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TLD Operation & Maintenance Manual ACU-802-DUP, ACU-802-H-DUP & ACU-802-DUS, ACU-802-H-DUS Air Conditioning & Heating Units

Table of Contents

Sept 4/07

REVISION RECORD

REV No.

ISSUE DATE SECTION - PAGE INIT.

09/05/07 09/05/2007 Section 1-1 & 2-1 & 3-2: Superheat temperatures in Celsius fixed Section 2-1 page 2: Warning if welding or grinding on galvanized parts added Section 2-1 p45 : note on the Rotolok valves added

MG

09/19/07 09/19/2007 Section 2-1 : engine coolant part number updated. MG

01/31/08 01/31/2008 Recommended tool table (Ch 2-6) revised MG

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Table of Contents Sept 4/07

Chapter 1 Table of Contents

General Information & Operation Instructions Chapter/Section Page

DESCRIPTION.................................................................................................. 1-1............................................ 1

1. Unit Description (See Figure 1) ............................................................................................................ 1 A. Engine Faults .................................................................................................................................... 1 B. Refrigeration System Faults.............................................................................................................. 1

2. Optional Equipment............................................................................................................................... 4 3. Major Component Description ............................................................................................................. 4

A. R-134a Refrigeration System............................................................................................................ 4 B. Engine (C1) (See Figure 20) ........................................................................................................... 43 C. Power Take Off (C26) ..................................................................................................................... 50 D. Trailer Running Gear (See Figure 23) ............................................................................................ 52 E. Mechanical Drive Components (See Figure 24)............................................................................. 53 F. Supply Air System (See Figure 25)................................................................................................. 57 G. Instrument Panel (See Figure 28)................................................................................................... 64 H. Blower Pressure Gauge (G20)........................................................................................................ 69 I. Supply Air Temperature Gauge (G19) ............................................................................................ 70 J. Relay Panel Assembly .................................................................................................................... 70 K. Heat/Cool Switch (S21)................................................................................................................... 70 L. Fault Circuit ..................................................................................................................................... 70 M. Suction Pressure Limit Switch (S12) (See Figure 31) .................................................................... 74 N. Suction Load Control Pressure Switch (S11) (See Figure 32) ....................................................... 74 O. Discharge Load Control Pressure Switch (S20) (See Figure 33) ................................................... 74 P. Instrument Panel (Optional Preset Speed) (See Figure 34) ........................................................... 78

OPERATION ..................................................................................................... 1-2............................................ 1 1. Environmental Considerations ............................................................................................................ 1

A. Ambient Air........................................................................................................................................ 1 B. Altitude and Temperature.................................................................................................................. 1 C. Cold Weather Operation ................................................................................................................... 1

2. Preparation for Use ............................................................................................................................... 2 A. First Use or Preparation for Use Following Shipment....................................................................... 2 B. Preparation for Use Following Storage ............................................................................................. 4 C. Preparation for Use at Various Altitudes or in Temperature Extremes............................................. 5

3. Required Equipment.............................................................................................................................. 5 A. Air Hose Assemblies (See Figure 35)............................................................................................... 5 B. Service Tools .................................................................................................................................... 8

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Table of Contents

Sept 4/07

General Information & Operation Instructions Chapter/Section Page

4. Operation .............................................................................................................................................. 11 A. Pre-start Inspection ......................................................................................................................... 11 B. Unit Starting and Operating Procedure ........................................................................................... 15 C. Normal Shut Down Procedure......................................................................................................... 22 D. Unit Starting and Operating Procedure (Unit having Aircraft Selector Switches) ........................... 23 E. Normal Shut Down Procedure......................................................................................................... 27 F. Emergency Operation ..................................................................................................................... 28

SPECIFICATIONS AND CAPABILITIES.......................................................... 1-3............................................ 1 1. Unit Dimensions and Weight (See Figure 46): .................................................................................... 1 2. Engine (C1) (Part No. 1017807): ........................................................................................................... 1 3. PTO (C26) (Part No. 1016078): .............................................................................................................. 2 4. Mechanical Drive: .................................................................................................................................. 3 5. Trailer Package (Part No. 1018611):..................................................................................................... 4 6. Refrigeration System:............................................................................................................................ 5 7. Blower (C6) (Part No. 1031348): ......................................................................................................... 10 8. Controls: ............................................................................................................................................... 11 9. Gauge (Optional).................................................................................................................................. 12 10. Control Box Assembly ........................................................................................................................ 14

SHIPPING.......................................................................................................... 1-4............................................ 1 1. Domestic Shipment ............................................................................................................................... 1

A. Equipment Preparation...................................................................................................................... 1 B. Boxed or Palletized Equipment ......................................................................................................... 4 C. Method of Shipment .......................................................................................................................... 5

2. Overseas Shipment ............................................................................................................................... 5 A. Equipment Preparation...................................................................................................................... 5

STORAGE......................................................................................................... 1-5............................................ 1 1. Storing The Unit ..................................................................................................................................... 1 2. Short Term Storage ............................................................................................................................... 1

A. Equipment Preparation...................................................................................................................... 1 B. Boxed Equipment Preparation .......................................................................................................... 4

3. Long Term Storage ................................................................................................................................ 4 A. Equipment Preparation...................................................................................................................... 4

4. Removing The Unit From Storage........................................................................................................ 6 A. Equipment Preparation...................................................................................................................... 6 B. Boxed Equipment Preparation .......................................................................................................... 9

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Description 1. Unit Description (See Figure 1)

The ACU-802 Air Conditioning Unit is a self-contained truck or trailer mounted, diesel engine driven unit. The ACU-802 Air Conditioning Unit is designed to provide passenger comfort in all single, double, or triple connection cooled aircraft, in any climate or season. Major assemblies of the ACU-802 Air Conditioning Unit is a heavy-duty four cycle diesel industrial engine with power take off; a fully regulated 115 ton capacity rotary screw compressor; condenser coil; twin condensing fans; ASME receiver tank; evaporator coil; and centrifugal blower. Model number 802-DUP designates a trailer mounted unit with a 17,000 lb. (7,711 kg.) capacity fifth wheel trailer assembly. The rear axle is equipped with dual wheels and drum type brakes actuated by an Orscheln type lever mounted at the front of the unit adjacent to the tow bar. Model number 802-DUS designates a truck mounted module. The module is designed to be mounted on any suitable truck chassis. Refer to Chapter 2, Section 3, for module installation instructions. The operator’s station is located on the right side of the unit forward of the engine compartment. All normal operating controls and monitoring equipment are installed on the instrument panel. The panel is illuminated to permit nighttime operation. An integral safety control circuit is provided to protect the engine and refrigeration system from potentially damaging conditions. Monitored functions include the following:

A. Engine Faults

(1) Low coolant level

(2) Low oil pressure

(3) High coolant temperature

(4) Low fuel level option

B. Refrigeration System Faults

(1) High/low compressor pressures

(2) High discharge temperature

This chapter contains operating instructions for the ACU-802 Air Conditioning Unit. The information presented herein provides a physical and functional description of the unit and components, provides operating procedure, unit specifications, dimensions, shipping and storage instructions. Maintenance, overhaul, and parts information are contained in Chapter 2, 3, and 4. Manufacturer’s data covering component assemblies are contained in Chapter 5. Optional equipment is described in Chapter 5. For the purpose of unit identification, a nameplate stamped with the unit model, serial number, and production specification number is installed in two locations on the unit: on the main frame below the instrument panel and inside the unit on the chassis frame adjacent to the oil separator tank.

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ACE-802 AIR CONDITIONING UNIT FIGURE 1 (1 OF 2)

1 .....Operational instrument panel 2 .....Oil separator 3 .....Refrigerant receiver 4 .....Evaporator (inside coil)

5 ..... Filter/drier 6 ..... Compressor 7 ..... Tow bar

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ACE-802 AIR CONDITIONING UNIT FIGURE 1 (2 OF 2)

1 .....Fuel tank 2 .....Air filter assembly 3 .....Blower assembly

4..... Tie down rings (see options) 5..... Condenser (outside coil) 6..... Expansion tank

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2. Optional Equipment

Options available on the ACU-802 Air Conditioning and Heating Unit are listed below. Major equipment options are covered by independent instructions and parts list located in Chapter 5, Section 2, “Options.” Minor equipment options are listed in the main body text of the manual. Chapter 4 provides a Detailed Parts List. Optional equipment includes the following:

(A) Additional hose outlets

(B) Low fuel warning system with indicator light on panel and roof

(C) Low fuel warning shutdown system with indicator light on the panel and roof

(D) Automatic defrost system

(E) Suction & discharge temperature & pressure gauges

(F) Stainless steel fuel tanks

(G) Flashing beacon

(H) Other options to meet specific customer requirements 3. Major Component Description

For purposes of discussion and component location, unit orientation is properly established as follows: the tow bar or truck cab shall be considered to be at the front end of the unit. Right and left are determined by (facing the rear of the unit) facing the condenser coil. The instrument panel is located on the right side of the unit. Left is opposite the instrument panel.

A. R-134a Refrigeration System

The refrigeration system comprises the following components: a rotary screw compressor; an oil separator tank; an oil filter assembly; a reversing valve; an outside coil assembly; a liquid refrigerant receiver tank; a filter/drier assembly; expansion valve; main thermal expansion solenoid valve; the inside coil assembly; an optional defrost system; compressor load and unload solenoid valve; compressor liquid injection temperature pilot valve; compressor vapor injection thermal expansion valve; vapor injection filter; compressor suction strainer; vibration eliminators; relief valves; check valves; shut-off valves; refrigerant condition sight glass; service access ports; service connection angle valves; and control pressure switches. Each of the above components is discussed in detail in the following paragraphs. System operation is explained below.

Theory of Operation

(1) Refrigeration Cycle

Refrigeration is the transfer of heat from a place where it is not wanted to a place where it is unnoticeable. Heat is a form of energy. It is not a solid, liquid or gas, and therefore is not measurable by volume or weight. Adding heat to a substance increases its temperature, melts or vaporizes it. Conversely taking heat from a substance decreases temperature, solidifies, or

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condenses it. Refrigeration effect depends upon changing the state of a refrigerant from a liquid to a gas and back to a liquid.

Refrigerant is the basic medium of refrigeration. It is a fluid that picks up heat by evaporating at low pressures and corresponding low temperatures, and gives up heat by condensing at high pressures and corresponding high temperatures. The temperature, which corresponds to a particular given pressure is called the saturation temperature. At saturation the refrigerant may exist in both a liquid and gaseous state. (see chart 1) For any particular weight of liquid refrigerant at saturation conditions, a specific amount of heat is required to change that liquid into the gaseous state at the same conditions. Though no temperature or pressure change occurred, heat was absorbed by the refrigerant. This heat is called the latent heat. Obviously, to change gaseous refrigerant at saturation conditions to a liquid at the same saturation conditions, the latent heat must be rejected.

oF PSIG oF PSIG oF PSIG oF PSIG

-40 *14.77 -2 5.3 30 25.6 90 104.2

-35 *12.4 0 6.3 32 27.3 95 113.9

-30 *9.8 2 7.2 34 29.1 100 124.3

-28 *8.7 4 8.3 36 30.8 105 135.2

-26 *7.6 6 9.4 38 32.6 110 146.8

-24 *6.4 8 10.5 40 34.5 115 159.0

-22 *5.1 10 11.6 45 39.5 120 171.9

-20 *3.8 12 12.8 50 44.9 125 185.5

-18 *2.4 14 14.0 55 50.7 130 199.8

-16 *1.0 16 15.3 60 56.9 135 218.8

-14 0.2 18 16.7 65 63.6 140 230.5

-12 1.0 20 18.0 70 70.7 145 247.0

-10 1.8 22 19.4 75 78.3 150 264.4

-8 2.6 24 20.9 80 86.4 155 282.5

-6 3.5 26 22.4 85 95.0 160 301.5

-4 4.4 28 24.0

*Vacuum in. HG based on atmospheric pressure of 14.696 PSIA

NOTE: Use the following formula to convert to degrees centigrade: (oF - 32) X 5/9

R-134a TEMPERATURE - PRESSURE CHART CHART 1

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A basic refrigeration system is a closed loop. One half of the loop is at a high pressure, the other half is at a low pressure. The high pressure half is divided from the low pressure half by the compressor and the expansion valve (see figure 2 (1 of 2)). Two heat exchangers complete the system. The heat exchanger on the high pressure side of the system is the condenser. The heat exchanger on the low pressure side of the system is the evaporator. Liquid refrigerant absorbs heat and changes into a gas in the evaporator. Because the compressor’s pumping maintains the evaporator at a low pressure, and the evaporating process is at saturation conditions, the evaporator temperature is at a correspondingly low temperature. The compressor compresses the gas returning from the evaporator into a high pressure gas and delivers it to the condenser. The high pressure gas rejects its heat and changes into a liquid. This condensing process is at saturation conditions and takes place at a high temperature corresponding to the high pressure. Liquid leaving the condenser is at a high pressure. Upon passing through the expansion valve, the pressure drops to the evaporator pressure. To recap the above, heat is absorbed at a low temperature on the low pressure side of the system and is rejected at a high temperature on the high pressure side of the system. The following is a flow pattern of the cooling cycles.

(a) Cooling Cycle – air conditioning and heating units (See Figure 2 (2 of 2))

The refrigerant gas leaves the compressor (C2), through the oil separator, reversing valve (V1), outside coil (C5), check valve (V25), valve (V42), and into receiver (C3), from receiver (C3) to shutoff valve (V17), filter drier (F3), sight glass (G11), expansion valve (V6), check valve (V39), distributor, inside coil (C4), check valve (V35), and back to compressor (C2). For cooling, the inside coil (C4) is the evaporator. The mostly liquid refrigerant is fed through a distributor into the lower rows of tubes. The refrigerant gas leaves the coil through the top manifold and returns to the compressor (C2). Heat from the supply air is absorbed in the inside coil (C4) as the liquid refrigerant evaporates at a low temperature. The compressor (C2) pumps the gaseous refrigerant to the outside coil (C5). Refrigerant gas, from the compressor (C2), flows into the top refrigerant manifold of the outside coil (C5). Heat from the gaseous refrigerant is rejected to the ambient as the refrigerant condenses to a liquid at a high temperature. Liquid refrigerant from the outside coil (C5) flows to the receiver (C3).

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COMPLETE FOUR-PART CYCLE OF REFRIGERATION COOLING MODE

FIGURE 2 (1 OF 2)

LOW SIDE (Low Pressure) HIGH SIDE (High Pressure)

HEAT MOVES FROM SUPPLY AIR TO REFRIGERANT

HEAT MOVES FROM REFRIGERANT TO OUTSIDE AIR

INSIDE COIL

4 OUTSIDE COIL

2

COMPRESSOR 1

EXPANSION VALVE

3

High Pressure Liquid

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COMPLETE FOUR-PART CYCLE OF REFRIGERATION COOLING MODE

FIGURE 2 (2 OF 2)

EXPANSION VALVE V6

V17

FILTER DRIER

DISTRIBUTOR

V42

OUTSIDE COIL C5

OIL SEPARATOR

V35

SOLENOID VALVE L4

RECEIVERC3

F3G11

INSIDE COIL C4

C14

COMPRESSOR C2

DIESEL ENGINE

C1

REVERSING VALVE V1

(OPTIONAL)

FANS

V39

V25V22

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(b) Heating Cycle (Optional) – Air Conditioning and Heating Units (See Figure 3 (2 of 2))

The refrigerant gas leaves the compressor (C2), through the oil separator, reversing valve (V1), inside coil (C4), check valve (V38), valve (V42), and into receiver (C3), from receiver (C3) to shutoff valve (V17), filter drier (F3), sight glass (G11), expansion valve (V6), check valve (V40), outside coil (C5), check valve (V35), and compressor (C2). For heating, the outside coil (C5) is the evaporator. The liquid refrigerant is fed into the lower manifold. The refrigerant gas leaves the coil through the top manifold and returns to the compressor (C2). Heat from the ambient air is absorbed in the outside coil (C5) as the liquid refrigerant evaporates at a low temperature. The compressor (C2) pumps the gaseous refrigerant to the inside coil (C4). Refrigerant gas, from the compressor (C2), flows into the top refrigerant manifold of the inside coil (C4). Heat from the gaseous refrigerant is rejected to the supply air as the refrigerant condenses to a liquid at a high temperature. Liquid refrigerant from the inside coil (C4) flows to the receiver.

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COMPLETE FOUR-PART HEATING MODE CYCLE OF REFRIGERATION HEATING MODE (OPTIONAL)

FIGURE 3 (1 OF 2)

LOW SIDE (Low Pressure) HIGH SIDE (High Pressure)

HEAT MOVES FROM OUTSIDE AIR TO REFRIGERANT

HEAT MOVES FROM REFRIGERANT TO SUPPLY AIR

INSIDE COIL 2

OUTSIDE COIL 4

COMPRESSOR 1

EXPANSIONVALVE

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COMPLETE FOUR-PART HEATING MODE CYCLE OF REFRIGERATION HEATING MODE

FIGURE 3 (2 OF 2)

EXPANSION VALVE V6

V17

FILTER DRIER

DISTRIBUTOR

V42

OUTSIDE COIL C5

OIL SEPARATOR

V35

SOLENOID VALVE L4

RECEIVER C3

F3G11

INSIDE COIL C4

C14

COMPRESSOR C2

DIESEL ENGINE

C1

REVERSING VALVE V1

(OPTIONAL)

FANS

V39

V25V22

V40V38

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(2) Compressor Assembly (C2) (See Figure 4)

The compressor (C2) is directly driven by the engine power take off shaft through a disc coupling. Operation of the compressor is controlled by engaging or disengaging the power take off. The compressor is a positive displacement rotary screw with fixed volume ratio. The volume ratio is selected to provide optimum efficiency for this application. The compressor is a flooded unit, which means that oil is injected into the inlet gas to make a seal between rotors. The flooded screw compressor is dependable, efficient, and not harmed by slugging.

The compressor has a hydraulically actuated slide valve for stepless capacity control. The compressor can be unloaded to 25% of full load capacity.

(a) Capacity Control (See Figure 5)

Regulating compressor capacity is required to maintain the desired supply air temperature in varying ambient weather conditions. During hot and humid days, more heat must be removed from the ambient air than in dry cool conditions. The capacity control system regulates compressor output in response to changing requirements. Load regulation controls the amount of refrigerant compressed. A hydraulically actuated slide valve controls the volume of refrigerant vapor delivered to the rotors. Slide valve position is controlled by a loading and unloading 2-coil solenoid valve (L2) controlling compressor oil flow to the slide valve cylinder. The coils are energized or de-energized by load sensing pressure switches (S11) & (S20) in response to suction and discharge pressures; respectively, as required for compressor loading, unloading, and holding modes. In the cooling mode pressure controller (S11) maintains a suction pressure of 22-27 psig. In heating mode pressure controller (S20) maintains a discharge pressure of 195-205 psig.

1. Compressor Loading In the cooling mode, the load control pressure switch (S11) transfers power to load and unload solenoid-energizing coil “b”. Oil then flows from the solenoid valve through needle valve (V9) to compressor port “2” where it enters the load side of the slide valve piston. This equalizes the force on the slide valve piston and discharge pressure on the slide valve area loads the compressor. In the heating mode, power is transferred to the load and unload solenoid coil “b” by the load control pressure switch (S20).

2. Compressor Unloading In the cooling mode, the load control pressure switch (S11) transfers power to the load and unload solenoid-energizing coil “a”. This allows oil to flow from the compressor port “2” through the needle valve (V9) to solenoid (L2). This allows discharge pressure on the slide valve piston to unload the slide valve as the piston moves outward. In the heating mode, power is transferred to the load and unload solenoid coil “a” by the load control pressure switch (S20).

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3. Compressor Hold

In the cooling mode, when the refrigeration system stabilizes at a constant suction pressure between the high and low set points of the load control pressure switch, the compressor unload piston is held in a stationary position. In hold position, both “a” and “b” coils are de-energized. This blocks oil flow to and from the load and unload solenoid. With the slide valve stationary, the compressor rate is constant. In the heating mode compressor hold occurs when the refrigeration system stabilizes at a constant discharge pressure, between the high and low setpoints.

a. Compressor load/unload solenoid The load/unload solenoid is made up of a manifold attached to two normally closed solenoid valves. This is an integral part of the compressor. The manifold is ported to load or unload the compressor on demand.

b. Compressor Suction Check Valve The compressor is supplied with a 5” check valve on the inlet, the valve is spring loaded and prevents backflow into the suction line. The pin holding the flapper is in the vertical position to ensure the weight of the flapper does not keep the valve open.

c. Compressor Suction Strainer

The suction strainer is an integral part of the compressor. This item is maintained by cleaning with OSHA approved nonflammable degreaser and soft bristle brush. (See service manual Frick 570-101 for procedure).

V9 NEEDLE VALVE L2

(L2) LOAD/UNLOAD

SOLENOID

ENERGIZE COIL “b” TO LOAD ENERGIZE COIL “a” TO UNLOAD

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COMPRESSOR ASSEMBLY (C2) FIGURE 4

1 .... Check valve 2 .... Load/Unload solenoid valve 3 .... Slide valve assembly 4 .... Needle valve 5 .... Vapor injection inlet 6 .... Rotor housing 7 .... Suction inlet 8 .... Suction strainer 9 .... Rotor drive shaft 10 .. Compressor oil filter 11 .. Liquid injection inlet

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COMPRESSOR C

CAPACITY CONTROL SLIDE VALVE

A. MALE ROTOR B. FEMALE ROTOR C. CYLINDER

B A

CAPACITY CONTROL FIGURE 5

(I OF 2)

COMPRESSION OCCURS BETWEEN ROTORS AND SLIDE VALVE

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CAPACITY CONTROL FIGURE 5 (2 OF 2)

LOAD

UNLOAD

SLIDE VALVE PISTON

SLIDE VALVE

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(3) Oil Separator (C14) (See Figure 6)

The oil separator removes oil from the refrigerant vapor discharged from the compressor through centrifugal force. The separator serves as a reservoir for compressor lubricating oil collected during the separation process. The oil functions to lubricate the moving parts of the compressor and to seal the rotors. The rotors are precisely machined, but require the oil film to seal the small clearances that must exist between the lobes of the male rotor and female rotor flutes to permit rotation. Oil is swept along with high velocity refrigerant vapor forced from the compressor discharge outlet. The refrigerant transports the suspended oil to the separator tank where it is removed centrifugally. The separator tank is a cylindrical, columnar pressure vessel of welded construction with a domed cap and sump; a 3 in. inlet with deflector and strainer basket; a 3 in. vertical screened outlet; 1-1/4 in., NPT oil outlet with dip tube; oil shut-off valve; 1-1/4 in., NPT oil level sight glasses; ¾ in., NPT drain connection; and ½ in., NPT safety valve and service port connections. The tank is a 12-3/4 in. diameter pressure vessel 32 inches long. Tank weight is 220 lbs. Maximum operating pressure is 400 psi. The tank, welded in accordance with AWS specification A2.4 and A3.0, meets the requirements of the ASME Boiler and Pressure Vessel Code Section VIII, and is National Board certified. Hot, high pressure refrigerant vapor enters the separator through a port located on the side of the vessel. The compressor discharge outlet is connected to the inlet through sweat soldered copper pipe, a flexible vibration eliminator, and inlet coupling. The oil laden vapor is fed into the vessel through a curved deflector that diverts the flow of refrigerant toward the cylinder shell, starting the centrifugal motion. Entering refrigerant is fed through a mesh basket that acts as a sieve, collecting the heavier, more viscous oil particles without impeding the flow of refrigerant vapor. The oil separated by the basket falls as droplets through the mesh to the bottom of the vessel. The impact of high velocity, oil bearing refrigerant against the cylinder shell causes the oil to separate and trickle down the sides of the shell to the sump where it pools and is collected. A mesh screen in the sump dampens oil velocity, calming the oil supply. A suction line pick up tube extends into the reservoir sump from the outlet coupling. The dip tube permits only refrigerant-free, non-turbulent oil to be supplied to the compressor oil inlet. The swirling refrigerant gas rises and exits the columnar vessel through the dome outlet coupling. A mesh screen surrounding the outlet coupling disperses any remaining oil carried by the high velocity gas. Sight glass indicators are positioned on the vessel to indicate minimum and safe oil levels. A manual shut-off valve is installed at the oil outlet. An angle access valve and relief valve are installed in couplings located on the vessel domed cap. The relief valve relieves vessel pressure at 375 psig. An additional angle access valve is installed on the lower side of the vessel sump cap.

