and, should mal wear of the packing rings or piston rods.
blowing occur, the compressor must be im-
mediately shut down and the packing F. Inspection of Packing
dismantled to determine the cause. One possi-
ble cause is that radial and tangent cut rings Periodically, the packing should be removed for
are improperly assembled; they hold pressure cleaning and inspection. In cleaning packing rings,
in one direction only. Abnormal leakage can wire edges may be found around the bore of the
also be caused by dirt or chips cutting the rings. if considerable wear has occurred. Remove
rings, improper grade lubricating oil, or inade- these wire edges with a file. However, do not break
corners where any two surfaces of'a packing ring
quate side clearance of the rings in their cups.
match. In removing the packing for cleaning, take
care to avoid damage to the gasket or any surfaces
E. Packing Operation and Maintenance
that make pressure tight joints. Do not use a chisel
After installing a new packing or set of renewal or sharp instrument to open any joint (between
rings, start the compressor up with no load in the packing cups) and do not disturb the bore of the

4-27
 MAINTENANCE

rings except to remove the wire edges. Wash the Before starting for the first time, wipe out the
springs clean of carbon and sludge. If they have lost sluffers and clean the piston rods. Take care to keep
'heir tension, replace them. Observe the clearance a smooth bearing on the rod, as nicks or dents in the
etween the ends of the segments of the wearing rings or scores on the rod will prevent a tight seal.
_ rings. As long as some clearance is present, the
• rings may be used. However, when the rings have Oil scraper rings normally require little attention
worn to the point where the ends butt, they should except for periodic cleaning, as determined by the
be replaced. operating conditions. Inspect the rings for wear by
checking the end clearance after slipping the rings
G. Packing Replacement over a mandrel the same diameter as the piston rod.
When the rings have worn sufficiently to butt the
In replacing the piston rod packing, take care to ends, it is best to replace them.
tighten the gland nuts evenly, while checking with
feelers in the space between the rod and the packing
Renewal oil scraper rings are furnished in sets of
flange. Make sure the clearance is equal all the way
two. The ring segments are numbered and adjacent
around the rod. A void all possibility of the rod
segments must match. Also, the two-ring set must
touching the packing flange as the rod and the pack-
be assembled so that the slotted faces are together.
ing can be seriously damaged.

When ordering parts or inquiring for additional in- Use the following steps to install replacement oil
formation regarding a packing, give the serial scraper rings in the unit:
number stamped on the end of the case, along with
the cylinder size and cylinder serial number.

1. Unscrew the piston rod from the crosshead,

4-12-5. PISTON ROD OIL SCRAPER RINGS back the crosshead away from the rod and
remove the stuffer from the yoke.

_ A stuffer is bolted to the frame end of the cylinder

• yoke; it contains a set of oil scraper rings, with
gland, and prevents frame oil from being carried out
of the frame along the piston rod. The rings also
reduce the possibility of cylinder gases or cylinder
lubricating oil entering the frame and possibly con-
taminating the frame lubricating oil.

A typical stuffer and oil scraper ring arrangement

is illustrated in Figure 4-17. Do not install the oil
scraper rings until the unit is ready to start as the
rings may corrode the piston rod where they rest on
it.

CAUTION

Metallic oil scraper rings must be

disassembled and the rings taken
apart when they are being removed
or installed. Do not attempt to slide
the rings over the end of the piston
rod because the threads can nick the
rings and permanently damage
them. TP-383A

Figure 4-17. Piston Rod Oil Scraper Arrangement

4-28
 MAINTENANCE

valve on engine driven units or by

WARNING
insuring that power cannot be turn-
ed on with electric motor driven
All precautionary measures speci-
units before barring the unit over.
fied by the Occupational Safety and
Health Act of 1970 (OSHA' must be
When the compressor is shut down for a long
complied with when storing, hand-
period and the piston rod packing and the oil scraper
ling, or using solvents.
rings are not removed, bar over the compressor once
every 24 hours to distribute any oil held in the pack-
2. Disassemble the rings and lay the parts on a
ing and to prevent localized corrosion of the rods.
clean surface. Note the identification marking
on each segment of each ring. Clean the parts
4-12-6. RECLAMATION OF PISTON RODS
thoroughly with a safety solvent.

3. Make certain that the piston rod is clean and Piston rods used on reciprocating compressors
free of nicks or burrs; if found, these should be furnished by Ingersoll-Rand Company are AISI
carefully removed with a file and the rod 4140 induction hardened steel or, in some cases, 410
polished using a fine emery cloth. stainless steel, unless the customer has ordered
special material treatment. As such, the surface
4. Clean the stuffer thoroughly and install it in hardness of the case is a minimum Rockwell C-50
(4140) or Rockwell C-40 (41Oss). Above 3000 PSIG
the yoke. Be sure a gasket is placed between
the stuffer and yoke mounting surfaces. Bolt (20 685 kPa) service and for all non-lubricated, or
the stuffer securely in place. "NL" applications, the rods are finished to 8 AA
micro inches. Rods for lubricated service below
5. Place the ring gland on the piston rod and then 3,000 PSIG (20685 kPa) are finished to 16 AA
assemble the oil scraper rings over the rod. To micro inches. The induction hardened case thickness
do this: first, fasten the garter springs around is a nominal 1/8 inch (3.2 mm). As the material is re-
the rod; then, place the ring segments under moved, in normal wear, the hardness will drop off.
the springs, making sure to match the seg- In an induction hardened case, this drop is not
ments according to the letters or numbers severe; however, we do not recommend removal of
stamped on them. Also, be sure that the slot- more than 1/32 inch 10.79 mm) on the diameter. In
ted sides face each other. less severe applications, such as lubricated low
pressure air service, this limit can be exceeded
slightly. When stock is removed, the original finish
6. Move the gland into position over the rings.
should be re-established and, in addition, a radius
The gland is designed to provide 0.002 to 0.004
established between the undersized diameter and
inch (0.05 to 0.10 mm) total end clearance for
the original diameter. The crosshead end piston rod
the scraper rings. Check this clearance before
threads should not be disturbed.
securing the gland in place. If the clearance is
insufficient for the rings to "float" on the rod,
they will not function properly. Make sure the For normal applications, standard packing rings
drain holes in the gland are at the bottom and can be used on rods that are up to 0.002 inch (0.05
then attach the gland to the stuffer; tighten mm) per inch of diameter undersize. As the
the gland capscrews evenly. Check to be sure operating pressure increases above 100 PSIG (6895
the gland is centered around the piston rod; kPa) this should be limited to about 0.003 inch
avoid any possibility of the rod touching the (0.008 mm) under the nominal for all rod sizes.
gland or stuffer as the rod, gland and rings Generally, with an undersized rod, the packing rings
may be damaged if this happens. will take longer to break in and the leakage will be
greater during the break-in period.
7. Liberally oil the scraper rings before starting
the compressor when new rings have been in-
stalled. The oil from within the frame will then Packing rings can be purchased already bored
keep the rings lubricated during normal opera- undersize or purchased for finish boring by the
tion and subsequent starts. customer. Some compressor stations, which use a
large number of rods, will stock rings accordingly.
WARNING This can create a problem as to the proper selection
of ring types and sizes and requires that specific
Operator must insure that the driver written procedures be available for maintenance so
will not start either by grounding that an inexperienced mechanic does not install the
the ignition and closing the fuel gas wrong type or size rings on a rod.

