Quincy(IST

SeriesINDUSTRIAL HELlCAL SCREWAIR COMPRESSORSOIL FLOODED, SINGLE STAGE

FITS QST/QSB UNITS15 THRU 40 HP

BUILTOCT. 1982 THRU DEC. 1984

Mode

SerialNo ■

PRICE: $3.00,-

InstructionManual

CAUTION

BEFORE INSTALLING THIS COMPRESSORREADANDUNDERSTAND THE SAFETY

PRECAUTIONS CONTAINED WITHIN

THIS MANUAL.

DATE

WARNINGFailure to heed any of the following warnings may be injurious to your healthor result in serious injury or death, property damage and/or mechanical failure.

Under no conditions is the air from this compressor to be used for breathingair. Failure to heed this warning can result in a serious health problem or death.

Do not operate the compressor with any of its safety guards, shields, or screensand/or with any safety device not operable or bypassed.

Alterations must not be made to this compressor without Quincy Compressorapproval. Use of parts other than those approved by Quincy for alterations, re-pair or servicing may create hazardous conditions.

Compressed air or gas and electricity are dangerous. When performing mainte-nance or service work, make absolutely sure that the electrical supply has beendisconnected and locked out, and the internal compressor system has beencompletely relieved of all pressure.

A properly sized pressure relief valve must be installed in the discharge pipingahead (upstream) of any shut-off valve (block valve), heat exchanger, pulsationchamber, orifice or any potential blockage point. Failure to install a pressurerelief valve could result in the rupturing or explosion of some compressor orsystem component.

Do not change the pressure setting of the safety relief valve, restrict the func-tion of the safety relief valve, or replace the safety relief valve with a plug. Overpressurization of some system or compressor component can occur, resultingin an explosion.

Never use plastic pipe, rubber hose, or soldered joints in any part of the com-pressed air or gas system. Failure to insure system compatibility with compres-sor piping is dangerously unsound.

Never use a flammable or toxic solvent for cleaning the air filter or any parts.Always use a safety solvent and follow the directions supplied.

INDEX

MODEL IDENTIFICATION ...............................................................

SECTION I ...........................................................................................

Before Uncrating

SECTION 1! ...................................................t.....................................General Description of Quincy QST Series HelicalScrew Compressors

1.

2.3.4.5.

6.

7.

General DescriptionPrinciples of Compressor OperationDescription of Air FlowDescription of Oil Flow and Compressor Cooling SystemDescription of the Air/Oil Reservoir andAir/Oil Separator ElementDescription of the Control SystemsA. Constant Speed—Modulating Control SystemB. Auto Dual Control (Start - Stop)Indicators

SECTION Ill ............................................................................................

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.. .... .. ... ... ... ... .. ...

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.. ... ... ... ... .. ... .. .. ...

. .... . Page 1

... ... Page 2

..... . Page 2

... ... Page 7

Installation1.2.3.4.5.6,7.8,9.

10.11.12.13.14.15.16.17.

LocationMountingInduction SystemSolderingPiping FitupWater PipingCooling WaterWater Cooled Heat ExchangersAir Cooled Heat ExchangersSafety ValvesPressure VesselsElectricalPneumatic Circuit Breakers or Velocity FusesGuardsManual Relief and Shutoff ValvesWarningsInstruction Manual

SECTION IV ............................................................................................................................ Page 10

Before starting

SECTION V ............................................................................................................................. Page 11

Starting and operating

SECTION VI ............................................................................................................................ Page 11-- Stopping compressor

SECTION WI . .. .. . .. . . . . . ..... .. .. .. .. .... .. Page 12

Preparing for maintenance or service

SECTION Vlll ........... ...... ...................................................................................................... Page 12

Servicing1. Safety2. Lubrication3. Compressor Oil Filter4. Compressor Air/Oil Separator Element5. Oil Scavenging System6. Air Filter

SECTION IX ..................... ............................................................. ........ ...... ........................ Page 16

Assembly and Disassembly of Common Wearing Parts1. Compressor Oil Seal (Basic Compressor 124230)

A. InstallationB. Analyzlng Mechanical Seal Failure

2. Compressor Oil Seal (Basic Compressor 125583)A. InstallationB. Analvzinq Mechanical Seal Failure

3. Compre&o;Vee BeltsA. Belt Tension AdjustmentB. Belt Replacement

SECTION X . . .Trouble Shooting

APPENDIX A .. .Freight Damage

APPENDIX B . .Torque Chart

APPENDIX C ............. ...... . ....Periodic Safety Check

Page 23

Page 27

Page 28

Page 29

MODEL IDENTIFICATION

The example shown below indicates the compressor to be a 30 hp belt drivencompressor, tank mounted with air cooled aftercooler, 460 volt, and rated at100 psig.

EXAMPLE

I

MOTOR HP15=1520= 2025= 2530= 3040= 40

1

QST 30 A 3 10 A

A ATYPEScrewBelt Drive

AFTERCOOLERA = AircooledW= WatercooledN = None

VOLTAGE1 = 200 volts2 = 230 Volts3 = 460 Volts4 = 575 volts

1

PRESSURE10= IOOPSIG12=125 PSIG15=150 PSIG17=175 PSIG

DESIGN VERS~l

1

A=lstB = 2ndC=3rd

1

SECTION 1Before Uncrating

Before uncrating the compressor the following steps should be taken:

1.

2.

3.

4.

5.

6.

Immediately upon receipt of the equipment, it should be inspected for damage thatmay have occurred during shipment. If any damage is found, demand an inspectionimmediately by an inspector from the carrier. Refer to Appendix “A” for complete details.

Insure that adequate lifting equipment is available for moving the machinery.

Read the compressor nameplate to be sure the compressor is the model and size or-dered.

Check the receiver nameplate to be sure the tank is adequate for the pressure at whichyou intend to operate.

Read the safety valve nameplate to be sure it does not exceed the working pressureshown on the receiver or any other component in the system.

Read the motor nameplate to be sure the motor is compatible with your electrical condi-tions. (Volts-Phase-Hertz)

IMPORTANT: If voltage drops lower than 188 volts a 200 volt motor should be used,not a triple voltage (208/230/460) 3 phase motor.

Also note whether the motor is suitable for the expected environmental conditions.

NOTE: Standard motors are open drip proof with a maximum ambient temperature ratingof 104° F. They are not suitable for salt laden, corrosive, dirty, wet or explosive environ-ments.

SECTION II DESCRIPTION1. GENERAL DESCRIPTION OF QUINCY (2ST SERIES HELlCAL

SCREW COMPRESSORSThe compressor is a single stage, positive displacement, oil flooded, helical screw typeunit. It consists essentially of two rotors that resemble worm gears. The male rotor isdriven by a motor through a V belt drive. The male rotor has four lobes that mesh withsix grooves in the female rotor. Both rotors are contained in a rotor housing that hastwo parallel axis and adjoining bores. There is an air inlet port located at the powerinput end of the compressor and a discharge port located at the opposite end. Bothrotors are mounted in anti-friction bearings at both the suction and discharge ends. Theelectric motor, compressor and associated equipment is mounted on a top plate.

2. PRINCIPLES OF COMPRESSOR OPERATIONAs the rotors rotate, air is drawn into the rotor housing through the air inlet port. Thisvolume of trapped air extends the entire length of the two rotors initially and is preventedfrom escaping by the unported area of the rotor housing wall. As rotation continues, thelobe on the male rotor enters the groove in the female rotor, thus reducing the volumeof trapped air, resulting in continuous compression. Compression continues until the lobeand groove open to the discharge port. At this point, the compressed air is dischargedinto the line leading to the air/oil reservoir.

2

3. DESCRIPTION OF AIR FLOWA functional diagram of the air flow system is shown in figure 1. With the compressoroperating, a partial vacuum is produced at the compressor inlet. Air entering via the com-pressor air filter, flows through the air inlet valve into the rotor housing where it is com-

-. pressed, then discharged into the air/oil reservoir. The air discharged from the compres-sor contains oil which is removed from the air as the air passes through the air/oil reser-voir and separator element and then through the check valve to the secondary air re-ceiver (if supplied).

The quantity of air entering the compressor is regulated by the air inlet valve locatedbetween the air intake filter and the compressor inlet port. The position of the air inletvalve is automatically controlled during normal operation by air demand. At start-up, theair inlet valve is full open until the system pressure is established.

