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CHAPTER 1

General Information & Operating Instructions

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1. Description

1.A. Unit Description (See Figure 1)

The ACU-802S Air Conditioning and Heating Units are self-contained truck or trailer mounted, diesel engine driven units. The ACU-802S Air Conditioning and Heating Units are designed to provide passenger comfort in all single, double, or triple connection cooled aircraft, in any climate or season. Major assemblies of the ACU-802S Air Conditioning and Heating Units are: 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 802S-CUP, 802S-H-CUP each 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 802S-CUS, 802S-H-CUS each 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:

• Engine Faults

• Low coolant level

• Low oil pressure

• High coolant temperature

• Low fuel level option

• Refrigeration System Faults

• High/low compressor pressures

• High discharge temperature

This chapter contains operating instructions for the ACU-802S Air Conditioning Unit. The information presented herein provides a physical and functional description of the unit and its components provides operating procedures, unit specifications, dimensions, and 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. For the purpose of unit identification, a nameplate stamped with the unit model, serial number, and unit weight is installed in on the unit near the instrument panel. Pro

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ACU-802S 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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ACU-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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1.B. Optional Equipment

Options available on the ACU-802S Air Conditioning and Heating Unit are listed below. Chapter 4 provides a Detailed Parts List. Optional equipment includes the following:

• Additional hose outlets

• Low fuel warning system with flashing, steady, or rotating beacon on the roof

• Low fuel warning shutdown system with flashing, steady, or rotating beacon on the roof

• Stainless steel fuel tank

• Flashing, rotating, or steady unit warning beacon illuminated while the unit is operating

• Other options to meet specific customer requirements

1.C. 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.

1.C.i. 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.

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1.C.i.a. RefrigerationCycle 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 its temperature, solidifies, or 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.

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°F PSIG °F PSIG °F PSIG °F 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: (°F - 32) X 5/9

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.

R-134a TEMPERATURE - PRESSURE CHART CHART 1

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In summary, 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.

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

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1.C.i.a.1. Cooling Cycle – air conditioning and heating units (See Figure 2 (2 of 2)) The refrigerant gas leaves the compressor (C2), through the oil separator (C14), reversing valve (heating option only) (V1), outside coil (C5), check valve (heating option only) (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 (2 OF 2)

EXPANSION VALVE V6

V17

FILTER DRIER

DISTRIBUTOR

V42

OUTSIDE COIL C5

OIL SEPARATOR

V35

SOLENOID VALVE L4

RECEIVER C3

F3 G11

INSIDE COIL C4

C14

COMPRESSOR C2

DIESEL ENGINE

C1

REVERSING VALVE V1

(OPTIONAL)

FANS

V39

V25 V22

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1.C.i.a.2. Heating Cycle (Optional) – Air Conditioning and Heating Units (See Figure 3) 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 (OPTIONAL) HEATING MODE

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

OUTSIDE COIL 4

COMPRESSOR 1

EXPANSION VALVE

3

INSIDE COIL 2

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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

F3 G11

INSIDE COIL C4

C14

COMPRESSOR C2

DIESEL ENGINE

C1

REVERSING VALVE V1

(OPTIONAL)

FANS

V39

V25 V22

V40 V38

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1.C.i.b. Compressor Assembly (C2) (See Figure 4) The compressor (C2) is directly driven by the engine power take off shaft through a disc coupling. The power take off is of the clutchless type, the compressor therefore operates whenever the engine is turning. The compressor is of the positive displacement rotary screw type with a fixed volume ratio. The volume ratio is selected to provide optimum efficiency for this application without over compressing the refrigerant. 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 some liquid slugging. The compressor has a hydraulically actuated slide valve for step-less capacity control. The compressor can be unloaded to 25% of full load capacity.

1.C.i.b.1. Capacity Control (See Figures 5-1 & 5-2) 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 per compressor revolution. 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 direct acting solenoid valve (L1 and L2) controlling compressor oil flow to the slide valve cylinder. The coils are energized or de-energized by the onboard programmable logic controller (PLC) (E1) in response to inside coil pressure as required for compressor loading, unloading, and holding modes. In probe-less cooling mode, the PLC defaults to maintain an inside coil pressure of 28 psig. If the operator commands the unit for warmer air, the PLC will increase the inside coil pressure as needed by unloading the compressor partially allowing the unit to deliver warmer air. In probe-less heating mode (optional), the PLC defaults to an inside coil pressure of 215 psig to deliver very warm air to the aircraft. If the operator commands the unit for cooler air, the PLC will decrease the inside coil pressure as needed by unloading the compressor partially allowing the unit to deliver cooler air. In probe mode, the PLC varies the inside coil pressure as needed to maintain cabin comfort automatically.

1.C.i.b.2. Compressor Loading The PLC (E1) sends power to load and unload solenoid, energizing the load coil (L1). 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.

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1.C.i.b.3. Compressor Unloading The PLC (E1) sends power to load and unload solenoid, energizing the load coil (L2). This allows oil to flow from the compressor port “2” through the needle valve (V9) to the solenoid valve. This allows discharge pressure on the slide valve piston to unload the slide valve as the piston moves outward.

1.C.i.b.4. Compressor Hold When the refrigeration system stabilizes at a constant inside coil pressure, the compressor unload piston is held in a stationary position. In hold position, both “a” (L2) and “b” (L1) 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.

1.C.i.b.5. Compressor load/unload solenoid

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

1.C.i.b.6. Compressor Suction Check Valve

The compressor is supplied with a 5” check valve on the inlet, the valve is spring loaded and prevents backflow from the compressor 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.