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OIL SEPARATOR (C14) FIGURE 6

1 .....Cap, dome 2 .....Outlet, discharge vapor 3 .....Basket, wire mesh 4 .....Shell 5 .....Dip tube, oil suction 6 .....Mesh, sump 7 .....Drain coupling 8 .....Oil sump

9..... Access valve coupling 10... Minimum oil level sight glass coupling 11... Safe oil level sight glass coupling 12... Suction outlet 13... Deflector 14... Discharge gas inlet 15... Relief valve coupling

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(4) Refrigerant Oil

The compressor is lubricated with a synthetic ester based lubricating oil. The oil is fully miscible with and soluble in refrigerant R-134a. The oil lubricates the moving parts of the compressor, seals the revolving parts during operation, and operates the compressor load/unload slide valve. Use only SOLEST 68 compressor oil (CPI engineering services). This ester based oil is not a health or safety hazard under conditions of normal use and contains no known carcinogens. No special identification or warning labels are required. Oil flash point is 511oF (266oC). Specific gravity is 0.835. The oil is insoluble in water and should be extinguished with CO2 foam or a dry chemical type of fire extinguisher. Direct exposure should be limited and normal precautions relating to handling and storage should be taken. SOLEST 68 refrigerant oil reacts unfavorably with strong oxidants, producing carbon monoxide as a decomposition product. No hazardous polymerization occurs on decomposition. The oil is non-toxic under conditions of ordinary use with adequate ventilation.

(5) R-134a Refrigerant

The characteristics of R-134a refrigerant medium allow it to absorb large quantities of heat from the heat load and dissipate the heat gain to the atmosphere. The boiling point of R-134a refrigerant is -15°F (-26°C) at the atmospheric pressure. The saturation temperature and pressure range of this refrigerant make it a good heat exchange medium because it readily absorbs heat at the temperatures required by the heat load and can be repeatedly cycled to achieve a continuous cooling effect. The stability and predictability of R-134a, a hydrofluorocarbon (HFC), in addition to its thermodynamic and physical properties, make it a suitable refrigerant for high, medium, and low temperature applications. Hydrofluorocarbon (HFC) refrigerant compounds do not pose any threat to the atmosphere. While toxicity of R-134a refrigerant during normal conditions of use is low at acceptable exposure limits (1,000 ppm) over an 8 to 12 hour period, thermal decomposition resulting from exposure of the refrigerant to a source of combustion may produce hydrogen fluoride, hydrochloric, and hydrofluoric acids. These toxic and irritating compounds are noxious and produce pungent odors. An acceptable exposure limit (AEL) is an airborne exposure limit established scientifically that states the concentrations of a substance to which the majority of workers may be exposed to repeatedly during an average work day of 8 to 12 hours without adverse effects. Limited exposure to high concentrations of R-134a vapor may cause central nervous system depression, and may result in dizziness or loss of coordination. Continued exposure to high concentrations may result in an irregular heart rhythm, unconsciousness, or death.

WARNING: ADRENALIN (EPINEPHRINE) AND OTHER SIMILAR DRUGS MAY INCREASE THE RISK OF HEART ATTACK AND SHOULD NOT BE ADMINISTERED TO ANYONE WHO HAS BEEN EXPOSED TO HIGH CONCENTRATIONS OF R-134a REFRIGERANT. FIRST MOVE THE VICTIM TO FRESH AIR; ADMINISTER OXYGEN IF THE VICTIM IS EXPERIENCING DIFFICULTY BREATHING; GIVE ARTIFICIAL RESPIRATION IF BREATHING HAS STOPPED.

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If a large spill occurs inside a building or enclosed area, the vapors will displace the oxygen at floor level and may cause suffocation. Personnel should be evacuated immediately from the area. The area should then be thoroughly ventilated to dissipate the vapors. Re-entry should only be permitted when the concentration of vapor is below the acceptable exposure limit.

At room temperature and pressure, physical contact with normal concentrations of R-134a vapors is not hazardous. In liquid form, however, R-134a refrigerant can freeze skin and eye tissue on contact. If skin exposure occurs, the exposed area should be soaked in luke warm water until thawed. Then apply a non-medicated ointment such as white petroleum jelly until medical treatment can be obtained. In case of eye contact, flush the eyes with water for 15 minutes; then apply a light bandage.

At room temperature and atmospheric pressure, R-134a refrigerant is not flammable. At pressures as low as 5.5 psig and 350°F (177oC) when mixed with air in concentrations over 60 percent by volume, R-134a is combustible. At lower temperatures, higher pressures are required for combustion. At ambient temperatures, all concentrations of R-134a refrigerant are nonflammable at pressures below 15 psig. Combustible mixtures of air and R-134a may form when liquid R-134a refrigerant is pumped into a closed vessel if the initial air pressure is greater than one atmosphere and the final pressure is over 300 psig.

WARNING: NEVER HANDLE REFRIGERANT CONTAINERS WITH BARE HANDS. FROST MAY CAUSE HANDS TO BE FROZEN TO THE CONTAINER. ALWAYS WEAR PROTECTIVE CLOTHING WHEN THERE IS RISK OF BEING EXPOSED TO LIQUID REFRIGERANT. WEAR LINED BUTYL GLOVES AND SIDE SHIELD CHEMICAL SPLASH GOGGLES. NIOSH APPROVED RESPIRATORY PROTECTION SHOULD BE WORN IN HIGH CONCENTRATIONS OF VAPOR. SELF-CONTAINED BREATHING APPARATUS IS REQUIRED IF A LARGE SPILL OCCURS.

WARNING: BLINDNESS MAY RESULT FROM LIQUID REFRIGERANT CONTACTING THE EYES. FROST BITE MAY RESULT FROM CONTACT WITH THE SKIN. IN ALL CASES OF EXPOSURE TO LIQUID REFRIGERANT OR HIGH CONCENTRATIONS OF VAPOR, SEEK IMMEDIATE MEDICAL AID.

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Observe all of the safety precautions recommended by the product manufacturer for handling and transporting R-134a refrigerant. Leak detection may be accomplished using various non-selective, halogen-selective, and compound-selective instruments or with fluorescent dye. Instruments that are sensitive to CFCs and HCFCs may have low sensitivity to or not read HFC refrigerant levels due to the difference in ionization of these compounds. The compatibility of dye with R-134a refrigerant should be tested before use. The requirements of pin-point leak detectors is markedly different from those of area monitors. Selectivity is far more important to area monitors that must differentiate R-134a from other compounds that may be present in the air.

(6) Compressor Lubrication Oil Line Filter (F7) (See Figure 7)

A single element, full flow internal cartridge type filter is installed in the lubricating oil line at the compressor oil injection port. The filter has a 25 micron rating and will have a 6 psi drop at 20 gpm flow, based on ISO SSU oil. The filter has pop-up alarm, which indicates a 25 psig. restriction. Once activated there is continuous indication of a bypass or clogged condition even following equipment shutdown. The signal will not change until it is manually reset. There is a bypass valve inside the filter that will start cracking at 30 psi. If the pressure drop limitation of the bypass valve is exceeded unfiltered lubricating oil will be allowed to circulate in the system.

(7) Reversing Valve (V1) (Optional) (See Figure 8)

The reversing valve is made of steel. Each spool is a hone fit with it’s own body, therefore spools are not interchangeable with different bodies. With the valve in the de-energized position high pressure gas is being directed to end “A” of the valve through the slave pilot and remote pilot. If the remote pilot valve is then energized, end “B” of the main valve will open to suction and move the slave pilot piston to its opposite seat, thereby pressurizing “A”. Additional high pressure gas will flow into that end and will accelerate the shift of the spool toward end “B”. The valve is energized during the cooling mode and de-energized in the heating mode.

WARNING: NEVER LEAK TEST WITH A PRESSURIZED MIXTURE OF R-134a REFRIGERANT AND AIR. R-134a REFRIGERANT MAY BE SAFELY PRESSURIZED WITH DRY NITROGEN. NEVER WELD OR STEAM CLEAN ON OR NEAR AN AIR CONDITIONING SYSTEM. NEVER EXPOSE REFRIGERANT CONTAINERS TO EXCESSIVE HEAT (OVER 120°F) (49oC). ALWAYS COVER CONNECTIONS WITH A CLOTH TO PREVENT REFRIGERANT FROM SPRAYING ONTO THE SKIN OR INTO THE EYES.

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COMPRESSOR OIL FILTER (F7) FIGURE 7

1 .....Porting head, cast aluminum 2 .....Dirt indicator (option) 3 .....Seal, filter element 4 .....Spring, compression 5 .....Steel bowl 6 .....Cartridge, filter 7 .....Bypass relief valve

4

IN

1, 2

7

OUT

5

36

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REVERSING VALVE (V1) – COOLING POSITION FIGURE 8 (1 OF 3)

(OPTIONAL)

(a) (b)

OUTSIDE COIL

INSIDE COIL COMPRESSOR

DISCHARGE

COMPRESSOR SUCTION Pro

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REVERSING VALVE (V1) – COOLING POSITION FIGURE 8 (2 OF 3)

(OPTIONAL)

SUCTION

DISCHARGE

OUTSIDE COIL INSIDE COIL

REVERSING VALVE V1

V1

TO CONDENSER

FROM OIL SEPARATOR (DISCHARGE)

TO COMPRESSOR (SUCTION)

FROM EVAPORATOR

SWITCH POSITION

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REVERSING VALVE (V1) - HEATING POSITION FIGURE 8 (3 OF 3)

(OPTIONAL)

OUTSIDE COIL

DISCHARGE

SUCTION

INSIDE COIL

TO EVAPORATOR


FROM CONDENSER

FROM OIL SEPARATOR(DISCHARGE)

SWITCH POSITION

REVERSING VALVE V1

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2

3

1

4

(8) Outside Coil (C5) (See Figure 9)

The outside coil is an air-cooled type heat exchanger, constructed of copper tubes and aluminum fins. The tubes are staggered to obtain maximum heat transfer and are enclosed in a galvanized steel casing. On engine drive units, seven rows of the coil are used for refrigerant and one row is used for engine coolant heat exchanging. The rows used for refrigerant are inner fin construction (inside tubes) that provide approximately 50% better heat transfer over plain base tubes.

CONDENSER (OUTSIDE COIL) ASSEMBLY (C5)

FIGURE 9

1 .....Outside coil 2 .....Oil separator 3 .....Receiver 4 .....Compressor

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(9) Inside Coil (C4) (See Figure 10)

The inside coil is an air cooled type of heat exchanger constructed of staggered rows of copper tubes and aluminum fins. The aluminum fins on the tubing increase the heat transfer efficiency. The evaporator is a direct expansion type of coil in which refrigerant is fed directly into the cooling coil through the expansion valve. The various circuits through the coil are fed through distributors to equalize the flow of refrigerant to each circuit in order to maintain high evaporator efficiency. The coil is mounted inside a partitioned metal enclosure connected to the blower housing and to the air outlets. The blower provides the mass air flow to accomplish the heat transfer function. The evaporator is that part of the low pressure side of the refrigeration system in which the refrigerant evaporates, absorbing heat as it changes to a vapor. The evaporator performs the primary function of the refrigeration system, the cooling of the supply air. Heat is absorbed by the cool, low pressure refrigerant from the ambient air forced through the coil by the blower fan.

INSIDE COIL ASSEMBLY (C5) FIGURE 10

AIR DAM

AIR FROM BLOWER

TOP DIFFUSER

INSIDE COIL (C4)

BOTTOM DIFFUSER

INSIDE COIL ENCLOSURE

AIR OUTLET HOSE 1

AIR DELIVERY DAMPER Pro

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(10) Expansion Valves (See Figure 11)

(a) Main TXV (V6)

The main thermal expansion valve regulates the rate of refrigerant flow to the main evaporator to maintain a set superheat. Superheat is the temperature difference between the actual temperature and the saturated temperature at the evaporator outlet. The minimum superheat is 6oF (3.3oC). Lower superheat setting may result in liquid carry over to the compressor. The liquid, upon coming in contact with the warm oil, will flash and carry off the oil. The superheat adjustment is located externally on the valve body. Two complete turns will raise or lower the actuating superheat approximately 1oF (-17oC) (superheat range 6oF-15oF) (3.3oC - 8oC). Turning the stem right (clockwise) decreases flow, and raises superheat. Turning the stem left (counterclockwise) increases flow and lowers superheat. The assembly is designed to operate in all ambient temperatures where the unit normally operates. The assembly is charged with a selective charge, see vendor’s literature. This assembly has an external equalizer, this compensates for pressure drop through the evaporator.

(b) Vapor Injection Thermal Expansion Valve (V7) This expansion valve regulates the flow of refrigerant to the vapor injection coil. The vapor injection coil consists of three independent rows in the evaporator. Vapor injection provides more cooling capacity from the compressor. Vapor at a higher pressure than suction is injected into the transition stage of the rotor operation. This “supercharges” the compressor and provides the unit with more cooling capacity. In the refrigeration system after liquid refrigerant has passed trough the filter drier, a portion of it is pulled off for vapor injection through expansion valve (V7). The expansion valve maintains a 10oF to 15oF (6.5oC to 8oC) superheat to ensure no liquid refrigerant returns to the compressor.

(c) Liquid Injection Temperature Pilot Valve (V24)

A temperature pilot valve is installed in the liquid line between the receiver and the compressor rotor chamber. The valve injects a metered volume of liquid refrigerant into the compressor rotors, when the compressor discharge temperature reaches 190oF (88oC). The valve temperature sensing bulb is secured in the compressor discharge line. The metered liquid refrigerant maintains an oil temperature between 190oF and 210oF.

(11) Liquid Refrigerant Receiver Tank (C3)

A storage reservoir is provided in the refrigeration system to collect the refrigerant charge during periods of inactivity or during service procedures, and to provide an adequate supply of refrigerant to the evaporator to meet the varying demands of the heat load. The receiver is sized based on the operating charge required for all system components, including the liquid lines. Liquid refrigerant capacity is 24 gallons. The receiver tank is a horizontal vessel constructed of high strength steel with a maximum working pressure of 400 psig at 450°F (232oC). The vessel is designed and manufactured in accordance with Section VIII of ASME Code and is National Board certified. The vessel is equipped with a liquid level float gauge; inlet and outlet connections with rotolock shut-off valves; access valve; and safety pressure relief valve. The outlet incorporates a dip tube that permits suction of only liquid refrigerant from the tank. The shut-off valves installed on the tank are horizontal style valves with 1-3/8 in. I.D. sweat soldered connections and 1-3/4-12 UNF coupling

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connection. The valve is provided with a Teflon and organic fiber seal; a side gauge port; and reinforced zinc plated steel stem cap.

THERMAL EXPANSION VALVES FIGURE 11

(1 OF 2)

1 ..... Diaphragm 2 ..... Superheat spring 3 ..... External equalizer port 4 ..... Remote bulb

1

INLET 4

3

OUTLET

2

(TYPICAL)

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THERMAL EXPANSION VALVES FIGURE 11

(2 OF 2)

1.....Liquid injection TPV (V24) 2.....Vapor Injection TXV(V7) 3.....Main TXV (V6)

1

2 3

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(12) Refrigerant Filtration

(a) General

Filters accomplish several important functions in the refrigeration system. They remove contaminants from the circulating refrigerant before they can damage the system. Filter/driers trap non-condensable elements entrained in the refrigerant flow and separate suspended or emulsified water from the refrigerant charge. Refrigerant is a hygroscopic medium that readily absorbs water. Water reacts chemically with R-134a refrigerant, a halogenated hydrocarbon, to form hydrochloric and hydrofluoric acids through hydrolysis. These reactions are accelerated by elevated temperatures and are catalytic in effect, resulting in the formation of corrosive compounds. These corrosive acids erode the metallic surfaces they contact throughout the system; eventually, if the process is not interrupted, they produce pin-hole leaks that reduce system effectivety and degrade the cooling capacity of the unit. All water vapor is extracted from refrigerant during manufacture. System moisture results from leaks, condensation, defective seals, or improperly made connections. The oxidation process resulting from water contamination produces compounds that reduce the heat transfer capability of the refrigerant medium. The unit is equipped with a liquid line filter/drier assembly, a suction line filter, and a vapor injection suction line filter. The dehydrator contains a desiccant material that absorbs and entrains moisture assimilated by the refrigerant medium. Insolubles are mechanically retained by the filter element strainer, a pleated 100 mesh monel cloth material fitted to a perforated metal core. The dehydrator element does not provide bulk filtration of the entire volume of refrigerant on each pass through the circuit. Approximately 10 percent of the refrigerant medium passes through the activated medium each pass through the circuit. This level of filtration provides effective moisture removal and does not restrict refrigerant flow, avoiding a large pressure drop through the filter. The filter/drier is responsible for protecting the main thermal expansion valve from solids that could block or restrict its small orifice and from ice formation. Either condition could stop or hinder the refrigeration process and result in a compressor fault condition. The filter also removes oleoresins (sludge and varnish) resulting from compressor oil decomposition. Organic acid results from oil decomposition. Trace amounts of compressor oil not removed in the oil separator are transported throughout the system. Excessive heat or air in the system may result in the formation of oil contaminants. Catalytic metals such as iron and copper contribute to the decomposition process. Access valves are provided at each filter for the purpose of monitoring pressure drop across the filter.

(b) Filter/drier Assembly (F3) (See Figure 13)

The filter/dehydrator assembly installed in the liquid line comprises a steel shell fitted with 1 5/8 in. ODS sweat soldered connections; an aluminum cover plate with gasket; a strainer; a mesh filter element; strainer end cap; desiccant cartridge; and cover plate fasteners. The filter is a compound unit consisting of a dehydrator and a filter assembly. The shell has a working pressure rating of 500 psig. Nominal capacity is 40 tons. The cover plate gasket is a neoprene material with organic fiber. The mesh filter is an epoxy resin bonded assembly incorporating a perforated metal center core; metal end caps; 1.0 in., NPT male end fitting; and pleated 100 mesh monel filter medium backed with 16 mesh tinned steel wire cloth. Filter rated capacity is 10 gpm. Pressure drop across the filter is approximately .60 inches of mercury. The filter operates at temperatures from 60°F to 250°F (15oC to 121oC). The filter may be cleaned and reused. The desiccant cartridge comprises a monel basket filled with

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activated desiccant media, and then sealed. The basket is fabricated from 30 mesh monel screen. The desiccant is ¼ in. mesh size Grade F-1 granular activated alumina with a minimum surface area of 210 sq. in. m/gram. The primary element (92 percent) of the desiccant compound is aluminum oxide with a 16 percent minimum water absorption capacity. Specific gravity of the material is 3.0 - 3.7 gm/cm3. The alumina is oven heated to between 375oF (190oC) and 425°F (218oC) for a minimum of 8 hours and immediately sealed in an air tight container until ready for use. Moisture collected by the desiccant is not absorbed, or taken into the material’s inner molecular structure. It is absorbed, building up on the surface of the desiccant. The irregular surface area of the desiccant increases its moisture holding capacity. The desiccant material is extremely porous, possessing a large surface area to more effectively collect and retain moisture extracted from the refrigerant.

(c) Vapor Injection Filter (F6) (See Figure 14)

In contrast to the liquid line filter/drier which protects the system control devices, the suction line filters protect the compressor from ingestion of contaminants. A filter is installed in the vapor injection circuit to clean refrigerant delivered to the compressor. The filter shells are of one-piece, all-brass construction with brass cap, and corrosion resistant bronze fasteners. A ¼-inch 45 degree SAE flare access valve is installed in the cap to permit reading pressure drop across the filter. The vapor injection line filter is equipped with 1-5/8 in. ODS connections and a type “F” 115 sq. in. replaceable pleated media filter element. Maximum capacity is 15.8 tons at 40°F (4oC) evaporator temperature.

(13) Sight Glass (G11) (See Figure 15)

A sight glass assembly incorporating a moisture indicator is installed in the high pressure liquid line following the filter/dehydrator assembly. The sight glass incorporates a litmus paper element that provides a visual indication of filter condition. Whenever the color-coded sight glass moisture element indicates a high level of water contamination (red or orange color), the dehydrator cartridge is probably saturated and should be promptly replaced to assure satisfactory system operation. Primarily, the sight glass allows the operator/technician to observe the flow of refrigerant through the circuit. Bubbles or foaming indicate insufficient refrigerant charge, or, possibly, a restriction in the liquid line that is adversely affecting system operation. Flash gas observed in the liquid line indicates inadequate subcooling of the refrigerant.

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FILTER/DRIER ASSEMBLY (F3) FIGURE 13

1..... Strainer 2..... Cartridge, desiccant 3..... Filter 4..... Cap, strainer 5..... Gasket, safety cap 6..... Housing package

7 .....Nut, square 8 .....Spring, tapered, compression 9 .....Gasket, cover 10 ...Cover 11 ...Bolt 12 ...Cartridge assembly, filter

9

8

3

4

5

6

7

11 10

1

2

12

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VAPOR INJECTION FILTER (F6) FIGURE 14

9

8

6

7

5

4 3

2 1

1..... Bolt, bronze 6..... Filter element 2..... Valve, access 7..... Retainer 3..... Cover, end 8..... Shell, filter 4..... Spring 9..... Filter assembly 5..... Gasket, cover

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WET DRY

CAUTION

CAUTION

MOISTURE INDICATOR SIGHT GLASS (G11) FIGURE 15

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(14) Defrost System (Optional)

The defrost system comprises the power relay, timer, the defrost solenoid valve and a three position toggle switch control located on the electrical box. Switch positions are “AUTO” “OFF” and “MANUAL”. “AUTO” is a maintained position, “OFF” is also a maintained position and “MANUAL” is a momentary position. In the automatic mode, the evaporator is defrosted for 30 seconds every 15 minutes. In the off mode the defrost system is bypassed and the unit operates in a normal mode. In the manual mode, the defrost system is activated as long as the defrost switch is held in the ”manual” position. When the defrost system is activated, the defrost power relay bypasses the load control pressure switch and supplies power directly to the ”a” coil of the load/unload solenoid, causing the compressor to unload. The defrost solenoid is also energized to introduce hot discharge refrigerant gas into the evaporator to boost the saturation pressure and temperature of the refrigerant. This process raises the boiling point of the refrigerant, slows evaporation, and reduces the cooling effect. The introduction of hot gas artificially loads the evaporator and reduces its cooling capacity to induce a defrost effect during the unloading cycle.