The air/oil reservoir is equipped with a safety valve to protect the system in the eventof a malfunction in the pressure control system.

4. DESCRIPTION OF OIL FLOW AND COMPRESSOR COOLING SYSTEMThe oil in the system serves three functions; it lubricates the bearings and the rotors,it seals the rotor clearances to improve efficiency, and it removes heat from the air asthe air is being compressed thus lowering the compressed air discharge temperature.

A functional diagram of the compressor oil flow system is shown in figures 1 & 2. Airpressure in the air/oil reservoir forces oil out of the oil sump, through the oil cooler,through an oil filter equipped with a built in pressure relief valve and then into the com-pressor. In the compressor some of the oil is diverted directly to the bearings throughinternal passages to insure positive lubrication to the bearings and the remainder of theoil is injected into the early stage of the compression cycle to seal clearances and lubri-cate the rotors.

Removal of the heat from the oil is achieved with either an air cooled heat exchangeror a water cooled heat exchanger. The air cooled oil cooler is a finned tube unit. Acontinuous supply of cool air is forced across the fins and tubes by a fan mounted onthe compressor motor shaft. Minimum oil injection temperature is controlled by a thermalmixing valve which permits a controlled amount of hot oil to mix with the cooled oil beforeentering the compressor. The water cooled oil cooler is of the shell and tube construction.Minimum oil injection temperature is controlled by a water regulating valve which sensesthe oil temperature entering the compressor and regulates the cooling water flowingthrough the oil cooler. Currently Quincy Compressor does not offer a water cooled sys-tem.

5. DESCRIPTION OF THE AIR/OIL RESERVOIR AND AIR/OIL SEPARATOR ELEMENTThe combination air/oil reservoir consist essentially of a pressure vessel, as shown infigure 3. The air/oil reservoir serves as an oil reservoir and contains the oil separator.The discharge line from the compressor enters the reservoir at a point below the normaloil level but turns upward inside the reservoir. The air/oil mixture is discharged into thereservoir above the oil level and impinges on the underside of the separator. The air/oilreservoir is provided with an oil filler opening and sight tube oil level gauge.

3

Combmatoon

CombmatnmMoisture

~i l M.......................... . .. .. . .. .. ..........................

Compressed Alr mCompressed Air & Oil m

~~$jfj.jj:j~:.,...*JJ .,?*..

Red-Control Air .aj~~~~~$~%:..%.<<.:=3.....................

FIGURES 1 & 2 FUNCTIONAL DIAGRAMSThe illustrations above show the piping of the air, water and oil for Aircooled and Water-cooled packages.

4

As the air/oil mixture is impinqed on the bottom of the oil separator, most of the oilseparates from the air and’ dr;ps to the bottom of the reservoir. The remaining oil inthe air collects on the bottom of the air/oil separator as it is coalesced passing throughthe filtering media, it is then returned to the compressor by means of a scavenger lineconnected from the bottom of the ain’oil separator to a lower pressure point on the com-pressor.

-.

A.

TOP PLATEd

SEPAR ER

AIR /0RESERV

CONTINUOUS RUN—MODULATING CONTROL SYSTEM (Standard):

With the control switch in the on position:

(A)

(B)

(c)

(D)

(E)

The motor starts driving the compressor rotors.

The four way solenoid valve is energized allowing air pressure to close the pneumaticblow down valve.

Air from the top of the air/oil reservoir flows through a line filter to a pressure differen-tial regulator where it is blocked until a mimimum set pressure is reached.

When air pressure at the differential pressure regulator reaches the pre set minimumpressure the regulator starts to open allowing reduced air flow to build pressure atthe air cylinder controlling the inlet valve.

As air pressure increases beyond the pre set minimum pressure, additional pressurebuilds at the air cylinder which moves the inlet valve to throttle the inlet air in propor-tion to the pressure at the cylinder.

5

(F)

(G)

(H)

Example of regulator operation

Air PressureDisch. In Control InletPress. System Valve Compressor

100 0 Open At Full Capacity105 0 Open At Full Capacity

110 0 Open At Full Capacity115 10 Closing Reduced Capacity

120 20 Closing Reduced Capacity125 30 Closed No Air Flowing

The maximum system pressure is controlled by a pressure switch sensing air pres-sure in the service line. When the maximum pre set air pressure setting is reached,the contacts in the pressure switch open de-energizing the four way solenoid valveand allowing full air pressure to the air cylinder, by bypassing the pressure differentialregulator, resulting in a complete closure of the inlet valve. At the same time thefour way solenoid valve cuts off the air pressure to the pneumatic blow down valvewhich then opens and relieves the air pressure in the air/oil reservoir dropping it

to O-5 psig. Blow down time is 25-30 seconds.

As the compressor runs unloaded, a small amount of air is bypassed around theinlet valve through a spring loaded check valve to reduce compressor noise.

When system pressure drops to a pre set minimum pressure setting at the pressureswitch, the points in the pressure switch close allowing the four w~y solenoid valveto be energized and starting the cycle, at (A), over again.

B. AUTOThe auto

NOTE: The minimum pressure setting of the pressure switch should be belowthe minimum pressure setting of the pressure differential regulator.

DUAL CONTROL (Optional)dual control allows the option of operating the compressor exactly as explained

in the continuous run – modulating control system by setting the selector switch in the handposition or in an energy saving mode by setting the selector switch in the auto position.With the selector switch in the auto position the compressor control system operates asexplained in the continuous run – modulating control system except that if the compressorruns in the unload cycle (Explained in (F) and (G) under the description of the CONTINU-OUS RUN-MODULATING CONTROL SYSTEM) for five to ten minutes the power input tothe motor will be cut off and the unit will stop. The unit automatically restarts when thesystem pressure drops to the pre-set minimum pressure setting of the pressure switch. Theunloaded run time allows the motor to cool off, so that if air is demanded, after the compres-sor is stopped, an immediate restart can occur without damaging the motor.

7. INDICATORSHour Meter (Standard)—The hour meter records the actual running time of the unit andis used to determine service intervals for the various components of the unit.

Receiver Pressure Gauge (Standard)—The receiver pressure gauge indicates the receiverpressure available for distribution to the service lines.

6

Compressor Oil Filter Maintenance Indicator (Standard)— When the white indicator pistonmoves from the green zone into the red zone it is a warning that the oil filter is in needof service. The Compressor should be shut down and the oil filter element replaced.

* Air/Oil Separator Service Indicator (Optional)—The separator service indicator is normallymounted on the top of the air/oil reservoir and signals red when the oil separator elementneeds replacing.

* Compressor Discharge Temperature Gauge (Optional)—When the compressor is runningat full capacity the discharge temperature gauge should read between 160° F and 210°r1.

* Oil Inlet Temperature Gauge (Optional)—This gauge indicatesbeing injected into the compressor.

* Capacity Gauge (Optional)—The capacity gauge is graduated in

the temperature of the oil

percent of the total capac-ity of the unit. Readings taken from this gauge give an indication of the amount of airactually being used.

Air Intake Filter Service Indicator (Optional)—The air intake filter service indicator signalsred when it is time to clean or replace the filter element.

* Note—These four (4) items are not sold individually but only in a Four-Pack.

Power on Light (Standard)—indicates when power from the main disconnect switch hasbeen turned on and there is live power at the compressor control panel. As long as thereis live power at the control panel the light remainscompressor operating selector switch.

SECTION IllInstallation

on regardless of the posifion of the

Location—Locate the compressor in an area that is clean, well lighted, and well ventilated,with sufficient space for safe and proper, inspection and maintenance. Ambient tempera-tures should not exceed 104° F unless an electric motor rated for a higher temperatureis to be used. The compressor is capable of operating in an ambient temperature upto 120° F provided that the area is well ventilated. Inspection and maintenance checksare required daily, therefore, sufficient uncluttered space needs to be provided aroundthe compressor.

Care must be taken to prevent the restriction or recirculation of air through the heat ex-changer, therefore, air cooled units should not be placed with the heat exchanger closerthan twenty-four (24) inches to a wall or another compressor, nor should the compressorsbe so aligned that the hot air from one unit is drawn into or restricts the output of theheat exchanger of the other.

Under no circumstances should a compressor be mounted in place in an area that maybe exposed to a toxic, volatile or corrosive atmosphere nor should toxic, volatile or corro-sive agents be stored near the compressor.