1.C.i.b.7. Compressor Suction Strainer

The compressor is equipped with a suction strainer as an integral part of the compressor. This item is maintained by cleaning with OSHA approved nonflammable degreaser and soft bristle brush. See the manufacturer’s literature in Chapter 5 for specific cleaning instructions.

V9

NEEDLE VALVE

L1/L2

ENERGIZE COIL “b” (L1) TO LOAD

ENERGIZE COIL “a” (L2) TO UNLOAD

(L1/L2) LOAD/UNLOAD

SOLENOID

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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 (1 OF 2)

COMPRESSION OCCURS BETWEEN ROTORS AND SLIDE VALVE Pro

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CAPACITY CONTROL FIGURE 5 (2 OF 2)

UNLOAD

SLIDE VALVE PISTON

SLIDE VALVE

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1.C.i.c. 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 an 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. 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 damps 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 high 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. 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.

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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... High oil level sight glass coupling 12... Suction outlet 13... Deflector 14... Discharge gas inlet 15... Relief valve coupling

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1.C.i.d. Refrigerant Oil

The compressor is lubricated with synthetic ester based lubricating oil, Solest 68. 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 from 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. The oil flash point is 511°F (266°C), and the 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 in the event of fire. 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.

1.C.i.e. 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 atmospheric pressure. The saturation temperature and pressure range of this refrigerant make it a good heat exchange medium for use in ground support air conditioning. 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 atmospheric ozone. 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 lukewarm water until thawed, and then the application of a non-medicated ointment such as white petroleum jelly should be done. Seek medical treatment if skin remains grey in color. In case of eye contact, flush the eyes with water for 15 minutes; then apply a light bandage, and seek medical treatment.

At room temperature and atmospheric pressure, R-134a refrigerant is not flammable. At pressures as low as 5.5 psig and 350°F (177°C) 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 BECOME 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. See Chapter 5 of this manual for further information. 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 are 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.

1.C.i.f. 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 bypass 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.

1.C.i.g. Reversing Valve (V1) (Optional) (See Figure 8) A four-way, two position reversing valve in placed in the refrigeration system in such a way to swap the outside and inside coil functions. The reversing valve is made of steel. Each spool is a hone fit with its 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 pilot solenoid 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) (49

oC). 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 3 .....Seal, filter element 4 .....Spring, compression 5 .....Steel bowl 6 .....Cartridge, filter 7 .....Bypass relief valve

4

1, 2

7

OUT

5

3 6

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REVERSING VALVE (V1) FIGURE 8

(OPTIONAL)

(a) (b)

OUTSIDE COIL

INSIDE COIL COMPRESSOR

DISCHARGE

COMPRESSOR SUCTION

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2

3

1

4

1.C.i.h. 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 (tube within a tube with fins between the inside and outside tubes) that provide approximately 50% better heat transfer over plain tubes.

REFRIGERATION SYSTEM MAJOR ASSEMBLIES FIGURE 9

1 .....Outside coil (C5) 2 .....Oil separator (C14) 3 .....Receiver (C3) 4 .....Compressor Pro

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1.C.i.i. 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 (C4) 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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1.C.i.j. Expansion Valves (See Figures 11 & 12)

1.C.i.j.1. Main TXV (V6)

The main thermal expansion valve regulates the rate of refrigerant flow to the main evaporator coil 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 6°F (3.3°C ). Lower superheat setting may result in liquid carry over to the compressor. The liquid, upon coming in contact with the warm coil, will flash into gas. The superheat adjustment is located externally on the valve body. Two complete turns will raise or lower the actuating superheat approximately 1 °F (0.6 °C ) (superheat range 6 °F -15 °F ) (3.3 °C - 8 °C ). 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 employs an external equalizer, which compensates for pressure drop through the evaporator, allowing the TXV to maintain a correct superheat no matter the load.

1.C.i.j.2. 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 10 °F to 15°F (6°C to 8°C) superheat to ensure no liquid refrigerant returns to the compressor.

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THERMAL EXPANSION VALVE FIGURE 11

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

1

4

3

OUTLET

2

INLET

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1.C.i.k. Liquid Injection Solenoid Valve (V24)

A normally closed solenoid valve (V24) is installed in the liquid line between receiver and the liquid injection port on the compressor. The valve is controlled by its coil (L7) which is energized by the PLC (E1) to maintain a discharge temperature, and consequentially, oil temperature, around 190 °F when the compressor is under heavy load.

1.C.i.l. Liquid Refrigerant Receiver Tank (C3) (See Figure 9) 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 connection. The valve is provided with a Teflon and organic fiber seal; a side gauge port; and reinforced zinc plated steel stem cap.

1.C.i.m. Refrigerant Filtration

1.C.i.m.1. 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 effectivity 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

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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.

1.C.i.m.2. 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 0.3 psi (2 kPa). The filter operates at temperatures from 60°F to 250°F (15 °C to 121 °C ). The filter may be cleaned and reused. The desiccant cartridge comprises a monel basket filled with 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 375 °F (190 °C ) and 425°F (218 °C ) 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.

1.C.i.m.3. 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”

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115 sq. in. replaceable pleated media filter element. Maximum capacity is 15.8 tons at 40°F (4oC) evaporator temperature.

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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1.C.i.n. 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 ensure 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.

WET DRY

CAUTION

CAUTION

MOISTURE INDICATOR SIGHT GLASS (G11) FIGURE 15

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1.C.i.o. Solenoid Valve Main Expansion Valve (L4) (See Flow Diagram)

The expansion valve balance line is connected to a solenoid valve (L4), that is controlled by the PLC (E1) 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.

1.C.i.p. Vibration Eliminators

Flexible metallic tube assemblies are installed in the refrigerant circuit to dampen noise and vibration resulting from engine; power take off, 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.