(15) Solenoid Valve Main Expansion Valve (L4)

This is a soft seat expansion valve, that is controlled thermostatically and by a solenoid valve that acts as both a liquid line shut-off valve and an expansion valve controller. The expansion valve solenoid (L4) provides external balances to suction pressure when energized. When de-energized it provides discharge pressure to the power assembly to shut off the expansion valve and stop refrigerant flow to the evaporator coil. The expansion valve shut-off solenoid valve (L4) is energized during normal operation. An evaporator pressure limiter switch (S12) de-energizes the expansion valve solenoid, (L4, liquid line solenoid) as the evaporator pressure rises above 55 psig and energizes it as the pressure falls to 50 psig.

(16) Vibration Eliminators

Flexible metallic tube assemblies are installed in the refrigerant circuit to dampen noise and vibration resulting from engine; power take off, fluid pump, and compressor operation. Eliminators are installed in the compressor suction line, discharge line, and vapor injection suction line. The vibration eliminator consists of a deep pitched corrugated stainless steel tube covered with high tensile stainless steel wire braid. The vibration eliminators are installed through sweat-soldered connections to refrigeration system piping. Ferrule joints are brazed with high temperature alloys to prevent separation during installation.

(17) Service Valves

The refrigerant circuit is equipped with general purpose service valves to permit connection of instrumentation to test points throughout the system. The angle valves incorporate a shut off feature that isolates the gauge port from the system to prevent refrigerant loss or entry of contaminants and air during gauge connection.

(a) Packed Angle Valves (V4, V23, V31, V32) (See Figure 16)

Service valves installed in the high and low pressure side of the system are equipped with a 3/8 in., NPTM bottom inlet; 3/8 in., flare outlet connection; packed angle valve with forged brass body and manual stem; seal cap; and nylon gasket.

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PACKED ANGLE VALVE (V4, V23, V31, V32) FIGURE 16

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(b) Self-Sealing Access Valves (See Figure 16A)

The schraeder type access valve, of similar design to the type of valve used to fill pneumatic tires, provides a means for conveniently checking system pressures without disturbing system operation. An adapter fitting is required to permit gauge connections to this type of service access valve. The access valve is equipped with a 1/8 in. or ¼ in., NPTM base and ¼ in., 45 degree flare tube connection, self-sealing valve core; brass body; and half union. The valve conforms to the requirements of ARI specification 720-76.

2

1

ACCESS VALVE FIGURE 16A

1..... Pin 2..... Valve

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(18) Shut Off Valves (V17, V42) (See Figure 17)

The receiver is equipped with two shut-off valves, packed body style, 1 3/8” square body size. To ensure valves do not leak, they should be seated back and front before installation. Oil must be present when seating the valves to prevent galling/fretting of either the stem button or stem seat. The recommended torque for seating the valve both front and back is 30 to 35 ft-lb for 1 3/8” square valve body size.

(19) Relief Valves (V15, V18) (See Figure 18)

All system pressure vessels installed in the refrigeration circuit are equipped with a safety relief valve conforming to ANSI/ASHRAE 15 Standard Safety Code for Mechanical Refrigeration. Flow ratings are National Board certified. The valves are Teflon seated to permit their use in either high or low pressure applications. The relief valve is equipped with ½ in., NPTM inlet; 5/8 in. SAE flare outlet; 375 psig fixed relief valve setting; angle-type brass body; and 9/32 in. port size. Since the valve is not intended to regulate overload or cutout pressures, the relief valve discharge pressure setting corresponds to the maximum working pressure rating of the vessel.

(20) Check Valves (See Figure 19)

Check valves are installed in the refrigerant and compressor oil circuits to prevent reverse migration of flow during an off cycle or during a change of operating cycle. The check valves incorporate a spring-biased valve that permits unidirectional flow. Check valves are installed in the vapor injection line to the compressor, the oil injection line to the compressor and also the liquid injection line to the compressor.

CAUTION: THE RELIEF VALVE SHOULD NEVER BE DISCHARGED DURING VESSEL TESTING. SYSTEM CONTAMINANTS MAY EMBED IN THE VALVE SEAT AND PREVENT THE VALVE FROM RESEATING PROPERLY.

CAUTION: ALWAYS BACKSEAT THE VALVE BEFORE ATTEMPTING TO REMOVE TEST EQUIPMENT OR INSTRUMENTS FROM THE SERVICE VALVES. FAILURE TO FOLLOW THIS PROCEDURE WILL RESULT IN LOSS OF REFRIGERANT.

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SHUTOFF VALVE (V17, V42) FIGURE 17

FRONT-SEATED (ALL FLOW SHUT OFF)

BACK-SEATED (NORMAL SYSTEM OPERATION)

MID-POSITIONED (CRACKED OPEN FOR TESTING)

A

B

C

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RELIEF VALVE ASSEMBLY (V15, V18) FIGURE 18

1 .....Body, relief valve 2 .....Seat valve 3 .....Piston valve 4 .....Spring 5 .....Outlet fitting

1

3

2

5

4

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CHECK VALVE ASSEMBLY FIGURE 19

1 .....Body, forged brass 2 .....Bonnet 3 .....Bolt 4 .....Spring, valve 5 .....Gasket 6 .....Piston, valve

1

5

6

4

2

3

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B. Engine (C1) (See Figure 20)

The unit is powered by a Deutz Model BF6M1013FC, 6 cylinder inline turbo charged four cycle, electronic speed controlled industrial diesel engine. The engine has two overhead valves per cylinder, a direct injection fuel delivery system a SAE #2 flywheel housing, a 24 VDC starter and a 24 VDC 35 amp alternator. Engine compression ratio 17.6:1, displacement of each cylinder is 1191 cc. Swept volume is 7.146 liter. The engine delivers 299 BHP @2,200 rpm. Peak torque is 774 ft. lb. at 1,700 rpm. Specific fuel consumption at maximum torque is 200 g/KWh. Engine rotation is counterclockwise facing flywheel. The engine provides the mechanical power necessary to operate the refrigeration and delivered air system. A power take off assembly is installed on the engine flywheel and housing. The power take off shaft is connected through a spool type coupling to the compressor. (1) Air Intake Filter

A charge of air is forced into the cylinders by the turbocharger compressor that evacuates all of the burned gases resulting from fuel combustion through the exhaust valve ports. This dense charge of intake air cools the exhaust valves and internal engine parts. Clean, relatively unrestricted air flow is supplied through the air filter assembly. The air filter assembly installed on the unit is a single-stage with 99% cleaning efficiency. The paper pleats are permanently locked in place in the self-contained housing. A flow indicator is mounted on the ducting between the filter and the turbo-inlet to monitor filter restriction. Air flow capacity ranges from 1,520 to 2,000 CFM. The whole filter assembly is disposable.

(2) Charge Air Cooler

Charge air cooler is required to cool the air leaving the turbo-charger before it is introduced into the engine manifold. This is an air to air heat exchanger, ambient air is blown across the CAC to cool the pressurized engine intake air going through. The CAC is sized to bring the charged high-temperature air from the CAC down to specification for engine combustion.

(3) Exhaust System

The exhaust system comprises a arresting silencer connected to the turbocharger turbine outlet through mating flanged adapter elbows coupled by heavy duty clamps. The silencer adapter incorporates an exhaust bellows to dampen vibration. The silencer discharge exhaust gases to the atmosphere through a vertical outlet pipe fitted with a rain cap. The primary function of the exhaust system is to capture the gases which result from the combustion of the fuel/air mixture in the engine and to vent them with low flow resistance into the atmosphere. The silencer dampen exhaust sound and remove carbon particles and other particulate matter from the exhaust. Collected solids should be emptied periodically to reduce the fire hazard.

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ENGINE ASSEMBLY (C1) FIGURE 20

(1 OF 2)

1 ..... Intake manifold after CAC 2 .....Air intake 3 .....Alternator 4 ..... Turbo discharge to CAC 5 ..... Turbo charger 6 .....Exhaust manifold 7 .....Crankcase 8 .....Starter 9 .....Oil pan

2

3

4

5

6

7

8

1

9

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ENGINE ASSEMBLY (C1) FIGURE 20

(2 OF 2)

1 .....Oil fill 2 .....Fuel filter element 3 .....Oil side fill 4 .....Oil filter 5 .....Oil dipstick 6 .....Flywheel

6

5

4

2

1

3

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(4) Cooling System (See Figure 21)

(a) Conventional Circuit

The diesel engine is water cooled through a 50% solution of anti-freeze concentrate and pure, demineralized water that is circulated through a coolant loop in the condenser coil where forced air heat exchange occurs during fan operation. An ethylene-glycol base antifreeze is used in the engine cooling system. The antifreeze raises the boiling point of the coolant mixture. The coolant system comprises a 10 psi filler cap, an expansion tank, a 6 quart overflow recovery tank, and one section of the condenser coil. The engine coolant loop portion of the condenser coil is located away from the coil to prevent interference with the refrigeration process. Coolant is drawn by the centrifugal water pump on the engine from the condenser coil and forced through the engine oil cooler into the cylinder block. A parallel outlet returns part of the flow generated by the pump back to the expansion tank. The coolant then circulates through the block into the cylinder heads. When the coolant is below operating temperature 188.6°F (87oC), coolant flow is restricted at the thermostat. A bypass return allows the coolant to circulate within the engine during warm up. Once operating temperature is reached, the thermostat opens and coolant flow is bypassed to the expansion tank. The thermostat functions to bypass coolant flow when operating temperature is reached and to regulate engine coolant temperature. The thermostat prevents coolant temperature fluctuation caused by variations in engine loads and speed. Unregulated engine temperature would result in incomplete fuel combustion and resulting dilution of lubrication oil, excessive engine wear, and sludge formation in the crankcase due to overcooling. The function of the coolant is to absorb the heat generated by the combustion process and remove the heat absorbed by the engine oil. The expansion tank deaerates the coolant. The upper portion of the chamber acts as a reservoir for collected air. During engine operation, as coolant temperature increases and expansion occurs, the filler cap acts as a relief valve, opening at 10 psi to release air and expanded coolant into the overflow recovery bottle. After engine shutdown, coolant in the system cools and contracts, lowering internal pressure below atmospheric pressure. The resulting partial vacuum draws coolant from the overflow recovery bottle back into the system through the pressure filler cap.

(b) Heat Boost Circuit (Optional)

The heat boost circuit functions to increase supply air temperature at the air outlet in the heating mode of unit operation. The heat boost coolant circuit consists of a normally-closed, two-way 24 VDC solenoid valve, a 2-row, 18 circuit tube and fin EGW heat exchanger, interconnecting 1-1/2 in. I.D. hose and clamps installed in parallel with the conventional engine coolant circuit. The solenoid valve is installed in the coolant line from the heat exchanger coil to the coolant expansion valve. The heat boost coil is mounted in the air outlet chamber inside the evaporator coil box. The coil assembly is a forced air convection heat exchanger comprising staggered circuits of finned copper tubing enclosed in a galvanized steel casing with inlet and outlet header pipe manifolds. The solenoid valve controls coolant flow through the secondary heat boost circuit. The engine coolant, a heat transfer solution comprising 50% ethylene glycol antifreeze concentrate and 50% demineralized water, transports the waste heat rejected by the engine during fuel combustion to the heat exchanger coil where the heat is transferred to the air supply. The coolant is circulated through the engine and plumbing circuit by the engine water pump. The heat boost coil dissipates the heat gain absorbed by the engine coolant, applying finish heat to the supply air at the inside

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coil box air outlet. The EGW heat exchanger provides up to 40oF (4,000 Btu/min.) of additional heat in the heating mode of unit operation.

COOLANT CIRCUIT - THERMOSTAT FIGURE 21

OUTSIDE COIL (C5)

SHUT OFF VALVE (V41)

RECLAIMTANK

10LB. CAP

DIESEL ENGINE(C1)

EXPANSION TANK (C9)

PTO (C26)

INSIDE COIL (C4)

HEAT BOOST COIL (C29)

HEAT BOOSTSOLENOID (L7)

NOTE: Heat boost coil (C29) and Heat boost solenoid (L7) only supplied with optional heat unit.

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(5) Fuel System

The fuel system comprises the following components: a 130 gallon (492 liter) capacity vented fuel tank; an optional fuel level switch; a fuel level sender; a filler cap; outlet check valve; fuel suction filter; fuel pump; fuel injectors; and the necessary interconnecting fuel lines and fittings. A restricted fitting installed in the return fuel manifold maintains system pressure. Fuel is drawn from the fuel supply tank through the fuel strainer and enters the fuel pump inlet. The fuel pump is a positive displacement unit that delivers flow to the pressure filter, through the fuel inlet manifold and injection pumps, to the inlet of each injector. The fuel is filtered through elements in the injectors and atomized through the spray tip orifices into the combustion chamber. Surplus fuel is delivered to the return manifold and interconnecting fuel lines back to the fuel tank. Fuel flow to the injector is controlled by an electronic governor. Automatic engine shut down occurs whenever the following conditions exist:

1. Engine temperature reaches 240°F (115oC).

2. Engine oil pressure drops below 15 psi @ idle.

3. Compressor discharge pressure exceeds 320 psig.

4. Compressor suction pressure falls below 0 - 5 psig.

5. Refrigerant discharge temperature exceed 240°F (115oC).

(6) EMR (Electronic Engine Control Module) (See Figure 22)

The EMR controls the speed of the engine. It fulfils all the functions of the mechanical controller plus other functions. The main components of the EMR are the sensors, the control unit and the actuator. Engine-side and unit-side equipment is connected to the EMR control unit by way of separate-prefabricated wiring harnesses. The unit-side wiring is installed by the unit manufacturer.

(7) Charging System

(a) Alternator (G1)

A 24 VDC alternator provides the electrical current required to maintain the storage batteries in a charged condition and to supply sufficient current to support other electrical load requirements up to the rated capacity of the alternator. An integral voltage regulator controls the voltage and current output of the alternator and ensures that battery charge is maintained. The alternator rated capacity is 35 amps output current.

(b) Storage Battery (BT1, BT2)

Two 12 VDC lead acid batteries are installed in series in the unit electrical system to provide 24 VDC operating power. The flooded electrolyte wet cell batteries are rated at 1,000 cold cranking amps, 200 minutes reserve capacity. The batteries are equipped with SAE type A top post terminals. The batteries conform to BCI group size 31.

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ELECTRONIC ENGINE CONTROL MODULE (EMR) FIGURE 22

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C. Power Take Off (C26)

A heavy-duty power take off is installed over the engine flywheel to transmit engine power to the compressor and supply air blower. The power take off combines a direct in-line drive for running the compressor and a side-loaded drive for operation of the blower. The in-line drive incorporates an overload type coupling assembly. The side-loaded drive incorporates multi-sheave pulleys and a poly v-band drive belt. The power take off utilizes a lever operated over-center clutch. The power take off is designed to fit an SAE #2 housing. The clutch is a 11.5 inch double plate assembly. The power take off is of suitable capacity for either side-load or in-line applications. It consists of a cast housing, shift lever and rod, release bearing and yoke, tapered roller main bearing supported drive shaft, ball pilot bearing, bearing retainer, flywheel drive ring, clutch body, pressure plate, facing plate and center plate, adjustment ring and lock, wear ring, throw-out bearing lever and spring, and fasteners. The drive ring is bolted directly to the flywheel. The ring incorporates spur gear teeth that mesh with the clutch plate ring gear. The clutch is comprised of the clutch hub and back plate, facing plate, center disc, adjusting ring, wear ring, release bearing assembly, and pressure plate assembly. The power take off assembly is equipped with an 11-1/2 inch diameter double-plate clutch. The clutch plates are faced with organic friction material. A spherical pilot bearing and bronze release bearing are installed. The clutch back plate hub extends through the center of the facing plates, spacer plate, and pressure plate. The hub is connected through linkage to the release bearing sleeve. The release bearing, which consists of two halves and fasteners, is installed over a bearing collar on the sleeve. Trunnions on the bearing halves are engaged by the release yoke. The release yoke, consisting of a keyed split tube with a forked arm on each end and clamping bolts, is centered on a splined shaft that extends through the clutch housing. The operating handle is fitted with a clamping bolt that secures the handle to the shaft. The yoke is secured in a stationary position by shaft keys. When the handle is pulled aft, the release bearing sleeve is pulled back by the yoke forked arms. The lever connecting the sleeves to the cam lock links forces the links down, releasing the cam locks and relieving spring pressure. This action releases the clutch facing plates to rotate freely at flywheel speed. When the handle is pushed forward the lever forces the cam links against spring pressure into contact with the pressure plate wear ring. This action draws the hub plate aft, compressing the clutch facing plates between the hub plate and the pressure plate. The amount of clutch handle throw is controlled by the adjustment of the pressure plate threaded ring. The threaded ring screws into the pressure plate. A wear ring fitted to the threaded ring provides a surface for the cam links to operate on. The threaded ring may be adjusted through the power take off housing inspection cover. A lock bar, that mates with notches in the threaded ring, secures the threaded ring after adjustment has been accomplished. The power take off housing is bolted to the flywheel housing on the engine. The rear of the driveshaft is supported by main roller bearing assemblies contained in the housing. The shaft pilot extension is supported by a ball bearing pressed into the flywheel. The release bearing, main bearing, and cross shaft are grease lubricated through fittings provided on the housing. Clutch cam linkage and levers are lubricated with engine oil. Grease applied to the release bearings fills the inner grooved recess of each bearing half. Over-lubrication of the release bearing may cause excess grease to contaminate the clutch discs. During normal operation, the clutch remains engaged. The power take off should be engaged with the engine operating under 1,000 rpm. To assure proper clutch facing alignment and to prevent stalling the engine, clutch engagement should occur at idle speed. Engaging the clutch with the engine off will cause clutch misalignment and result in excessive wear. Engaging the clutch at high speeds will glaze the friction discs. The clutch should never be allowed to slip for more than one or two seconds before complete engagement or disengagement.

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XX

TRAILER RUNNING GEAR FIGURE 23

1. ....Wheel and tire assembly 2. ....Front axle assembly 3. ....Latch, tow bar release 4. ....Tow bar 5. ....Parking brake 6 .....Carrier, front axle 7. ....Rear axle assembly 8. ....Carrier, rear axle

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D. Trailer Running Gear (See Figure 23)

The trailer running gear comprises a front axle, carrier, carrier support, leaf springs, and towbar; a single rear axle, carrier, and leaf springs; six wheel and tire assemblies; and mechanical parking brakes. Running gear capacity is 17,000 lbs (7,711 kg). The running gear utilizes a fifth wheel design front axle that allows the unit to be turned in a radius equal to its length. Leaf spring suspension permits smooth towing over irregular surfaces. The rear axle dual wheels provide increased carrying capacity to accommodate unit front to rear weight distribution. Front axle capacity is 6,000 lbs (2,722 kg). Rear axle capacity is 11,000 lbs (4,989 kg). The mechanically actuated parking brakes are automotive type assemblies with internal expanding shoe, backing plate, and drum. The brakes are designed to lock the wheels and skid the trailer when subjected to a sufficient towing force applied in either a forward or reverse direction. The parking brakes will maintain trailer position, under full load, on a 11.5 degree grade. The parking brake is the only means of holding the trailer in a stationary position when the tow bar is disconnected from the towing vehicle. Dead man or run-away braking is optional. A gravity latch retains the tow bar in the elevated position. The latch may be actuated at any degree of steering angle. Raising the tow bar does not apply the parking brake. A 4 in. I.D. heavy-duty forged steel lunette eye is welded to the towbar. The towbar is a heavy-duty assembly of open channel steel construction. The towbar hinge pin is 1.0 inch in diameter. The parking brake lever is an over-center assembly incorporating a handle with knurled adjustment knob, heat treated alloy steel load link, pins, fasteners, and side-mount brackets. The lever has two end positions, “over center” and “off,” which are approximately 90 degrees apart. To compensate for cable travel, brake lining wear, and to allow setting apply tension, the brake lever incorporates an adjustment knob, providing approximately 1.5 inches total adjustment and infinite positioning within that range. An optional setscrew prevents unauthorized adjustment of the parking brake. Since the parking brake system combines a linear, rigid control rod with adjustable linkage, “mechanical advantage” describes the braking action provided. Movement of the lever operates a control rod connected to a trailer cross shaft. Adjustable linkage interconnects the brake backing plates with pivot brackets installed on the cross shaft. The pivot brackets, which rotate on the cross shaft, actuate the linkage when the brake lever is moved to the over-center position. The turnbuckle assemblies are connected to a control lever on the brake backing plate. A wedge secured to the lever by a clamping bolt expands the brake shoes against the machined surface of the drum. The output end of the load link is connected to an SAE 3/8-24 UNF control rod clevis. The parking brake is equipped with 9-inch diameter, 2-inch wide shoe and lining assemblies and matching drums. The front axle is manufactured from square mechanical steel tube and includes welded steering and wheel hub spindles. The axle track is 22-1/2 inches (57cm). Front leaf springs are 23 inches (58 cm)long eye-to-center of slipper with four leaves. Nylon bushings are installed in the spring eyes. The springs, two inches wide, are attached through U-bolts to the axle and through hardened steel fasteners to the fifth wheel steering arm. The rear axle is manufactured from deep section rectangular mechanical steel tube and includes welded wheel hub spindles. The axle track is 73 inches (185 cm). Rear leaf springs are 27-1/2 inches (70 cm) long eye-to-center of slipper with eight leaves. Nylon bushings are installed in the spring eyes. The springs are attached through U-bolts to the axle and through hardened steel fasteners to shackles welded to the rear carrier assembly. The rear axle is equipped with 2 in. X 9 in. drum type parking brakes and dual hubs. The running gear wheels and hubs are designed to permit towing the trailer over various ramp surfaces in all weather conditions. Wheels are steel single-piece assemblies 10 inches (25 cm) in diameter with 5 bolt holes on 5.5 inches (14 cm) centers. Wheel diameter is 5.5 inches (14

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cm). Wheel bolts are ½-20 UNF size with helical, split lock washers and hex nuts. The rims are 5 degree flat base wheels with “F” contour. Valve hole location is one-inch offset. The hole accommodates a standard TR-135 tube valve stem. The valve stem is equipped with a .305-32 cap thread. Load range “E” (10 PR) 7.50-10 highway trailer tires are mounted on the rims. Tire design section width is 8.0 inches and 25.46 inches overall diameter. The load rating over paved roads at 10 mph (16 km) is 2,860 lbs (1,297 kg). capacity at 85 psi inflation pressure. The hub assembly is a conventional cantilever mounted cast iron assembly, equipped with grease seal, tapered roller bearings, press-fit bearing races, keyed washers, castellated nut, cotter pin, and dust cover. The cantilever type hub is a full-float assembly installed on the trailer front and rear axle spindle.