7

Mounting—No special foundation is required, however, the compressor unit must bemounted level, and fastened to the floor if it is in an area where it can be bumped outof position or it can shift due to external vibrations being set up in the floor. If the mountingpads or feet do not lie flat on the floor shim to prevent any undue stress being inducedin the legs or frame when fastening in place.

Induction System—Avoid locating the compressor air inlet system where it can injest toxic,volatile or corrosive vapors, air temperatures exceeding 120° F, water, or extremely dirtyair. Injesting any of the above noted atmospheres by the compressor could jeopardize theperformance of the equipment and all personnel exposed to the total compressed air system.

Soldering—Never join pipes or fittings by soldering, lead tin solders have a low ultimatestrength, a low creep limit and depending on the alloy start melting at 3610 F. Silver solderingand hard soldering are forms of brazing and should not be confused with lead - tin soldering.Silver soldering and hard soldering is brazing with silver - alloy types of filler material andmelt in the range of 1145° F to 1800° F.

Piping Fitup--Care must be taken to avoid assembling the piping in a strain with the com-pressor, it should line up without having to spring or twist it into position. Adequate expan-sion loops or bends should be installed to prevent undue stresses at the compressor result-ing from the changes between hot and cold conditions. Pipe supports should be mountedindependently of the compressor and anchored as necessary to limit vibration and preventexpansion strains.

Water Piping—Water piping must be of adequate size to flow the required amount of cool-ant at minimum head conditions, maximum coolant temperature and maximum compressoroperating conditions. Failure to adequately cool can result in short oil life, restrictions infilter elements, reduced heat transfer, and fires.

Cooling Water—Cooling water should be clean and cool. Scale forming or corrosive waterwill shorten the life of water cooled coolers. If there is any doubt about the condition ofthe water have it analyzed, It may be necessary to add a water treatment system and/orrevise the cooling system. Under some conditions the life of the water cooled cooler canbe extended by changing to a water cooled cooler of different material.

Water Cooled Heat Exchangers—Water cooled heat exchangers must be sized and main-tained to hold the designed operating temperature of the compressor during maximum powerinput to the compressor and at maximum supply water temperature to the heat exchanger.A reserve capacity for removing heat should be built into the cooler for fouling. Any flowregulating device in the supply water system should be installed downstream of the heatexchanger. Provisions must be made for draining the coolant from the heat exchanger toprevent freeze-up when not in use. Failure to adequately cool the compressor can resultin short oil life, restriction in filter elements, reduced heat transfer and fires.

Air Cooled Heat Exchangers—Air cooled heat exchangers like water cooled heat exchan-gers must be sized to provide adequate cooling under the most severe conditions, whichprobably means providing for an ambient temperature of 120° F. Once the cooler is in placeand working, precautions must be taken to prevent restriction of the cooling air flow to andfrom the cooler and recirculation of the cooling air.

8

Safety Valves—Safety valves are pressure relief valves and should be sized and purchasedwith a pressure setting to protect the weakest link in the system. Never change the pressuresetting, only the safety valve manufacturer or an approved representative is qualified to makea change.

-..

Safety valves are to be placed ahead of any potential blockage point which includes butnot limited to, shutoff valves, heat exchangers, pulsation dampeners, and dischargesilencers. Ideally the safety valve should be threaded directly into the pressure point it issensing, not connected with tubing or pipe, and pointed away from any chance bystander.

The safety valve shall prevent pressure in the weakest component from exceeding 110%of the maximum allowable working pressure during maximum flow conditions but must notbe set higher than the maximum working pressure of the weakest link. Failure to properlysize, set and install pressure relief valves can be fatal.

Pressure Vessels—Air receiver tanks and other pressure containing vessels such as, butnot limited to, pulsation bottles, heat exchangers, moisture separators and traps, shall bein accordance with ASME Boiler and Pressure Vessel Code Section Vlll. Failure to adhereto the ASME code can be fatal.

Electrical—Before installation, the electrical supply should be checked for adequate wiresize and transformer capacity. During installation a suitably fused or circuit breaker discon-nect switch and motor starter should be provided. Where a 3 phase motor is used to drivea compressor any unreasonable voltage unbalance between the legs must be reduced andany low voltage corrected to prevent excessive current draw. The installation, electric motor,wiring and all electrical controls must be in accordance with ANSI Cl National Electric Code,ANSI C2 National Electric Safety Code, state and local codes, All electrical work shouldbe performed by a qualified electrician. Failure to abide by the national, state and localcodes may result in physical harm and/or property damage. See applicable parts book forwiring diagram.

Pneumatic Circuit Breakers or Velocity Fuses—The Occupational Safety & Health Act,Section 1926.303 Paragraph 7 published in Code of Federal Regulations 29 CFR 1920.1revised July 1, 1982 states “all hoses exceeding ‘A” inside diameter shall have a safetydevice at the source of supply or branch line to reduce pressure in case of a hose failure.”

These pneumatic safety devices are designed to prevent hoses from whipping and/or theloss of hazardous or toxic gasses, all of which could result in a serious or fatal accident.

Guards—All mechanical action or motion is hazardous in varying degrees and needs tobe guarded. Guarding shall be in compliance with OSHA Safety and Health Standards 29CFR 1910.219 in OSHA manual 2206 Revised November 7, 1978codes.

Guards must be fastened in place before starting the machine andcutting off and locking out the main power supply.

and any state or local

never removed before

Manual Relief andand the compressor

Shutoff Valves—Install a manual relief valve to vent the compressordischarge line to atmosphere, In those instances where the air receiver

9

tank services a single compressor, such asa tank mounted unit, the manual relief valvecan be installed in the receiver. Where a manual shut-off valve (block valve) is used amanual relief valve should be installed upstream from the manual shut-off valve (blockvalve), and a safety relief valve installed upstream from the manual relief valve. These valvesare to be designed and installed as to permit maintenance to be performed in a safe manner.Never substitute a check valve for a manual shut-off valve (block valve) if its the purposeof the manual shut-off valve to isolate the compressor unit from a system for servicing.

Warnings—Warning signs and labels shall be provided with enough light to read, conspicu-ously located, and maintained for legibility. Do not remove any warning, caution, or instruc-tional material attached!

Instruction Manual—Provisions should be made to have the instruction manual readilyavailable to the operator and maintenance personnel. If for any reason any part of the man-ual becomes illegible or if the manual is lost have it replaced immediately. The instructionmanual should be periodically read to refresh one’s memory, it may prevent a serious acci-dent.

SECTION IVBEFORE STARTING

The following check list shall be adhered to before putting the compressor into operation:

1. Remove all loose pieces and tools around the compressor installation.

2. Check oil level in the air oil separator. See lubrication section.

3. Check motor and compressor pulley for alignment and tightness on shaft.

4. Check fan and fan mounting tightness. See torque chart.

5. Manually rotate compressor through enough revolutions to be certain there are nomechanical interferences.

6. Check belt tension, it should neither be too loose or too tight. See belt tension section.

7. Check all pressure connections for tightness.

8. Check to make sure all safety relief valves are in place.

9. Check to make sure all guards are in place and securely mounted.

10. Check fuses, circuit breakers and thermal overloads for proper size.

11. Open all manual shut-off valves (block valves) beyond the air/oil reservoir.

12. After all the above conditions have been satisfied, close the main power disconnectswitch, jog the starter switch button to check the rotational direction of the compressor,the compressor drive shaft must rotate clockwise when facing the compressor fromthe sheave end. The pusher type fan rotates in the same direction as the compressordrive shaft and can be used as a second check for proper rotation by sensing theair flow through the cooler. The air flow should move from the fan side through thecore section and into the atmosphere.

FAILURE TO PERFORM THE ABOVE CHECKS MAY RESULT IN SERIOUS INJURY ORDEATH, PROPERTY DAMAGE AND/OR MECHANICAL FAILURE.

10

SECTION VSTARTING AND OPERATING

Safe practices are mandatory when dealing with compressed air, therefore, the followingprocedure should be followed for; startup of a new installation, startup after changes havebeen made to an existing installation, and startup after service repair work has been per-formed.

1. Open manual vent valve to bleed compressed air to atmosphere and leave open.

2. Start compressor and watch for excessive vibration or strange noises. If either is ob-served, stop compressor and correct. See stopping instructions.