1.C.i.q. 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.

1.C.i.q.1. 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) (See Flow Diagram) (Shown in the Open Position)

FIGURE 16

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1.C.i.q.2. 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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1.C.i.q.3. 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.

1.C.i.q.4. 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 valves are 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 valves are not intended to regulate overload or cutout pressures, the relief valve discharge pressure setting corresponds to the maximum working pressure rating of the vessel.

1.C.i.q.5. Check Valves (V5, V45) (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 VALVES 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

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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

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2

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1.C.ii. Engine (C1) (See Figure 20 & 20A)

The unit is powered by a turbo charged four cycle, electronic speed controlled industrial diesel engine. Engine rotation is counter clockwise facing the engine 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 housing. The power take off shaft is connected through a spool type coupling to the compressor.

1.C.ii.a. 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 for this purpose. 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 pressure indicator is mounted on the ducting between the filter and the turbo-inlet to monitor filter restriction.

1.C.ii.b. Charge Air Cooler

A charge air cooler (CAC)(C31) is required to cool the air leaving the turbo-charger before it is introduced into the engine intake manifold. This is an air to air heat exchanger, ambient air is blown across the CAC to cool the pressurized engine intake air running through it. The CAC is sized to bring the charged high-temperature air from the CAC down to the specified temperature for engine ingestion.

1.C.ii.c. Exhaust System

The exhaust system comprises of 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 damp vibration. The silencer discharges 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 damps exhaust sounds and removes carbon particles and other particulate matter from the exhaust gas stream. Collected solids need to be emptied periodically to reduce the fire hazard.

NOTE:

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1….Intake manifold after CAC 2….Exhaust manifold 3….Alternator 4….Turbo discharge to CAC 5….Turbo inlet 6….Turbo exhaust 7….Oil filter 8….Starter motor 9….Coolant conditioner element

ENGINE ASSEMBLY (C1) (CUMMINS) ACU-802S-CUP

FIGURE 20 (1 OF 2)

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1….Fuel filter element 2….Fuel filter/water separator element 3….Oil dipstick 4….Oil fill 5….Oil Pan 6….ECM

ENGINE ASSEMBLY (C1) (CUMMINS) ACU-802S-CUP

FIGURE 20 (2 OF 2)

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1.C.ii.d. Cooling System (See Figure 21)

1.C.ii.d.1. 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 row 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. The coolant then circulates through the block into the cylinder heads. When the coolant is below operating temperature 180 °F (87°C ), coolant flow is blocked 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 condenser coil. 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 cooling system via small dearation hoses placed within the cooling system. The upper portion of the chamber acts as a reservoir for the 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. A coolant level sensor is installed in the expansion tank to ensure engine operation with too low of a coolant level does not occur.

1.C.ii.d.2. 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 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 tank. The heat boost coil is mounted in the air outlet chamber inside the evaporator coil box. The coil assembly is a forced air heat exchanger comprised of 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

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

COOLANT CIRCUIT - THERMOSTAT FIGURE 21

SHUT OFF VALVE (V41)

RECLAIM TANK

DIESEL ENGINE (C1)

EXPANSION TANK (C9)

PTO (C26)

INSIDE COIL (C4)

HEAT BOOST COIL (C29)

SOLENOID (L7)

NOTE:

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

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1.C.ii.e. Fuel System

The fuel system is comprised of the following components: a 130 gallon (492 liter) capacity vented fuel tank; 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 pressure regulator installed in the return fuel manifold maintains system pressure. Fuel is drawn from the fuel supply tank through a fuel filter/water separator and enters a fuel transfer pump. The transfer pump delivers fuel to the secondary filter mounted on the engine. The fuel is then further pressurized by an on engine high pressure pump, and is then delivered to the high pressure fuel rail which supplies fuel to the injectors. 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 interconnecting fuel lines back to the fuel tank.

1.C.ii.f. ECM (Electronic Engine Control Module) (See Figure 20)

The ECM controls the speed of the engine. It fulfils all the functions of the mechanical controller plus other functions. The main components of the ECM are the sensors, the control unit and the actuator. Engine-side and unit-side equipment is connected to the ECM control unit by way of separate-prefabricated wiring harnesses. The unit-side wiring is installed by the unit manufacturer. Further information about the ECM may be found in Chapter 5.

1.C.ii.g. Charging System

1.C.ii.g.1. Alternator (G1) (See Figure 20)

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 75 amps output current.

1.C.ii.g.2. Storage Batteries (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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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

8

7

5

4

3

1 2

6

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1.C.iii. 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.

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The running gear wheels and hubs are designed to permit towing the trailer over various ramp surfaces in all weather conditions. The wheels are steel single-piece assemblies 10 inches (25 cm) in diameter with 5 bolt holes on 5.5 inch (14 cm) bolt circle. Wheel width is 5.5 inches (14 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.

1.C.iv. Power Take Off (C26) (See Figure 24) A heavy-duty power take off is installed on the engine flywheel housing 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 is designed to fit an SAE #2 housing and is of the clutchless variety. The power take off is of suitable capacity for either side-load or in-line applications. It consists of a cast housing, tapered roller main bearing supported drive shaft, ball pilot bearing, bearing retainer, torsional flywheel coupling, and fasteners. The torsional flywheel coupling is bolted directly to the flywheel. The flywheel coupler is directly mounted on the drive shaft. 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 cross shaft bearings are grease lubricated through fittings provided on the housing.