E. Mechanical Drive Components (See Figure 24)

(1) PTO Drive

Engine horsepower is transmitted to the compressor and supply air blower through a power take off assembly with manually operated clutch, a multi-ribbed v-belt, drive coupling, quick-disconnect shaft mounted sheave assemblies, and taper-lock bushings. The power take off driveshaft is connected in-line with the input shaft of the compressor through an overload drive coupling. The blower is belt driven from a multi-sheave pulley installed on the power take off driveshaft in front of the drive coupling and a matching pulley on the blower input shaft. The blower input shaft is mounted on the blower drive frame, supported by pillow block bearings. The blower fan is connected to the input shaft through a hub, setscrews, end plate, shaft key, eight cap screw fasteners, and center bolt. All fasteners are cross-drilled and safety wired. The only side loading occurs from the overhung load imposed from the torque transmitted by the belt drive. Quick-disconnect bushings and matching multi-sheave pulleys transmit rotational force to the blower drive belt. The quick-disconnect bushings and sheaves are precision machined from gray or ductile iron. Drive pulleys are electronically balanced. The bushing is inserted into the hub of the pulley, then installed on the component driveshaft over the keyway. Cap screw fasteners are then installed through the bushing flange into tapped holes in the pulley. The screws draw the bushing into the tapered bore of the pulley, compressing the split bushing. The bushing will then grip the full circumference of the shaft. The bushing grips the component drive shaft securely. The bushing flanges are drilled with a second set of tapped holes that permit using the cap screws to draw the bushing from the pulley bore. The bushing may be installed either on the outside or inside of the pulley. The screws are installed through tapped holes in the pulley hub when the bushing is located inside. The attaching screws are always located on the outside where they are easily accessible. When the bushing flange is facing toward the component, the tapped holes in the bushing flange are aligned with drilled holes in the sheave hub. When the bushing flange is away from the component, the drilled holes in the bushing flange are aligned with the tapped holes in the sheave hub. Industry standard size “SF” and “SK” bushings are installed on the indirect belt drive system. The compressor drive coupling is a rigid assembly consisting of a 2-1/2 inch I.D. PTO shaft coupling half; a 2.802/2.805 in. I.D. compressor shaft coupling half; a 2” diameter compressor shaft bushing; a 10-1/4 inch long center spool; spacer links, fasteners, and calibrated overload disc packs. The disc packs are designed to relieve the shearing stress caused by shock load torque. The drive belt is a multi-segment banded v-belt assembly consisting of five double-wrapped “BP” section ribs. The ribs are wrapped with a cotton polyester fabric cover impregnated with synthetic neoprene rubber compound. The belts comprise a tension section of rubber compounds that stretch as the belt bends, a rubber compression section, and polyester and aramid fiber cords that carry the horsepower loads. The multi-segment belt design

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multiplies belt strength and load carrying capacity and eliminates belt whip, pulsation, overload shock, and turnover. The belt is 81 inches (205.7 cm) overall outside length. “BP” section belts are 21/32 inch wide at the top with 7/16 inch high sides. Wrapped v-belts eliminate static electricity through the cover. Belt drive alignment is critical, with pulley angular misalignment to a maximum of .33 degree resulting in 4-13 percent reduced life span. The belting tolerates up to .005 in./inch parallel misalignment. Maximum static tension for a new belt is 45 lb. ft. per rib and 15 lb. ft. per rib for a used belt. Drive pulleys must be replaced when excessive wear allows the pulley rib tip to contact the belt rib root. The poly-rib belt requires less energy to operate than conventional v-belts. The sides of the belt should wedge the belt in the groove. The belt grips the pulley. If the pulley is excessively worn, allowing the belt to ride on the bottom of the groove, the belt will be forced away from the sides, reducing belt grip and drive performance. A screw adjusted belt tensioner pulley assembly is mounted on the blower frame. All belt drives are fully protected by screens or guards in accordance with OSHA requirements.

(2) Engine Fan Drive

The engine fan drive assembly provides the mass air flow required to accomplish heat transfer in the outside condenser coil. The compressor delivers hot, dense high pressure refrigerant vapor to the condenser. The cooler ambient air flow forced through the coil by the fans causes the hot high pressure vapor to condense to a liquid as the heat carried by the refrigerant dissipates. This heat transfer rejects the heat absorbed by the refrigerant in the evaporator coil. The fan drive assembly consists of twin, 42” diameter, propellers with (C11, C30) 1-1/4 inch tapered bushing; 2 pair of conventional heavy-duty “BP” section v-belts ; quick-disconnect shaft mounted pulleys; tensioner pulleys; taper-lock bushings; spacers; engine stubshaft; and pillow block bearings. The fan drive pulleys are belt driven from a multi-sheave crankshaft pulley installed on the engine stubshaft. Each drive pulley is driven by a matched pair of v-belts. Fan input shafts are supported by pillow block bearings mounted on the venturi frame. The fan venturi assures that air flow through the condenser coil is symmetrical.

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MECHANICAL DRIVE COMPONENTS FIGURE 24

(1 OF 2)

1

4

2

3

1. ....Power take off 2. ....Drive belt 3. ....Overload coupling 4. ....Drive pulley Pro

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MECHANICAL DRIVE COMPONENTS FIGURE 24

(2 OF 2)

1. ....Propeller fan (C11, C30) 2. ....Fan venturi 3. ....Drive shaft 4. ....Pulley

5. ....Drive belts 6. ....Idler 7. ....Drive pulley 8. ....Stub shaft

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F. Supply Air System (See Figure 25)

The supply air circuit consists of a centrifugal fan wheel; a power take off belt drive; mechanical drive components; the blower housing with washable inlet filter; inside evaporator coil assembly; the coil enclosure; hose outlet assemblies; and supply air delivery hose(s). The supply air system provides controlled conditioned air flow, adjustable to meet individual cooling requirements depending on variable conditions such as heat and electrical load, passenger load, and ambient temperature. Ambient air is drawn through a 3/8-inch thick open pore polyurethane foam filter at the blower inlet. The cleaned air is compressed by the blower and forced through the evaporator coil where heat transfer occurs. The cooled air is then supplied through the delivery hose to the aircraft. The supply air compressed by the blower fan is forced through a diffuser on the top of the evaporator, and through the lower diffuser, into the evaporator chamber where moisture separates from the air and collects in a drainage tray. From the lower chamber, the air enters the outlet assemblies that contain the air delivery dampers. The air delivery dampers rotate 90 degrees from the fully closed to the fully open position. A rubber seal in each damper shuts off air flow in the closed position.

(1) Blower Assembly (C6) (See Figure 26)

The blower assembly consists of the centrifugal fan wheel, of aluminum construction, and a steel blower shroud with diffuser. The centrifugal fan wheel has blades that are flat and backward inclined, leaning away from the direction of the wheel’s rotation. This type of fan is efficient and designed to operate at high speeds. A rotating blower wheel draws air in through the inlet, increases its velocity, and discharges the air from the housing outlet. The purpose of the housing is to convert the high velocity pressure produced by the fan blades to static pressure at the housing outlet. The conversion process is dynamic. Total air pressure includes both velocity and static elements. Pressure conversion is improved by the diffuser, which acts to straighten the flow. Flow rate and static pressure at the blower outlet increase as the diffuser angle increases. By providing a gradual increase in the flow area, a diffuser gradually decreases the air velocity and produces a higher static outlet pressure. Static pressure identifies the pressure required to overcome the system’s resistance to air flow expressed in inches of water. Static pressure, which exists in air at rest or in motion, represents potential energy. Two types of losses are associated with pressure conversion: loss due to friction and loss due to flow separation. Static pressures must equal the sum of the pressure losses in the system at the required flow rate. Static efficiency is the ratio of total air horsepower output to impeller horsepower. Total air horsepower output consists of static and velocity elements. Maximum static efficiency falls at the top of the performance curve before the stall recession. In an efficient air delivery system, air delivery duct static pressure losses must be made up by the pressure generated by the blower. Velocity pressure, expressed in inches of water, is produced by the velocity of air flow and represents kinetic energy. Total pressure in the air moving system is the sum of static and velocity pressure. Total absolute pressure at any point is the sum of total pressure and atmospheric pressure. The total required velocity pressure at any point in a system is fixed by the rate of air flow that must be maintained. Any fan adds kinetic energy to the air in an air moving circuit. Part of this kinetic energy is converted to potential energy or static pressure. Static pressure is equal in all directions in still air. In moving air, static pressure can be accurately measured with a manometer connected to a pressure tap flush with the inner wall of the duct. Total pressure is measured by an open-ended probe (pitot tube) facing directly into the air flow. The

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difference in liquid levels in the manometer records the total pressure value. Velocity pressure is the difference between total and static pressures. Resistance to air flow in an air delivery system is caused by the combined effect of duct friction and the energy dissipating effect of turbulence. Total system resistance can then be expressed as the overall static pressure loss that corresponds to air velocity and velocity pressure. The total energy discharged by the fan is a product of flow rate (cfm) and total pressure. Static pressure decreases as the flow rate increases. The point of operation in an air delivery system is the intersection of flow rate and static pressure at a given fan speed. Air horsepower is the energy delivered by the fan to an air moving system. When the fan discharges into a plenum chamber, the velocity head is dissipated in turbulence. In static pressure applications, system performance is represented by static air horsepower and static air efficiency values. Air density increases static pressure and system resistance. The air power required to move a given weight of air is least when the fan is located at the point of greatest system air density. The performance of all fans and blowers is governed by rules of physics referred to as Fan Laws. Air volume flow rate (cfm), rotation speed (rpm), static pressure (sp), and horsepower (hp) required to drive a blower fan. When volumetric air flow rate changes, all the other values change. Delivered air volume varies directly with the speed ratio and is not affected by changes in air density. Static pressure varies with the square of the speed ratio and varies directly with the density ratio. Horsepower varies with the cube of the speed ratio and varies directly with the density ratio. The performance requirements at a new air flow rate are calculated by finding the ratio of the new flow rate to the existing flow rate. The new rpm required is found by multiplying the ratio by the existing rpm. Static pressure is found by multiplying the ratio by itself and the result by the existing static pressure. To determine the new horsepower requirement, multiply the ratio by itself twice, then by the existing horsepower. Finally, calculate the percent of change required by comparing existing conditions with new performance requirements.

(2) Air Intake Filter (F11)

The two-piece air intake filter-silencer removes dirt, dust, pollen, and other foreign materials from the ambient air. It is mounted on the blower inlet and is easily removable. The filter dampens sound and provides sufficient element area to maintain adequate air velocity.

(3) Hose Outlet Chamber

The outlet chamber(s) directs the supply air into the delivery duct hose connected to the aircraft conditioned air inlet. The hose outlet assembly consists of a single or optional double hose connector rings, damper gate plates, gate shafts, bushings, damper handles, and mounting brackets. The connector rings accommodate 12-inch I.D. duct hose. Gate plate fasteners are safety wired for security. On standard units equipped with a single hose connection, the optional hose connection is blocked by an insulated cover plate.

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AIR DELIVERY SYSTEM FIGURE 25

1 ..... Blower assembly (C6) 2 ..... Coil enclosure 3 ..... Evaporator (inside coil) (C4) 4 ..... Inlet air filter (F11) 5 ..... Air outlet damper 6 ..... Outlet chamber 7 ..... Power take off (C26)

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BLOWER ASSEMBLY FIGURE 26

1 .....Filter assembly (F11) 2 .....Blower outlet 3 .....Blower housing 4 .....Blower drive shaft 5 .....Idler pulley

6 ..... Tensioner 7 ..... Drive pulley 8 ..... Blower frame 9..... Blower fan

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(4) Air Delivery Hose Assembly (See Figure 27)

The air delivery hose assembly includes a male coupler ring for attachment to the conditioned air outlet chamber through turn catch latches; a round or an optional lay flat 12-inch I.D. flat or wire reinforced duct hose with scuff strip, and transition section to 8-inch I.D. cuff; hose clamps; and quick connect/disconnect hose coupler assembly. Standard hoses are supplied non-insulated. Insulated hoses are optional. Hoses are available in various lengths and sizes to meet customer requirements. Hoses may be connected through aluminum sleeves in multiple lengths. All materials used in hose construction are fire resistant. The duct is designed for outdoor use in all types of weather including damp, salt-laden air for extended periods of time. The hose may be handled in any direction with a minimum crimping of fabric. The helical stiffener core in wire-reinforced hose prevents transverse collapse and excessive area reduction during sharp bends. The internal surface of the duct is constructed to minimize air friction losses and leakage. This type of hose may be retracted to 20 percent of its full length to permit compact storage. The hose may be stored without damage in ambient temperatures ranging from -80°F (-62°C) to 160°F (71.1°C). The duct hose resists exposure to salt-fog atmosphere, fungus growth, ultraviolet light, ozone, and rain. The hose is capable of withstanding internal temperatures to 250°F (121°C); internal operating pressures of 3 psig; and tensile pulls to 600 lbs. (12 in. size) without rupture or separation. The exterior hose fabric is non-permeable, highly resistant to abrasion, and is repairable. The fabric and scuff strip are lock stitched to prevent unraveling if broken. Hose weight is approximately 1.8 lbs./ft. The hose-to-aircraft coupler clamped to the end of the hose is a quick connect/disconnect assembly of all stainless steel construction matching the industry standard specifications (MS33562) for aircraft 8-inch conditioned air connectors. The coupling consists of a stainless steel body and sliding ring, opposed loop handles, adjustable hook latches, locking levers, and compression springs. The handles aid pushing the coupling steel hooks into the slots on the aircraft connector ring. The slots are located 180 degrees apart on 9-1/8 in. centers. The coupler is twisted ¼-turn to engage the connector ring; then clamped into position tightly using the spring-loaded locking levers. A replaceable neoprene gasket seals the circumference of the connector.

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3

SEE VIEW A

2

1

AIR DELIVERY HOSE ASSEMBLY FIGURE 27

(1 OF 2)

1 .....Hose 2 .....Hose coupler 3 .....Inside coil box

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(2 OF 2)

ACE-277-004

ACE-277-804

P/N 1003414-6

AIRCRAFT COUPLER

VIEW A

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G. Instrument Panel (See Figure 28)

The instrument panel assembly is located on the right side of the unit forward of the engine access door. The panel is recessed in the main frame to protect controls and indicators. The panel consists of: controls for starting the engine; indicator pilot lights; hourmeter; gauges for monitoring battery condition, engine speed, and fuel level; panel lights are provided for nighttime instrument panel illumination. Individual panel components are described below:

(1) Ignition Switch (S2)

The ignition switch is a keyless three-position rotary switch with “OFF,” “ON,” and “START” positions. The “ACC.” Position is not utilized. The switch incorporates a mechanical start circuit lockout feature that prevents inadvertent starter motor operation when the engine is running. Once the ignition switch has been rotated to “START”, a ratcheting mechanism prevents the switch from being rotated to the “START” position again without being cycled back through the “OFF” position. The switch is a sealed assembly without ground terminal. Screw terminal connections are provided. The anti-restart switch supplies 24 VDC battery power to the engine starter relay. In the “RUN” position, it supplies operating power to the gauges monitoring engine oil pressure, coolant temperature, and fuel level; to the voltmeter; to the compressor high/low oil pressure switch; to the compressor discharge temperature switch; to the optional heat/cool switch; and to the optional low fuel level warning relay or low fuel level shutdown time delay relay and power relay. When the ignition switch is rotated to “START”, 24 VDC battery power is applied to the control winding of starter relay (K2).

(2) Quad Gauge (G21)

The quad gauge contains 4 analog engine gauges.

(a) Fuel Level Gauge The fuel level gauge operates in conjunction with a variable resistance sending unit installed in the fuel supply tank to provide an analog indication of fuel tank level. The gauge is operated by a sender installed on the fuel tank. The fuel level sender incorporates a float and arm assembly, resistor housing, mounting flange, support arm, and terminal post stud for connection of the gauge signal wire. Resistance to current flow through the sender coil varies depending on the position of the float. Resistance to current flow through the sender affects the strength of the magnetic field, causing gauge pointer movement.

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INSTRUMENT PANEL ASSEMBLY FIGURE 28

(1 OF 3)

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1 .....Instrument panel assembly 2 .....Electrical box 3 .....Blower pressure gauge 4 .....Supply air temperature gauge 5 .....Relay panel assembly 6 .....Heat/Cool switch (optional) Pro

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(2 OF 3)

1 .....Tach-hourmeter 2 .....Quad gauge 3 .....Panel light 4 .....Glow plug light 5 .....Ignition switch 6 .....Rpm adjust knob 7 .....Check engine light

8..... Emergency stop 9..... Engine oil pressure light 10... Engine coolant temperature light 11... Coolant level light 12... Instrument panel 13... Contact block 14... Potentiometer

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(3 OF 3)

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1 .... Low fuel shutdown relay (option) 2 .... Low fuel warning relay (option) 3 .... Low coolant relay 4 .... Relay panel 5 .... Terminal strip Pro

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(b) Voltmeter

The voltmeter is an integral part of the quad gauge, which senses the state of potential (battery) voltage between different points in an electrical circuit, providing an accurate indication of ongoing battery condition (charge state). The meter indicates battery condition on an 20-32 VDC range. A fully charged battery provides maximum force in volts through an electrical system.

(c) Oil Pressure Gauge

The oil pressure gauge (a 0-100 psi low sending device) operates in conjunction with a pressure switch/sending unit installed in the engine block to provide an analog indication of engine oil pressure.

(d) Coolant Temperature Gauge

The coolant temperature gauge [a 120oF - 250oF (50oC - 115oC) high sending device] operates in conjunction with a combination temperature switch/sending unit installed in the engine thermostat housing to provide an analog indication of engine coolant temperature.

(3) Tach-Hourmeter (G2)

The tach-hourmeter contains an analog tach-meter and a digital hour-meter

(a) Hourmeter (M1)

The hour-meter installed on the instrument panel is an electrically operated clock that measures elapsed engine operating time digitally on an odometer display in tenths of an hour to a maximum of 9,999.9 hours. Accuracy is ± one percent. The hour-meter is activated through battery power whenever engine is running. The primary function of the hour-meter is to record engine operating time for the purpose of scheduling preventive maintenance at required intervals. The ignition has to be on for meter to display recorded time.

(b) Electric Tachometer

A 0-4,000 rpm tachometer is installed on the instrument panel. The tachometer is a programmable, low frequency unit that measures engine speed by displaying the number of revolutions (rpm) of the engine crankshaft. The tachometer is a variable ratio negative grounded device driven through a signal from the engine alternator “R” terminal. No physical sensor is required. The tachometer is provided with a slot, which allows adjustment using a flat head screwdriver.

(4) Panel Light (DS1)

The instrument panel is illuminated during operation by a panel light (DS1) installed on the instrument panel assembly. The light is controlled by the engine ignition switch, and is lit whenever the ignition switch is on.

(5) Rpm Adjustment Control (R100)

A variable resistor (potentiometer) is used to adjust the engine speed. The potentiometer has a power rating of 2 watts and the resistance can be varied from 0 to 2,500 ohms.

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The potentiometer is fitted with a finger grip type knob for easy manipulating. Turning the potentiometer clockwise or counter-clockwise increases or decreases the engine rpm respectively, by controlling the voltage that is supplied to the EMR, which in turn regulates the engine speed.

(6) Emergency Stop (S1)

The emergency stop switch is a push button operator with a normally closed contact block. Pushing the operator in, opens the normally closed contact, and interrupts power to the run circuit of the unit. This position is maintained until the operator is released by twisting it counter-clockwise.

(7) Indicator Lights

Several indicator lights are mounted on the instrument panel to identify faults, they are miniature lights.

(a) Glow plug indicator (DS19)

Amber lens, 24V bulb. This indicator is lit whenever the glow plugs are operating. The unit should not be started until this light goes out, indicating that the engine is at a temperature that is ready for unit operation.

(b) Check Engine Light (DS17)

Red lens, 24V bulb. This indicator is lit whenever there is an engine fault, if the fault is not serious enough to damage the engine the light would stay on continuously until cleared from the EMR. If the fault is serious the engine fault light will flash and the engine will shutdown. The engine will not re-start until the problem is resolved. The fault code can then be erased from the EMR.

(c) Coolant Level Light (DS20)

Red lens, 24V bulb. This indicator is lit if the coolant level is below a safe operating level. When this indicator is illuminated, the unit would have shutdown on low coolant, this light is independent of the EMR, and is activated by a liquid sensor located in the expansion tank near the top.

(d) Engine Coolant Temperature Light (DS21)

Red lens,24V bulb. This indicator is illuminated if the engine water temperature exceeds warning limit, or if the temperature exceeds the shut off limit.

(e) Engine Oil Pressure Light (DS22)

Red lens, 24V bulb. This indicator is illuminated if the engine oil pressure falls below the warning limit or if the oil pressure falls below the shut off limit.

H. Blower Pressure Gauge (G20)

A 0 to 60 in. H2O pressure gauge is provided on the sub-panel below the instrument panel. This gauge indicates blower pressure. The gauge is connected through a capillary tube to the coil box outlet.

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I. Supply Air Temperature Gauge (G19)

A compound gauge assembly with integral capillary tube and sensing bulb is installed in the sub-panel. The gauge indicates the temperature of the air leaving the outlet chamber to the hose outlet. The temperature sensing bulb is installed in the air outlet. Gauge temperature range is -40°F (-40°C) to 180°F (82.2°C).

J. Relay Panel Assembly

The relay panel assembly is mounted on the rear of the electrical box. It contains relays for low fuel warning and shutdown options. It also has the control relay for low coolant shutdown operation.

(1) Low Coolant Shutdown Relay (K7)

The relay’s normally closed contact is in series with the other safety devices. It is energized by the low coolant sensor, if the coolant level falls below the shut off limit. When energized the relay interrupts power to the EMR, shutting down the unit and energizes the low coolant warning light.

(2) Low Fuel Warning Relay (K3) (Optional)

This relay powers the low fuel warning light, whenever there is approximately 30 minutes of full load operating time worth of fuel remaining.

(3) Low Fuel Shutdown Relay (K4) (Optional)

This relay intercepts power to the EMR shutting the unit down, 25 minutes after the low fuel warning is actuated, 5 minutes before the units runs out of fuel. This option ensures unit fuel system stays primed after shutdown, saving hours on de-aerating the system if left to run dry.

K. Heat/Cool Switch (S21) (Optional)

The heat/cool switch, located on the electrical box, is accessable from the engine compartment. It is a four-pole double throw, bat toggle switch. When positioned in the cooling mode operating power is supplied to the suction load/unload pressure switch (S11), the heat cool solenoid valve (L10) and the vapor injection solenoid valve (L6). When positioned in the heating mode, operating power is supplied to the discharge load/unload pressure switch (S20). In the cooling mode the load/unload solenoid (L2) is energized by the suction control switch (S11) and in the heating mode the load/unload solenoid (L2) and the heat boost solenoid (L7) are energized by the discharger control switch (S20).

L. Fault Circuit

The following conditions are continuously monitored during unit operation: engine temperature and oil pressure; engine coolant level fuel level (optional); compressor discharge temperature; compressor suction and discharge pressure. Should a fault condition occur, control power to the EMR will be interrupted, resulting in immediate engine shutdown.

(1) Coolant Level Sensor (S4)

The low coolant shutdown system consists of a solid state coolant level sensing unit (S4) installed in the coolant expansion tank, a solid state power relay (K7) and interconnecting

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wiring. The sensing unit is a capacitance actuated solid state unit. The case grounded sensor has three electrical connections: supply voltage, output signal, and a self-test lead. The self-test lead aids in checking the fault system for proper operation. When a low coolant condition occurs, the sensor actuates a system power relay (K7) that interrupts power to the EMR, initiating engine shutdown. Whenever the ignition switch (S2) is at the “RUN” position, 24 VDC battery power is applied to the coolant sensor input terminal. The coolant sensor operates on the capacitance sensing principle. The probe portion of the unit extending into the coolant, forms one plate of the capacitor and the coolant medium forms the other plate. The dielectric coating on the probe separates the plates. With coolant medium present, the capacitance is greater than when medium is absent. The difference in capacitance is used by the integral electronics to provide a solid state ON-OFF signal.