3. Control System—The control system pressure settings are factory set, however, theyshould be checked at the startups noted in the opening paragraph of this section.Checking and adjusting (if required) should be conducted as follows:

A. Close manual vent valve slowly and allow pressure to build to the rated pres-sure at full capacity and hold.

B. Adjust the pressure differential regulator such that it starts to open and allows airto flow to the air cylinder controlling the inlet valve. The inlet valve should startto close.

C. Resume closing the manual vent valve until the pressure has increased 15 psigand hold.

D. Adjust the pressure switch to cut-out which will fully close the inlet valve (if notalready fully closed) and drop the presssure in the air/oil reservoir to O-5 psig.

E. Slowly bleed off the system pressure to the rated pressure at full capacity and hold.

F. Adjust the differential screw in the pressure switch until the contact points in thepressure switch close and the compressor starts pumping.

G. When satisfactory results are obtained, close the manual vent valve completely andlet the system pressure develop to the set level, then manually operate the safetyrelief valves. The safety relief valves should be manually operated once a weekto be sure they are functioning.

WARNING—THE PRESSURE AT WHICH MODULATION BEGINS MUST NEVEREXCEED THE DESIGNED PRESSURE RATING OF THE SYSTEM TO PREVENTOPERATING THE MOTOR BEYOND ITS SERVICE FACTOR NOR SHOULD THECUT-OUT PRESSURE EXCEED THE PRESSURE RATING OF THE WEAKESTCOMPONENT IN THE SYSTEM.

4. Observe temperature and pressure gauges closely for the first hour of operation andthen frequently for the next seven hours. After the first eight hours, temperature, pres-sure, and general compressor operation should be monitored at least once in everyeight hour period. If any abnormal conditions are witnessed, stop the compressor andcorrect the problem.

SECTION VISTOPPING COMPRESSOR

Continuous Run—Modulating ControlClose the manual shutoff valve and allow the unit to build to full pressue and unload.

11

Turn selector switch to OFF position. Failure to allow the compressor to unload beforestopping may result in oil blow back through the air filter.

Auto Dual ControlClose the manual shutoff valve, if unit is running, and allow the unit to build to full pressureand unload. Turn selector switch to OFF position. If unit is stopped because of full pres-sure, turn the selector switch to the off position.

Note: It is always a good practice to close the shutoff valve if the compressor isnot being used. Closing the shutoff valve may prevent system air pressure from back-ing up into the air/oil reservoir and leaking off into the atmosphere if the check valvedoesn’t hold.

PREPARING FOR MAINTENANCE

SECTION WIOR SERVICE

WARNING—NEVER ASSUME THE COMPRESSOR IS READY FOR MAINTENANCEOR SERVICE BECAUSE IT IS STOPPED. THE AUTOMATIC STOP-START CON-TROL MAY START THE COMPRESSOR AT ANY TIME!

The following procedure should be followed to maximize safetynance or service.

1.

2.

3.

4.

Disconnect and lock-out the main power switch and hang aof the unit being serviced.

when preparing for mainte-

sign at the switch informing

Close shut-off valve (block valve) between receiver and plant air system, to preventany back-up of air flow into the area to be serviced. NEVER depend upon a checkvalve to isolate the system.

Lock open the manual vent valve and wait for the pressure In the system to be com-pletely relieved before starting service. DO NOT close the manual vent valve at anytime while servicing.

Shut off water and repressurize system if it is water cooled.

SECTION VlllSERVICING

Safety—Safety procedures performed while servicing a compressor are important to boththe service personnel at the time of servicing and to those who may then or at a laterdate be around the compressor and the system it serves. Listed below are some procedures,but not all, that should be followed:

1.

2.

3.

4.

Wait for the unit to cool before starting service, temperatures at 125° F can burn theskin, some surface temperatures exceed 200° F when the compressor is working.

Clean up oil spills immediately to prevent slipping.

Loosen, but do not remove, flange or component bolting then carefully pry apart tobe sure there is no residual pressure before removing the bolting.

Capscrews, bolts, and nuts should be tightened with a torque wrench in accordancewith the torque values shown on the chart in Appendix “B”.

12

5. Never use a flammable solvent such as gasoline or kerosene for cleaning air filtersor compressor parts. Safety solvents are available and should be used in accordancewith their instructions.

Lubrication—Each unit comes equipped with an oil level sight gauge, an oil filler opening-.located on the side of the air/oil reservoir, and an oil drain in the bottom of the air/oil reser-voir.

WARNING—DO NOT REMOVE THE OIL FILLER PLUG NOR ATTEMPT TO ADD OILTO THE AIR/OIL RESERVOIR WHILE THE COMPRESSOR IS IN OPERATION ORWHEN THE AIR/OIL RESERVOIR IS UNDER PRESSURE. BE SURE THAT THE COM-PRESSOR CONTROL SWITCH AND THE MAIN POWER DISCONNECT SWITCH AREIN THE OFF POSITION AND LOCKED OUT TO ASSURE THAT THE COMPRESSORWILL NOT START AUTOMATICALLY OR BY ACCIDENT. FAILURE TO HEED THISWARNING COULD BE FATAL.

Oil should be changed after the first one thousand (1000) hours of operation to make surethe initial contaminants in the system are removed. After that, under good operating condi-tions, approved automatic transmission fluids and motor oils can be used up to 2000 hours,approved synthetic fluids can be used up to 8000 hours. Draining of the oil should be donewhile the oil is hot to carry away more impurities.

OIL SPECIFICATIONS

I AMBlENTOIL VISCOSITY TEMPERATURE ‘F I

API Service CC or CD SAE 20-20W loto 120MIL 2104 B or MIL 2104 C SAE 20-20W loto 120Automatic Transmission Fluid (ATF) Dexron – 20 to 90Automatic Transmission Fluid (ATF) Type F – 20 to 90

*Svnthetic Fluids *–20to 120

* Synthetic fluids are not formulated to meet any industry standard, therefore, it is neces-sary to consult with an authorized Quincy Distributor or the Factory for approved suppliersand their particular blends to best fit your application. Some synthetic fluids can be usedbelow – 20° F but don’t be fooled by the pour point, call a Quincy authorized distributoror Quincy.

General recommendations for the compressor lubricant are that it be a high detergent oiland contain a foam depressant and rust & oxidation inhibitors. It should also be selectedto have a pour point of at least twenty (20) degrees farenheit (“F) below the lowest ambienttemperature the compressor may ever have to start or operate in. The exception to thelow pour point requirement is when additional heating aids for the oil are to be employed.

WARNING—NEVER START AND OPERATE THE COMPRESSOR IN AMBlENT TEM-PERATURES THAT ARE WITHIN 20° F OF THE POUR POINT OF THE OIL WITHOUTADDITIONAL HEATING AIDS TO PREHEAT THE OIL AND MAINTAIN THE ELE-VATED TEMPERATURE DURING OPERATION. OIL AT OR NEAR ITS POUR POINTTEMPERATURE IS TOO VISCOUS FOR PROPER FLOW THROUGH THE COMPRES-SOR, INADEQUATE OIL FLOW RESULTS IN A RAPID RISE IN THE DISCHARGETEMPERATURE WHICH MAY CAUSE COMPRESSOR DAMAGE OR IGNITE A FLASH

.- FIRE.

13

Oil level should be in the green on the sight level gauge while the compressor is running.The initial fill for the QST 15, 20, 25, & 30 is 8 gallons and the QST 40 is 10 gallons.Operating above the green line may result in excessive oil carry over.

WARNING—UNDER NO CIRCUMSTANCES SHOULD OILS OF TWO OR MORE MAN-UFACTURERS BE MIXED.

Compressor Oil Filter—The oil filter is a spin on, full flow-bypassing unit, equipped withan oil filter maintenance indicator. Replacement of the filter requires spinning off the com-plete carlridge and replacing it with a new one. Oil bypassing the filter element takes placeat 25 psig pressure drop which may be the result of cold oil or a plugged filter.

At the initial start up the filter cartridge should be changed after the first 100-200 hoursof operation. After the initial change the filter cartridge should be replaced under the followingconditions, whichever occurs first:

1. As indicated by the Oil Filter Maintenance Indicator when the oil is up to its operatingtemperature.

2. Every 500 hours.

3. Every oil change.

Compressor Air/Oil Separator Element—The element is of one piece construction thatcoalesces the oil mist, as it passes through the filtering media, into droplets that fall tothe bottom of the separator element to be picked up by a scavenging tube and returnedto the compressor. Care must be taken in handling the separator element to prevent it frombeing damaged, any denting may destroy the effectiveness of the filtering media and resultin excessive oil carry over, even a very small hole punctured through the element will resultin a very high carry over of oil.