1.C.v. Mechanical Drive Components (See Figure 24)

1.C.v.a. PTO Drive

Engine horsepower is transmitted to the compressor and supply air blower through a power take off assembly, 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

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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 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. Prope

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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

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1.C.v.b. 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 when in cooling mode. The fan drive assembly consists of twin, 42” diameter, propellers with (C11, C30 – see flow diagram) 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 ensures that air flow through the condenser coil is symmetrical.

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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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1.C.vi. 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 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. The conditioned air is then supplied through the delivery hose to the aircraft.

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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)

2

1

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4 5

3

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1.C.vi.a. 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 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

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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.

1.C.vi.b. 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.

1.C.vi.c. Hose Outlet Chamber T he 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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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

3

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2 1

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1.C.vi.d. 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 Pro

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AIR DELIVERY HOSE ASSEMBLY FIGURE 27

(2 OF 2)

ACE-277-004

ACE-277-804

P/N 1003414-6

AIRCRAFT COUPLER

VIEW A

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1.C.vii. Electronic Control System

The unit is equipped with a ‘smart’ control system that allows the unit to operate at maximum efficiency under all operating conditions. Operator interaction with the control system occurs at the unit operating panel. The control system consists of a PLC (E1), an HMI display, various pushbuttons on the unit control panel, and various sensors mounted in the unit.

The electronic control system may be operated in two modes, a ‘closed loop’ mode, where a cabin temperature feedback probe is deployed, or an ‘open loop’ mode of operation where the unit calculates a best guess for the needed output to satisfy the aircraft. In the closed loop mode, the PLC in the unit will directly read the aircraft cabin temperature. From this temperature, it will automatically control the unit fully, including mode of operation. The engine speed, and therefore blower speed will be regulated to supply sufficient air to heat or cool the cabin as needed, with the compressor being automatically loaded and unload to keep the delivered air temperature correctly for the aircraft demand. This mode is automatically enabled when the optional aircraft temperature probe is connected to the unit. In the open loop mode, the PLC will calculate a ‘best guess’ for aircraft requirements. The operator will also need to select the unit mode of operation before starting the engine. The unit will operate at a fixed output pressure and temperature to satisfy the aircraft for a given ambient temperature. This mode of operation is automatically selected when the optional aircraft probe is not connected, or a fault occurs with the probe or its circuit. In either mode of operation, the operator can ‘bias’ the output of the unit, that is, make it warmer or cooler. There is a range of -10 to 10 on the bias value, and is the only operator influence on the unit’s operation.

1.C.vii.a. Programmable Logic Controller (PLC) (E1)

The programmable logic controller (PLC) is the ‘brain’ of the electronic control system employed on the unit. It directly controls the speed of the engine, and the operation of every valve, solenoid, and relay on the unit. All lamps, beacons, and other accessories are also controlled by the PLC. The software in the PLC analyzes values of various sensors within the unit, and based upon their values, calculates the best action for the unit to operate as efficiently as possible. The PLC will automatically load or unload the compressor, and will regulate engine speed to deliver the proper quantity and temperature of air to the aircraft to satisfy its heating or cooling requirements. The PLC software also contains a large library of aircraft and their heat transfer characteristics for open loop operation. The software is also aware of the maximum allowed pressures for aircraft and will never exceed them, no matter the cooling or heating demand. The PLC also acts as the unit main safety device. Whenever a sensor or safety switch is actuated, the PLC will immediately stop the engine to prevent damage to the unit, or to personnel near the unit. The PLC to engine interface consists of a J1939 CAN (Controller Area Network) bus and the keyswitch power input to the ECM. The keyswitch power input is used to enable or disable engine operation, while the J1939 commands the engine operating speed.

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1.C.vii.b. HMI Display (E2) The HMI display is the link between the operator and the PLC. It allows the user to pick the aircraft being serviced, displays the fuel level in the fuel tank (if equipped), choose the mode of operation, and bias the unit output. In the event of a fault condition, the unit will display a fault code number on the display in a dedicated screen. This fault number can be used to assist in further diagnosis of the issue. There is a hidden menu availble to assist in servicing, testing, and maintaining the unit. This menu allows the unit to be operated manually, allows every input value to the PLC to be read, every output from the PLC to be actuated, and allows the fault and warning code history of the unit to be read. Unit options are also configured in this menu.

1.C.vii.c. Cabin Temperature Sensor (B1) This sensor is deployed into the cabin of the aircraft for closed loop operation. Once connected, the unit automatically will operate in closed loop mode until the sensor is disconnected. The sensor connector is located to the left of the unit operator’s station and extension cables are used to connect the unit to the sensor in the cabin. This sensor is of a the 4-20mA type, unaffected by cable length. No fault code exists for the loss of this sensor, the unit will automatically revert to open loop cooling mode when the sensor connection fails.

1.C.vii.d. Ambient Temperature Sensor (B2) This sensor is installed above the air intake of the blower. This sensor measures the temperature of the air ingested by the blower as the ambient temperature the unit, and therefore, the aircraft are in. This data is used to in the computation of the aircraft flow/pressure requirements in open loop mode. A fault with this sensor or circuit will cause a fault code 01.

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1.C.vii.e. Compressor Slide Valve Position Sensor (B3) This sensor is mounted in the compressor. It is attached the slide valve and senses the position of the slide valve in the compressor. A 4-20mA signal is generated and used by the PLC to determine when the compressor is operating at full capacity. A fault code 02 will be displayed when a fault exists in this sensor or its circuit.