(2) Compressor High/Low Pressure Switch (S7) (See Figure 29)

The pressure switch (S7) monitoring suction and discharge pressure is installed on the side of the electrical box inside the engine compartment. The pressure switch, installed in the safety circuit will interrupt power to the EMR shutting down unit, whenever compressor suction pressure drops to the low setpoint or discharge pressure rises to the high setpoint of the control. The pressure switch consists of two automatic reset single pole single throw switches; NEMA Class 1 enclosure with lexan front captive screw cover; #8-32 UNC screw type terminals; ¼” SAE flare connections; laser welded stainless steel bellows. Heavy duty plated steel frame; precision ground springs; tempered steel mechanism and slotted screw adjustment, the low pressure side of the switch opens at -10” Hg, with 5 psi differential pressure. The high side of the switch opens at 320 psi. high side differential is 70 psi.

(3) Compressor Discharge Temperature Switch (S8) (See Figure 30)

This switch monitors the discharge temperature of the compressor. It is installed in the safety circuit and will interrupt power to the EMR shutting down the unit whenever the compressor discharge temperature reaches 250oF (120oC). The temperature has single pole, double throw electrical action, with a deadband of 15oF(-9oC). The switch is a ½ NPT plug type, stainless steel construction and is mounted in the discharge plumbing at the compressor outlet.

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COMPRESSOR HIGH/LOW PRESSURE SWITCH FIGURE 29

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5 1 ... Modular enclosure with Lexan screw cover 2 ... High pressure adjustment 3 ... Differential pressure adjustment 4 ... Low pressure adjustment 5 ... Direct reading range and differential pressure scale

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COMPRESSOR DISCHARGE TEMPERATURE SWITCH FIGURE 30

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M. Suction Pressure Limit Switch (S12) (See Figure 31)

This switch (S12) is located on the side of the electrical box inside the engine compartment. The pressure switch (S12) limits suction pressure by controlling refrigerant flow to the evaporator. Flow is controlled by actuation of a normally-open solenoid valve (L4) installed in the liquid line. The solenoid valve (L4) is energized during normal unit operation, providing external balance line porting to the main expansion valve (V6), allowing the valve to admit refrigerant to the evaporator when suction pressure is below 50 psig. The expansion valve (V6) is controlled thermostatically by sensing bulb temperature and pressure. The balance line porting provided by solenoid valve (L4) eliminates the influence of pressure drop through the evaporator. The pressure limit switch (S12) de-energizes the liquid line solenoid valve (L4) when evaporator pressure rises above 55 psig. When de-energized, the solenoid valve (L4) provides discharge pressure to the power assembly to shut off the expansion valve (V6) and stop refrigerant flow to the evaporator coil. When the balance line is closed, liquid line pressure combines with expansion valve spring pressure to hold the valve diaphragm closed, overcoming sensing bulb pressure to shut off refrigerant flow to the evaporator until setpoint superheat temperature and pressure are obtained in the suction line.

N. Suction Load Control Pressure Switch (S11) (See Figure 32)

A dual pressure switch assembly controlling the compressor load and unload solenoid valves is installed on the unit main frame adjacent to the oil separator. The SPDT switch (S11) controls the load/unload system in the cooling mode of operation by sensing refrigerant pressure at the compressor suction inlet through tap line connections. The load and unload solenoids are energized through the closed momentary contacts of the load/unload pressure switch whenever line pressure drops the low setpoint or rises to the high setpoint of the control. The pressure switch is factory set to regulate compressor loading and unloading during unit operation. The individual microswitches can be adjusted to raise or lower the actuating pressure, but the factory settings should not be altered unless demanded by local operating conditions. Separate SPDT microswitches control the high and low contact transfer pressure settings. The force produced by pressure from the sensing line on the diaphragm acts on a hinged lever balanced by range adjustment screw spring tension. An individual screw installed in a tapped hole in the hinged lever under each switch plunger permits individual micro switch adjustment. Adjustment of the range screw raises or lowers the setpoint of both switches. The range adjustment nut is torque sealed and the microswitch adjustment screws are glued. The suction load control pressure switch is equipped with a low pressure bellows assembly. Switch adjustment should only be required after microswitch replacement. The #1 microswitch, set at 27 psig, closes on decrease. The #2 microswitch, set at 22 psig, opens on increase. At this pressure range, conditioned air temperature can be provided between 30oF - 50oF (-1.1oC – 10oC).

O. Discharge Load Control Pressure Switch (S20) (See Figure 33) (Optional)

A dual pressure switch assembly controlling the compressor load and unload solenoid valves is installed on the unit main frame adjacent to the oil separator. The SPDT switch (S20) controls the load/unload system in the heating mode of operation by sensing refrigerant pressure at the compressor discharge outlet through tap line connections. The load and unload solenoids are energized through the closed momentary contacts of the load/unload pressure switch whenever line pressure drops to the high setpoint of the control. The pressure switch is factory set to regulate compressor loading and unloading during unit operation. The individual microswitches can be adjusted to raise or lower the actuating pressure, but the factory settings should not be altered unless demanded by local operating conditions. Separate SPDT microswitches control

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the high and low contact transfer pressure settings. The force produced by pressure from the sensing line on the diaphragm acts on a hinged lever balanced by range adjustment screw spring tension. An individual screw installed in a tapped hole in the hinged lever under each switch plunger permits individual microswitch adjustment. Adjustment of the range screw raises or lowers the setpoint of both switches. The range adjustment nut is torque sealed and the microswitch adjustment screws are glued. The discharge load control pressure switch is equipped with a high pressure bellows assembly. Switch adjustment should only be required after microswitch replacement. The #1 microswitch, set at 195 psig, closes on decrease. The #2 microswitch, set at 205 psig, opens on increase. At this pressure range, conditioned air temperature can be provided between 100oF - 120oF (38oC - 49oC).

SUCTION PRESSURE LIMIT SWITCH (S12) FIGURE 31

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2 .....Differential pressure adjustment 3 .....High pressure adjustment 4 .....Direct reading range and

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SUCTION LOAD CONTROL SWITCH (S11) FIGURE 32

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1. ....Adjustment nut, pressure range (0-300psi) 2. ....Adjustment screw, #1 switch 3. ....Adjustment screw, #2 switch 4. ....Gasket, cover 5. ....Cover, housing 6. ....Lockwasher 7. ....Screw 8. ....Connector, cord 9. ....Microswitch #1 10. ..Housing, NEMA 4 and 12 11. ..Microswitch #2 12. ..Lever, hinged

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1. ....Adjustment nut, pressure range (0-300psi) 2. ....Adjustment screw, #1 switch 3. ....Adjustment screw, #2 switch 4. ....Gasket, cover 5. ....Screw 6. ....Lockwasher 7. ....Cover, housing 8. ....Microswitch #2 9. ....Connector, cord 10. ..Microswitch #1 11. ..Housing, NEMA 4 and 12 12. ..Lever, hinged

DISCHARGE LOAD CONTROL SWITCH (S20) FIGURE 33

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P. Instrument Panel (Optional Preset Speed) (See Figure 34) This instrument panel assembly is different from the standard unit because it is equipped with a selector switch that gives pre-determined engine speeds. A basic fuel gage (G3) is also used to replace the standard 4 in 1 (QUAD) gauge (G21).

(1) Rpm Adjust/Damper Control (S29)

The rpm adjuster is a four position selector switch with 8 contact blocks. The cam of the selector is such that the contact block is closed in one position and open in other three positions.

(a) Contact Block (S29A; NO)

This contact is closed when the selector switch is in position (1) idle position, it ensures pin 2 is common with pin 24, on the EMR, making the unit runs at idle (1,000 rpm).

(b) Contact Block (S29B; NC)

This contact is closed when selector switch is in position (2) 1,800 rpm. It ensures that a preset resistance is maintained between pin 23 and pin 24 of the EMR that will result in 1,800 engine rpm.

(c) Contact Block (S29C; NC)

This contact is closed when selector switch is in position (3) 2,000 rpm. It ensures that the pre-selected resistance between pin 23 and pin 24 of the EMR is maintained to give an engine speed of 2,000 rpm.

(d) Contact Block (S29D; NO)

This contact is closed when selector switch is in position (4) 2,200 rpm. At this position the contact ensures that pin 24 and pin 25 of the EMR are common and that the engine will run at 2,200 rpm.

(e) Contact Block (S29E; NO)

This contact is closed when the selector switch is in position (1) 1,000 rpm, when this contact is closed power can be transmitted from the start circuit of the ignition switch (S2) to auxiliary starter relay (K8) and allow the engine to start. The engine will not start if the selector switch is in any other position than idle.

(f) Contact Block (S29F; NC)

This contact is closed when the selector switch is in position (2) 1,800 rpm. It allows power to be transmitted to terminal +3 on the air damper controller mounted on hose outlet #1, causing it to rotate opening the damper.

(g) Contact Block (S29G; NC)

This contact is closed when the selector switch is in position (3) 2,000 rpm. It allows power to be transmitted to terminal +3 on the air damper controller mounted on hose outlet #1, opening damper.

(h) Contact Block (S29H; NO)

This contact is closed when the selector switch is in position (3), 2,200 rpm. It allows power to be transmitted to +3 terminal on air damper controllers mounted on hose

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outlets #1 and #2. With the selector switch in the location both dampers will be opened.

INSTRUMENT PANEL ASSEMBLY (OPTIONAL) FIGURE 34

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1..... Instrument panel 12 ....Coolant level light 2..... Tach-hourmeter 13 ....Contact block 3..... Panel light 14a .. Idle contact 4..... Fuel gauge 14b ..1,800 rpm contact 5..... Check engine light 14c ..2,000 rpm contact 6..... Glow plug light 14d ..2,200 rpm contact 7..... Ignition switch 14e ..Starter lockout contact 8..... Rpm adjust/damper control 14f ...Hose 1 contact 9..... Emergency stop 14g ..Hose 1 contact 10... Engine oil pressure light 14h ..Hose 2 contact 11... Engine coolant temperature light

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Operation 1. Environmental Considerations

A. Ambient Air

Unit performance is affected by local ambient air condition. Factors that contribute to the heat load carried by ambient air are the heat absorbed from other equipment, buildings and other structures, fencing, and prevailing wind. Position the unit where a continuous supply of fresh ambient air is available. Unit performance and capability will decrease if the unit is positioned where it will receive hot, contaminated intake air. The unit will operate satisfactorily when ambient air is highly contaminated providing that the blower filter and outside condenser coil are kept clean. The unit may be operated on a slight incline, but optimum performance is attained when the unit is level, assuring proper compressor lubrication.

B. Altitude and Temperature

See the engine manufacturer’s literature in Chapter 5 for derating the engine for various altitudes and temperatures. For any given resistance, the volume of air delivered by the unit’s fans and blower is not affected by changes in air density. However, delivery pressure and mass flow rate will vary directly with air density.

C. Cold Weather Operation

Normal cold climate operation should not affect unit performance and reliability. Consult TLD-ACE for extreme cold weather operation. Cold weather starting air kits, an engine block heater, a battery heater, and a lubricating oil heater are available options to improve engine cold weather starting capability.

WARNING: SINCE THE BLOWER DELIVERS COOLED AMBIENT AIR TO THE AIRCRAFT, POSITION THE UNIT TO AVOID EXHAUST FUME OR COMBUSTIBLE VAPOR INTAKE.

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2. Preparation for Use

Preparation for use includes instructions for redeployment of the unit following shipment or storage; preparation for normal use; and preparation for use in temperature extremes.

A. First Use or Preparation for Use Following Shipment

Before starting or operating the unit for the first time or after shipment, perform the following:

(1) Apply the parking brake and chock the wheels.

(2) Remove the blocking, banding, and tie down restraints securing the unit to the shipping vehicle.

(3) Open all access doors and remove interior packing materials.

(4) Remove interior and exterior sealing materials.

(5) Close all drain valves.

(6) Connect the battery cables and check battery charge condition using the panel mounted voltmeter.

(7) Inspection

Inspect the unit thoroughly prior to use. Perform the following checks:

(a) Inspect the exterior for shipping damage, broken lights, bent sheet metal, or other external damage.

(b) Check for visible evidence of engine fuel, coolant and oil leaks; refrigerant leaks; and compressor oil leaks.

(c) Engine Oil Level

Add recommended oil, in accordance with the engine manufacturer’s instructions contained in Chapter 5, to the “FULL” mark on the crankcase dipstick.

WARNING: IMPROPER OPERATION MAY CAUSE PROPERTY DAMAGE,RESULT IN PERSONAL INJURY OR DEATH. READ AND UNDERSTAND THE OPERATING INSTRUCTIONSTHOROUGHLY BEFORE ATTEMPTING TO OPERATE THE UNIT.

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(d) Engine Coolant Level

Check coolant level. The recovery bottle should be half-full for normal operation.

(e) Fuel Level

Fill the fuel tank as required with fresh, clean low sulfur (0.05% max.) diesel fuel meeting the requirements of ASTM designation D975 No. 2. Refer to the engine operation manual contained in Chapter 5 for fuel specifications.

(f) Check for loose fasteners and clamps, missing service port caps, loose wires or hoses, and missing anti-chafe guards. Tighten fasteners to the correct torque value (Ref. Chapter 2, Section, Charts 14, 15). Replace missing caps. Install the required wire and hose supports.

(g) Check tire pressure and inflate as necessary. Correct tire pressure is 85 psi (cold).

(h) Check parking brake operation. Adjust as required. Refer to Chapter 2, Section 1, Paragraph 1.L. for adjustment procedure.

(i) Ensure that all lubrication fittings have been serviced. Refer to Chapter 2, Section 1, Paragraph 1.A.and 1.B. for lubrication points and recommended lubricants.

(j) Check compressor coupling alignment. Refer to Chapter 3, Section 4, Paragraph 7 for alignment procedure.

(k) Check the refrigerant charge level. The receiver liquid level gauge should indicate between ½ and ¾ full with the refrigerant charge pumped down. Refer to Chapter 2, Section 1, Paragraph K.4 for refrigerant charging procedure.

NOTE: The refrigeration system is prepared for shipment by isolatingthe maximum amount of the refrigerant charge in the receivertank.

NOTE: If the engine coolant has been drained for shipment, refill thecooling system with ethylene-glycol antifreeze concentrate mixed with fresh water in the recommended proportions.A 50 percent EGW solution will provide protection to -34°F (-37°C).

CAUTION: ENSURE THAT THE COOLANT SOLUTION WILL PREVENT FREEZING AT THE LOWEST EXPECTED TEMPERATURE.

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(l) Open the refrigerant receiver tank rotolock valves (V17, V42) fully.

(m) Leak check the refrigeration system following the instructions provided in Chapter 3, Section 4, Paragraph 3. Refer to the leak detection instrument manufacturer’s literature in Chapter 5 for operating instructions.

B. Preparation for Use Following Storage

This paragraph covers steps that must be taken, in addition to those described above, prior to placing the unit in service following storage. Refer to Chapter 1, Section 5, “Storage” for additional information.

(1) Preservatives

Preservative oils and compounds not designed to dissipate during unit operation must be drained or flushed from the unit prior to operation.

(2) Drive Belts

When belt tension has been relieved to reduce deterioration and stretching during storage, belts must be retensioned prior to operation. Refer to the engine manufacturer’s instructions contained in Chapter 5 for re-tensioning the alternator drive belts.

CAUTION: TO AVOID DAMAGE TO THE COMPRESSOR FROMINADEQUATE LUBRICATION, ENSURE THAT THE SEPARATORTANK SHUT OFF VALVE (V13) IS OPENED PRIOR TO UNITOPERATION.

NOTE: Addition of oil to the refrigeration system is unnecessary unless leakage is observed. Check oil level during system operationafter temperatures and pressures have stabilized. The oilseparator is provided with two oil level sight glasses. Duringsystem operation, oil level should be full in the lower glass. The upper glass should be ½ full to empty with foam.

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C. Preparation for Use at Various Altitudes or in Temperature Extremes

(1) Prepare the unit as described in Chapter 1, Section 4, Paragraph 1.A. and 1. B. for activation of units intended for immediate use after shipment or Chapter 1, Section 5, Paragraph 4.A. and 4.B. for activation of units following storage.

(2) Fill the engine crankcase with lubricating oil of the recommended SAE viscosity grade for the expected ambient temperature conditions. Refer to the engine manufacturer’s operation manual contained in Chapter 5.

(3) Adjust the engine coolant concentration as required to prevent freezing at the lowest expected temperature. Check the coolant concentration using a commercial temperature corrected spectrometer calibrated for ethylene-glycol base antifreeze.

(4) If the engine is equipped with optional ether starting aid, ensure that a full dispenser of starting fluid is installed when operating the unit in low ambient temperatures.

(5) When operating the unit at high altitudes (over 3,281 ft. above sea level), it will be necessary to reduce the injected fuel quantity, reducing engine power. Consult the engine manufacturer’s instructions for derating the engine whenever operating the unit at altitudes over 3,281 ft. (1,000 m) above sea level.

3. Required Equipment

The following accessory equipment is necessary to permit connection of the unit hose outlet(s) to the aircraft conditioned air inlet(s).

A. Air Hose Assemblies (See Figure 35)

Various lengths and sizes of air delivery hose and couplings are available to accommodate units with multiple hose outlets or to meet special service applications. Standard hose assemblies are supplied in 30-ft. and 40-ft. lengths. Hose assemblies consist of a male coupler ring with turn catch latches for attachment to the unit conditioned air outlet; a round or lay flat 12-inch I.D. retractable duct hose; hose clamps; and quick connect/disconnect hose coupler assembly. Hoses may be connected using aluminum sleeves in multiple sections for remote air delivery.

(1) Hose (See Figure 36)

The air delivery duct hose is constructed of fire resistant non-permeable fabric with scuff strip, and transition section to 8-inch I.D. cuff. The duct is designed for outdoor use in all types of weather including damp, salt-laden air for extended periods of time. The hose may be handled in any direction with a minimum crimping of fabric. The internal surface of the duct is constructed to minimize air friction losses and leakage.

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1 .....Quick-disconnect coupler 2 .....Hose clamp 3 .....Duct hose 4 .....Male coupler

1

3

2

4

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June 18/01

DUCT HOSE FIGURE 36

MULTIPLE HOSE CONNECTION

FLEXIBLE HOSE END CUFF

HOSE CLAMP TRANSITION

1018632-000*

HOSE I.D. IN INCHES

HOSE I.D. CUFF END IN INCHES

HOSE LENGTH

1 = 4+1/4-0 1 = 1 = 5 FT

2 = 5+1/4-0 2 = 4+1/4-0 2 = 10 FT

3 = 6+1/4-0 3 = 3 = 15 FT

4 = 8+1/4-0 4 = 8+1/4-0 4 = 20 FT

5 = 10+1/4-0 5 = 5 = 25 FT

6 = 12+1/4-0 6 = 12+1/4-0 6 = 30 FT

7 = 14+1/4-0 7 = 7 = 40 FT

8 = 16+1/4-0 8 = 8 = 50 FT

9 = 18+1/4-0 9 = 9 = 100FT

*For optimum unit performance, use flat insulated duct hose. Use with hose accessory kit part No. 1019135

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(2) Quick Disconnect Coupler (See Figure 37)

An 8-inch coupler is required to connect the air delivery hose duct to the aircraft conditioned air inlet. The hose-to-aircraft coupler clamped to the end of the hose is a quick connect/disconnect assembly of all stainless steel construction matching the industry standard specification (MS33562) for aircraft 8-inch conditioned air connectors. The coupling consists of a stainless steel body and sliding ring, opposed loop handles, adjustable hook latches, locking levers, and compression springs. The handles aid pushing the steel coupling hooks into the slots of the aircraft connector ring. The slots are located 180 degrees apart on 9-1/8 in. centers. The coupler is twisted ¼-turn to engage the connector ring; then clamped into position tightly using the spring loaded locking levers. A replaceable neoprene gasket seals the circumference of the connector. The following sizes are offered: ACE-277-004 8-inch coupler for connection to duct hose, with 12-8 inch transition cuff ACE-277-804 8-inch coupler for direct connection to 12-inch duct hose.

(3) Hose Coupler (See Figure 38)

Clamped stainless steel sleeves are available for connecting hose lengths of the same diameter. Male coupler Part No.1003415 and female coupler Part No.1003414 are available in various sizes. When multiple 12-inch hose lengths are to be joined in series for remote air delivery, a Part No.1003414-6 female coupler and Part No.1003415-6 male coupler are required for each joint.

B. Service Tools

(1) The following essential basic service tools are required for satisfactory analysis, troubleshooting, and maintenance of the refrigeration system:

Part No. Description

40112 Refrigeration charging kit, consisting of the following items:

10034 Suction gauge

10042 Discharge gauge

38027 Gauge manifold

40012 Charging hose, ¼ in. I.D.

40084 Charging hose, 3/8 in. I.D.

40085 Adapter, ¾ in. straight pipe X 3/8 in. SAE 45 degree flare

57355 Adapter, 3/8 in. straight pipe X ¼ in. SAE 45 degree flare

40095 Refrigeration ratchet wrench

1008641 Leak detector

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QUICK-DISCONNECT COUPLER FIGURE 37

1 ..... Body 2 ..... Sliding ring 3 ..... Locking levers 4 ..... Handles 5 ..... Gasket 6 ..... Latch

COUPLER P/N 1003414-6

ACE-277-004

ACE-277-804

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5

6

1

1

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5

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3

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HOSE COUPLING FIGURE 38

ACE P/N 1003415 MALE COUPLER

ACE P/N 1003414 FEMALE COUPLER

HOSE SIZE I.D. IN. MALE COUPLER FEMALE COUPLER

4 1003415-1 1003414-1

5 1003415-2 1003414-2

6 1003415-3 1003414-3

8 1003415-4 1003414-4

10 1003415-5 1003414-5

12 1003415-6 1003414-6

14 1003415-7 1003414-7

16 1003415-8 1003414-8

18 1003415-9 1003414-9

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(2) The following basic equipment and instruments are necessary for satisfactory unit maintenance.

Part No. Description

52032A Portable vacuum gauge

10073A Vacuum gauge tube

ACE-233 Portable pressurized oiler

33008 Vacuum pump, 5.6 CFM, 0.1 micron

59389 Vacuum hose, ¾ in. I.D., bronze, 10 ft. lg.

HI-300 Electric Halogen leak detector (V64615) 4. Operation

A. Pre-start Inspection

Perform the following checks prior to each use:

(1) Ensure that the battery pack is adequately charged.

(2) Check the parking brake for proper operation. Ensure that the parking brake lever is engaged to prevent unit movement.

(3) Install wheel chocks.

(4) Check all tires for correct air pressure level.

(5) The fuel gauge should indicate at or near full (“F”). Drain accumulated water from the fuel filter/water separator.

(6) Engine lubricating oil should be at the “FULL” mark on the dipstick.

(7) Check engine coolant level. Add coolant to the recovery bottle as required.

(8) The air filter assembly should be clean and unobstructed.

(9) If the unit is being operated indoors, ensure that exhaust fumes are discharged outdoors to prevent accumulation of carbon monoxide gas.

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(11) Ensure that windows or vents are open to provide sufficient ventilation for the engine and operating personnel when the unit is being operated indoors.

(12) Ensure that the PTO is engaged.

NOTE: The power take off installed in the unit is not self-adjusting and will not compensate for clutch wear. Refer to the power take offmanufacturer’s instructions contained in Chapter 5 for clutch adjustment procedure.