NOTE: Do not remove the staples from the separator element, their function is to preventan electro-static buildup which could spark a fire.

The compressor air/oil separator element must be changed for any of the following condi-tions, whichever occurs first:

1. As indicated by the Differential Pressure Indicator (Optional equipment) for theseparator element.

2. When excessive oil carryover is noted and it has been determined that the scavengingsystem is functioning properly, the oil temperature is normal, the running oil level isin the green, and the compressor is not cycling too often between load and unload.

3. Every 8000 hours.

Oil Scavenging System—Oil from inside the oil separator element is returned to the femalerotor cavity by way of a scavenger pipe positioned inside the oil separator element, through,

a filter and orifice contained in a straight fitting mounted in the top plate of the air/oil reservoirand through a nylon tube to the compressor. Failure to keep the filter screen and orificeclean will result in excessive oil carryover.

14

Cleaning of the filter screen and orifice should be performed, whichever comes first:

1.

2.

,.. 3.

4,

When no oil is seen moving through the nylon scavenging tube.

When excessive oil carryover is detected.

Every 500 hours.

Every oil change.

NOTE: Do not ream the orifice or change the orifice size.

Air Filter—The air filter is the dry type and with extreme care can be cleaned by washingin a warm water solution of household detergent. If extreme care is not taken the air filtercan be damaged in the first cleaning. Do not reinstall the filter until it is absolutely dry.After a maximum of six (6) washings the element should be discarded. It is advisable tocarry a spare filter element at all times.

Service intervals of the air filter element depends on atmospheric conditions and shouldbe established by checking at regular intervals until a pattern for servicing is found. Dailymaimenance of the filter element is not uncommon in dirty conditions. If dirty conditionsexist it would be advisable to consider a heavy duty filter assembly which is available fromQuincy Compressor as an option or as a service item, or preferably relocate the air inletso that clean air is supplied.

Also available as an option or Service item is an Air Intake Filter Maintenance Indicatorwhich gives a visual indication of the condition of the filter element at all times.

Each time the filter is serviced, inspect the filtered air side of the air cleaner cannister andthe suction manifold for dirt. If dirt is found, determine the cause and correct. Always makesure all gaskets, threaded connections, flange connections, and hose connections betweenthe air filter and air compressor are absolutely air tight.

Dirty filters result in reduced air flow and can distort such that dirt will bypass the filterelement.

15

ASSEMBLY AND DISASSEMBLY

COMPRESSOR

CARBON SEAL

SEAL SEAT ADAPTER

SEAL

SECTION IXOF COMMON WEARING PARTS

OIL SEAL (Basic Compressor 124230)

“0’’RING

InstallationMechanical seals are delicate and highly precision parts requiring carein handling andinstal-Iing. Mating parts for mechanical seals must becare.

The following steps must be administered duringreasonable life.

properly prepared and also treated with

the installation of the seal to achieve a

1. Every effort should be madeto perform the work in a clean environment,

2. Inspect the seaiseat adapter for:

A. Cleanliness (clean if necessary).

B. Seal bore finish (discard if nicks or deep scratches exist in the area where the“O” ring seals).

C. Seal bore chamfer (add chamfer if non existant. Remove nicks and sharp edgesfrom chamfer).

16

D. “O” ring groove condition (remove nicks, burrs, and sharp edges).

.—

3. Remove the seal assembly from its box with care, always being mindful to protectthe lapped surfaces.

4. Inspect the seal seat for;

A. Slight nicks, burrs or scratches on the lapped surface. Do not use if any are found.

B. “O” ring groove damage (stone off any nicks or burrs).

C. Raised nicks, burrs or scratches on face opposite lapped surface (stone off anyhigh spots to permit the seal seat to register at the bottom of the seal bore inthe seal seat adapter).

5. Inspect “O” rings for flat spots, nicks or cuts. Scrap if any are found.

6. Lubricate “O” rings with clean compressor oil or motor oil and gently stretch eachinto their respective position. Straighten “O” ring if twisted and recheck for damage.

7. Line up notch in seal seat with roll pin in seal seat adapter and press, by hand, sealseat into adapter. If too difficult by hand, place a clean peice of cardboard or woodover seal face and push in place with press, as a last resort tap in place with aclean rubber mallet. Reinspect lapped surface.

8. Inspect male rotor shaft from coupling end to bearing step shoulder for:

A. Nicks, gouges, flat spots, or scratches on the seal surface where the carbon sealboot locates, (inspect back 1‘A” from seal step shoulder). Generally the rotors willhave to be replaced if the sealing area is marred, small nicks may be stonedsmooth.

B. Chamfer, nicks, burrs or sharp edge on seal step shoulder. Shoulder must haveat least 45 degree chamfer with polished edge. Polish edge with stone or crocuscloth if necessary and remove all nicks and burrs.

C. Nicks, burrs, and sharp edges in key way. Remove nicks and burrs and breaksharp edges with stone.

D. Nicks, gouges and burrs on small diameter surface. Smooth with stone or crocuscloth to prevent damage to the seal boot as it passes over it.

E. Nicks or burrs on bearing shoulder step. Spring retainer must fit square againstshoulder, check with retainer, Remove nicks or burrs with stone.

9. Carefully examine the carbon seal face for cracks, scratches, chipping or nicks. Ifany are found, do not use carbon seal.

10. Examine carbon seal for dirt. If dirt is found, clean with clean oil and be extremelycareful with the lapped face. Never use a rag to clean the lapped carbon face, cleanyour hands and apply a little oil to the lapped face with your finger.

11. Clean spring and spring retainer if necessary and re-oil.

12. Install spring retainer, spring, and carbon seal assembly on the rotor shaft, make sureall parts are well lubricated with clean compressor oil or motor oil. NEVER use asilicon oil or STP.

13. Carefully push the carbon seal assembly over the seal shoulder step, Note, once theseal boot is oiled there is 10 minutes to complete the total assembly, which includesthe seal seat adapter. The oil activates the adhesive on the boot.

14. Carefully install the seal seat adapter on the rotor shaft until it contacts the carbonseal assembly. If you bump the end of the rotor shaft with the seal seat adapter,recheck the lapped surface of the seal seat.

17

15. With the seal seat adapter in place insert the 1/4-20 hex head capscrews and drawup incrementally by moving back and forth across the bolt hole pattern until a torquevalue of 96 inch pounds is reached.

ANALYZING MECHANICAL SEAL FAILURES IN QUINCYHELlCAL SCREW COMRESSOR

When a mechanical oil seal falls in an unreasonable time period, the following steps shouldbe taken to determine the cause.

1. Remove the four capscrews holding the seal seat adapter in place.

2. Carefully pry the seal seat adapter out of the suction housing.

NOTE: Be very careful not to damage the seal further. You may destroy the evidenceyou need to determine where and why the seal failed. Also be careful that the carbonseal assembly doesn’t pop out. It is under spring load and may be loose. Note if itis loose,

3. Inspect the “O” ring on the seal seat adapter for cuts, pinching or nicks.

4. Inspect the lapped surface of the seal seat for the slightest scratch or nick.

5. Push the seal seat carefully out of the adapter and look for:

A. Scratches or nicks in the seal bore of the adapter.

B. The roll pin not being in the notch in the seal seat.

C. Raised surfaces or dirt on the shoulder of the seal bore in the adapter.

D. Cuts, pinching, or nicks on the seal seat “O” ring.

E. Raised nicks or dirt on the seal seat surface which contains the notch

6. Carefully remove the carbon insert and check the lapped surface for chipping, nicks,scratches, cracks or grooves. Chipping, nicks, and cracks generally occur during instal-

lation. Scratches or grooves may come from dirt or a nick on the seal seat face.

7. Check the seal cavity. It should be oily.

8. If the seal appears to have failed due to lack of lubrication. the following steps shouldbe followed:

A. Locate the oil slot in the seal seat adapter and mark the location on the outsideof the flange.

B, Locate the oil feed hole in the seal seat adapter bore of the suction housing andmark its location on the front of the suction housing outside of the 4 holes for theseal seat adapter.

C. Insert the seal seat adapter into its bore in the suction housing and align the boltholes. Check to see if the two marks line up.