1.C.vii.f. Compressor Discharge Temperature Sensor (B4) This sensor is mounted in the discharge plumbing of the compressor in a thermowell. The thermowell is brazed into the plumbing, allowing the sensor to be replaced if ever necessary without removal or loss of refrigerant from the refrigeration system. The temperature of the discharge gas from the compressor is measured by this sensor. The PLC will use this information to turn on and off the liquid injection solenoid as needed to keep the discharge gas temperature at 190 °F ( 88 °C) or less to ensure oil temperature is maintained at 190 °F ( 88 °C ) or less. A second function of this sensor is to act as the discharge temperature safety for the unit. A fault code 08 indicates excessively high discharge temperature, while a fault 03 will be displayed when a fault exists in this sensor or circuit.

1.C.vii.g. Inside Coil Pressure Transducer (B5) This sensor is mounted in the plumbing adjacent to the inside coil. A 4-20mA signal is generated by this sensor in the range of 0-363 PSIG ( 0-25 bar). This sensor is used by the PLC to determine the inside coil pressure, and control the load and unload solenoid valves as needed to keep the inside coil pressure as desired. A fault code 04 indicates a fault in this sensor or wiring.

1.C.vii.h. High/low pressure switch (S43) (See figure 28) This normally closed switch monitors the pressure of the compressor suction and discharge as a safety. If the suction pressure becomes too low or the discharge pressure is too high, the switch will open and the PLC will shut off the unit. This switch is set suring the initial startup and setup of the unit and should never need adjustment for the life of the unit. A fault code 11 indicates that this switch has tripped, or there is an issue with the circuit containing this switch.

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COMPRESSOR HIGH/LOW PRESSURE SWITCH

FIGURE 28

1

5

3

4

2

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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1.C.vii.i. Delivered air pressure (B6) and temperature (B7) sensors These two sensors are mounted in the coilbox of the unit, near the hose outlet assembly. The pressure and temperature of the air leaving the unit to the aircraft are monitored by these two sensors and converted to 4-20mA signals for the PLC to read. The outlet air pressure sensor is used by the PLC to control the engine speed to achieve a desired outlet air pressure to the aircraft. The temperature sensor is used to regulate the load and unload solenoids by the PLC as needed to ensure no coil freezeup occurs in the unit. Fault codes 03 and 04 are assigned to these two sensors for troubles with the sensor or the circuitry going to the sensors.

B7

B6

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1.C.vii.j. Compressor Slidevalve Sensor (B3) This sensor is mounted to the side of the compressor assembly. It measures the position of the slide valve in the compressor and converts that to a 4-20mA signal for the PLC to read. The PLC uses this signal to determine when to increase the outlet pressure to affect more cooling or heating when needed in the closed loop cycle. A fault 02 will be set when there is a problem with this sensor or the circuit containing it.

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2. Operation

2.A. Environmental Considerations

2.A.i. 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, ensuring proper compressor lubrication.

2.A.ii. 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.

2.A.iii. Cold Weather Operation Normal cold climate operation should not affect unit performance and reliability. Consult TLD for extreme cold weather operation. Cold weather starting kits are available options to improve engine cold weather starting capability.

WARNING:

POSITION THE UNIT TO AVOID EXHAUST FUMES OR COMBUSTIBLE VAPOR INTAKE INTO THE BLOWER. FAILURE TO DO SO MAY CAUSE EXHAUST FUMES OR VAPORS TO BE BLOWN INTO THE AIRCRAFT!

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2.B. 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.

2.B.i. First Use or Preparation for Use Following Shipment Before starting or operating the unit for the first time or after shipment, perform the following:

� Apply the parking brake and chock the wheels. � Remove the blocking, banding, and tie down restraints securing the unit to the shipping vehicle. � Open all access doors and remove interior packing materials. � Remove interior and exterior sealing materials. � Close all drain valves. � Connect the battery cables and check battery charge condition using the panel mounted

voltmeter.

2.B.i.a. Inspection Inspect the unit thoroughly prior to use. Perform the following checks: Inspect the exterior for shipping damage, broken lights, bent sheet metal, or other external damage. Check for visible evidence of engine fuel, coolant and oil leaks; refrigerant leaks; and compressor oil leaks.

2.B.i.b. 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 INSTRUCTIONS THOROUGHLY BEFORE ATTEMPTING TO OPERATE THE UNIT.

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2.B.i.c. Engine Coolant Level

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

2.B.i.d. 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.

2.B.i.e. Fasteners 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. Replace missing caps. Install the required wire and hose supports.

2.B.i.f. Tires

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

2.B.i.g. Parking Brake

Check parking brake operation. Adjust as required.

2.B.i.h. Lubrication

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.

NOTE:

If the engine coolant has been drained for shipment, refill the cooling 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.

CAUTION:

BEFORE FUELING WITH JET A FUEL, CONTACT TLD AS DAMAGE TO THE INJECTION PUMP COULD RESULT.

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2.B.i.i. Alignment

Check compressor and blower alignment. Refer to Chapter 3, Section 4, Paragraph 7 for alignment procedure.

2.B.i.j. Refrigerant Charge Level

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.

Open the refrigerant receiver tank rotolock valves (V17, V42) fully once charge level is established to be good.

2.B.i.k. Leak Checking 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.

2.B.ii. Preparation for Use Following Storage

This section covers steps that must be taken, prior to placing the unit in service following storage. The steps for placing the unit into service after shipment should be followed after these before placing the unit into service, see the previous section.

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

2.B.ii.b. 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 drive belts.

NOTE:

The refrigeration system is prepared for shipment by isolating the maximum amount of the refrigerant charge in the receiver tank.

CAUTION:

TO AVOID DAMAGE TO THE COMPRESSOR FROM INADEQUATE LUBRICATION, ENSURE THAT THE SEPARATOR TANK SHUT OFF VALVE (V13) IS OPENED PRIOR TO UNIT OPERATION.

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2.B.iii. Preparation for Use at Various Altitudes or in Temperature Extremes Prepare the unit as described in use after shipment 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. 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. 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. 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.