CAUTION: FACING PLATE MISALIGNMENT MAY OCCUR IF THE PTOCLUTCH IS DISENGAGED WITH THE ENGINE OFF OROPERATING AT TOO HIGH OR TOO LOW RPM.

WARNING: HEARING PROTECTION IS REQUIRED WHEN OPERATING THIS EQUIPMENT.

NOTE: Ensure that hearing protection conforms to NIOSH or OSHAstandards for personal protective equipment. Earplugs should be worn in combination with dielectric earmuffs.

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REVERSING VALVE OPERATION COOLING MODE (OPTIONAL)

FIGURE 39 (1 OF 2)


FROM EVAPORATOR

TO CONDENSER


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REVERSING VALVE OPERATION HEATING MODE (OPTIONAL)

FIGURE 39 (2 OF 2)

TO EVAPORATOR

FROM COMPRESSOR (SUCTION)


FROM CONDENSER

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B. Unit Starting and Operating Procedure (For Unit with Aircraft Selector Switch go to

Paragraph D.)

(1) Cooling Mode.

(a) Select cooling position with heat/cool lever switch located on electrical box (S21) (heat/cool unit only) (see figure 40).

(b) Operating controls and monitoring instruments are located on the instrument panel (see figure 40) and engine gauge panel (see figure 41).

(c) Connect the air delivery hose (s) to the aircraft.

1. Inspect the conditioned air coupler on the delivery hose for damaged or missing seal, and proper operation.

2. Remove the air delivery duct hose from the unit hose storage compartment, grasp the coupler, and extend the hose to the aircraft. Couple multiple hose sections if remote servicing is being conducted.

(d) Rotate “RPM ADJUST” control knob fully counter-clockwise (see figure 41).

(c) Close the “HOSE1” (and optional “HOSE 2”) conditioned air supply damper(s). Using levers at hose outlets.

(f) Set the “AUTO-OFF-MANUAL” defrost control (optional equipment) to “OFF”.

(g) Rotate the ignition switch to the “START” POSITION.

NOTE: Inspect hose condition before each use. If torn or punctured, the duct fabric can be repaired. Deformed stiffener can be manually restored to its original contour. Replace severely damaged or leaking hose.

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1. ... Gauge, tach-hourmeter 2. ... Light, instrument panel 3. ... Gauge, (4 in 1), fuel, voltmeter, engine

water temperature, engine oil pressure 4. ... Box, electrical 5. ... Light, engine fault 6. ... Light, glow plug indicator 7. ... Switch, ignition 8. ... Gauge, blower pressure 9. ... Connector, engine diagnostic 10. . Control, rpm adjust

11... Gauge, conditioned air temperature 12... Panel, gauge 13... Switch, emergency stop 14... Light, low oil pressure 15... Panel, instrument 16... Light, high coolant level 17... Light, low coolant level 18... Panel, relay 19... Relay, low coolant 20... Switch, heat/cool

INSTRUMENT PANEL FIGURE 40

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1

2

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3

3

1. ....Panel light 2. ....Ignition switch 3. ....Rpm adjust control 4. ....Emergency stop switch

ENGINE OPERATION FIGURE 41

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(h) After the engine starts, release the ignition switch.

(i) Open the “Hose 1” (and optional “Hose 2”) conditioned air supply dampers.

Control Code Position

Instrument Panel

Air delivery “HOSE 1” Open

Optional “HOSE 2” Open

“RPM ADJUST” Rotate as required

Refrigeration System

Receiver rotolock valves V17/V42 Open

Oil shut off valve V13 Open

Angle service valves V4, V22, V23, V31, V32 Closed

(j) Rotate the “RPM ADJUST” knob until the engine speed indicated by the tachometer is 1,300 rpm. Allow the engine to run at the selected speed for approximately 5 minutes to warm the engine and ensure adequate circulation of lubricating oil. The engine temperature gauge should indicate a coolant temperature of between 188.6oF- 215.6°F (87oC-102°C). Do not place the engine under full load until it has warmed up.

NOTE: The ignition switch incorporates a mechanical start circuitlockout feature that prevents inadvertent starter motor operation with the engine running. Once the ignition switchhas been rotated to “START”, it must be cycled back throughthe “OFF” position to enable the starting circuit for subsequentrestarting of the engine.

CAUTION: DO NOT CRANK THE STARTER MOTOR CONTINUOUSLY FORLONGER THAN 15 SECONDS. CONTINUOUS STARTER MOTOROPERATION FOR PERIODS OVER 15 SECONDS DURATIONMAY RESULT IN BATTERY DISCHARGE AND POSSIBLESTARTER MOTOR SEIZURE. IF THE ENGINE FAILS TO STARTON THE FIRST ATTEMPT, WAIT TWO MINUTES BEFOREREATTEMPTING TO START THE ENGINE.

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(k) Check the voltmeter. A reading of 20-32 volts indicates satisfactory battery and charging system condition.

(l) Check hourmeter operation. Since periodic engine maintenance is based on hours logged by the hourmeter, a properly operating hourmeter is critical to proper engine maintenance.

(m) Set the “RPM ADJUST” knob to obtain the desired outlet pressure corresponding to the aircraft being serviced (see figure 41).

(n) Continuously monitor the conditioned air temperature gauge and blower pressure gauge. If conditioned air temperature exceeds cooling requirements, adjust engine rpm for the desired temperature.

CAUTION: EXCESSIVE IDLING MAY RESULT IN OVER-COOLING, INCOMPLETE COMBUSTION OF FUEL, AND DILUTION OF CRANKCASE LUBRICATING OIL.

CAUTION: DO NOT INCREASE ENGINE RPM SHARPLY IMMEDIATELY AFTER START UP.

NOTE: Hourmeter reading is only visible when ignition is on.

NOTE: The temperature indicator (G19) installed at the instrumentpanel indicates the delivered air temperature on a dual scale(oF/oC). Temperature may be adjusted by regulating the delivered air flow using the damper controls and by varyingengine speed. The larger the volume of air flow permitted tocirculate through the condenser, the greater the load imposedon the refrigeration system.

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(o) When operating in high ambient temperatures at full load, set the “AUTO-OFF-MANUAL” defrost control to “AUTO”. This mode will activate the defrost system for 30 seconds every 15 minutes. In the manual mode, the defrost system is activated as long as the defrost switch is held in the “MANUAL” position. The defrost control induces an unload cycle. Hot discharge gas is intermittently introduced into the evaporator to reduce its cooling capacity and cause a defrost effect during the unloading cycle.

(2) Heating Mode

(a) Select “HEATING” with the heat – cool switch (S21) (see figure 41).

(b) Operating controls and monitoring instruments are located on the instrument panel (see figure 40, 41).

(c) Connect the air delivery hose(s) to the aircraft.

(1) Inspect the conditioned air coupler on the delivery hose for damaged or missing seal, and proper operation.

(2) Remove the air delivery duct hose from the unit hose storage compartment, grasp the coupler, and extend the hose to the aircraft. Couple multiple hose sections if remote servicing is being conducted.

(d) Rotate the “RPM ADJUST” control knob fully counterclockwise (see figure 41).

NOTE: Capacity control is automatically regulated at all speeds.

CAUTION: CHANGE OVER FROM COOLING TO HEATING MODE OR FROMHEATING TO COOLING MODE SHOULD ONLY BE DONE WITHTHE UNIT OFF.

NOTE: Inspect hose condition before each use. If torn or punctured,the duct fabric can be repaired. Deformed stiffener can be manually restored to its original contour. Replace severelydamaged or leaking hose.

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(e) Close the “HOSE 1” (and optional “HOSE 2”) conditioned air supply damper(s). Using levers at hose outlets.

(f) Perform Steps B. (1)(f) through B. (1)(m) described above.

(g) Continuously monitor the conditioned air temperature gauge and blower pressure gauge. If conditioned air temperature exceeds heating requirements, adjust engine rpm for the desired temperature.

(3) Fault Circuit

(a) Excessive engine coolant temperature (over 240°F) (115.5°C) may be due to high ambient temperature combined with full load operation. Adjust engine rpm to reduce engine load.

(b) When the optional low fuel indicator (red pilot light) illuminates, enough fuel remains for approximately 30 minutes of unit operation. First notify aircraft personnel. Then shut down unit operation and add fuel following the instructions provided in Chapter 2, Section 1, Paragraph 1.E.

NOTE: Immediate engine shutdown will occur whenever an engine orcompressor fault condition occurs. Determine the faultcondition by observing the temperature and pressure gaugeson the instrument panel.

NOTE: The temperature indicator (G19) installed on the instrumentpanel, records the delivered air temperature on a dual scale(oF/oC). Temperature may be adapted by regulating the delivered air flow using the damper controls and by varyingengine speed. To obtain the warmest air temperature from theevaporator, operate the blower fan at the lowest speed possibleto allow the greatest heat transfer from the refrigerant to the supply air.

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System Units Ref. Designator Indication*

Engine:

Oil pressure Psig G21 15 (1.02 bar)

Coolant temp. °F G21 188.6-215.6 (87oC-102°C)

Alternator output Volts G21 20-32

Coolant level Recovery bottle ½ Full

Refrigeration:

Oil separator

Upper sight glass Empty or ½ Full

Lower sight glass Full

Receiver R-134a level G3 1/8 to 3/8

Suction pressure Psi G6 22 – 35 (option)

Discharge pressure Psi G7 80 – 190 (option)

Supply air temp. °F G19 32-50**

Supply air temp. °F G5 100-120***

Blower pressure In. H20 G20 25 –37

*Engine speed 1,800-2,200 rpm **Cooling mode ***Heating mode

C. Normal Shut Down Procedure

At the completion of aircraft servicing, perform the following steps to shut down the unit.

(1) Rotate the “RPM ADJUST” control knob counterclockwise adjusting engine speed to 1,000 rpm. Allow the engine to run at idle speed for 5 minutes. This allows the engine and turbocharger to cool.

(2) Close the “HOSE 1” (and optional “HOSE 2”) damper(s) by rotating levers at hose outlet.

CAUTION: ABRUPTLY STOPPING A TURBOCHARGED ENGINE AFTERHIGH SPEED OPERATION MAY DAMAGE THETURBOCHARGER SINCE THE TURBOCHARGER WILLCONTINUE TO RUN WITHOUT ENGINE OIL LUBRICATING THEBEARINGS.

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(3) Rotate the ignition switch to the “OFF” position.

(4) Disconnect the duct hose coupler(s) from the aircraft conditioned air inlet(s) and stow the hose assembly(ies) in the unit hose compartment.

(5) Close and secure all access doors.

D. Unit Starting and Operating Procedure (Unit having Aircraft Selector Switches)

(1) Operating controls and monitoring instruments are located on the instrument panel (see figure 42, 43).

(2) Connect the air delivery hose(s) to the aircraft.

(a) Inspect the conditioned air coupler on the delivery hose for damaged or missing seal, and proper operation.

(b) Remove the air delivery duct hose from the unit hose storage compartment, grasp the coupler, and extend the hose to the aircraft. Couple multiple hose sections if remote servicing is being conducted.

(3) Ensure the aircraft selector switch is in the ”IDLE” position.

(4) Set the “Auto-Off-Manual” defrost control (optional equipment) to “OFF”.

(5) Rotate the ignition switch to the ”START” position.

(6) After the engine starts, release the ignition switch.

NOTE: Inspect hose condition before each use. If torn or punctured, the duct fabric can be repaired. Deformed stiffener can be manually restored to its original contour. Replace severely damaged or leaking hose.

NOTE: The ignition switch incorporates a mechanical start circuit lockout feature that prevents inadvertent starter motor operation with the engine running. Once the ignition switch has been rotated to “START”, it must be cycled back through the “OFF” position to enable the starting circuit for subsequent restarting of the engine.

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INSTRUMENT PANEL (OPTION) FIGURE 42

1.....Gauge, tach-hourmeter 12... Panel, gauge 2.....Light, instrument panel 13... Switch, emergency stop 3.....Gauge, fuel level 14... Light, low oil pressure 4.....Box, electrical 15... Panel, instrument 5.....Light, engine fault 16... Light, high coolant temperature 6.....Light, glow plug indicator 17... Light, low coolant temperature 7.....Switch, ignition 18... Panel, relay 8.....Gauge, blower pressure 19... Relay, low coolant 9.....Connector, engine diagnostic 20... Switch, defrost optional 10...Control, aircraft selector 21... Switch, heat/cool optional 11...Gauge, conditioned air temperature 22... Resistors, speed control

3

4

5

6

7

8

20 21

22

16

15

14

13

12 11

10 9

2

17

1

18

19

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UNIT OPERATION FIGURE 43

4

3

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1

1 .... Panel light 2 .... Ignition switch 3 .... Aircraft selector switch 4 .... Emergency stop Pro

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(7) The engine is set-up to run at 1,000 Rpm (IDLE position) as indicated by the tachometer. Allow the engine to run at idle speed for approximately 5 minutes to warm the engine and ensure adequate circulation lubricating oil.

(8) Select aircraft position as required.

Control Code Position

Instrument Panel

Air Delivery “Hose 1” N-body, one hose

Air Delivery “Hose 1” W-body, one hose

Air Delivery “Hose 1 & 2” W-body, two hose

Refrigeration System

Receiver rotolock valves V17, V42 Open

Oil shut off valve V13 Open

Angle service valves V4, V22, V23, V31 Closed

NOTE: The engine will not start unless the aircraft selector switch is in the ”IDLE” position.

CAUTION: DO NOT CRANK THE STARTER MOTOR Continuously for longer than 15 seconds. Continuous starter motor operation for periods over 15 seconds duration may result in battery discharge and possible starter motor seizure. If the engine fails to start on the first attempt, wait two minutes before reattempting to start the engine.

CAUTION: EXCESSIVE IDLING MAY RESULT IN OVERCOOLING, INCOMPLETE COMBUSTION OF FUEL, AND DILUTION OF CRANKCASE LUBRICATING OIL.

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(9) Check hour-meter operation. Since periodic engine maintenance is based on hours logged by the hour-meter, a properly operating hour-meter is critical to proper engine maintenance.

(10) Select applicable selector switch position (See Figure 43).

(11) Fault Circuit

(a) When the optional low fuel indicator (red pilot light) illuminates, enough fuel remains for approximately 30 minutes of unit operation. First notify aircraft personnel. Then shut down unit operation and add fuel.

E. Normal Shut Down Procedure

At the completion of aircraft servicing, perform the following steps to shut down the unit.

(1) Turn engine selector switch to the “IDLE” position. Allow the engine to run at idle speed for 5m minutes. This allows the engine and turbocharger to cool.

(2) Rotate the ignition switch to the “OFF” position.

CAUTION: DO NOT INCREASE ENGINE RPM SHARPLY IMMEDIATELY AFTER START UP.

NOTE: Capacity control is automatically regulated at all speeds.

NOTE: Immediate engine shutdown will occur whenever an engine or compressor fault condition occurs. Determine the fault condition by observing the temperature and pressure gauges and lights on the instrument panel.

CAUTION: ABRUPTLY STOPPING A TURBOCHARGED ENGINE AFTER HIGH SPEED OPERATION MAY DAMAGE THE TURBOCHARGER SINCE THE TURBOCHARGER WILL CONTINUE TO RUN WITHOUT ENGINE OIL LUBRICATING THE BEARINGS.

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(3) Disconnect the duct hose coupler(s) from the aircraft conditioned air inlet(s) and stow the hose assembly(ies) in the unit hose compartment.

(4) Close and secure all access doors.

F. Emergency Operation

Engine shut down may be accomplished by pushing in the emergency stop button on the instrument panel. This will interrupt 24 VDC battery electrical power to the unit. The spring loaded knob must be reset (turned CCW) before the engine can be restarted.

CAUTION: NEVER USE THE EMERGENCY STOP SWITCH FOR NORMAL UNIT SHUTDOWN. SERIOUS DAMAGE TO THE ENGINE AND OTHER MAJOR COMPONENTS MAY RESULT.

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Specifications and Capabilities

1. Unit Dimensions and Weight (See Figure 46):

A. ACE-802-Trailer

Length overall (towbar extended) ..................................269 in. (6.83 m)

Length overall (towbar raised) .......................................226 in. (5.74 m)

Width overall ..................................................................94 in. (2.39 m)

Height overall ................................................................99.50 in. (2.53 m)

Weight ...........................................................................14,000 lbs. (6,350.4 kg.)

B. ACE-802-Skid

Length overall ................................................................164 in. (4.17 m)

Width overall ..................................................................94 in. (2.39 m)

Height overall ................................................................87.5 in. (2.22 m)

Weight* ..........................................................................11,700 lbs. (5,307.1 Kg.)

*Excluding the curb weight of the truck.

2. Engine (C1) (Part No. 1017807):

Manufacturer .........................................................................Deutz Corporation

Model .....................................................................................BF6M1013FC

Type .......................................................................................Turbocharged inline 6 cylinder 4 cycle diesel with direct injection

Bore and Stroke .....................................................................108 mm X 130 mm (4.3 in. X 5.1 in.)

Swept volume ........................................................................7.146 liter total

Horsepower ...........................................................................299 @ 2,200 rpm

Peak torque ...........................................................................774 lb.ft. @ 1,700 rpm

Compression ratio .................................................................17.5:1

Flywheel housing ...................................................................SAE No. 2

Flywheel ................................................................................11.5 in. SAE with bearing carrier

Starter ....................................................................................24V, 4.8 kW

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Alternator ..................................................................... 24V, 35 amp

Fuel injection pump ..................................................... In-line with centrifugal governor

Rotation ....................................................................... Counterclockwise facing the flywheel

3. PTO (C26) (Part No. 1016078):

Manufacturer .............................................................. Twin Disc Inc.

Housing size .............................................................. SAE #2

Clutch size ................................................................. 11.5 in. HE (DP)

Facing type ................................................................ Organic

Clutch plate ................................................................ Two

Torque capacity ......................................................... 1,400 lb.ft.

Maximum rpm ............................................................ 2,800 rpm

Shaft diameter ........................................................... 2-1/2 in. with 5/8 in. X 5/16 in. keyway

Pilot bearing ............................................................... Ball

Release bearing ........................................................ Bronze

Handle length ............................................................ 16 in. (40.64 cm)

Release yoke length .................................................. 3.75 in. (9.53 cm)

Engagement force ..................................................... 95-120 lbs. (423-534 N) original 85 lbs. (378 N) 10% decrease 81 lbs. (360 N) 15% decrease

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4. Mechanical Drive:

A. Blower (C6) (Part No. 1031348):

Compressor coupling ............................................. Rigid spool type with overload disc packs

Compressor QD bushing ........................................ Tapered, size “SK” 2 in., with ½ in. X ¼ in keyway, (3) 5/16-18 UNC X 2 in. lg. Capscrews

PTO QD bushing .................................................... Tapered, size “SF” 2-1/2 in., with 5/8 in. x 1/16 in. keyway, (3) 3/8-16 UNC X 2 in. lg. Capscrews

Sheave, blower ....................................................... 5BQ54, type A1, 4 in. wide, 5.75 in. O.D., 5 grooves

Sheave, PTO........................................................... 5BQ94, type A3, 4 in. wide, 9.75 in. O.D., 5 grooves

Sheave, idler .......................................................... 5TB54, type 13 (web), 4-9/32 in. wide, 5.75 in. O.D., Q1 bushing

Blower shaft bushing .............................................. Tapered, size “SK” 1-1/2 in. with 3/8 in. X 3/16 in. keyway, (3) 5/16-18 UNC X 2 in. lg. capscrews

Drive belt ................................................................Dayco 5RBP-81

Type ........................................................................ Poly-v band, static dissipating

Ribs ........................................................................ 5

Outside length ........................................................ 81.0 in.

B. Condenser Fan Drive:

Sheave, stub shaft .................................................. 4BQ54, type A1, 3-1/4 in. wide, 5.75 in. O.D., 4 groove

Sheave, idler .......................................................... 2TB48, type 13 (sol.), 2-3/16 in. wide, 5.15 in. O.D., 2 groove, P1 bushing Sheave, fan driveshaft ............................................ 2B94SK, type D3, 1-3/4 in. wide, 9.75 in. O.D., SK bushing

Fan driveshaft bushing (sheave) ............................ Tapered, size “SK” 1-1/4 in. with ¼ in. X 1/8 in. keyway, (3) 5/16-18 UNC X 2 in. lg. capscrews

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Fan drive belt ...........................................................(4) Dayco BP71, “B” section, 71.1 inside length, 73.8 in. pitch

Pillow block bearing .................................................1-1/4 in. dia. self-aligning cast iron body with self-locking collar

Fan bushing (1032178) ...........................................Tapered, size p1-1 ¼ with ¼ X 1/8 keyway (3) 5/16-18 X 1” lg cap screw

C. Propeller Condenser Fan (C11, C30) (Part No. 1031188):

Number ...................................................................Two

Type ........................................................................Axial, 16-blade

Fan pitch .................................................................45 degrees

Material ...................................................................PPG

Diameter .................................................................42 in. (1.07 m)

Rotation ...................................................................CW, facing the exhaust side

Bushing ...................................................................1 ¼ in. with ¼ inch keyway

Rating ......................................................................42,600 CFM @ 1.5 in. H20 S.P., 30 Bhp

Max. rpm .................................................................1,350

5. Trailer Package (Part No. 1018611):

Type ................................................................................Six-wheel

Suspension .....................................................................Multi-leaf spring (6)

Capacity ..........................................................................17,000 lbs. (7,711 kg.)

Front ................................................................................6,000 lbs. (2,724 kg.)

Rear ................................................................................11,000 lbs. (4,989 kg.)

Towing speed ..................................................................10 mph (16 kph)

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A. Tire and Wheel Assemblies (Part No. 1017598):

Tires* ...................................................................... 7.50 X 10, load range “E” (10 PR), 2,860 lbs. capacity each @ 10 mph, 85 psi

Wheel ..................................................................... Single-piece, 5.5 in X 10 in., 5 holes on 5-1/2 in. B.C.

Parking brake assembly ......................................... 9 in. x 2 in. Mechanical, internal expanding shoe, camshaft wedge, front hand lever operated

*Recommended inflation pressure 85 psi (586 kPa).

6. Refrigeration System:

A. Compressor (C2) (Part No. 1030847):

Manufacturer .......................................................... Frick

Model .....................................................................XJF151L

Type ....................................................................... Rotary screw

Rotor diameter ....................................................... 151 mm

Screw L/D ratio ....................................................... 1.6 L/D

Capacity ................................................................. 0.14075 ft3/rev

Refrigerant ............................................................. HFC134a (R-134a)

Max. input speed .................................................... 2,200 rpm

Max. discharge temp. ............................................. 250°F (121.1°C)

Max. discharge pressure ........................................ 348 psia (24 Bara)

Capacity control ..................................................... 25% to 100% variable, solenoid valve actuated

B. Receiver (C3) (Part No. 1015300):

Working pressure ................................................... 400 psi

Pump down refrigerant capacity ............................ 192 lbs. (R-134a) at 80% volume and 100oF (37.8oC)

Capacity 1/8 full ...................................................... 24 lbs. (R-134a)

Volumetric capacity ................................................ 24 gal.

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Dimensions:

Diameter outside .....................................................12.75 in.

Length overall .........................................................48 in.

Inlet and outlet ........................................................1 ¾ - 12 rotolock SPUD

Safety valve connection ..........................................½ - 14, NPT

Level Indicator Connection .....................................Flange (ACE 1017701)

Drain connection .....................................................3/8, NPT

Dry weight ...............................................................192 lb. (87 kg.)