4-29
---------------------- - - - --~ -

MAINTENANCE

Pcwus chrome plating is the only method we , For successful operation of your unit, we recom-
would consider to restore piston rods to their mend that a new piston rod be purchased from
'gina} diameter; however, we do not recommend Ingersoll-Rand Company, and installed at the first
~ome plating piston rods as the quality of the opportunity, to replace the reclaimed rod.
.lating operation varies appreciably, depending on
the plater. For best results, the finished plating 4-13. BALANCE CYLINDER (If Used)
3hould have a 0.005 to 0.006 inch (0.13 to 0.15 mm)
cadial thickness. Thicker plating is more susceptible A balance cylinder (Figure 4-18) is supplied on
~o failure and should be avoided. The finish on the those compressors where less than a full comple-
:00 diameter prior to plating should not be more ment of cylinders is required (for example, a four-
;;han 20 AA micro inches to assure as smooth a frame unit using only three cylinders). The balance
];llating as possible. Our experience has shown that cylinder mounts directly on the frame extension and
porous chrome will subsist in piston rod applica- utilizes a piston rod and balance piston that are
jons due to its ability to hold oil in the porous similar to a conventional compressor piston and rod
clrrome pockets and provide adequate lubrication. for disassembly and assembly purposes.
However, our experience with non-porous hard
~hrome has not been good and we do not recommend To remove the balance cylinder, take off the stud
iard chrome plating without porous treatment. nuts that hold the end cover in place and then
Porous chrome plating is done by Vanderhorst Cor- remove the cover to open the balance cylinder bore.
poration of America which holds the patents on the Unscrew the balance piston rod from the crosshead
:everse etching process.) The depth of the pores in and pull the balance cylinder and balance piston and
~he chrome are on the order of 0.002 to 0.003 inch rod off the unit as an assembly, keeping the parts
0.05 to 0.08 mm} deep and the plating has approx- supported in a level position.
:mately 40% porosity.
Replacement of the balance cylinder is the reverse
When porous chrome plating a rod, it is important of the removal steps. Connect lube supply and drain
~o avoid abrupt steps from an undersized area to the piping to complete installation of the balance
!djacent area. Two basic methods are possible: cylinder.
Grind the entire rod undersized and plate on
top of this undersized area, allowing the plate 4·14. COMPRESSOR VALVES
to fade to the undersized diameter outside the
packing travel area. In this ""s"~ it. iQ n"(>"QQ~r .. The inlet and rli~C':hs:lrup v!=IhroQ llenri ,"-

MAINTENANCE

(Lubricated Cylinders) Shortened valve life can Use a marking pencil or tags and. as the valve
-I.
result from an improper viscosity or quality assemblies are removed from the cylinder, place cor-
lubricating oil. Recommendations for selecting responding marks or tags on the assemblies and
a cylinder lubricating oil are given in PART 11. near the valve holes from which the assemblies were
Section 2-3; these recommendations should be removed. During any disassembly of the valve, use
reviewed with a reputable oil supplier to deter- identification marks as required to assure
mine the best oil for a particular application. reassembly of the valve components in their proper
positions.
Cl. All compressor valves should be inspected for A. Valve Removal·23 inch (590 mm) and Smaller
leakage which results in abnormally high gas Diameter Cylinders (Figure 4-19)
temperatures. In addition, the cylinder cooling
water system should be examined for general 1. Loosen the valve cover setscrew locknut lor
cleanliness and possible obstruction to deter- remove acorn type locknut) and then back out
mine if the proper quantity of coolant at the re- the cover setscrew at least two full turns.
quired temperature is available. Periodic clean-
ing of the cylinder water passages may be 2. Loosen the valve cover stud nuts which hold
required. the valve cover in place. Do not remove the
nuts completely but continue with Step 3.
Liquids in the gas stream can wash or dilute
luhricating oils and cause early wear of the 3. Use a pry bar to loosen the cover enough to
valve (and cylinder) parts. A sudden slug of li- check that all pressure has been released from
quid can cause a failure of the valve channels the cylinder. When assured that all gas has
or plates or. in severe cases, the valve seat. been vented, remove the cover nuts and the
S()1l1P wpt,n(>s~ in thp gns ~tr('rl,n ('nn nf'f'n hp v'llv,:, ('()\'pr.
 MAINTENANCE

FRAME

END COVER

TP·384

Figure 4-18. Balance Cylinder

the length of time between valve inspections 2. To eliminate dirt found in the compressor
and also the valve maintenance cycle. All valves, a suitable intake filter or scrubber
valves should be removed and cleaned prior to should be installed and properly maintained.
initial start-up. Then check once a month Experience will dictate the time span of the
thereafter or oftener if the gas being handled is filter or scrubber maintenance cycle.
known to be dirty; if the valves are particularly
dirty, locate and eliminate the cause. 3. (Lubricated Cylinders) Oil in excess of the
amount required to properly lubricate the
cylinder bore and valves is detrimental to long
NOTE valve life. The oil feed rate of the cylinder
lubricator can be reduced to eliminate excess
The importance of keeping accurate lubrication based on the condition of the
valve maintenance records cannot cylinder gas passages, valves and cylinder
be over-emphasized. This is describ- bore. On inspection, the valve should have a
ed in detail in a special supplement greasy appearance, but not have oil droplets
entitled "The Importance of Main- showing. (Refer to PART II, Section 2-3 for
taining Valve Records." further information on cylinder lubrication.)

4·31
 MAINTENANCE

B. Valve Removal-24 inch (61 mm) and Larger 1. Loosen evenly the valve cover stud nuts.
Diameter Cylinders (Figure 4-20) 2. Remove only those nuts on the short valve
cover studs.
WARNING 3. Evenly back off the nuts used on the longer
studs. These studs are long enough so that the
With the O-ring body seal used on O-ring cover seal will be released from the
this type valve cover (see Figure valve hole before the nuts are disengaged. Any
4-20), any pressure that may be left gas pressure under the valve cover seal will be
in the cylinder will not be released safely relieved with the cover still attached to
when the cover nuts are loosened,
the cylinder by the long studs and nuts.
but will remain under the O-ring. To
prevent the possibility of the valve NOTE
cover being "blown off" when the
cover nuts are removed, two longer Before performing the next step, be
studs are used with each valve cover aware that an allenscrew in the
to permit the safe removal of the valve crab holds the valve and crab
cover. FAILURE TO OBSERVE in the cylinder holes. However, care
THE FOLLOWING VALVE must be taken when removing the
REMOVAL STEPS CLOSELY valve cover so that the valve does
CAN RESULT IN POSSIBLE not fall out should the allenscrew
PROPERTY DAMAGE AND IN- fail to retain the valve in the
JURY TO MAINTENANCE PER- cylinder. In addition, the allenscrew
SONNEL. must be loosened before attempting

ACORN NUT

GASKET

VALVE COVER SETSCREW VALVE COVER

O-RING

CRAB

VALVE

GASKET

TP-385 TP-386

Figure 4-19. Compressor Valve and Cover Arrange- Figure 4-20. Compressor Valve and Cover Arrange-
ment Used on 23-Inch (59 em) and Smaller Diameter ment Used on 24-Inch (61 em) and Larger Diameter
Cylinders Cylinders

4-33
 MAINTENANCE.