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

2.C.i. 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.

2.C.i.a. Hose 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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AIR DELIVERY HOSE ASSEMBLY FIGURE 35

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

1

3

2

4

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2.C.i.b. 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.

2.C.i.c. 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.

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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

2

4

5

6

1

1

2 3

5

4

3

6

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HOSE COUPLER FIGURE 38

ACE P/N 1003415 MALE COUPLER

ACE P/N 1003414

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.C.ii. Service Tools 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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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)

2.D. Operation 2.D.i. A. Pre-start Inspection

Perform the following checks prior to each use: Ensure that the battery pack is adequately charged. Check the parking brake for proper operation. Ensure that the parking brake lever is engaged to prevent unit movement. Install wheel chocks. Check all tires for correct air pressure level. The fuel gauge should indicate at or near full (“F”). Drain accumulated water from the fuel filter/water separator. Engine lubricating oil should be at the “FULL” mark on the dipstick. Check engine coolant level. Add coolant to the recovery bottle as required. The air filter assembly should be clean and unobstructed. If the unit is being operated indoors, ensure that exhaust fumes are discharged outdoors to prevent accumulation of carbon monoxide gas. Ensure that windows or vents are open to provide sufficient ventilation for the engine and operating personnel when the unit is being operated indoors.

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2.D.ii. Unit Starting and Operating Procedure

Before using this unit, refer to Figure 39 for the instrument panel layout. Ensure you are familiar with the controls and instruments before attempting to operate the unit. The following section describes the layout of the control panel and function of each instrument.

2.D.ii.a. Unit control panel layout and description (see Figure 39)

2.D.ii.a.1. Control System Display/Menu This is the screen the personnel will interact with when using the unit. It will display the home screen by default at power on.

2.D.ii.a.2. ESC Button Exits whatever function the menu is showing. Repeatedly pressing the ESC button will always bring the user to the home screen.

2.D.ii.a.3. OK Button Turns on/confirms selection on the menu.

2.D.ii.a.4. UP/Down button Move the on screen cursor to the next or previous selectable element.

2.D.ii.a.5. Power On/Off Hold the button for approx. 4 seconds to turn the machine on. Pressing the button while the engine is stopped will turn off the machine. Pressing the button while the engine is running will cause the unit to turn off the engine after running a cooldown cycle and then turn off the machine.

2.D.ii.a.6. Engine Start/Stop Pressing the button while the engine is not running will cause the unit to engage into an auto-cranking sequence. The unit will automatically crank the engine 3 times for 15 seconds each time with a 60 second starter cooling delay between cranks. The unit automatically delays cranking to allow for hot plate/glow plugs to warm up in colder weather. Pressing the button while the engine is running will cause the unit to run the engine at idle for a 2 minute cooldown and then stop the engine.

WARNING:

HEARING PROTECTION IS REQUIRED WHEN OPERATING THIS EQUIPMENT.

NOTE:

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

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2.D.ii.a.7. Emergency Stop Depressing this operator will stop the engine immediately during any phase of operation. The unit control power will remain on, and a fault message will be displayed. The fault will need to be reset before the unit can be restarted.

2.D.ii.a.8. Engine information display The engine display gage reads relevant engine data from the J1939 bus and displays it for the end user. The default display configuration from the factory has engine speed, coolant temperature, electrical system voltage, and engine hours on the display. Tier 4i units have extra engine aftertreatment data available through the display via a second screen accessed using the left and right keys.

Control System Display/Menu Menu Buttons, UP and DOWN

Menu Buttons, ESC and OK

Engine Information Display

Power On/Off Engine Start/Stop

Emergency Stop

UNIT CONTROL PANEL FIGURE 39

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2.D.ii.b. Control system display layout and description (See Figure 40)

2.D.ii.b.1. Unit Model TLD Model number of the unit is shown on the display and is fixed/non selectable.

2.D.ii.b.2. Aircraft Selection The operator moves the cursor box to this position to select the aircraft being serviced. The operator presses the OK button and then uses the UP and DOWN buttons to select the aircraft model from the list. The operator presses OK when finished and is allowed to move the cursor again. The model of the aircraft selected is always displayed when the unit is in normal operating mode.

2.D.ii.b.3. Heat / Cool When the aircraft probe is not deployed, the operator can select heating or cooling mode via a similar process to selecting the aircraft being serviced.

2.D.ii.b.4. Fuel Level Remaining fuel in the tank is shown on a scale of 100% (Full) to 0% (Empty).

2.D.ii.b.5. Bias This is a number raging from -10 to 10 and is the only operator input on unit capacity. When the unit is operating, this is the only adjustment the operator can make to the unit. If the cabin is too warm, the operator can place a negative (-) bias on the unit to command a cooler cabin temperature. Likewise, if the cabin is too cool, the operator can place a positive bias on the unit to command a warmer cabin temperature. This feature is available with and without the aircraft probe in use.

2.D.ii.b.6. Probe/No Probe The status of having a probe connected to the unit or not is shown via the graphic. When the icon is crossed out, the probe is either not connected, or there is a problem with probe or its connections. When the icon is not crossed out, the probe is connected correctly and the unit will automatically use it in controlling the temperature of the aircraft.

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Unit Model

Aircraft Selection

Bias Fuel Level

Probe / No Probe

Heat/Cool

UNIT CONTROL PANEL FIGURE 40

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

Before starting the unit, it is imperative the hose(s) is (are) connected to the aircraft being serviced. Perform the following: Inspect the conditioned air coupler on the delivery hose for damaged or missing seal, and proper operation. 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. Open air outlet damper fully for each hose connected to the aircraft.