Construction ............................................................ASME Code Section VIII

C. Oil Separator (C14) (Part No. 1003374-100):

Type ........................................................................Centrifugal

Working Pressure ...................................................400 psi (2,757.9 kPa)

Dimensions:

Diameter outside .....................................................12-3/4 in. (32.38 cm)

Length overall .........................................................46 in. (116.84 cm)

Connections:

Inlet/outlet ...............................................................3 in.

Oil outlet ..................................................................1, NPT

Safety valve ............................................................3/4, NPT

Sight glass ..............................................................1-1/4-11-1/2 in., NPT

Drain .......................................................................1/2, NPT

Service port .............................................................3/4, NPT

Dry weight ...............................................................220 lbs. (99.79 kg.)

Oil capacity .............................................................11 gal. (41.6L)

Lubricating oil type ..................................................Solest 68 (CPI Engineering) only

D. Compressor Oil Filter (F7) (Part No. 1012578):

Type ........................................................................Full flow

Construction:

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Porting head ........................................................... Cast and anodized aluminum

Element case ......................................................... Steel

Connections ........................................................... 1” NPTF

Seals ......................................................................BUNA-N

Bypass valve cracking pressure ............................ 30 psi

Max. operating pressure ........................................ 300 psi (20.4 bar)

Max. operating temperature ................................... 250°F (121°C)

Element .................................................................. Single 25 micron disposable cartridge

Pressure drop ......................................................... 6 psi @ 20 gpm and 150 SSU oil

E. Refrigerant Filter/Drier (F3) (Part No. 1031718):

Type ....................................................................... Partial bypass

Desiccant medium................................................... Activated alumina granules

Min. water absorption ............................................. 16%

Min. aluminum oxide content ................................. 92%

Mesh size ............................................................... ¼ in. (5-8 mm)

Loss on ignition ...................................................... 6%-6.5%

Specific gravity ....................................................... 3.0 to 3.7 gm/cm3

Min. surface area ................................................... 210 sq.m/gram

Desiccant cartridge ................................................ Seam and spot welded, .010 in. dia. X 30 mesh monel screen

Filter strainer (Part No. 1002247):

Type .......................................................................Cleanable full-flow

Connection ............................................................. 1.0 in., NPTM

Material .................................................................. 100 mesh monel

Operating temperature............................................ -60°F to 250°F (-51°C to 121°C)

Capacity ................................................................. 10 gpm

Construction ........................................................... Pleated media with epoxy resin bonded end caps and perforated metal core

Shell:

Material .................................................................. Steel

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Max. working pressure ...........................................500 psig

Connections ............................................................(2) 1 5/8 in. ODS

Cover plate .............................................................Aluminum

Gasket ....................................................................Neoprene with organic fiber, 1/16 in. thk.

Filter/drier capacity .................................................40 tons

F. Vapor Injection Filter (F6) (Part No. 1005820):

Type ........................................................................Single cartridge suction line

Construction ............................................................All brass uni-cast shell with removable cover

Connections ............................................................1-1/8 in. ODS

Capacity ..................................................................7.3 tons max. @ 40°F evaporator temperature and 2.0 psi pressure drop

Shell diameter .........................................................2.0 in. O.D.

Element Type ..........................................................“F” pleated media, bonded end caps

Capacity ..................................................................66 sq.in.

Dimensions .............................................................1-29/32 in. O.D. X 6-1/4 in. lg.

Access port .............................................................¼ in. SAE

G. Valve, Receiver, Rotolock (V17, V42) (Part No. 1005535):

Type ........................................................................Horizontal with side gauge port and back seat gauge port shut off

Mounting .................................................................From 0 deg. to 360 deg.

Connections ............................................................1-3/8 in. I.D. sweat

Coupling ..................................................................1-3/4-12 SAE straight thread

Seal .........................................................................Fiber reinforced Teflon

H. Valve, Packed Angle (V4, V23, V31) (Part No. 1000495):

Connections:

Bottom inlet .............................................................3/8-18, NPT

Side outlet ...............................................................3/8 in. SAE 45 degree flare

Construction ............................................................Forged brass body and seal caps

Seals .......................................................................Nylon or copper

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I. Solenoid Valve (L4) (Part No. 1003465):

Type ....................................................................... 3-way, normally-open

Connections ........................................................... ¼ in. SAE 45 degree flare

Coil ......................................................................... 24 VDC

Type ....................................................................... Encapsulated

Conduit connector .................................................. ½ in.

Insulation ................................................................ Class F

Max. operating pressure drop ................................ 300 psi

Port size ................................................................. 1/16 in.

J. Solenoid Valve (L2) (Supplied With Refrigeration Compressor):

Type ....................................................................... 4-way, Valve manifold

Connections ........................................................... 2 NC solenoid “O” ring face sealed

Coils ........................................................................ 24 VDC

Conduit connector .................................................. ½ in.

Insulation ................................................................ Class F

Max. operating pressure drop ................................ 300 psi

K. Thermal Expansion Valve (V6) (Part No. 1002429):

Type ....................................................................... Thermostatic, straight through

Inlet/outlet ............................................................... 1-5/8 in. ODF

External equalizer .................................................. ¼ in. SAE

Nominal capacity .................................................... 80 tons

Capillary ................................................................. 10 ft.

L. Temperature Control Valve (V24) (Part No. 1006716)

Type ....................................................................... Modulating temperature pilot

Adjustable temp. range .......................................... 175 - 200oF

Setting .................................................................... 190oF

Style .......................................................................Angle

Connections ........................................................... 7/8 ODF x 1-1/8 ODM

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M. Refrigerant R-134a

System charge ........................................................190 lbs. (82.73 Kg.)

Boiling point at one atmosphere .............................-14.9oF (-26.06oC)

Molecular weight .....................................................102.03

Chemical formula ....................................................CH2FCF3 (1, 1, 1, 2 – tetrafluoroethane)

N. Refrigerant Oil Solest 68 (Part No. 1009788)

System charge.........................................................11 Gallons

ISO viscosity grade .................................................71

Specific Gravity .......................................................-957

Gravity, API .............................................................33.5

Pour point oF (oC), max ...........................................-45 (-42.7)

Flash point oF (oC), min. .........................................511 (266.1)

7. Blower (C6) (Part No. 1031348):

Type ................................................................................Centrifugal

Wheel diameter ...............................................................24 in.

Inlet/outlet ........................................................................14 in.

Wheel speed ...................................................................3,830 rpm @ 2,200 engine rpm

Max. recommended air flow ............................................600 lb./min.

Max. air pressure ............................................................51 in. H20

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8. Controls:

A. Load/unload Dual Pressure Regulator (S11) (Part No. 1031636):

Manufacturer .......................................................... Solon Mfg. Co.

Output device ......................................................... Two SPDT switches

Adjustable range .................................................... 0-30 psi (0-206.8 kPa)

Switch rating ........................................................... 15 amp, 125/250/480 VAC

Max. pressure ........................................................ 300 psi (2,068 kPa)

Settings:

#1 Switch ................................................................ 27 psig, closes on decrease (186.1 kPa)

#2 Switch ................................................................ 22 psig, open on increase (151.6 kPa)

Enclosure ............................................................... NEMA 4

B. Load/unload Dual Pressure Regulator (S20) (Part No. 1031637):

Manufacturer .......................................................... Solon Mfg. Co.


Adjustable range .................................................... 0-300 psi

Switch rating ........................................................... 15 amp, 125/250/480 VAC

Max. pressure ........................................................ 1,000 psi

Settings:

#1 Switch ................................................................ 195 psig, closes on decrease (1,344.4 kPa)

#2 Switch ................................................................ 205 psig, opens on increase (1,413.42 kPa)

Enclosure ............................................................... NEMA 4

C. Compressor High/Low Pressure Controller (S7) (Part No. 1017828):

Manufacturer .......................................................... RANCO

Type ....................................................................... Dual pressure controller


Switch action .......................................................... Automatic reset (low pressure side opens low; high pressure side opens high)

Low pressure range ............................................... 10 in. Hg. To 100 psig (.3 to 6.8 bar)

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High pressure range ...............................................150 to 450 psig (10.2 to 30.6 bar)

Low pressure side differential .................................10-40 psi (.68-2.72 bar)

High pressure side differential ................................70 psi fixed (4.76 bar)

Connection ..............................................................¼ in. SAE male flare

Enclosure ................................................................NEMA class 1

Terminals ................................................................#8-32 UNC screw type

D. Suction Pressure Limit Switch (S12) (Part No. 1000537):

Manufacturer ...........................................................RANCO

Output device ..........................................................SPDT switch

Switch action ...........................................................Opens high or low

Working pressure range .........................................12 in. Hg. To 50 psig (-4 to 3.4 bar)

Pressure differential ................................................5 to 35 psi

Pressure connections .............................................¼ in. SAE male flare

Enclosure ................................................................NEMA, class 1 with snap-on cover

E. Compressor Discharge Temperature Switch (S8) (Part No. 1012649):

Manufacturer ...........................................................Cole Parmer Instrument

Type ........................................................................Electromechanical

Switch .....................................................................SPDT

Trip point..................................................................250oF

Dead band ..............................................................15°F (-9.4°C)

Style.........................................................................½ NPT plug type

Rating .....................................................................5 amps @ 220 VAC

9. Gauge (Optional)

A. Compressor Suction Pressure Gauge (G6) (Part No. 1001743) (Optional):

Manufacturer ...........................................................Ametek, Inc.

Type ........................................................................Phosphor bronze Bourdon tube

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Dial size .................................................................. 2-1/2 in. dia.

Range ..................................................................... 30 in. Hg. to 0-300 psig (-100 to 2,000 kPa)

Scale arc ................................................................ 270 deg.

Pointer .................................................................... Aluminum

Connection ............................................................. 1/8-27 CBM

Mounting Panel (3) ................................................. .156 in. holes on 3.125 in. DBC

Mounting ring ......................................................... Polycarbonate

Lens ....................................................................... Glass

B. Compressor Discharge Pressure Gauge (G7) (Part No. 1010026) (Optional):

Manufacturer .......................................................... Ametek, Inc.

Type ....................................................................... Phosphor Bronze Bourdon tube

Dial size .................................................................. 2-1/2 in. dia.

Range ..................................................................... 0-400 psig (0-2,800 kPa)

Scale arc ................................................................ 270 deg.

Pointer .................................................................... Aluminum

Connection ............................................................. 1/8-27, CBM

Mounting ................................................................ Panel

Mounting ring and lens ........................................... Polycarbonate

C. Compressor Discharge Temperature Gauge (G10) (Part No. 1003213) (Optional):

Manufacturer .......................................................... Ametek, Inc.

Type ....................................................................... Phosphor bronze Bourdon tube

Dial size .................................................................. 2-1/2 in. dia.

Range ..................................................................... 60°F to 260°F (15.5°C to 126.6°C)

Connection ............................................................. 1/2 - 14, NPT

Mounting ................................................................ Panel

Mounting ring and lens ........................................... Polycarbonate

Capillary ................................................................. 10 ft. armored brass

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D. Superheat Temperature Gauge (G9) (Part No. 1000519) (Optional):


Type Phosphor bronze ...........................................Bourdon tube

Dial size ..................................................................2-1/2 in. dia.

Range ..................................................................... 20°F to 120°F (-28°C to 48.8°C)

Connection ..............................................................1/2 - 14, NPT

Mounting .................................................................Panel

Mounting ring and lens ...........................................Polycarbonate

Capillary ..................................................................10 ft. armored brass

10. Control Box Assembly

A. Blower Pressure Gauge (G20) (Part No. 1005565):


Type ........................................................................Diaphragm

Dial size ..................................................................2-1/2 in. dia.

Range .....................................................................0 to 60 in. H20

Connection ..............................................................¼-18, CBM

Mount ......................................................................Panel

B. Conditioned Air Temperature Gauge (G19) (Part No. 1017832):

Manufacturer ...........................................................Tel-Tru Mfg Co.

Type ........................................................................Gas actuated, linear analog indiacator

Dial Size ..................................................................3 ½ “ dia

Range ......................................................................-40oF to 180oF (-40oC to 82oC)

Scale Arc ................................................................270o

Pointer ....................................................................Black coated aluminum

Capillary ..................................................................10 ft. long 0.316 stainless steel

Bulb .........................................................................3/8 dia X 3” lg

Mounting .................................................................Panel

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C. Instrument Panel:

1. Ignition switch OFF/RUN/START (S2) (Part No. 1000556)

Type ............................................................... Lever operated keyless rotary

Starter locknut ................................................Mechanical ratchet

Positions 1. ..................................................... IGN./START

2. ..................................................... IGN. & ACC.

3. ..................................................... OFF

4....................................................... ACC.

Construction ................................................... Die-cast housing, knurled face nut

Connections ................................................... Back terminal studs with lock washers and

hexagon nuts

Bushing size ................................................... ¾ in.

2. Operator, Emergency Stop (S1) (Part No. 1030147)

Type ............................................................... Push button, maintained operation

Action ............................................................. Push lock, twist release

Size ................................................................ 40 mm mushroom

Configuration .................................................. 3 unit contact block holder

Contact ........................................................... Block (1019968)

Type ............................................................... Single circuit contact block

Action ............................................................. Maintains at normally closed

3. Potentiometer (R100) (Part No. 1032127)

Type ............................................................... Rotary 2.5 Kilo-Ohm

Working voltage .............................................. 500 VDC

Rating ............................................................. 2 watt

Shaft style ....................................................... Keyd for rheostat knob

Shaft size ........................................................ 7/8 lg X ¼ dia

Rotation .......................................................... 312o

Operating temperature .................................... -67oF to 248OF (-55oC to 120oC)

Mounting hole ................................................. .390” dia

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Knob rheostat

Type ................................................................Finger grip

Size .................................................................1 ½” dia with ¼” hole

Lock ................................................................Slotted set screw

4. Indicator Lights (DS19, DS17, DS20, DS21, DS24) (Part No. 1000538)

Type ................................................................Miniature incandescent

Operation ........................................................2 to 120V

Mounting .........................................................Panel, 11/16 dia, hole

5. Panel Light (DS1) (Part No. 1013295)

Type ................................................................Miniature, brass polished chrome finish

Terminals ........................................................Screw type, brass

Mounting .........................................................11/16 dia, hole

6. Tach-Hourmeter (G2) (Part No. 1031396)

Manufacturer ...................................................Teleflex

Type ................................................................Air core vector

Rpm range ......................................................0 - 4,000 rpm

Dial size ...........................................................5” dia

Scale arc .........................................................270o

Lens ................................................................Glass seal to 6 psi

Pointer .............................................................Black hub, white staff, lit

Lighting ...........................................................Internal LED

Electric connection ..........................................6 pin receptacle

Pin 1.................................................................Ignition

Pin 2.................................................................Lights

Pin 3.................................................................Sender

Pin 4 ................................................................Not used

Pin 5 ................................................................Not used

Pin 6 ................................................................Ground

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7. Gauge 4 in 1 (G21) (Part No. 1032132)

Manufacturer .................................................. Teleflex

Type ............................................................... Fuel, oil, temperature and volt

Dial size .......................................................... 5” dia.

Fuel ................................................................ E, ¼, ½, ¾, F

Oil ................................................................... 0 to 100 psi (0 to 7 bar)

Temperature ................................................... 120oF to 250oF (50oC to 120oC)

Volt ................................................................. 20 to 32 VDC

Face ............................................................... Black

Lighting ........................................................... Internal led

Pointers .......................................................... Black hub, white staff, lit

Electric connection .......................................... 8 pin receptacle

Pin 1 ............................................................... Ignition/volts

Pin 2 ............................................................... Lights

Pin 3 ............................................................... Sender fuel

Pin 4 ............................................................... Sender temperature

Pin 5 ............................................................... Sender oil

Pin 6 ...............................................................Not used

Pin 7 ...............................................................Not used

Pin 8 ...............................................................Ground

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D. Defrost Auto/Off/Manual Switch Option (Part No. 1012185):

Type ........................................................................SPDT, bat toggle

Action ......................................................................3-position, on (up) - off (center) - on (down)

Connections ............................................................Screw terminal

Construction:

Contacts ..................................................................Silver

Base ........................................................................Molded phenolic

Metal parts ..............................................................Nickel plated

Electrical rating .......................................................6 amp, 125 VAC

Bushing ...................................................................15/32 in.-32 thd.

Keyway ....................................................................038 in. deep by .072 in. wide

E. Heat/Cool Switch (S21) (Part No. 1002576) (Optional):

Type ........................................................................4PDT bat toggle

Action ......................................................................2-position on (up) - none (center) - off (down)

Connections ............................................................#6-32 UNC screw terminals

Construction:

Contacts ..................................................................Silver

Metal parts ..............................................................Plated steel

Seal .........................................................................Silicone rubber

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ACE-802 DIMENSIONS FIGURE 46

(1 OF 3)

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(2 OF 3)

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(3 OF 3)

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Temp.

°F °C Pressure

PSI kPA bar Temp. °F °C

Pressure PSI kPA bar

Temp. °F °C

Pressure PSI kPA bar

0 -18 6.2 43.1 0.43 46 8 40.6 279.7 2.80 92 33 108.0 744.8 7.45 1 -17 6.7 46.5 0.46 47 8 41.6 287.0 2.87 93 34 110.0 758.2 7.58 2 -17 7.2 49.9 0.50 48 9 42.7 294.4 2.94 94 34 111.9 771.8 7.72 3 -16 7.8 53.5 0.54 49 9 43.8 301.9 3.02 95 35 113.9 785.6 7.85 4 -16 8.3 57.1 0.57 50 10 44.9 309.6 3.10 96 36 116.0 799.5 8.00 5 -15 8.8 60.7 0.61 51 11 46.0 317.3 3.17 97 36 118.0 813.6 8.14 6 -14 9.3 64.5 0.64 52 11 47.2 325.2 3.25 98 37 120.1 827.8 8.28 7 -14 9.9 68.3 0.68 53 12 48.3 333.1 3.33 99 37 122.2 842.3 8.43 8 -13 10.5 72.1 0.72 54 12 49.5 341.2 3.41 100 38 124.3 856.8 8.57 9 -13 11.0 76.1 0.76 55 13 50.7 349.4 3.50 101 38 126.4 871.6 8.72

10 -12 11.6 80.1 0.80 56 13 51.9 357.8 3.58 102 39 128.6 886.5 8.87 11 -12 12.2 84.2 0.84 57 14 53.1 366.2 3.66 103 39 130.8 901.6 9.02 12 -11 12.8 88.3 0.88 58 14 54.4 374.8 3.75 104 40 133.0 916.8 9.17 13 -11 13.4 92.5 0.92 59 15 55.6 383.5 3.83 105 41 135.2 932.3 9.32 14 -10 14.0 96.8 0.97 60 16 56.9 392.3 3.92 106 41 137.5 947.9 9.48 15 -9 14.7 101.2 1.01 61 16 58.2 401.2 4.01 107 42 139.8 963.7 9.64 16 -9 15.3 105.7 1.05 62 17 59.5 410.2 4.10 108 42 142.1 979.6 9.80 17 -8 16.0 110.2 1.10 63 17 60.8 419.4 4.19 109 43 144.4 995.7 9.96 18 -8 16.7 114.8 1.15 64 18 62.2 428.7 4.29 110 43 146.8 1012.1 10.12 19 -7 17.3 119.5 1.19 65 18 63.5 438.1 4.38 111 44 149.2 1028.5 10.29 20 -7 18.0 124.3 1.24 66 19 64.9 447.7 4.47 112 44 151.6 1045.2 10.45 21 -6 18.7 129.1 1.29 67 19 66.3 457.4 4.57 113 45 154.0 1062.1 10.62 22 -6 19.4 134.1 1.34 68 20 67.8 467.2 4.67 114 46 156.5 1079.1 10.79 23 -5 20.2 139.1 1.39 69 21 69.2 477.2 4.77 115 46 159.0 1096.3 10.96 24 -4 20.9 144.2 1.44 70 21 70.7 487.2 4.87 116 47 161.5 1113.7 11.14 25 -4 21.7 149.4 1.50 71 22 72.1 497.4 4.97 117 47 164.1 1131.3 11.31 26 -3 22.4 154.6 1.54 72 22 73.6 507.8 5.07 118 48 166.7 1149.1 11.49 27 -3 23.2 160.0 1.60 73 23 75.2 518.3 5.18 119 48 169.3 1167.0 11.67 28 -2 24.0 165.4 1.65 74 23 76.7 528.9 5.29 120 49 171.9 1185.2 11.85 29 -2 24.8 171.0 1.71 75 24 78.3 539.7 5.40 121 49 174.5 1203.5 12.03 30 -1 25.6 176.6 1.77 76 24 79.8 550.6 5.50 122 50 177.2 1222.0 12.22 31 -1 26.4 182.3 1.82 77 25 81.4 561.6 5.61 123 51 180.0 1240.8 12.41 32 0 27.3 188.1 1.88 78 26 83.1 572.8 5.73 124 51 182.7 1259.7 12.60 33 1 28.1 194.0 1.94 79 26 84.7 584.1 5.84 125 52 185.5 1278.8 12.79 34 1 29.0 200.0 2.00 80 27 86.4 595.6 5.96 126 52 188.3 1298.1 12.98 35 2 29.9 206.1 2.06 81 27 88.1 607.2 6.07 127 53 191.1 1317.6 13.18 36 2 30.8 212.3 2.12 82 28 89.8 618.9 6.19 128 53 194.0 1337.3 13.38 37 3 31.7 218.6 2.19 83 28 91.5 630.8 6.31 129 54 196.8 1357.2 13.57 38 3 32.6 225.0 2.25 84 29 93.2 642.9 6.43 130 54 199.8 1377.3 13.78 39 4 33.6 231.4 2.32 85 29 95.0 655.1 6.55 131 55 202.7 1397.6 13.98 40 4 34.5 238.0 2.38 86 30 96.8 667.4 6.67 132 56 205.7 1418.1 14.18 41 5 35.5 244.7 2.45 87 31 98.6 680.0 6.80 133 56 208.7 1438.8 14.39 42 6 36.5 251.5 2.52 88 31 100.5 692.6 6.93 134 57 211.7 1459.7 14.60 43 6 37.5 258.4 2.59 89 32 102.3 705.4 7.05 44 7 38.5 265.4 2.65 90 32 104.2 718.4 7.18 45 7 39.5 272.5 2.72 91 33 106.1 731.5 7.32

R-134a TEMPERATURE-PRESSURE RELATION CHART CHART 1

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June 18/01

APPROXIMATE BLOWER PERFORMANCE – 1031348

TOTA

L PR

ESSU

RE

– IN

H2O

AIR FLOW – CFM/1000

*pressure taken at blower housing. **Blower wheel rpm. 1. Adjust unit speed to set pressure; example, 48” H2O 2. Read across to blower wheel speed curve and cfm line. Read CFM FLOW; example, 6,500 cfm at blower outlet.

** **

1800 RPM 2400 RPM

3000 RPM

3400 RPM

3600 RPM 3800 RPM

4150 RPM

BLOWER PERFORMANCE CURVE CHART 2

60

35

55

25

10

50

45

40

30

20

15

0

5

0 6 7 5 8 1 3 2 4 10 11 12 139

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1-3 Page 24 June 18/01

APPROXIMATE UNIT PERFORMANCE – ACE-800 SERIES

*

*

* ** **

**

TOTA

L PR

ESSU

RE

– IN

H2O

TOTAL AIR FLOW – CFM/1000

*Blower pressure (1031348 Blower assembly) **Unit Pressure (Inst. Panel) ***Engine rpm

•

READ AT BLOWER HOUSING.