," remove the valve crab and valve with a cloth. Do not soak non-metallic valve
(failure to do so may result in scor- .guides or wear strips in safety solvent. All
ing the O-ring seal surface.) valve components should be thoroughly dried
prior to reassembly and reinstallation in the
Remove the valve cover and take off the cylinder.
a-ring. This a-ring should be replaced with a
new one at reassembly. If the cover sticks or 4. When rebuilding a valve. use only genuine
binds in the cylinder valve hole, two jackscrew I ngersoll- Rand parts.
holes are provided in the cover to facilitate its
removal. 5. Carefully check the part numbers of new parts.
5. Remove the valve crab and valve from the In some cases, discharge valve springs may be
cylinder. Take out the valve gasket that is be- different from the inlet springs. Special
tween the valve and its seating surface in the materials may have been used on certain ap-
cylinder. This gasket should not be reused; in- plications where standard valve materials will
stall a new gasket when replacing the valve in not survive.
the cylinder.
NOTE 6. Do not disturb the valve lift.
If the valve is stuck in the cylinder,
7. Do not regrind valve plates or channels, unless
it can usually be jarred free by strik- authorized by the manufacturer. Thinner parts
ing edgewise on the valve crab. Use can cause an early failure and forced shut down
a wood block or soft metal bar so as of the compressor.
not to damage the crab or valve.
C. Servicing the Valves 8. Do not install new channels or valve plates on
a worn seat, nor use worn parts with a new
The following instructions apply generally to the
valve seat.
disassembly, cleaning and inspection, and
reassembly of the valve types normally used on
9. If valves are removed for cleaning only and
these compressors. Separate instructions are sup-
wear is minimal, reinstall the channels or
'ied to cover specific maintenance details of a par-
a .. cular type valve.
plates in exactly the same positions they held
prior to disassembly; this also applies to the
, . , 1. Disassemble and service the valves on a clean, springs used in channel type valves.
flat surface.
10. Use a new valve seat gasket each time a valve
2. When handling the valve parts, care must be is installed.
taken not to damage the seating surfaces
which must always be clean and smooth to pre- 11. Do not recondition valve seats beyond the
vent leakage. limits set by the manufacturer.
WARNING
12. After a valve has been reassembled, use a nar-
All precautionary measures speci-
row tool with a soft end and, working through
fied by the Occupational Safety and the valve seat ports, push the channels or
Health Act of 1970 (OSHAI must be plates against the stopplate to be sure that
complied with when storing, han- they move freely through their complete travel
dling, or using solvents. without sticking.
3. It will be necessary to disassemble the valve to
clean it thoroughly. Brush the metal valve 13. Be sure the valve is adequately protected from
parts carefully with a soft wire brush to dirt and corrosion if it is to be placed in
remove deposits, but use a bristle brush for all storage.
valve seating surfaces. Rinse the metal valve
parts thoroughly in safety solvent and blow Experience has shown that the best valve
away all loose particles with compressed air. maintenance results are obtained when a limited
(Soaking valve parts overnight in safety sol- number of well trained people are used on valve ser-
vent followed by a stiff brushing or light scrap- vicing and repair. When the same personnel are us-
ing will aid in the removal of carbon.) Non- ed, they rapidly become experienced in spotting
metallic valve guides used in "NL" valves discrepancies and evaluating the amount of wear
should be wiped clean with a clean, dry cloth; that can be tolerated before reconditioning or
wear strips, if furnished, should also be wiped replacement is necessary.

4-34
 MAINTENANCE·

Excessive valve wear, dirty and sticking valves, parts are required. The numbers on the
and repeated valve failures should be thoroughly in- cylinder nameplate are the part numbers for a
vestigated and the causes remedied where possible. complete inlet or discharge valve assembly.
The trouble shooting chart on the following pages Part numbers for complete valves and the in-
will assist in identifying the reasons for the more dividual valve components will also be found in
commonly encountered valve problems. the parts list prepared for every compressor.

D. Spare Parts 3. Spare parts in stock must be handled carefully

to prevent intermixing similar parts for dif-
1. When spare or replacement valve parts are ferent valves. Compressor valves are designed
necessary, the parts must be obtained from our for various services and pressure conditions.
factory as the design of the valve parts re- Many of the valve parts are similar in ap-
quires special materials and manufacturing pearance but in actuality have important dif-
methods. .valve components that are improp- ferences. Accidental use of incorrect valve
erly manufactured will not have those features parts may result in reduced compressor perfor-
which are essential to the quiet operation and mance and shortened valve life. It is advisable
durability required of compressor valves. Use to maintain an easily recognizable and prac-
only genuine Ingersoll-Rand parts. tical valve spare parts control system.

2. Before ordering spare parts, the compressor 4. We recommend having sufficient valves
serial number, cylinder serial number and part available for each compressor to permit a com-
numbers of the compressor cylinder valves plete valve change. This will avoid a prolonged
must be determined. Both serial numbers shut down in the event of valve failure. If more
should always be presented when ordering than one type or size of valve is used, it is ad-
spare parts. Further determination must then visable to have a spare set of each type and size
be made as to whether inlet or discharge valve in stock.

TROUBLE SHOOTING VALVE PROBLEMS

Trouble Reason (or Action to be Takenl

VALVE FAILURE- 1. Make certain that correct parts are being used. In
INLET VALVES ONLY many cases, inlet springs are lighter than
discharge springs.

2. Investigate the possibility of liquid carryover.

3. Consider the possibility of intake pulsations.

VALVE FAILURE- 1. Make certain that correct parts are being used. In
DISCHARGE VALVES ONLY many cases, discharge springs are stiffer then inlet
springs.

2. Check log of failures to see if failures occur only

when a clearance pocket is open. If this is the case,
report it to Ingersoll-Rand.

3. Consider the possibility of discharge pulsations.

VALVE FAILURE - 1. Make certain correct parts are used.

BOTH INLET AND
DISCHARGE VALVES 2. Check to see if discharge failures are caused by
broken pieces from inlet valves.

3. Check for rust, scale or other foreign matter.

4-35
 MAINTENANCE

TROUBLE SHOOTING VALVE PROBLEMS (CONT'D.)

Trouble Reason (or Action to be Taken)

A , . . . . - - - - - -4.-Check
..
-- ----------
for excessive wear of parts which may be
caused by grit or insufficient or incorrect lubrica-
tion.

5. Consider the possibility of intake and discharge

pulsations.

F AlLURE FOLLOWING 1. Recheck reconditioning procedures to be sure

RECONDITIONING valve lift was not disturbed.

2. Make sure correct parts were used.

VALVE SEAT 1. Valve was probably loose due to improper tighten-

GASKET FAILURE ing or from being knocked loose by liquid slugs.

VALVE SEAT 1. Valve loose or slugged by liquid.

FRACTURED
2. Cylinder hole damaged and valve tightened
against uneven seating surface.

3. Valve tightened against broken pieces of gasket.

4. Improper loading sequence and differential

pressure rating of valve has been exceeded.

