Chapter 5 PARTS ORDERING INSTRUCTIONS FURNISH COMPLETE INFORMATION WHEN OR- DERING PARTS - When ordering parts. for your boiler, be sure to include on your order the serial number of the boiler as read on the name plate at- tached to the front head of the unit, Your order should state the Cleaver-Brooks part number and the name and description of the part required. Also state the quantity desired; and specify method of Shipment, Indicate date material is required. If parts are required for accessory equipment, such as elecirie wotors, pump, vle., whieh may not be shown in the parts reference’ matérial, be sure to give the complete name plate data from the accessory for which the parts are required, WHERE TO ORDER PARTS - Repair or replacement parts for CB Boilers should be ordered from your Cleaver-Brooks representative or from the Cleaver: Brooks, Milwaukee, Wisconsin 53201 RETURNING PARTS FOR REPAIR - Parts to be re: paired should be directed to Cleaver-Brooks, 15th, and Willow Streets, Lebanon, Pennsylvania 17042, attention Parts Department, A purchase order or & letter authorizing repairs and giving complete de- tails should be mailed to the Cleaver-Brooks Divi- sion, P. 0. Box 421, Milwaukee, Wisconsin 58201, attention Parts Department. Prior to returning please remove fittings or accessories from the Component, properly drain and clean part, to comply with shipping regulations and include inside of the package a packing slip identifying the part with your eompany' easons other than Parts De- ‘turn If you desire to return parts for repair or exchange, please contact the partment in Milwaukee stating reasons for the land await permission and directions prior to re ing the materia, (Be sure to show the serial number of your boiler fn all parts orders and correspondence.) SERIAL No. —| Cleaver CB Packaged Boiler PRESSURE i °S a Usage Column indicates parts DP" Indicates “Design Pressure” HW" Indicates “Hot Weter”™ that apply to @ designation is given, parts opply to all models in all horsepower If no ranges. particuler unit. 51Chopter 5 = Parts List - PARTS LIST Model CB Series 400, 600, 700 - 400 thru 600 HP Part No._| Rea. Desetiption Usose GASKETS 32.901 3 | Gasket, Head, Front & Rear 32.993 1 | Gasket, Dry Oven 32.979 1 | Gasket, Burner Plate 32-980 1 | Gasket, Burner Housing Support 32918 1 | Gasket, Cover, Shell, Gas Hole 8533 1 | Gasket, Rubter, 3/8" OD x 88" (Bumer Support to Front Head) 853-191 6 | Gasket, Hondhole, 3-1/4" x 4-1/2" Spirotallic 853-192 1 | Gasket, Manhole, 11" x 15% Spirotellic 853.394 1 | Gosket, Asbestos Tadpole, (96” per Front Baffle) 853.249 1 | Gasket, Asbestos Rope, (96" per Reor Baffle) 853-574 1 | Gosket, Washer, Relief Door 898-4 1 | Gosket, Asbestos Rope, 3/4" $9.