2.D.ii.d. Unit Operation (See Figure 41) 1. Press and hold the power on/off button (I/O) for 4 seconds, release the button when the button illuminates. Allow the onboard controller to boot up. 2. Use the up (↑) and down (↓) keys to move the selection box on the screen to the aircraft type, and press the OK button (√). 3. Use the up (↑) and down (↓) keys to select the aircraft type connected to the unit, and press the OK button (√). 4.If using the unit probe, connect it to the aircraft. 4a.If not using the unit probe, move the selection box using the up (↑) and down (↓) keys to the lower right corner selection box. Press the OK button (√) and use the up (↑) and down (↓) keys to select cooling (↓) or heating (↑) on the screen. Press the OK button (√). 5.Press the engine start/stop button, it will blink, and the engine will be cranked automatically to start. After the engine has started, the start/stop button will continue to blink, and the engine will idle in warm-up mode for 2 minutes. 6. The unit will automatically control the engine speed and outlet temperature as needed to keep the airplane at the correct temperature. If the airplane becomes too cold or too warm, use the up and down keys while the unit is operating to adjust the temperature bias, with -10 commanding the unit for a much colder cabin and 10 commanding the unit for a much warmer cabin. While the unit is operating, verify the engine coolant temperature, and the system voltage are in normal operating ranges.

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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7. When aircraft servicing is complete, press the engine start/stop button to stop the engine, or press the power on/off button (I/O) to stop the engine and turn the unit main power off after the engine stops. The start/stop button will blink and the unit will idle the engine in a cooldown mode for 2 minutes and shut off automatically.

2.D.ii.e. Fault system During the operation of the unit, various sensors and switches are monitored to ensure the unit is operating correctly. The unit will automatically shut itself down, and set a fault code if any of the operating parameters exceed safe limits. The fault code will be displayed on the unit display along with a short description. The fault code chart can be found with the schematics of the unit. Further diagnosis of fault codes can be found in the troubleshooting section of Chapter 2 of this manual. Press the OK key to reset a fault code, which will then allow the unit to be restarted.

2.D.ii.f. Emergency Shutdown

In the event of an emergency situation, immediate engine shut down may be accomplished by pushing in the emergency stop button on the instrument panel. The unit control power will remain on, and a fault message will be displayed. The fault will need to be reset before the unit can be restarted.

CAUTION:

NEVER USE THE EMERGENCY STOP SWITCH FOR NORMAL UNIT SHUTDOWN. REDUCED LIFE OF THE ENGINE

TURBOCHARGER AND OTHER COMPONENTS WILL OCCUR.

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3 2 4

5

Select Aircraft

Automatic – Uses it only if the

probe is connected. This is a feedback

only.

Turn Power On Start the Engine

6 Adjust Temperature

7

1

Stop the Engine

4a Select Heating or Cooling

UNIT OPERATION FIGURE 41

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3. Specifications and Capabilities

3.A. ACU-802-Trailer Length overall (towbar extended) 224 in. Width overall .. 94 in. Height overall 101in. Weight 14,000 lbs.

3.B. ACU-802-Skid Length overall 164 in. Width overall 94 in. Height overall 86 in. Weight* 12,000 lbs. *Excluding the curb weight of the truck. See Figure 46 for more information

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ACU-802 DIMENSIONS FIGURE 46

(1 OF 3)

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ACU-802 DIMENSIONS FIGURE 46

(2 OF 3)

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ACU-802 DIMENSIONS FIGURE 46

(3 OF 3)

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4. Shipping 4.A. 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.

4.A.i. Equipment Preparation 4.A.i.a. Engine

1. 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. Operate the engine for two minutes to allow the fresh oil to circulate in the engine. 2. Clean or replace the engine air filter. 3. 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:

Refer to the engine operator’s manual located in Chapter 5 for coolant recommendations.

Fill the cooling system to capacity with the recommended coolant and operate the engine until warm without the pressure cap installed to purge air from the system. Install the cap after coolant level has stabilized at the bottom of the expansion tank neck and operate the engine until the thermostat opens to assure complete mixing and thorough distribution of the antifreeze solution. Fill the coolant recovery bottle to the “FULL HOT” level. Antifreeze solution should be used year-round to prevent coolant from freezing or boiling as well as to provide a stable medium for hoses and seals. In extremely hot climates, clean soft water with supplemental inhibitors to prevent corrosion and scale, suppress cavitation, and provide ph control may be substituted for ethylene glycol antifreeze solution. Affix a tag on the radiator that provides the following notice: “COOLING SYSTEM FILLED WITH ALL-SEASON 50% ANTIFREEZE SOLUTION (OR INHIBITED WATER SOLUTION) – DO NOT DRAIN.”

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4. Clean the exterior of the engine, except for electrical components, with an engine manufacturer approved cleaning product and dry with compressed air. See Chapter 5 for engine manufacturer’s recommendation. Clean off rust and repaint engine as needed after cleaning

5. Seal all engine openings using a strong water and vapor proof tape.

4.A.i.b. 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

4.A.i.c. 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

4.A.i.d. Batteries and Cables 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. Leave the batteries hooked up with the battery switch in the ‘off’ position.

4.A.i.e. 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.

4.A.i.f. Wheels and Tires Check tire air pressure and fill to the specified pressure. Ensure that all valve stem caps are in place and tight. Refer to stencil or sticker near each tire for correct pressure.

CAUTION:

TO AVOID POSSIBLE PERSONAL INJURY WHEN USING COMPRESSED AIR, WEAR ADEQUATE EYE PROTECTION. DO NOT 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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4.A.ii. Pre Shipment Documentation 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.