SEASONAL FAILURES 1. If failures occur in winter months only, liquid is

OF VALVES the probable cause and piping needs to be in-
sulated or steam traced and/or separators placed
close to cylinders.
RAPID WEAR OF 1. Insufficient lubrication or incorrect selection of oil.
INLET VALVES
ONLY 2. Gas may be wet and washing lubricant from
valves. A lube feed into the inlet nozzle of the
cylinder may be helpful if the liquid cannot be
removed before reaching the cylinder.

3. Cylinder jacket water temperature is lower than

incoming gas temperature.

RAPID WEAR OF DISCHARGE 1. Insufficient lubrication or incorrect selection of oil.

VALVES ONLY

BROKEN SPRINGS 1. Investigate the possibility of contaminants in gas

causing corrosion. Send samples of broken parts to
Ingersoll-Rand. .

2. If top of channel valve spring is badly worn before

failure. the cause may be valve flutter or insuffi-
cient lubrication.

3. Check for grit or other solid matter which can

lodge between coils of compression springs and
cause failure.

4-36
 MAINTENANCE

TROUBLE SHOOTING VALVE PROBLEMS (CONT'D)

Trouble Reason (or Action to be Taken)

BROKEN PLATES OR CHANNELS 1. Check to see if wear is resulting in sharp corners on

(BUT NOT SPRINGS) the inside of channels at the ends.

2. Check to see if the outside of channels wear where

they contact the guides.

3. Check valve plates for wear resulting in sharp

corners at OD or ID.

SHORT (OR LONG) 1. If only one certain length channels fail, report
CHANNELS ONLY this fact to Ingersoll-Rand.

2. Look for pulsations.

INNER (OR OUTER) 1. If only one size valve plate or certain length chan-
VALVE PLATE ONLY nels fail, report this fact to Ingersoll-Rand.

2. Look for pulsations.

E. Valve Installation-23 inch (590 mm) and Smaller 2. Reinstall the valve and crab in the cylinder
Diameter Cylinders (Figure 4-19) hole (if applicable, these parts should be fasten-
ed together with capscrews and lockwashers
1. Prior to replacing the valve, check to see that before installation); be sure to use a new seat
the seating surfaces on the valve assembly, gasket and be certain the valve seats firmly in
valve cover and in the cylinder valve hole are the cylinder and rests squarely on the seat
smooth and clean. If any evidence of defective gasket. Valves and crabs should be returned to
seating surfaces is found where the cylinder is the same valve holes from which they were
operating at maximum allowable working removed.
pressure of over 2000 PSIG (13790 kPa), use
the following steps to ensure proper valve in-
stallation:

WARNING
a. Place lapping compound on the gasket
surface of the valve and place the valve in Incorrect placement of the inlet and
the valve hole without using the seat discharge valves in the cylinder can
gasket. Lap the valve hole shoulder cause an extremely hazardous condi-
gasket surfaces. tion. INSTALLING AN INLET
VALVE IN A DISCHARGE
VALVE HOLE, OR INSTALLING
A DISCHARGE VALVE UPSIDE
b. Remove the valve and apply lapping com- DOWN, MAY CAUSE AN EXPLO-
pound on the seat gasket; then, place the SION. Take the following pre-
gasket and valve in the valve hole. Lap cautions when installing a valve:
the valve to the seat gasket and the •
gasket to the valve hole shoulder. 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 install-
c. Remove the valve and seat gasket. Clean ed in inlet holes and only discharge valves in
the valve, gasket and cylinder valve hole discharge holes.
thoroughly to remove all traces of the lap- In many cases, the discharge valve holes are
ping compound. made slightly smaller at the minor diameter

4-37

-------------------- -
 MAINTENANCE

below the valve gasket seat. When an inlet the setscrew bears squarely against the crab.
valve is then installed in a discharge hole by Increased torque requirements are specified
mistake, it will not fit down into the hole prop- for tightening the cover setscrew on the higher
erly and the mechanic will be alerted to the pressure cylinders.
error.
PLATE VALVES - This type valve must WARNING
always be placed in the cylinder with the valve Operator must insure that the driver
centerbolt and nut located AWAY from the will not start either by grounding
cylinder bore. Fasten the valve crab or the ignition and closing the fuel gas
unloader cage to the valve, when possible, to valve on engine driven units or by
ensure the valve is not reversed at installation. insuring that power cannot be turn-
In many cases, the inlet valve stopplates will ed on with electric motor driven
have three or more lugs that will prevent an in- units before barring the unit over.
let valve from being installed in a discharge
valve hole by mistake. The minor diameter of 7. After all of the valves are installed, bar the
the discharge hole is slightly smaller and the compressor over at least one complete revolu-
inlet valve will not fit properly, alerting the tion to be certain there is no interference with
mechanic to the error. moving parts.
IF IN DOUBT as to whether a valve is inlet or 8. The compressor can now be started in the
discharge or as to which cylinder holes receive regular manner.
inlet or discharge valves, CHECK WITH
YOUR SUPERVISOR. 9. After the cylinder has reached operating
temperature and pressure, check the tightness
3. On the bottom half of the cylinder, the valve of the cover setscrew.
and crab assembly is held in the valve hole by
retainers, normally a clip spring type. Clipping 10. At regular and frequent intervals (as establish-
the ends of the retainers under the edges of the ed from operating experience), and while the
valve cover hole bore will hold the valve and compressor is in operation, check the valves to
crab in place until the valve cover can be in- be sure they have not worked loose. The fre-
stalled and the cover setscrew tightened. quency of this valve check should be greater
during the initial break-in period of the unit. A
Set the valve cover gasket in place. The old loose valve may break up, drop into the
gasket can be reused if it is in good condition; cylinder bore and cause serious damage to the
otherwise, use a new gasket. compressor. To determine whether a valve is
loose, feel the valve cover setscrew. If impact
5. Place the valve cover over the valve hole and
can be detected, the valve is loose. It is a good,
assemble the stud nuts. Check that the cover
safe practice to shut down the compressor to
setscrew is backed off several turns and is not
tighten the cover setscrew. First, loosen the
contacting the valve crab at this time; then,
setscrew locknut (or remove the acorn type
tighten the valve cover stud nuts alternately to
locknut) and then tighten the cover setscrew to
ensure that the cover is drawn down squarely
the prescribed wrench torque. Tighten down
onto the cylinder. Tightening torques are listed
the locknut (or acorn nut) to lock the cover set·
in PART V.
screw in place.
6. Tighten the cover setscrew to the wrench tor-
que given in PART V. Be sure the nut gasket is WARNING
in place and in good condition and then tighten If it is not possible to loosen and
the locknut firmly. remove the acorn type locknut
without also loosening the cover
SPECIAL NOTE - Cylinders operating at
setscrew, particularly on high
maximum allowable working pressures over
pressure or hazardous gas service,
2000 PSIG (13790 kPa): Be sure that the cover
setscrew turns easily in the valve cover and the compressor must be shut down
to tighten the setscrew.
that the nose of the' cover setscrew is smooth
and has a slight beveled edge. Place a small F. Valve Installation-24 inch (610 mm) and Larger
amount of white lead, Molycote or another Diameter Cylinders (Figure 4·20).
similar lubricant on the nose of the setscrew to
reduce friction during tightening. Likewise, it 1. Prior to replacing the valve. check to see that
is important that the surface on the valve crab the seating surfaces on the valve assembly and
where the setscrew bears is smooth and that in the cylinder valve hole are smooth and clean.