(45" for Relief Door) 898-6 1 | Gasket, Asbestos Rope, 3/8" x 6° (Burner Tube to Oven) 841-507 | 16 | Festener, Clip (Fastens Rear Heod Gasket) 841-506 | 24 | Rivet, Split, (Festens Front Head Gaskets) 841-551 | 28 | Rivet, Split, (Fastens Front Baffle Gasket) 32-895 Gasket, Relief Doot, Rear Head GAUGES AND THERMOMETERS 850-3 1 | Gauge, 2-1/2", 0-608 850-61 1 | Gouge, 2-1/2", 0-100# 850.237 1 | Gouge, 2-1/2", 0-150# 850-109 1 | Gouge, Gas Pressure, 0-20 oz. & 0-35" 850-264 1 | Gouge, 8-1/2", 0-308, 0-30" LP. 850-104 1 | Gauge, 8-1/2", 0-308 <—~ Power 850-391 1 | Gouge, 3-1/2", 0-100# (Back Connection) Oil Controller 937-145 1 | Thermometer, Stack, 5", 200-700 degrees 937-271 1 | Thermometer, 60 degrees-260 degrees F, 6" 937-49 1 | Thermometer, 2", 50-300 degrees F BURNER PARTS 82.7 1 | Spring, Compression, Nozzle 90-203 1 | Tube, Sleeve Assembly (Oi!) 106-46 1 | Block, Manifold 251-16 1 | Nozzle Tip & Swirler Assembly 400 HP 251-17 1 | Nozzle Tip & Swirler Assembly 500-600 HP. 2S9 1 | Diffuser, Air 400 HP 275-120 1 | Diffuser, Air 500 HP 275-121 1 | Diffuser, Air 600 HP 277-75_| 1]. Nezzle, Body (asin 1] Electrode, Ignition (Gos Pilot Ree T Switch, Limit, Micro-Switch #YZLN-RH 851-77 1 | Mics, Porthole, 1-1/2" Dia. 853.55 1 | O-Ring, Junction Block, 5/8" OD 899-14 1 | Strainer, Nozzle (Air Purge) 899-59 1 | Nozzle, 7.0 GPH (Air Purge Orifice) 904-36 1 | Grommet, Rubber, Electrode 853-1 1 | O-Ring, 1-1/4" OD (Electrode Gland Seal) 90-204 1 | Tube, Manifold to Nozzle 90-186 1 | Tube & Adopter, Ges Pilot Electrode 52Ports List - Chapter 5 PartNo. | Rea. Description Usage 32.497 | 1 | Gosket, Scanner Tube 825.30 1 | Cock, Gas, 1/2" 456-41 1 | Spider, Diffuser 90-205 | 1 | Tube, Scanner 134-53 1 | Holder, Electrode BLOWER NOTOR AND DRIVE 894-1040 | 1 | Motor, 15 HP, 208/220/440 volt, 3 ph, 50/60 ey, 400 HP, Gos 3000/3600 RPM (Single End Shafi) 894-1063 | 1 | Motor, 15 HP, 550 volt, 3 ph, 50/60 ey, 3000/3600 RPM 400 HP, Gas (Single End Shaft) 894-1041 | 1 | Motor, 20 HP, 208/220/440 volt, 3 ph, 50/60 cy, 500 HP, Gas 3000/3600 RPM (Single End Shafi) 894-1066 | 1 | Meter, 20 HP, 550 volt, 3 ph, 50/60 ey, 3000/3600 RPM 500 HP, Gas (Single End Shah) 94-1083 | 1 | Motor, 25 HP, 208/220/440 volt, 3 ph, 50/60 cy, 600 HP, Gas 3000/3400 RPM (Single End Shaft) 894-1069 | 1 | Motor, 25HP, 550 volt, 3 ph, 50/60 cy, 3000/3600 RPM 600 HP, Gas (Single End Shaft). 