D. If the marks do not line up, then the oil feed hole in the suction housing is notin line with the oil slot in the seal seat adapter, and the slot in the seal seat adaptermust be milled larger to allow for a full flow of oil to the seal and male suctionbearing. it will also be necessary to change the male suction bearing.

9. After performing the above steps, document your findings and forward the informationto the Quincy Compressor Service Department for corrective action.

18

ASSEMBLY AND DISASSEMBLY

COMPRESSOR

OF COMMON WEARING PARTS

OIL SEAL, (Basic Compressor 125583)

rSEAL SEAT

SUCTIEND P

iNG

ROLL PINER

Lo-RINGInstallationMechanical seals are delicate and highly precision parts requiring care in handling and instal-ling. Mating parts for mechanical seals must be properly prepared and also treated withcare.

The following steps must be administered during the installation of the seal to achieve areasonable life.

1.

2.

3.

4.

5.

Every effort should be made to perform the work in a clean environment.

Inspect the suction end plate seal bore for:

A.

B.

c.

Cleanliness (clean if necessary).

Seal bore finish (discard if nicks or deep scratches exist in the area where the“O” ring seals).

Seal bore chamfer (add chamfer if non existent. Remove nicks and sharp edgesfrom chamfer).

Remove the seal assemble from its box with care, always being mindful to protectthe lapped surfaces.

Inspect the seal seat for:

A.

0.

c.

Slight nicks, burrs or scratches on the lapped surface. (Do not use if any arefound).

“O” ring groove damage (stone off any nicks or burrs).

Raised nicks, burrs or scratches on face opposite lapped surface (stone off anyhigh spots to permit seal seat registering at” bottom “of seal bore in suction endplate).

Inspect “O” ring for flat spots, nicks, or cuts. (Scrap if any are found).

19

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

Lubricate “O” ring with clean compressor oil or motor oil and gently stretch into posi-tion. Straighten “O” ring if twisted and recheck for damage.

Line up notch in seal seat with roll pin in suction plate seal bore and press, by hand,seal seat into bore. If too difficult by hand, place a clean piece of cardboard or woodover seal face and push in place with press, as a last resort tap in place with aclean rubber mallet. Reinspect lapped surface.

Inspect male rotor shaft from coupling end to bearing step shoulder for:

A. Nicks, gouges, flat spots, or scratches on the seal surface where the carbon sealboot locates. Generally the rotors will have to be replaced if the sealing area ismarred, small nicks may be stoned smooth.

B. Chamfer, nicks, burrs or sharp edge on seal step shoulder. Shoulder must haveat least 45 degree chamfer with polished edge. Polish edge with stone or crocuscloth if necessary and remove all nicks and burrs.

C. Nicks, burrs, and sharp edges in key way. Remove nicks and burrs and breaksharp edges with stone.

D. Nicks, gouges and burrs on small diameter surface. Smooth with stone or crocus

cloth to prevent damage to the seal boot as it passes over it.

Carefully examine the carbon seal face for cracks, scratches, chipping or nicks. Ifany are found, do not use carbon seal.

Examine carbon seal for dirt. If dirt is found, clean with clean oil and be extremelycareful with the lapped face. Never use a rag to clean the lapped carbon face, cleanyour hands and apply a little oil to the lapped face with your finger.

Clean spring and spring retainer if necessary and re-oil.

Install spring retainer, spring, and carbon seal assembly on the rotor shaft, make sure ---all parts are well lubricated with clean compressor oil or motor oil. NEVER use asilicon oil or STP.

Carefully push the carbon seal assembly over the seal shoulder step. Note, once theseal boot is oiled there is 10 minutes to complete the total assembly, which includesthe seal seat adapter. The oil activates the adhesive on the boot.

Carefully install the suction end plate on the rotor shaft until it contacts the carbonseal assembly. If you bump the end of the rotor shaft with the seal seat adapter,recheck the lapped surface of the seal seat.

With the suction end plate in place insert the 1/4-20 hex head capscrews and tightenincrementally by alternating back and forth across the bolt head pattern. See torquechart for proper capscrew tightness.

Seal Failure Analysis

When a mechanical oil seal fails in an unreasonable time period, the following steps shouldbe taken to determine the cause.

1. Remove the suction end plate being very careful not to damage the seal further. Youmay destroy the evidence you need to determine where and why the seal failed. Alsobe careful that the carbon seal assembly doesn’t pop out. It is under spring load andmay be loose. Note if it is loose.

2. Inspect the lapped surface of the seal seat for the slightest scratch or nick.

20

3. Push the seal seat carefully out of the suction end plate and look for:

A. Scratches ornicks intheseal bore of thesuction end plate.

B. Theroll pinnotbeing inthenotch inthe seal seat.

C. Raised surfaces or dirt on the shoulder of the seal bore in the suction end plate.

D. Cuts, pinching, or nicks on the seal seat “O” ring.

E. Raised nicks or dirt on the seal seat surface which contains the notch.

4. Carefully remove the carbon insert and check the lapped surface for chipping, nicks,scratches, cracks or grooves. Chipping, nicks, and cracks generally occur during instal-lation. Scratches or g;ooves may come from dirt or a nick

5. Check the seal cavity. It should be oily.

If the seal appears to have failed due to lack of lubrication,followed:

A.

B.

c.

o; the seal seat face. -

the following steps should be

Check the drilled oil hole in the suction end plate to be sure it is open and cleanfrom the countered hole to the drilled hole in the sealing face.

Check the drilled oil hole in the compressor housing to be sure it is open and cleanfrom the suction flange sealing face to the oil galley.

Check the alignment of the matching oil holes in the suction end plate and thecompressor housing. One method of-checking is to lay a piece of paper over thesuction end sealing face and trace two bolt holes and the oil hole on the paper.Then locate the paper on the compressor housing sealing face by locating the bolthole pattern traced on the paper with the matching bolt holes in the compressor

housing, the oil holesand compressor sidecompressor housing.

should line up. Be sure to mark the paper suction plate sideso that the proper side of the paper is placed against the

Belt

1.

Tension Adjustment

Place the belts in the sheave grooves with the slack in each and every belt on thesame side of the drive. Adjust the take-up until belts are seated and start the drive.

21

2.

3.

4.

5.

Belt

When it is operating at full load and full speed, adjust take-up until only a slight bowappears on the slackside. Stop the drive.

Measure the span length.

Apply the force (perpendicular to span at center of the span) required to deflect thebelt ‘/64” per inch of span length—see figure 4. The force can be applied by meansof a simple spring scale.

Compare the force required in step 3 with the values given in the table. The forcerequired should be within the minimum and maximum values shown. A new set of beltsshould be initially tensioned l/s greater than the maximum value.

Recheck the tension of new belts several times in the first 50 hours of operation andadjust if necessary. Thereafter, check the belt tension periodically.

r--a-- ‘-’-%–F-T

A

FIGuRE 7 BELT ADJuSTMENT & ALIC,NMFN-

Replacement

Remove the outer belt guard. Loosen the motor holddown screws “A”, “B”, “C”, “D” andmotor rail adjusting screws “E” and “F”, as shown in figure 7, then slide the motor towardthe compressor to provide sufficient slack in the belts for their

Place the new belts in the pulley grooves and evenly tightenscrews until the belts are well seated in the grooves.

removal from the pulley.

both of the motor rail adjusting

Lay a straight edge a cross the rims of the compressor and motor pulleys, as shown infigure 7, then square the motor pulley to the compressor pulley by tightening the motorholddown screw “A”, then tighten motor rail adjusting screw “F” until the motor shaft IS com-pletely parallel to the compressor shaft. This is evidenced by the straight edge laying flatacross each of the pulley rims.

In some instances to acheive complete alignment of the pulleys it will be necessary to adjustthe motor pulley slightly in or out on the motor shaft.

22

SECTION XTROUBLE SHOOTING

PROBABLE CAUSE CORRECTION

FAILURE TO START

Power not turned “ON”. Turn the power “ON” by closing the main disconnect switch or circuitbreaker.

Blown control circuit fuse. Replace fuse.

Safety circuit shutdown resulting Correct the situation in accordance with the instructions in the “High Dis-from high discharge air tempera- charge Air Temperature and/or High Oil Injection Temperature” section ofture. this trouble shooting guide, then press the reset button on the High Dis-

charge Temperature Switch and restart the compressor.