4-38
 MAINTENANCE

2. Fasten the valve to the crab with capscrews 5. Place a new O-ring in the valve cover body
and lockwashers. groove. A light application of grease on the
3. Reinstall the valve and crab assembly in the ring will facilitate its entry into the cylinder
cylinder hole; be sure to use a new seat gasket valve hole bore.
and be certain the valve seats in the cylinder NOTE
and rests squarely on the seat gasket. Valves If the O-ring is made of TFE or
and crabs should be returned to the same holes other stiff material, contact the fac-
from which they were removed. tory for further information on in-
stalling the O-ring.
WARNING
6. Place the valve cover over the valve hole;
Incorrect placement of the inlet and watch the valve cover O-ring as it enters the
discharge valves in the cylinder can valve hole to be sure it is not rolled out of its
cause an extremely hazardous condi- groove. Run the nuts onto the cover studs.
tion. INSTALLING AN INLET
VALVE IN A DISCHARGE NOTE
VALVE HOLE, OR INSTALLING The valve crab is contoured inter-
A DISCHARGE VALVE UPSIDE nally to direct the gas flow through
DOWN, MAY CAUSE AN EXPLO- the gas passages in the cylinder (or
SION. Take the following precau- outer head) in the most efficient
tions when installing a valve: manner. Proper positioning of the
crab is assured by lining up the roll
CHANNEL VALVES - To ensure that this pin in the top of the crab with a cor-
type valve is right side up, always fasten the responding slot in the valve cover.
valve crab or unloader cage to the valve; then The valve cover, in turn, is aligned
make certain that only inlet valves are in· by mating a slot in the cover with a
stalled in inlet holes and only discharge valves roll pin projecting from the cylinder
in discharge holes. (or outer head). Assembly of the
In many cases, the discharge valve holes are parts must not be attempted if
made slightly smaller at the minor diameter either roll pin is missing.
below the valve gasket seat. When an inlet
7. Tighten the cover stud nuts evenly to draw the
valve is then installed in a discharge hole by
mistake, it will not fit down into the hole prop- cover squarely onto the valve crab and force
erly and the mechanic will be alerted to the the valve firmly against its seating surface in
error. the cylinder. Tightening requirements are
PLATE VALVES - This type valve must given in PART V.
always be placed in the cylinder with the valve WARNING
centerbolt and nut located A WAY from the
cylinder bore. Fasten the valve crab or
Operator must insure that the driver
unloader cage to the valve, when possible, to
will not start either by grounding
ensure the valve is not reversed at installation.
the ignition and closing the fuel gas
In many cases, the inlet valve stopplates will valve on engine driven units or by
have three or more lugs that will prevent an in- insuring that power cannot be
let valve from being installed in a discharge turned on with electric motor driven
valve hole by mistake. The minor diameter of units before barring the unit over.
the discharge hole is slightly smaller and the
inlet valve will not fit properly, alerting the 8. After all of the valves are installed, bar over
mechanic to the error. the compressor at least one complete revolu-
IF IN DOUBT as to whether a valve is inlet or tion to be certain there is no interference with
discharge or as to which cylinder holes receive moving parts.
inlet or discharge valves, CHECK WITH
YOUR SUPERVISOR. 9. The compressor can now be started in the
regular manner.
4. On the bottom half of the cylinder, the valve
and crab assembly is held in the valve hole by 10. After the cylinder has reached operating
tightening a setscrew in the side of the crab temperature and pressure, check the tightness
against the cylinder. Before tightening the of the valve cover stud nuts.
setscrew, be sure the valve crab is positioned 11. At regular and frequent intervals las establish-
with respect to the dowels in the valve cover ed from operating experience), and while the
and cylinder (see Figure 4-20). The setscrew compressor is in operation, check the valves to
will hold the valve and crab in place while the be sure they have not worked loose. The fre-
valve cover is being installed. quency of this valve check should be greater
4-39
 MAINTENANCE

during the initial break-in period of the unit. A 4-15·2. VARIABLE VOLUME
loose valve may break up, drop into the CLEARANCE POCKET
cylinder bore and cause serious damage to the
compressor. To determine whether a valve is Construction details of the standard design, outer
loose, feel the valve cover (this may not be head variable volume clearance pockets are illus-
possible on discharge valves because of the trated in Figure 4-22. Use the following steps to
higher temperature). If impact can be detected, disassemble and service the variable pocket:
the valve is loose. It is a good, safe practice to NOTE
shut down the compressor before retightening
the valve cover stud nuts. The following procedure describes
disassembly of the pocket design us-
4-15. REGULATION DEVICES
ed on cylinders with a bore size
Maintenance procedures follow for the more com- larger than 9-112 inches (240 mm). A
monly used regulation devices; these devices are similar procedure can be used to
supplied to control the capacity of a compressor disassemble and service the pocket
cylinder for starting and for load control during design for cylinders with bore
operation. The devices supplied on a particular unit diameters of 9-112 inches (240 mm)
may differ somewhat from those illustrated and and less.
described on the following pages. The general servic- 1. Relieve the pressure and vent off any gas in the
ing procedures remain the same, however, and compressor cylinder.
reference to the parts list prepared for each com- 2. Loosen and remove the stud nuts that fasten
pressor will show the construction details of the par- the actuator flange to the cylinder outer head.
ticular device involved.
3. Pull the clearance pocket assembly out of the
4-15-1. FIXED VOLUME outer head, keeping it level until the piston
CLEARANCE POCKET clears the head bore. Be sure the weight of the
The fixed volume clearance pocket is installed in assembly is supported at all times.
. , cylinder outer head as shown in Figure 4·21. The 4. If further disassembly of the variable pocket is
drance pocket assembly can be removed from the required, take the assembly to a work bench.
euter head for cleaning and inspection by taking off Refer to Figure 4-22 which shows the construc-
the stud nuts that fasten the bonnet to the outer tion of the typical variable pockets.
head. Cleaning, inspection and further disassembly 5. Clean and examine the variable clearance
should be done at a bench. pocket components. Pay particular attention
It may be necessary to periodically renew the to the piston rings and replace them if they
packing that is installed around the operating stem show signs of excessive wear or other defects.
where it passes through the bonnet. Draw down on Be sure to stagger the ring gaps.
the packing gland stud nuts evenly to tighten the NOTE
packing and prevent leakage of the process gas past The piston rings should be visually
the operating stem. Do not overtighten the packing inspected at each overhaul; however,
as it may be impossible to turn the handwheel. the condition of these rings can also
Ball bearings are installed around the operating be checked while the compressor is
stem where it attaches to the valve (see Figure 4-21) in operation by installing a pressure
to prevent scuffing between the valve and its seat in gauge in the upper ta»ped hole pro-
the outer head by permitting rotation between the vided in the clearance pocket. The
valve and stem. The ball bearings can be replaced if gauge should indicate a steady
necessary by removing the capscrew located in the pressure somewhere between the in-
side of the valve. Use a lockwasher under the cap- take and discharge pressures of the
screw head at reassembly and also use lock wire to cylinder. If the gauge shows more
secure the capscrew. than a slight fluctuation, it is an in-
dication that the rings are leaking
A plugged drain hole is located in the clearance excessively.
pocket outer head to permit removal of any conden- 6. Disassemble and inspect the piston rod sealing
e which may collect in the clearance pocket. A arrangement located where the piston rod ex-
a-. din pipe and valve can be connected to the drain tends through the flange. Remove the Spirol
.,pening so that any condensate can occasionally be type retainer ring from its groove in the flange
"blown out" of the pocket while the compressor is by first prying one end out of the groove and
operating. then unwinding the ring from the groove. (Note