•

***

1,400 RPM

1,800 RPM

2,000 RPM

2,200 RPM

•

ENGINE RPM BLOWER RPM

2,200 ..............................................3,800 2,000 ..............................................3,450 1,800 ..............................................3,100 1,400 ..............................................2,400

NOTE: Multiply CFM by .075 to find lbs./min. flow. Example: 7,000 CFM X .075 = 525 lbs./min. flow.

1. Adjust unit speed to set pressure on blower pressure gauge; example, 35” H2O.

2. Read across to engine speed curve with ** and cfm line; example, 7,000 cfm.

UNIT PERFORMANCE CURVE CHART 3

**

60

55

50

45

40

35

30

25

20

15

10

5

0 0 4 5 6 7 8 9 10 11 12 131 2 3

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ESTIMATED PERFORMANCE

ACE-802 SERIES MAX. COOL CYCLE

SUPP

LY A

IR T

EMPE

RA

TUR

E - °

F

SUPPLY AIR FLOW – LBS./MIN.

CU

RVE

NO

.

DB°F 125 120 115 114 105 100 97 94 85 84 WB°F 75 80 85 88 87 83 87 78 71 67 DP°F 48 64 76 81 82 78 84 72 65 58 RH % 8 18 30 36 49 50 67 50 50 42 A

MB

IEN

T C

ON

DIT

ION

S

GB/LB 50 90 135 160 166 145 180 120 90 72 1750 7 4 3 2 4 6 5 9 12 13 2000 8 5 4 3 5 7 6 10 13 14

CU

RVE

RPM

2,200* 9 6 5 4 6 8 7 11 14 15 1. Find ambient condition; example, 100oF DB. 2. Find rpm; example, 2,200 rpm. 3. Read across for curve number; example, 8. 4. Find point of intersection – flow and curve number. Read across to left for supply temp.; example, 47oF.

1 2 3 4

UNIT PERFORMANCE CURVE CHART 4

65

70

60

300 400 500 700 800 600

• •

25

30

35

40

45

50

55

20

6789

16151413121110

5

17

18

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Shipping 1. Domestic Shipment

The instructions provided below for preservation of the unit and packaging of equipment applies to equipment intended for immediate use after domestic shipment from supply source to first receiving station. This level of preservation and packaging is designed to protect material from physical damage and deterioration during favorable conditions of shipment, limited handling, and short-term storage.

A. Equipment Preparation

(1) Engine

(a) Drain the engine crankcase, replace the oil filter, and refill the crankcase to the proper level with the recommended viscosity and grade of oil suitable for engine operation in the ambient temperatures expected at the shipping destination. Refer to the engine manufacturer’s operation manual in Chapter 5.

(b) Fill the fuel tank with the recommended grade of fuel oil suitable for engine operation in the ambient temperatures expected at the shipping destination.

(c) Operate the engine without load for two minutes at 1,300 rpm.

(d) Clean or replace the engine air filter.

(e) If the engine cooling system will not be drained for shipment, check engine coolant level and fill as required with 50% ethylene glycol base antifreeze and fresh water solution. If engine coolant will be drained, position a suitable size container under the drain port located at the front of the engine adjacent to the water pump inlet and open the drain valve. Remove the cap from the expansion tank to facilitate drainage. Leave the drain valve open.

NOTE: For engine operation in normal ambient temperatures, fill thefuel tank with clean, fresh fuel meeting the requirements of ASTM designation D975 Grade 2-D, having a sulfur content of less than 0.5 mass percent (less than 0.05 percent preferred)and cetane number no less than 40 to avoid fuel clouding(paraffin flake formation) in cold ambient temperatures [below 20oF (-7oC)], fill the tank with grade 1-D winter blended fuel.

NOTE: Total cooling system capacity is 25 gallons (94.6 liters),including the engine, coil, expansion tank, heat exchanger andhoses.

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(f) Clean the exterior of the engine, except for electrical components, with diesel fuel and dry with compressed air.

(g) Seal all engine openings using a strong water and vapor proof tape.

NOTE: Refer to the engine operator’s manual located in Chapter 5 for coolant recommendations. Fill the cooling system to capacity with the recommendedcoolant and operate the engine until warm without the pressurecap installed to purge air from the system. Install the cap aftercoolant level has stabilized at the bottom of the expansion tankneck and operate the engine until the thermostat opens toassure complete mixing and thorough distribution of theantifreeze solution. Fill the coolant recovery bottle to the “FULLHOT” level. Antifreeze solution should be used year-round to prevent coolant from freezing or boiling as well as to provide astable medium for hoses and seals. In extremely hot climates,clean soft water with supplemental inhibitors to preventcorrosion and scale, suppress cavitation, and provide ph control may be substituted for ethylene glycol antifreezesolution. Affix a tag on the radiator that provides the followingnotice: “COOLING SYSTEM FILLED WITH ALL-SEASON 50% ANTIFREEZE SOLUTION (OR INHIBITED WATER SOLUTION) –DO NOT DRAIN.”

CAUTION: TO AVOID POSSIBLE PERSONAL INJURY WHEN USINGCOMPRESSED AIR, WEAR ADEQUATE EYE PROTECTION. DONOT EXCEED 40 PSI (276 kPa) AIR PRESSURE.

CAUTION: DO NOT INSTALL CHAINS OR STRAPS OVER FUEL LINES, ELECTRICAL WIRES, CABLE, OR COMPONENTS.

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June 18/01

(2) Refrigerant

The refrigeration system is prepared for shipment by isolating the maximum amount of the refrigerant charge in the receiver tank. This prevents a large volume of refrigerant from escaping into the atmosphere in the event that leakage occurs due to rough handling or accident during shipment and complies with Department of Transportation (DOT) regulations. Pump down the refrigerant charge following the procedures described in Chapter 2, Section 1, Paragraph J.(1).

(3) Power Take Off

(a) Ensure that the power take off is properly lubricated for the expected operating temperature range. For operating temperatures that will not exceed 200oF (93oC), use premium grade lithium base NLGI #2 medium soft short fiber grease containing molybdenum disulfide. In locations with high ambient temperatures, the power take off bearings will run hotter. When operating temperatures exceed 200oF (93oC), use premium grade lithium base NLGI #3 medium short fiber grease containing molybdenum disulfide.

(b) Disengage the PTO to prevent the clutch disc from sticking to the flywheel by pulling the PTO lever aft (toward the compressor) to release the clutch.

(4) Oil Separator Tank

Check the compressor oil level in the separator tank. Fill the tank as required with Solest 68 (CPI) compressor oil only. Fill the oil separator tank in accordance with the instructions provided in Chapter 2, Section 1, Paragraph J.(4).

(5) Batteries and Cables

(a) Ensure that the batteries are clean and dry; check the electrolyte level in each cell and fill as necessary with fresh demineralized water; and ensure that the batteries are fully charged. Battery posts shall be covered with plastic caps or high dielectric strength tape.

(b) Disconnect the main power cable from the positive and negative terminals of the battery pack. Cap or tape the battery terminals.

CAUTION: TO AVOID CLUTCH SLIPPAGE, DO NOT OVERGREASE THE PTO.

NOTE: Oil should be visible at the upper sight glass (“SAFE” level) with the engine off and the PTO clutch disengaged.

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(6) Trailer Chassis

Ensure that all covers, viewports, portholes, access panels, and doors are in place, closed and secure. Lubricate the steering gear and towbar. Refer to Chapter 2, Section 1, Paragraph 1.B. for lubricant specifications.

(7) Wheels and Tires

Check tire air pressure and fill to the specified pressure. Ensure that all valve stem caps are in place and tight.

(8) Whenever a component or system is deactivated or disabled for shipment, a notice that identifies the procedure and provides instructions to the end user for reactivation shall be displayed on the cart instrument panel and a duplicate copy provided to the shipper for attachment to shipping documents.

(9) Refer to Chapter 1, Section 3, Figure 46 for unit weight and center of gravity. Position the unit on the transporting vehicle on which it will be shipped.

(10) Block up the axles under the springs to remove the load from the tires.

(11) Tie axles securely to the shipping vehicle.

(12) Block up the spring carriers to prevent the unit from shifting.

(13) Tie the spring carriers securely to the deck.

(14) Use the tie down rings located on each side of the unit to secure the unit to the shipping vehicle.

(15) If the unit is to be shipped open deck or in an open container exposed to salt water spray, apply a commercial corrosion preventive compound to exposed surfaces.

B. Boxed or Palletized Equipment

(1) Preservation and Packaging

All accessory equipment, component parts, repair parts, tools, and publications shall be preserved and packaged to prevent loss, physical, or mechanical damage due to handling during shipment, loading, or unloading from pilferage; and from deterioration, including the corrosive action of water or polluted air and other environmental elements.

(2) Packing

All parts removed by disassembly shall be match-marked or labeled to identify installation location. Installation instructions shall be packed with the removed assemblies to aid reassembly and reinstallation.

NOTE: The recommended tire pressure is stenciled on the unit frame adjacent to each wheel.

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June 18/01

C. Method of Shipment

Loading for rail shipment shall be in accordance with the requirements of the Association of American Railroads’ “Rules Governing the Loading of Commodities on Open Top Cars.” Loading of equipment for shipment by truck shall be in accordance with Interstate Commerce Commission “Motor Carrier Safety Regulations.”

2. Overseas Shipment


(1) Follow the procedures described in Paragraph 1.A. through 1.B. covering preparation of the unit for domestic shipment.

(2) Open deck or open container shipment. The exposed surfaces of equipment shipped open deck on cargo vessels shall be protected by a commercial corrosion preventive compound conforming to SAE specification AMS3066.

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SHIPPING ARRANGEMENT FIGURE 47

UNITS WITH TIE DOWN RINGS

1 .....Strap, cargo 2 .....Latch, cargo strap 3 .....Chain, axle tie down 4 .....Chock, wheel

4

2

3

1

2

3

4

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June 18/01

Storage 1. Storing The Unit

Accessory equipment shall be adequately protected during storage periods from physical or mechanical damage due to handling, from pilferage of unit parts or components, and from deterioration, including the corrosive action of water or polluted air and other environmental elements. Packing of parts and equipment shall be accomplished using acceptable preservation materials, containers, and processes based on material composition, surface finish, size, weight, fragility, configuration, and intended level of protection. Packages and containers shall be uniformly marked to identify contents and installation location.

2. Short Term Storage

The instructions provided below for preservation of the unit and packaging of equipment applies to units intended for storage outdoors for up to 90 days.


(1) Engine

(a) Drain and flush the cooling system following the engine manufacturer’s instructions. Refill the cooling system with clean, soft water and add an approved corrosion inhibitor to the cooling system.

(b) Operate the engine without the expansion tank pressure cap installed to bleed air from the system. Then install the cap and operate the engine until normal temperature is reached (thermostat open) to assure a complete mixing and thorough distribution of the corrosion inhibitor. Then shut off the engine. Fill the coolant recovery bottle to the “FULL HOT” level.

(c) Drain the engine crankcase, replace the oil filter, reinstall and tighten the oil drain plug to 33-37 lb.ft. (45-50 Nm) torque.

(d) Fill the crankcase to the proper level with a 30 weight preservative lubricating oil meeting the requirements of MIL-L-21260C, Grade 2.

(e) Drain the fuel tank. Refill with enough clean No. 1-D diesel fuel to permit approximately 10 minutes of engine operation.

NOTE: Consult the manufacturer’s literature contained in Chapter 5 for further information on component assembly storage.

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(f) Drain the fuel system and remove the fuel filters. Fill replacement filters with clean No. 1-D diesel fuel.

(g) Operate the engine for five minutes to circulate the clean fuel oil throughout the engine. Ensure that the engine fuel system is full. Disconnect and plug the fuel return line and inlet line at the primary filter to retain the fuel in the engine.

(h) Clean or replace the engine air filter.

(i) Seal the turbocharger air inlet and turbine outlet connections.

(j) Apply a non-friction corrosion preventive compound to all exposed unpainted engine parts. Clean and dry the exterior painted surfaces of the engine with liquid automobile body wax, synthetic resin varnish, or corrosion preventive compound.

(k) Drain the engine cooling system

(l) Drain the preservative oil from the engine crankcase. Reinstall and tighten the drain plug.

(m) Relieve tension from the alternator drive belt, insert heavy paper strips between the pulleys and drive belts to prevent sticking.

(n) Seal all engine openings including the exhaust outlet with moisture resistant tape.

(o) Affix a tag on the engine which provides the following notice: “ENGINE PRESERVED: DO NOT CRANK.”

CAUTION: TURBOCHARGER BEARINGS ARE PRESSURE LUBRICATEDDURING NORMAL ENGINE OPERATION. SEVERE BEARINGDAMAGE MAY OCCUR IF TURBOCHARGER OPENINGS ARENOT PROPERLY SEALED, ALLOWING AIR DRAFTS TOCIRCULATE THROUGH THE TURBOCHARGER AND ROTATETHE TURBINE SHAFT WITHOUT ADEQUATE LUBRICATING OILFLOW TO THE CENTER HOUSING BEARINGS.

NOTE: The unit should be inspected periodically during the storage period for the formation of corrosion and treated as required.

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(2) Refrigerant

The refrigeration system is prepared for shipment by isolating the maximum amount of the refrigerant charge in the receiver tank. This prevents a large volume of refrigerant from escaping into the atmosphere in the event that leakage occurs due to rough handling or accident. Pump down the refrigerant charge following the procedures described in Chapter 2, Section 1, Paragraph J.(1).

(3) Power Take Off

(a) Ensure that the power take off is properly lubricated. Refer to Chapter 2, Section 1, Paragraph 1.A.

(b) Disengage the power take off to prevent the clutch disc from sticking to the flywheel by pulling the lever aft (toward the compressor) to release the clutch.

(4) Batteries

If vehicle storage will be under 90 days, the batteries may be left in place in the unit. Ensure that the batteries are clean and dry; and that the batteries are fully charged. The battery posts shall be covered with plastic caps or high dielectric strength tape. Disconnect the main power cables from the positive and negative terminals of the battery pack.

(5) Trailer Chassis

Ensure that all covers, viewports, portholes, access panels, and doors are in place, closed, and secure. Lubricate the steering gear and tow bar. Refer to Chapter 2, Section 1, Paragraph 1.B for lubricant specifications.


Check tire air pressure and fill to the specified pressure. Ensure that all valve stem caps are in place and tight.

(7) Instrument Panel

Components located inside the instrument panel compartment shall be protected from corrosion using a volatile corrosion inhibitor. This type of corrosion inhibitor emits a chemical vapor that condenses and coats exposed terminals and connections with a protective film. The vapor will redeposit film over surfaces as needed in the event that condensation forms on surfaces. Components protected with VCI treated materials shall be marked as follows: “WASH HANDS AFTER HANDLING VCI MATERIAL TO AVOID EYE OR SKIN IRRITATION.”

NOTE: A label with the recommended tire pressure is installed on the unit frame adjacent to each wheel.

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B. Boxed Equipment Preparation

All preservatives, packing materials, and containers shall be adequate to provide the degree of protection required corresponding to the known or anticipated storage conditions.

3. Long Term Storage

The instructions provided below for preservation of the unit and packaging of equipment applies to units intended for storage outdoors for over 90 days. Prepare the unit in accordance with the instructions provided in this section in Paragraph 2.A. and 2.B. with the following exceptions.



If the unit will be stored outdoors for over 90 days, block up the axles under the springs to remove all load from the tires, and reduce tire pressure to 10 ± psi.

(2) Refrigeration System

(a) Long term storage will necessitate recovery of the refrigerant charge from the unit and system evacuation. Recovery refers to the removal of HFC-134a from the using equipment and collection in an appropriate external container. Recovery does not involve processing or analytical testing, although these additional procedures may be required. Refrigerant HFC-134a may be recovered using permanent on-site equipment or portable recovery units. At the completion of the recovery cycle, the system is evacuated to remove vapors.

NOTE: Ensure that recovery equipment has elastomeric seals and a compressor compatible with HFC-134a.

CAUTION: RECOVERY EQUIPMENT MUST COMPLY WITH APPLICABLEFEDERAL, STATE, AND LOCAL REQUIREMENTS FOR HFC-134a HANDLING DEVICES. APPROVED RECOVERY EQUIPMENTSHALL BE OPERATED ONLY BY QUALIFIED PERSONNEL. Pro

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(b) The recovery equipment must be capable of ensuring refrigerant removal by reducing system pressure to a minimum of 4 in. Hg. Below atmospheric pressure.

(c) The recovery external storage container shall provide overfill protection to assure that the volume of refrigerant removed does not exceed 80% of the tank rated capacity at 70oF (21.1oC) in accordance with the Federal Code of Regulations Title 49, Section 173.304. Recovery containers shall be labeled “HFC-134a”.

(d) The equipment must be capable of separating the lubricant removed with the refrigerant and accurately indicating the amount of lubricant removed. Since dissolved refrigerant increases the volume of the recovered lubricant, an accurate indication of the actual amount of lubricant removed prevents later overcharging of the unit with lubricant.

(3) Batteries

Remove the batteries from the unit. Clean thoroughly by wiping the case with a damp cloth. Remove any corrosion with a solution of one part baking soda and four parts water. Coat the terminals with petroleum jelly to inhibit corrosion. Cover terminal posts with plastic caps or tape. Stow the batteries in a cool, dry location and periodically recharge.

WARNING: HFC-134a CAN FORM COMBUSTIBLE MIXTURES ATPRESSURES ABOVE ATMOSPHERIC AND WITH AIRCONCENTRATIONS GREATER THAN 60% BY VOLUME. AVOID EXPOSURE OF COMBUSTIBLE MIXTURES TO ANY IGNITIONSOURCE DURING THE RECOVERY PROCEDURE.

NOTE: Use only new lubricant to replace the amount removed duringthe recovery process. A sample of refrigerant shall be taken todetermine the level of moisture and noncondensable particlecontamination. Contaminated refrigerant shall be cleaned usingappropriate recycling equipment.

NOTE: A label with the recommended tire pressure is installed on the unit frame adjacent to each wheel.

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4. Removing The Unit From Storage


(1) Engine

(a) Remove all protective coverings from the engine, including the exhaust outlet, fuel tank, and electrical equipment.

(b) Remove the plugs from the inlet and outlet of the fuel lines and reconnect the lines to their proper mating fittings.

(c ) Wash the exterior of the engine with the fuel oil to remove the rust preventive coating.

(d) Remove the paper strips from between the pulleys and drive belts.

(e) Fill the crankcase to the proper level with the required grade of lubricating oil. Use a pressure lubricator to ensure that all bearings and rocker shafts are lubricated.

(f) Fill the fuel tank with fresh, clean diesel fuel of the recommended grade.

(g) Close all drain cocks and fill the engine cooling system through the filler neck at the top of the expansion tank with a solution of 50% ethylene glycol antifreeze and fresh, soft water.

CAUTION: DO NOT ALLOW FUEL OIL TO CONTAMINATE ELECTRICAL COMPONENTS.

NOTE: Check for serviceable drive belts. Install a new alternator belt if required. Adjust belt tension in accordance with the engine manufacturer’s instructions.

NOTE: If a pressure lubricator is not available, the engine may be cranked (do not allow the engine to start) before start up to prelubricate the engine and to build up oil pressure. Pro

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(h) Remove the batteries from storage. Install the batteries and reconnect the cables. Load test the batteries to check for satisfactory condition. Recharge the batteries if necessary.

(i) Remove the covers from the turbocharger air inlet and turbine outlet connections. Reconnect piping as required. Pre-lubricate the turbocharger.

(j) Purge air from the fuel system.

(k) After all engine pre-start checks have been completed, start the engine.

(l) Operate the engine at 800 to 1,300 rpm until warm. Monitor the oil pressure and coolant temperature gauges closely during engine warm up.

(m) Purge air from the cooling system.

NOTE: Residual corrosion preventive compound in the fuel system may result in smoky exhaust for a few minutes.

CAUTION: IF THERE IS NO OIL PRESSURE WITHIN 10 TO 15 SECONDS,STOP THE ENGINE AND CHECK THE LUBRICATING SYSTEM. OIL PRESSURE SHOULD NOT BE LOWER THAN 15 PSI (103.425kPa) AT IDLE SPEED.

CAUTION: DO NOT OPERATE THE STARTER MOTOR FOR OVER 15SECONDS. WAIT AT LEAST 30 SECONDS FOR THE STARTERMOTOR AND FLYWHEEL TO STOP ROTATING BEFOREREATTEMPTING TO START THE ENGINE.

CAUTION: FAILURE TO FILL THE COOLING SYSTEM AND PURGE IT OFAIR CAN RESULT IN SERIOUS ENGINE DAMAGE FROMOVERHEATING. AVOID OVERFILLING THE RECOVERYBOTTLE. THIS MAY RESULT IN SPILLAGE WHEN THECOOLANT EXPANDS DURING ENGINE OPERATION.

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Remove blocks from the chassis and fill tires to the specified air pressure.

(3) Refrigeration System

(a) Recharge the system with fresh or reclaimed R-134a refrigerant if the charge was removed for long term storage.

(b) If the storage period was short term and the refrigerant charge was not recovered, open the receiver rotolock valves to release stored refrigerant into the system.

(c ) Leak check the refrigeration system following the instructions provided in Chapter 3, Section 4, Paragraph 3.

NOTE: The recommended tire pressure is stenciled on the unit frame adjacent to each wheel.

WARNING: UNDER NO CIRCUMSTANCES SHOULD THE REFRIGERATIONSYSTEM BE PRESSURE TESTED OR LEAK TESTED WITH AIRAND HFC-134a MIXTURES. NEVER USE COMPRESSED (SHOP) AIR FOR LEAK DETECTION IN HFC-134a SYSTEMS. PRESSURIZED CONCENTRATIONS OF HFC-134a REFRIGERANT AND AIR GREATER THAN 60% BY VOLUMEMAY BE COMBUSTIBLE.

NOTE: Use a compound-specific leak detector sensitive only to R-134a vapor if possible.

CAUTION: BEFORE USING A DYE TO LEAK CHECK THE SYSTEM,ENSURE THAT THE DYE IS COMPATIBLE WITH R-134a REFRIGERANT BEFORE ADDING IT TO THE SYSTEM.

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B. Boxed Equipment Preparation

All boxed equipment shall be unpacked and inspected for damage or corrosion resulting from shipment and storage. Parts unpacked shall be compared to the enclosed packing list, physically identified, and checked as received.

Unpacking instructions are provided whenever sequential unpacking of unitized items, overwraps, intermediate containers, or parts retained by shipping fasteners is necessary to avoid equipment damage. All components disassembled to consolidate loads and reduce the packaging requirement should be reassembled. Such components are match-marked to facilitate reassembly.

Preservatives should be removed from treated parts.

CAUTION: DO NOT OPEN PARTS OR COMPONENTS PACKED IN SEALEDMOISTURE/VAPOR PROOF PACKAGING OR INELECTROSTATICALLY SHIELDED PACKAGING UNTIL READY FOR INSTALLATION OR USE.

WARNING: AVOID DIRECT CONTACT WITH VOLATILE CORROSIONINHIBITORS. THE ACTIVE CHEMICAL COMPOUNDS USED INTHESE INHIBITORS MAY BE SKIN OR EYE IRRITANTS.

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chapter 1 du - rev 013108€¦ · components, provides operating procedure, unit specifications,...

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