4.A.iii. Shipping 1. 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. 2. Block up the axles under the springs to remove the load from the tires. 3. Tie axles securely to the shipping vehicle. 4. Block up the spring carriers to prevent the unit from shifting. 5. Tie the spring carriers securely to the deck. 6. If the unit is to be shipped on a flat rack or in an open container exposed to salt water spray, apply a commercial corrosion preventive compound to exposed surfaces and shrink wrap the unit.

4.A.iv. Boxed or Palletized Equipment 4.A.iv.a. 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. 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.

4.A.iv.b. 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.”

4.B. Overseas Shipment Follow the procedures described in covering preparation of the unit for domestic shipment.

If using an 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

1......Chain, axle tie down 2......Chock, wheel

2

2

1

1

2

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4.C. Storage 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.

4.C.i. 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.

4.C.i.a. Equipment Preparation

4.C.i.a.1. Engine 1. 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. 2. 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. 3. Drain the engine crankcase, replace the oil filter, reinstall and tighten the oil drain plug. 4. Fill the crankcase to the proper level with a 30 weight preservative lubricating oil meeting the requirements of MIL-L-21260C, Grade 2. 5. Drain the fuel tank. Refill with enough clean diesel fuel to permit approximately 10 minutes of engine operation. 6. Drain the fuel system and remove the fuel filters. Fill replacement filters with clean diesel fuel. 7.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. 8. Clean or replace the engine air filter.

NOTE:

Consult the manufacturer’s literature contained in Chapter 5 for further information on component assembly storage.

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9. Seal the turbocharger air inlet and turbine outlet connections. 10. 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. 11. Drain the engine cooling system 12. Drain the preservative oil from the engine crankcase. Reinstall and tighten the drain plug. 13. Relieve tension from the drive belt, insert heavy paper strips between the pulleys and drive belts to prevent sticking. 14. Seal all engine openings including the exhaust outlet with moisture resistant tape. 15. Affix a tag on the engine which provides the following notice: “ENGINE PRESERVED: DO NOT CRANK.”

4.C.i.a.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.

4.C.i.a.3. Power Take Off Ensure that the power take off is properly lubricated. Refer to Chapter 2.

4.C.i.a.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.

4.C.i.a.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 for lubricant specifications.

4.C.i.a.6. Wheels and Tires Check tire air pressure and fill to the specified pressure. Ensure that all valve stem caps are in place and tight. Refer to stencil or sticker near each tire for correct pressure.

4.C.i.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. Stow all loose components in a properly equipped box.

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4.C.ii. 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 the previous section in with the following exceptions.

4.C.ii.a. Equipment Preparation 4.C.ii.a.1. Wheels and Tires

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.

4.C.ii.a.2. Refrigeration System 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 APPLICABLE FEDERAL, STATE, AND LOCAL REQUIREMENTS FOR HFC-134a HANDLING DEVICES. APPROVED RECOVERY EQUIPMENT SHALL BE OPERATED ONLY BY QUALIFIED PERSONNEL.

WARNING:

HFC-134a CAN FORM COMBUSTIBLE MIXTURES AT PRESSURES ABOVE ATMOSPHERIC AND WITH AIR CONCENTRATIONS GREATER THAN 60% BY VOLUME. AVOID EXPOSURE OF COMBUSTIBLE MIXTURES TO ANY IGNITION SOURCE DURING THE RECOVERY PROCEDURE.

NOTE:

Use only new lubricant to replace the amount removed during the recovery process. A sample of refrigerant shall be taken to determine the level of moisture and noncondensable particle contamination. Contaminated refrigerant shall be cleaned using appropriate recycling equipment.

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4.C.ii.a.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.

4.C.iii. Removing The Unit From Storage 4.C.iii.a. Engine

1. Remove all protective coverings from the engine, including the exhaust outlet, fuel tank, and electrical equipment. 2. Remove the plugs from the inlet and outlet of the fuel lines and reconnect the lines to their proper mating fittings. 3. Wash the exterior of the engine with the fuel oil to remove the rust preventive coating. 4. Remove the paper strips from between the pulleys and drive belts.

5. 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.

6. Fill the fuel tank with fresh, clean diesel fuel of the recommended grade. 7. 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. 8. 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. 9. Remove the covers from the turbocharger air inlet and turbine outlet connections. Reconnect piping as required. Pre-lubricate the turbocharger. 10. Purge air from the fuel system. 11. After all engine pre-start checks have been completed, start the unit. 12. Operate the engine until warm. Monitor the oil pressure and coolant temperature gauges closely during engine warm up.

NOTE:

Check for serviceable drive belts. Install a new drive 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.

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4.C.iii.b. Wheels and Tires Remove blocks from the chassis and fill tires to the specified air pressure.

4.C.iii.c. Refrigeration System 1. Recharge the system with fresh or reclaimed R-134a refrigerant if the charge was removed for long term storage. 2. 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. 3. Leak check the refrigeration system following the instructions provided in Chapter 3.

WARNING:

UNDER NO CIRCUMSTANCES SHOULD THE REFRIGERATION SYSTEM BE PRESSURE TESTED OR LEAK TESTED WITH AIR AND 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 VOLUME MAY 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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4.C.iii.d. Boxed Equipment 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 SEALED MOISTURE/VAPOR PROOF PACKAGING OR IN ELECTROSTATICALLY SHIELDED PACKAGING UNTIL READY FOR INSTALLATION OR USE.

WARNING:

AVOID DIRECT CONTACT WITH VOLATILE CORROSION INHIBITORS. THE ACTIVE CHEMICAL COMPOUNDS USED IN THESE INHIBITORS MAY BE SKIN OR EYE IRRITANTS.

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