4-40
 MAINTENANCE

V A LV E "'-Jr---cIT1

DRAIN CONNECTION

TP-387

Figure 4·21. Typical Fixed Volume Clearance Pocket

the style of ring so that the same type will be Reinstall the variable volume pocket in the
used at reassembly.) The washer, seals and cylinder head using a reversal of the removal pro-
lantern ring can now be removed from the cedure. Be sure the piston is backed off several
flange counterbore. The seals should be replac· turns from its "full closed" position before tighten-
ed if they are cut or worn or if leakage past ing the actuating flange stud nuts. It is necessary to
them was previously experienced during opera- loosen the jam nut before attempting to reposition
tion. the piston with the handwheel.
NOTE
When reassembling the piston rod A plugged drain hole is provided in the outer head
sealing arrangement, the open cup (or clearance cylinder) to permit the removal of any
(ring) side of the seal must face the condensate which may collect in the clearance
pressure (toward cylinder bore) as pocket. A drain pipe and valve can be connected to
illustrated in Figure 4-22. Be sure the drain opening so that condensate can occasion-
these seals are correctly positioned ally be "blown out" of the pocket while the com-
at assembly. pressor is operating.

4-41
 MAINTENANCE

FLANGE

I
GREASE RETAINER RING
mNG
WA","

PISTON

PISTON ROD

HANDWHEEL
STANDARD POCKET USED ON CYLINDERS WITH
BORE DIAMETERS OF 9-1/2 INCHES (24 CM) AND LESS
TP-1215

HANDWHEEL

STANDARD POCKET USED ON CYLINDERS WITH

A BORE DIAMETER OVER 9-1/2 INCHES (24 CM)
TP-1216

Figure 4-22. Variable Volume Clearance Pockets

After any adjustment of the variable pocket operating mechanism and then periodically during
piston, be sure to tighten the jam nut on the piston operation as determined by the local conditions.
rod to secure the position of the piston.
4-15-3. INLET VALVE UNLOADER
"wo grease fittings are provided to permit
. . . . iodie lubrication of (1) the piston rod seals and (2) Normally. three types of inlet valve unloaders are
~e piston rod threads. Select a grease that is com- used on RDS compressor units_ They are manual.
patible with the gas being compressed and apply it pneumatic inside operated and pneumatic outside
to the fittings after servicing the clearance pocket operated_ When pneumatically operated unloaders

4·42
 MAINTENANCE

LEAVE ONE OF TWO HOLES UNPLUGGED.

14

10

VENT (DO NOT PLUG)

13 12 II

LEGEND

1 - VALVE COVER 14 - PISTON ROD

2 - SETSCREW NUT 15 - CAGE COVER
3 - GASKET 16 - MACHINE SCREW
4 - VALVE COVER SETSCREW 17 - MACHINE SCREW
5 - PIPEPLUG 18 - LOCK WASHER
6 - SETSCREW CAP 19 - PLUNGER LIFTING SPRING
7- O-RING 20 - UN LOADER PLUNGER
8- CAPSCREW 21 - PISTON SPRING (OR SOLID PLUG)
9 - JAM NUT 22 - UNLOADER PISTON
10 - UNLOADER STEM 23 - O-RING
11 - HAND WHEEL 24 - PISTON RING
12 - KEY 25 - UN LOADER CAGE
13 - NUT

TP-1714

Figure 4-23. Hand Operated Inlet Valve Unloader Parts

4-43
 MAINTENANCE

are supplied, separate instructions are furnished fing and the gas being compressed before sliding the
~-'vering the particular type unloader used. I nstruc- piston rod into the setscrew.
_ fiS follow for servicing hand operated unloaders.
Reassemble and install the handwheel operator
A. Hand Operated Unloader using the reverse of the disassembly steps. Be sure
both the handwheel and valve cover setscrew are
The unloader and operator components are shown backed off before installing the valve cover and
and identified in Figure 4-23. Use the following tightening the cover stud nuts. The setscrew should
steps to remove and disassemble the unloader then be tightened down against the unloader cage
assembly: cover (15) to firmly seat the inlet valve (see PART V
for recommended torque values). Be sure gasket (3)
WARNING is in place and then tighten down the setscrew jam
nut (2) securely.
Be certain there is no pressure in the
compressor cylinder bore or B. Spare Parts
passages before attempting to
remove the nnloader. The design of the unloader is such that special
materials and manufacturing methods are required.
1. Loosen the jam nut (2) on the valve cover To ensure the proper operation of the unloader, use
setscrew (4) and then back off the setscrew one only genuine Ingersoll-Rand parts for replacement
or two turns. and spares usage.

2. Take off the stud nuts that fasten the valve When ordering spare parts, give the compressor
cover (1) to the cylinder and then remove the frame serial number, cylinder serial number and the
cover and hand operator as an assembly. size of the compressor valves, as well as the ap·
Remove pipeplug (5) and screw the setscrew plicable part numbers from the unloader parts list.
out of the valve cover.
Spare part inventories must be carefully handled
I f further disassembly of the hand operator is to prevent mixing similar parts for different
required. back out capscrew (8) to permit the unloaders. The unloaders are designed for various
cap (6) to be separated from the valve cover service and pressure conditions; many of the parts
setscrew (4). are similar in appearance but have latent dif-
ferences. Accidental use of incorrect un loader parts
Clean the hand operator and inspect the parts for can result in reduced compressor performance and
wear and other defects. Examine the O-ring (7) used shortened valve and unloader service life. It is ad-
around the piston rod (14) where it operates in the visable to maintain an easily recognizable and prac-
setscrew and replace it if it is cut or worn. Coat the tical spares control system for the unloaders. valves
ring lightly with a lubricant compatible with the and other compressor parts.