Thermal overload relays tripping. Correct the cause of the overloaded condition and press the starter resetbutton.

Low voltage. Ask the power company to make a voltage check at your entrance meter,then compare that reading to a reading taken at the motor terminals. Usethese two readings as a basis for locating the source of low voltage.

Faulty start switch. Check the switch for malfunction or loose connections.

Power failure. Check power supply.

UNSCHEDULED SHUTDOWN

High air discharge temperature. Correct the situation in accordance with the instructions in the “High Dis-charge Av Temperature and/or High Oil Injection Temperature” section ofthis trouble shooting guide, then turn manual selector switch to off to resetthe high discharge air temperature switch. Restart the compressor.

Thermal overload relays tripping. Correct the cause of the overloaded condition and press the starter reset

..- button.

Power failure. Check power supply.

LOW RECEIVER PRESSURE

Excessive alr demand. Reevaluate air demand.

Excessive leaks in serwce Ilnes. Check service lines for leaks with soap suds

Inlet valve not fully open. Correct the situation in accordance with the instructions m “Inlet ValveNot Opening Or Closing In Relation To Air Demand” section of this troubleshooting guide.

Plugged alr Intake filter Clean air filter element or replace with new element.

Differential pressure regulator not Readjust differential pressure regulator to achieve desired modulationset correctly, range. (See Section V).

Air pressure switch not set cor- Readjust the air pressure switch to the desired cut-in and cut-out pres-rectly. sure. (See Section V).

Faulty receiver pressure gauge. Check and if found faulty, replace it.

HIGH RECEIVER PRESSUREAir pressure switch not set cor- Readjust the air pressure switch so that the unload pressure does notrect Iy. exceed the maximum recommended operating pressure. (See Section V).

Inlet Valve not closing at lower air Correct the situation m accordance with the instructions m “Inlet Valvedemands. Not Opening Or Closing In Relation To Air Demand” section of this trouble

shooting guide.

Blowdown valve not relieving re- Check blowdown valve for malfunction.ceiver pressure,

23

HIGH DISCHARGE AIR TEMPERATURE AND/OR HIGHOIL INJECTION TEMPERATURE

Check water system for possible restrictions, including water temperatureregulating valve.

Not enough cooling water flowingthrough cooler (watercooled mod-els only).

Inadequate circulation of coolingair at the cooler (aircooled modelsonly).

Check the location of the cooler to make sure that there IS no restrictionto free circulation of cooling air. Also check fins at the cooler and if founddust laden, clean them with air while the machine is not running.

Low oil level in the reservoir. Add oil and bring oil level to recommended level. Also check the oil sys-tem for possible leaks.

Replace oil filter element(s).Clogged oil falter.

Clogged oil cooler. Check oil cooler for varnishing and rust deposits. If this condition exists,then clean cooler thoroughly m accordance with recommended proce-dures.

LOW AIR DELIVERYClean air filter element(s) or replace with new element(s).Plugged air intake filter element.

Excessive leaks in the servicelines.

Check service lines for leaks with soap suds.

Inlet valve not opening fully. Correct the situation in accordance wkh the instructions in “Inlet ValveNot Opening Or Closing In Relation To Aw Demand” section of this troubleshooting guide.

SAFETY VALVE BLOWSReadjust differential pressure regulator to obtain desired modulationrange. (See Section V).

Differential pressure regulator notset correctly.

Alr pressure switch not set cor-rectl y.

Readjust air pressure switch so that the compressor unloads at the de-sired pressure. (See Section V)

Air inlet valve not closing properlyIn relation to air demand.

Correct the situation m accordance with the Instructions In “Inlet ValveNot Opening Or Closing In Relation To Air Demand” section of this troubleshooting guide.

Replace with new air/oil separatorPlugged separator (where applica-ble).

Faulty recewer pressure gauge. Check gauge for accuracy and replace If necessary

Faulty safety valve. Check safety valve for correct pressure setting If valve IS still Ieakmg,replace it

EXCESSIVE OIL CONSUMPTIONBring the oil level down to the recommended level by drammg the re-cewer Use the 011level gauge as a guide

Too high oil level in the air/oil re-server.

Plugged scavenger line. Clean scavenger line orifice. filter and tube

High oil injection temperature. Correct the situation in accordance with the InstructIons m “High Dis-charge Air Temperature And/Or High 011 In]echon Temperature” sectionof this trouble shooting guide.

Improper adjustment of scavengerline.

Adjust the scavenger line so that It touches the bottom of the separator,then raise it 1/8”.

Too low air/oil reservoir pressurewith full open inlet valve.

Air/oil reservoir pressure should not fall below 40 PSIG when runmngloaded. If It does, consult factory.

Faulty or damaged separator. Change air/oil separator

Leak in 011Ime Check for leaks and correct

Seal failure. Replace necessary component of the seal or the complete seal asdeemed necessary.

Cycling too often between loadand unload.

Correct the situation m accordance with the InstructIons m “Too RapidCycling Between Load and Unload” section of this trouble shooting guide.

24

FREQUENT AIR/OIL SEPARATOR CLOGGING

Faulty air filter or inadequate filterfor the environment.

If faulty air filter element(s), replace them. If air filter is inadequate forthe environment, replace it with a heavy duty filter.

Faulty oil filter(s). Replace oil filter element(s)...

Oil breakdown. Correct the situation in accordance with the instructions in “Oil Break-down” section of this troubleshooting guide.

OIL BREAKDOWN

Operate compressor at recommended receiver pressure and oil injectiontemperature.

Extreme operating conditions suchas high oil injection and compres-sor temperatures, high ambienttemperature with high humidityand high receiver pressure.

Contaminated oil. Service air filter element and oil filter element promptly in accordance withthe recommended maintenance schedule.

Negligence in draining condensatefrom the air/oil reservoir.

Drain condensate from the air/oil reservoir periodically. More frequentdraining might be necessary when operating in high ambient temperaturesand high humidity environment.

Mixing different brands of oil.

Use of wrong oil.

Do not mix different brands of oil.

Follow compressor oil specifications as described in section IV of this in-struction manual.

OIL COMING OUT THROUGH THE AIR CLEANER AT SHUTDOWN

Correct the situation in accordance with the instructions in “Inlet ValveNot Opening Or Closing In Relation To Air Demand” section of this troubleshooting guide.

Inlet valve not closing completely.

Inspect check valve. If necessary replace it,

OIL COMING OUT THROUGH THE BLOW DOWN VALVEBring oil level to recommended oil level by draining the air/oil reservoir.Use the oil level gauge as a guide.

Too high oil level in the air/oil re-servoir.

Cycling too often between loadand unload.

Correct the situation in accordance with the instructions in “Too RapidCycling Between Load And Unload” section of this troubleshooting guide.

Too fast blowdown. Check for proper blow down valve size

TOO FREQUENT AIR CLEANER CLOGGING

Use remote air intake mounting.Compressor operating in highlycontaminated atmosphere.

Air cleaner not adequate for con-ditions.

Use heavy duty air cleaner.

INLET VALVE NOT OPENING OR CLOSING IN RELATION TOAIR DEMAND

Improper setting of air pressureswitch or faulty switch.

Readjust air pressure switch to proper setting. If switch is faulty, replaceit. (See Section V).

Excessive moisture in the controlair line at the air cylinder.

Service control air line filter regularly. Try to avoid making connection atair cylinder at low point in the control air line.

Improper functioning of air cylin-der.

Check air cylinder assembly. Replace faulty component or conplete as-sembly as deemed necessary.

Jammed air inlet valve assembly. Check air inlet valve assembly,

25

COMPRESSOR DOES NOT UNLOAD WHEN THERE ISNO AIR DEMAND

Air pressure switch not set cor- Readjust air pressure switch. (See Section V).rectly.

Faulty solenoid valve. Check wiring and solenoid valve.

Faulty air pressure switch. Replace air pressure switch.

Leaks in service lines. Check for leaks with soap suds solution

COMPRESSOR DOES NOT REVERT TO LOAD WHENSERVICE LINE PRESSURE DROPS TO LOW LIMIT OFPRESSURE SWITCH

Air pressure switch not set cor- Readjust air pressure switch. (See Section V).rectly.

Orifice at differential pressure reg- Clean orifice.ulator plugged, not permitting re-lease of pressure in control line atair cylinder.

Alr inlet valve stuck in closed posi- Check air inlet valve assembly.tion.