94-1042 | 1 | Motor, 20 HP, 208/220/440 volt, 3 ph, 50/60 cy, 400 HP, Oil, Comb. 3000/3600 RPM (Double End Shaft) 8941078 | 1 | Motor, 20 HP, 550 volt, 3 ph, 50/60 cy, 3000/3600 RPM — | 400 HP, Oi, Comb, (Double End Shaft 894-1044 | 1 | Motor, 25 HP, 208/220/440 volt, 3 ph, 50/60 cy, 500 HP, Oil, Comb. 3000/3600 RPM (Double End Shaft) 894-1081 | 1 | Motor, 25 HP, 550 volt, 3 ph, 50/60 cy, 3000/3600 500 HP, Oil, Comb. (Double End Shaft) 94-1045 | 1 | Motor, 30 HP, 208/220/440 volt, 3 ph, 50/60 ey, 600 HP, Oil, Comb. 3000/3600 RPM (Double End Shatt) 894-1084 | 1 | Motor, 30 HP, 550 volt, 3 ph, 50/60 cy, 3000/3600 RPM | G00 HP, Oil, Comb, (Double End Sheft) NOTE: Above ore normally used motors, Check nameplate prior to ordering ond if different then above, furnish complete dato, 192.95 1 | Impetier 400 HP, Gos 192.96 1 | Impeller 500 HP 192-101 1 | Impeller 400 HP, Oil, Comb. 192-102 | 1 | Impeller 600 HP 77117 | 1 | Spacer, Impeller 400 HP, Gos 77-116 | 1 | Spacer, Impeller ALL (Excopt 400 HP, Ges) 869-190 | 1 | Nut, SelfLocking, 13/8" 91-78 1 | Washer, Spacer, .005" 91-79 1 | Washer, Spacer, 1/32" 91-80 1 | Washer, Spacer, 1/16" 921-476 | 1 | Sheave, Compressor, 9.9 P.D. 1” Bore, 1A Groove 921-477 | 1 | Sheave, Motor, 1-1/8" Bore, 1A Groove, 3.6 P.D. 809-207 | 1 | V-Belt, V Steel, B46 35-158 | 1 | Belt Guard 51-37 1 | Lock Belt, Belt Guard 53Chopter 5 ~ Parts List Part No. Description —_ Usese ELECTRICAL CONTROLS AND COMPONENTS 832-107 1 | Transformer, Ignition 115/60 Pri. 6000v. Sec. Single Term. Gas Pilots 832-118 1 | Tronsformer, Ignition 115/60 Pri. 10,000v. Sec, Twin Term, Oil Pilots 894.297 1 | Motor, Damper, MH 9314 (904E) 894-640 1 Motor, Damper, MH 9318 (904F) 833-620 1 | Relay, Damper Motor, MH R9107 For 894-640 Motor 836-429 1 | Switch, Auxiliary, MH Q4410 (Was Q528) 817-107 1 | Control, Pressure Air, 2-50 Ib, MH L448 836-92 1 | Switch, Mercury, For L404B Pressuretrol 817-16 1 | Control, Pressure, 0-15 Ib, MeH Ld0d LP. 817-110 1 | Control, Pressure, 5-150 Ib, MH L40dA. Power to 150 Ib BI7-111 1 | Control, Pressure 10-300 Ib, M-H Ldo4A Power over 190 Ib 836-45 1 | Switch, Mercury, for L4044 Pressuretrol 817-251 1 | Control, Pressure, 0-15 Ib, M-H L9TA LP. 817-204 1 | Control, Pressure, 5-150 Ib, M-H L9TA_ Power to 150 Ib 817-234 1 Control, Pressure, 10-300 Ib, M-H L9TA Power over 150 Ib 817-400 1 | Control, Temperature, 100-240 degrees F, 4008 HM 817-299 1 | Well, For L408 817-268 1 | Control, Temperature, 150-260 degrees F, MH T915A HW. 817-378 1 | Welt, For T9158 833-1148 | 1 | Reloy, Control, Fireye CB-1 833-1159 | 1 | Reley, Control, Fireye 6018 Replaces 1008, ond 1018 832-160 1 | Coll, Lead Sulphide, Fireye Scanner 817-139 1 | Scanner Assembly Cable 832-747 1 | Tube, Electron, 12AX7 Fireye CB-1, 6018 832-748 1 | Tube, Electron, 128H7A Fireye CB-1, 6018 832-80 1 | Tube, Election, 12SN7GT Fireye 1008, 1018 832-159 1 | Tube, Electron, 126 Fireye 1008, 1018 832-165 1 | Tube, Electron, 12SL7GT Fireye 1008, 1018 832-166 1 | Tube, Glow, Neon, NEST Fireye 1008, 1018 832-235 1 | Transformer, Damper Motor, 115/25v, 60 cy 836-209 1 | Potentiometer, MH 30112 836-210 1 | Switch, Burner, OPST 836-211 1 | Switch, Toggle DPDT 836-223 1 | Switch, Oil-Gos Selector 836-342 1 | Switch, Pressure, Air, Dietz 161 P1.3 Gos Fired Units 833-64 1 | Relay, 115v, JN-3 833-378 1 | Relay, BHO-30 833-379 1 | Relay, A0-30 893-512 1 | Contactor, CO-2 292-66 1 | Ignition Coble Assembly, 20” Oil Pilot 292.95 1 | Ignition Cable Assembly, 25” Oil Pilot 95.94 1 | Ignition Cable Assembly, 23" Gos Pilot. 