4-44
 PART V
GENERAL DATA

The specifications in this section apply to

standard, late-model RDS compressors. Recom- CONTENTS
mendations are general and may need to be modified Section Page
for a particular installation. Contact the nearest OPERATING DATA · .5-1
5-1.
Ingersoll-Rand branch office when there is a ques-
tion about any specification or recommendation in ASSEMBLY FITS AND
5-2.
this book. TOLERANCES .... · .5-1

5-1. OPERATING DATA 5-3. TIGHTENING

REQUIREMENTS. · .5-1
Oil Temperature (Frame Sump);
Normal. ..... . .. 150° to 170°F Running Gear Bolting .. 5-4
5-3-1.
(65.6° to 76.7°C)
. . . 180 of (82.3°C) 5-3-2. Compressor Cylinder Bolting .5-5
Maximum ...
Oil Pressure;
Normal " .... 50 PSIG (345 kPal when the machine is operated due to operating
Minimum. . . . . .. 40 PSIG (276 kPa) temperatures and pressures, gasket crush, fastener
Shutdown Setting. . . ... 23 PSIG (159 kPa) and joint relaxation, and other factors.
Crankshaft rotation is counterclockwise as viewed THEREFORE, IT IS IMPORTANT THAT ALL
from oil pump end. CRITICAL FASTENERS AND OTHER
FASTENERS SUBJECTED TO THE ABOVE
5-2. ASSEMBLY FITS AND TOLERANCES CONDITIONS BE PERIODICALLY RECHECK-
ED FOR TIGHTNESS. (particular attention
The assembly clearances for new parts are listed should be given to all bolts and nuts on the com·
in Table 5-1; metric equivalents are given in Table pressor cylinders and yokes and to the bolting which
5-1A. All clearances are for parts in their assembled attaches them to the frame.) Fasteners should be
positions and are for parts at room temperature, checked for proper tightness during the break-in
unless otherwise noted. Compressor piston and period and again after the first week of operation.
piston ring clearances are dependent on the size and Check them monthly thereafter for a period of three
type of cylinder; therefore, a separate clearance months and then once every three months until a
sheet is prepared for each compressor to list these full year of operation has been completed. Beyond
clearances. this point, experience will dictate how often these
tightness checks should be made. In any event, a
5-3. TIGHTENING REQUIREMENTS check should be made at least once a year. To check
the tightness of a fastener, first mark the position of
the bolt head or nut and then loosen it; the fastener
WARNING should then be retightened to the required value.
The fasteners used in engines and Observe to see whether the bolt head or nut has ad-
compressors must be correctly vanced past its reference position. If it has, this in-
tightened to the design preload to dicates that the fastener was loose and that it
ensure safe and efficient operation should be closely observed during all future
of the equipment. tightness checks.
Fastener preload (initial tightening) is calculated
to prevent separation of the connected members Wrench torque is the most widely used method of
when they are subjected to operating forces and, in applying fastener preload. A properly calibrated
cases of cyclic loading, to protect the fastener from torque wrench is essential in obtaining satisfactory
the fatigue effects of the alternating tensile and results. Preparation of thread and seating faces is
compressive stresses. equally important. In most torque applications,
more than 80 percent of the applied torque is used to
Fasteners that have been properly tightened at in- overcome friction and the balance to actually stress
itial assembly or after maintenance work can loosen the fastener. It is therefore imperative that threads

5-1
 GENERAL DATA

Table 5-1. Running Gear Assembly Fits and Tolerances

(All Dimensions are Given in Inchesl Original Clearance

Name of Part Micrometer

Main Bearing (Vertical-Measured between Top of

Crankshaft and Main Bearing Shell) .... 0.008 to 0.010 inch 0.007 to 0.009 inch
Main Bearing Shim Tab to Crankshaft. (See Chapter IV)
Crankshaft Total Thrust .... 0.018 to 0.023
Connecting Rod Bearing to Crank Pin,
Diametral . 0.009 to 0.012 0.008 to 0.011
Crank Pin Bearing Total Crush . 0.004 to 0.011 *
Total Side Clearance Between Connecting
Rod and Crank Webs 0.016 to 0.024 0.015 to 0.023
Crosshead Pin to Crosshead Bushing,
DiametraJ ... 0.004 to 0.007 0.003 to 0.006
Crosshead Pin Bushing to Crosshead
(Interference} . 0.002 to 0.0035
Crosshead Pin to Connecting Rod Bushing,
Diametral . 0.004 to 0.007 0.003 to 0.006
Crosshead Pin Bushing to Connecting Rod
(I nterference) 0.002 to 0.0035
Crosshead Pin Bushings to Pin End Caps-
Total . --- 0.030 to 0.060
Crosshead Shoe to Guide
1. Cold . 0.014 to 0.019 0.013 to 0.018
2. Hot (Minimum) . 0.007
Oil Pump Gears-Total End Clearance;
2 . Cylinder Frame . 0.002 to 0.003
4 - Cylinder Frame . 0.004 to 0.006
6 . Cylinder Frame 0.006 to 0.009
Oil Pump Drive Coupling End Clearance . 0.063
Main Bearing Tie Rod Spacer to Frame
(Interference-Spacer Length Less Opening
Stamped on Frame) . 0.003 to 0.005
Compressor Piston Rod Run-Out,
Maximum . . . . 0.003
Crankshaft to Main Bearing Fit (Measured at Bottom of Shaft and Main Bearing SheJll-0.0015
Feeler Should Not Start

*Refer to Section 4-9

5-2

:.....-_------------~.-
-
 GENERAL DATA

Table 5-1A. Running Gear Assembly Fits and Tolerances {Metric)

(All Dimensions are Given in Millimeters) Original Clearance

Name of Part Micrometer Feeler

Main Bearing (Vertical-Measured between Top of

Crankshaft and Main Bearing Shell) .... 0.20 to 0.25 mm 0.18 to 0.23 mm
Main Bearing Shim Tab to Crankshaft .. {See Chapter IV)
Crankshaft Total Thrust . 0.46 to 0.59
Connecting Rod Bearing to Crank Pin,
Diametral 0.23 to 0.30 0.20 to 0.28
Crank Pin Bearing Total Crush .. 0.10 to 0.28
Total Side Clearance Between Connecting
Rod and Crank Webs .... 0.41 to 0.61 0.38 to 0.59
Crosshead Pin to Crosshead Bushing,
Diametral 0.10 to 0.18 0.08 to 0.15
Crosshead Pin Bushing to Crosshead
(Interference) . 0.05 to 0.09
Crosshead Pin to Connecting Rod Bushing,
DiametraJ ... 0.10 to 0.18 0.08 to 0.15
Crosshead Pin Bushing to Connecting Rod
(Interference) . 0.05 to 0.09
Crosshead Pin Bushings to Pin End Caps- Total 0.76 to 1.52
Crosshead Shoe to Guide
1. Cold. 0.36 to 0.48 0.33 to 0.46
2. Hot (Minimum) .. 0.18
Oil Pump Gears-Total End Clearance;
2· Cylinder Frame. 0.05 to 0.08
4 - Cylinder Frame. 0.10 to 0.15
6 - Cylinder Frame. 0.15 to 0.23
Oil Pump Drive Coupling End Clearance 1.60
Main Bearing Tie Rod Spacer to Frame
(Interference-Spacer Length Less Opening
Stamped on Frame) 0.08 to 0.13
Compressor Piston Rod Run-Out, Maximum . . . 0.08
Crankshaft to Main Bearing Fit (Measured at Bottom of Shaft and Main Bearing Shell)-0.04
Feeler Should Not Start

be clean and free of nicks and burrs, that seating increments, to the specified torque. This prevents
faces on the nut or bolt head and mating surface be distortion of mating surfaces and "cocking" of
smooth, flat and parallel, and that the threads and flanged connections.
contact faces be well lubricated.
Closely observe the specific tightening re-
All fasteners used on multi-fastener joints require quirements and recheck fastener tightness
a tightening procedure that will allow the fasteners periodically as dictated by the local operating condi-
to be evenly and sequentially tightened, in gradual tions.