Faulty air pressure switch. Replace air pressure switch.

Faulty solenoid valve. Check wiring and solenoid valve.

TOO RAPID CYCLING BETWEEN LOAD AND UNLOAD

Cut-in and cut-out pressures set Readjust the cut-in and cut-out pressure settings. (See Section V).too close at the air pressureswitch.

Air storage volume too small, addan air receiver.

26

APPENDIX AFREIGHT DAMAGE

The entire transportation industry has adopted a modification with regard to the handling.. of concealed and obvious damage claims, therefore, it is extremely important that you care-

fully examine every carton and crate as it comes in to your place of business. If there isany visible damage to the shipping container, make absolutely certain that the freight billis so signed by the delivering carrier and you request a damage report. By handling inthis manner, the damage will not be classified as concealed and you will have no problemin making claim against the transportation firm. However, if the shipment is accepted andthen later you find that the part or compressor has been damaged, this is classified asa concealed damage, and the maximum time to report this damage is fifteen (15) daysfrom time of acceptance of the freight.

Some real important points to keep in mind are listed as follows:

1. On obvious damage have carrier make notation on freight bill at time of delivery. Onconcealed damage notify carrier within fifteen (15) days after delivery.

2. Contact carrier immediately to give them an opportunity to make inspection of shipmentat the premises to which carrier made delivery of shipment. (On concealed damagethis must occur within fifteen (15) days after delivery to the consignee.)

3. Retain containers and packing for inspection by the carrier.

4. Do not move shipments, which have been damaged, from point of carriers deliveryto other locations, prior to discovery and reporting of loss or damage and inspectionof same.

5. Your claim should be filed with delivery carrier within nine (9) months of date shipmentwas received, using Standard Form for Presentation of Loss and Damage Claims (whenordering ask for form 3208). If you do not have one of these forms available they canbe secured from the carrier. (NOTE: Damage must be reported within 15 days.)

6. Your claim will need to be substantiated with the following documents:

a. Original bill of lading.

b. Original paid freight (expense) bill.

c. Original invoice or certified copy.

d. Other particulars obtainable in proof of loss or damage.

7. The item in the National Motor Freight Classification 100-H that contains the properdescription and classification of our product is contained in item 118100 which readsas follows:

“Compressors, air, or air ends; with or without air tanks, hose or nozzles, mountedor not mounted.”

27

APPENDIX B

TORQUE CHART IN FOOT POUNDS

BASIC COMPRESSOR COMPRESSOR PACKAGE

Screw Size Hex Capscrew Twelve Point Screw All Screws&Bolts

‘/4 8 8

5/16 25 18

3/8 30 45 30

7/16 50 50

‘/2 75

‘/16 110

5/8 150

3/4 250

7/6 370

1 580

11/8 780

1~/4 1090

13!8 1450

11/2 1740

Note: 1. All torque valves shown are for clean dry threads without burrs.

2. For plated or lubricated threads multiply by 0.90.

3. No distinction has been made between coarse or fine threads.

4. Torque chart based on compressor requirements.

5. All hex head screws are of an SAE grade 5 and the twelve point screws areof an SAE grade 8. Never use a lesser grade.

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APPENDIX CPEROIDIC SAFETY CHECK

-.

—

FAILURE TO PERFORM THE FOLLOWING SAFETY INSPECTIONS MAY BE INJURIOUSTO YOUR HEALTH OR RESULT IN SERIOUS INJURY OR DEATH, PROPERTY DAMAGEAND/OR MECHANICAL FAILURE.

Every 8 HoursWith the unit stopped and the main power disconnect switch disconnected and locked out,the following checks shall be conducted:

1. Inspect the condition of piping, tubing and hose, andthetightness of all related connec-tions.

2. inspect thecondition of the fanandits mounting tightness.

3. Becertain pulleys aretight on shaft.

4, Check to besureall guards areinplace andsecureIy fastened.

5. Drain moisture from receiver and moisture traps.

With unit running at rated pressure and up to temperature the following checks must be made:

1. Activate pressure safety relief valves by pulling ring or arm provided to be sure thevalves are working freely.

2. Read all indicators and gauges to be certain they are functioning and indicating in theacceptable mode and/or range.

Pressure Gauge-Must not exceed pressure rating of unit.

Hour Meter—Must be running. Maintenance schedule has been established on hours.

Oil Filter Indicator—Must be in the green.

Power On Light—Must be on any time the main disconnect switch has been closedand there is power to the unit.

Oil Level Sight Gauge—Oil level must be in the green.

High Air Temperature Light—Unit must not be run until the problem is corrected, ifthe light is on. It is also important to be sure the light is operable.

Correct any malfunction before operating compressor.

3. Check oil scavenging line, a mixture of air and oil should be passing through the line.If the line is solid with oil, the separator element is not functioning properly. If thereis no oil moving through the line then the scavenging system is not working. See “Ex-cessive Oil Consumption” in SECTION X (TROUBLE SHOOTING).

4. Check for air and oil leaks at all connections.

5. Check for excessive vibration of the unit and installation.

Every 100 Hours

With the unit stopped and the main power disconnect switch disconnected and locked out,check:

1. Belt condition.

2. Belt tension.

Every 500 Hours or Whenever The Temperature Module and/or Probe is replaced.

This test pertains to checking the safety shutdown system that monitors the compressordischarge temperature between the compressor and the air/oil reservoir. To perform this

29

test a temperature gauge is required that will read the temperature in the same area asthe probe for the safety shut down system, it is not standard equipment on this unit butcan be purchased as optional equipment from Quincy or an authorized Quincy distributor.

Read carefully and understand what follows:

The high temperature safety shutdown modules have been designed so that in the caseof probe failure, the modules will shutdown the compressor. If the leads to the probe areshorted or cut or if the probe breaks, the module senses this abnormal condition and shutsdown the compressor. The sensing module has been designed so that in most cases ofmodule failure, the compressor will shut off. There are certain module component failuresthat could cause the module to ignore a probe high air temperature signal and fail to shutdown the compressor. This problem, although low in probability of occurrence, if not foundcould lead to major compressor overhaul or replacement,

The following test is simple and if performed at the proper intervals will catch any abnormalfunctions of the shutdown system.

Simulation of high temperature shutdown

01.

02.

03.

04.

05.

06.

07.

08.

09.

Disconnect the power source to the compressor.

For Air Cooled Units: Remove and insulate two of the fan motor leads on the bot-tom of the fan motor starter. Label each lead as it is removed so that it can bereplaced to the terminal from which it was removed.

For Water Cooled Units: Shut off the supply of cooling water to the unit so thereis no cooling of the oil.

Caution: Once this step is performed do not leave the compressor unattended atany time until the test is complete.

Reapply the power source to the compressor and start.

Watch the compressor discharge temperature gauge. If the temperature gauge doesnot show an increase after 30 seconds stop the test and replace the temperaturegauge.

Within a few minutes the discharge temperature should rise to approximately 225°F and cause the unit to shut down and the high air temp. light to light on the controlpanel. If the temperature continues to rise to 245° F and the unit does not shutdown, stop the test immediately and replace the module.

AHow three minutes after shutdown for the probe to cool. Turn the selector switchto the off position and push the push to test button to reset the module.

For Air Cooled Units: Disconnect the power source, replace the two leads to thebottom of the fan motor starter, and reapply the power.

For Water Cooled Units: Turn on the cooling supply of water to the unit.

Restart the compressor. The high air temperature light should be out. If the compres-sor fails to start andlor the high air temperature light is not out, then try steps 6and 7 again. If this does not correct the problem, refer to circular letter #54 fortroubleshooting and diagnosis of trouble.

As the compressor runs, the compressor discharge temperature gauge should showa reduction in the discharge temperature. Do not leave the compressor unattendeduntil the temperature has dropped to the normal running range. Once the tempera-ture has returned to normal the test is complete.

30

For Prompt Compressor Service

QuincyCompressor Dbmion

Colt Industries

INATIONWIDE

SALES / SERVICE

Quincy Service is always near, authorized QuincyDistributors throughout the United States and Canada

stock genuine Quincy replacement parts andaccessories. Service specialists are factory

trained and experienced. Call forAuthorized Quincy Service.

QuincyCompressor Division

Colt Industries

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.,MU.

L@>%PART# -50233-100(AirStar Ins. Manual)

m ISSUE DATE: Jan. 88