5-3
 GENERAL OATA

Table 5-2. Tightening Requirements for Certain Bolting Locations

Torque
Bolt or Stud Location Size Bolt Stretch'
Ft-Lbs N'm
Main Bearing Cap Bolt 1-8NC 400 to 420 542 to 569

Frame Tie Rod Nut 1-1/4-10 500 to 515 678 to 698

Connecting Rod Bolt 1-l/2-12N 0.012 to 0.013 inch 1220 to 1240 1654 to 1681
(0.30 to 0.33 mm)

Crosshead Pin Bolt. 3/4-lONC 100 to 110 136 to 149

·Since stretch is a more accurate measurement of stress. it should always be used in preference to wrench
torque.

NOTES

(1)All torque values are for clean, well-lubricated threads free of nicks and burrs. For stud (or bolt) and nut
combinations, the nut should turn freely on the stud threads. Capscrews should run in freely at least up to
the final assembled depth. (Some thread interference is normal on certain self-locking fasteners). Lubricant
should be applied to both internal and external threads and evenly distributed. A uniform coating of lubri-
cant should be applied to the fastener and seating surfaces.

(2\ Wrench torques can produce fastener pre-load variations of plus or minus 35 percent, depending on the
degree of lubrication or non-lubrication and also on the condition of seating surfaces.

(3\ Unless otherwise specified, the tightening torques given in this Instruction Manual are applicable to
fasteners lubricated with common petroleum lubricating oils. Using molybdenum disulfide lubricants and
similar products having extremely high anti-friction properties can result in increased fastener preload
when these torques are applied.

(4) Geared head wrenches (torque multipliersl will not produce the full mechanical advantage from the
reduction gears. There are mechanical and friction losses of about 10% in the tool head. The tool manufac-
turer's instructions should be observed to determine the exact reduction percentage for a particular torque
multiplier. The required input torque must then be increased by that percentage.

NOTE ticular attention to the following notes which apply

The following tightening specifica- to Tables 5-2 and 5-3.
tions must be applied to all engine
and compressor bolting, unless
otherwise stated in this Instruction NOTE
Manual. When working on ac- For bolt and stud locations not
cessory equipment, observe the listed in Table 5-2, obtain the ap-
tightening recommendations of the plicable wrench torque from Table
particular manufacturer. 5·3 which lists standard torques.
The tightening stress levels for a
particular application are to be
determined as follows:
5-3-1. Running Gear Bolting
• For connections with metal-to-
Specific tightening requirements for certain studs metal contact, use 30,000 PSI
and bolts used in the frame and running gear are stress level.
given in Table 5-2. The standard wrench torques • For connections with non·
listed in Table 5-3 should be used for all fasteners for metallic gaskets, use 20,000 PSI
which a specific torque value is not given. Pay par- stress level.

5-4
 GENERAL DATA

5-3-2. Compressor Cylinder Bolting

For compressor cylinder bolting, use the torque values from Table 5-3 to obtain the bolt stress levels in-
dicated below:

Application Bolt Stress

Valve and Unloader Setscrewsl.
Under 1000 PSI rating 2 . 20 000 PSI (138 MPa)
1000 PSI rating 2 and up . 25 000 PSI (172 MPa)

Valve Cover Studs and Capscrews -

Under 1000 PSI rating 2 . 20 000 PSI (138 MPa)
1000 to 2000 PSI rating2 . 25 000 PSI (172 MPa)
2000 PSI rating 2 and up " . 30 000 PSI (207 MPa)

Outer Head & Clearance Bottle Flange Stud Nuts. 25 000 PSI (172 MPa)

Cylinder to Frame Bolting3 . 40 000 PSI (276 MPa)

All Other Cylinder Bolting . 20 000 PSI (138 MPa)

1 Inlet valve unloader setscrews may be oversize to accommodate a through-hole for the unloader actuating
rod. This can be determined by comparing the unloader setscrew diameter to that of a discharge valve
setscrew on the same cylinder. IF THE SETSCREW IS OVERSIZE, APPLYING THE TORQUE
VALUE FROM THE TABLE WILL OVERTIGHTEN THE SETSCREW. Oversize unloader setscrews
are properly tightened by (1) determining the correct torque from the table for the DISCHARGE valve
setscrew and (2) ADDING 50 PERCENT to that torque value. It must be noted that this only applies to
OVERSIZE setscrews.

2 Pressure ratings refer to the cylinder maximum allowable working pressure (MAWPI stamped on the
cylinder nameplate.
3 Cylinder to frame bolting includes the frame to distance piece (yoke) studs, frame head/yoke to distance
piece studs, and cylinder to frame head/yoke studs. Note that all of these bolting locations may not be ap-
plicable to a particular compressor.

5-5
 GENERAL DATA

Table 5-3. Standard Torque Wrench Values for Various Bolt Sizes and Stress Levels

20 000 PSI 25 000 PSI 30 000 PSI 40 000 PSI

1138 MPa) (172 MPa) (207 MPa) 1276 MPa)
BOLT STRESS BOLT STRESS BOLT STRESS BOLT STRESS
NOMINAL
BOLT SIZE
(inches) Torque Torque Torque Torque

lb. ft. N'm lb. ft. N'm lb. ft. N'm lb. ft. N'm

1/4 3 4 3 4 4 6 5 7
5/16 5 7 7 10 8 11 11 15
3/8 9 12 12 16 14 19 19 26
7/16 15 20 18 24 22 30 29 39
1/2 22 30 28 38 33 45 44 60
9/16 31 42 39 53 47 64 63 85
5/8 44 60 55 75 66 90 88 119
3/4 76 103 95 129 114 155 152 206
7/8 120 163 150 203 180 244 240 325
1 175 237 220 300 265 360 350 475
1-1/8 260 355 330 450 390 530 520 705
1-1/4 360 490 450 610 530 720 710 965
1-3/8 480 650 600 815 710 965 950 1290
1-1/2 620 840 770 1045 920 1250 1230 1670
1-3/4 950 1290 1190 1615 1420 1925 1890 2565
2 1470 1990 1830 2480 2200 2980 2930 3970
2-1/4 2130 2890 2670t 3620t 3200 4340 4270 5790
2-1/2 2950 4000 3650t 4950t 4400 5970 5850 7930
2-3/4 3950 5360 4900t 6640t 5900 8000 7850 10640
3 5150 6980 6400t 8680t 7700 10440 10250 13900
* Observe the following when using this torque table:
• All information and instructions given under TIGHTENING REQUIREMENTS must be thoroughly
reviewed before applying the specified wrench torques.
• The wrench torques are applicable to both National Fine and National Coarse thread series. Any
difference in the torque values because of thread series is within the normal variation of torque
wrench accuracy.
• When tightening fasteners incorporating a self-locking feature, a certain amount of the applied
torque is lost because of the additional friction of the locking feature. To properly tighten these
fasteners, use a torque wrench to measure the "run-down" torque and then add it to the listed
value.
t For valve cover setscrews (2-1/4 and larger) use 85 PERCENT of the table values.

I
5-6
I