836-89 1 | Switeh, Micro, YZLN-RH Burner Interlock 836-418 1 | Switch, Air Pressure, Dietz 161 PIS Oil, Comb. 836-320 1 | Thermoswitch, Fenwall 832311 1 | Condenser, .005 MFD 836-65 1 | Thermostat, 100-240 degrees F, WR 11B05 REFRACTORY 94-186 | 35 | Refractory, Dry Oven 72-203 | 32 | Tile, Liner, Carbofrax, 2” 400,500 HP 4B 600 HP 54Parts List - Chopter 5 | Descripi Used) 94205 | 32 | Tile, Liner, Firebrick -....Corrugated Furnace 400-500 HP yee 34 Ploin Furcce 400-500 HP w Corrugated Furnace 600 HP j 31 -Ploin Furnace 600 HP u 872.47 | 40 Ib | Coment, Firofrox ‘ 872.96 | 100 Ib | Cement, Furas-Crete 872-26 1 | Coment, Asbestos 465-167 1 | Plote, Front Heed, Insulated NOTE: For Rear Door refractory, refer to factory oF your service representative, POP VALVES Because of the meny variations in Pressure Settings ond sizes, it is impractical to list Safety Pop or Relief Valves. Refer requests fo Service Agency or Factory giving nameplate data of existing valve. LINKAGE PARTS, 287-8 1 | Arm, Medutro! Motor (2-47) 287-28 1 | Arm, Counter Shaft (2-51) 1091 1 | Bushing, Control Arm, Damper Motor 287-5 1 | Arm, Actuating, Damper, Linkage 287-24 1 | Arm, Gas Volve & Air Damper 10-288 1 | Bushing, Ball Joint 882-15 2 | Arm, Damper Linkage, Spring Holding 883-17 1 | Joint, Boll, Straight 924-50 2 | Spring, Damper Linkage 287-29 1 | Arm, Damper 313-1 1 | Com 82.55 1 | Spring, Com WATER LEVEL CONTROLS AND PARTS 817-85 1 | Control, Feed Water Head Only, MeD&M 150 HD LIP. Only 817-99 1 | Control, Feed Water, Head Only, MeD&M IMUM HD Power to 150 Ib 817-343 1 | Control, Feed Water, Head Only, MeD&M 194M Power over 150 Ib 825.92 1 | Trycock, Water Column 1/2" 825-165 1 | Set, Gauge Glass, Water Columa 1/2” 851-44 1 | Gloss, Gouge, 5/8” x 10-3/4" 853-115 1 | Gasket, Gauge, 5/8” 851-199 1 | Glass, Gauge, 5/8” x 9-1/2" 851-43 1 | Glass, Gauge, 3/4” x 9-1/4" 853-151 1 | Gasket, Gauge Glass, 3/4” 836-44 1 | Switch, Mercury, 3 Wire Auto Reset, SA-150-124 LP. 836-46 1 | Switch, Mercury, 2 Wire, SA-150-125 836.93 1 | Switch, Mercury, 3 Wire Man. Reset, SA-150M-124 Power to 150 Ib 853-268 1 | Gosket, Float Housing, 150-14 NOTE: Above ore Stondard Controls and Parts, Exceptions may exist depending on job variations. Consult local service agency of factory for information on exchenge policy on McD&M controls. MISCELLANEOUS 8147 1 | Brush, Flue, 2.3/8" 550-21 1 | Window, Observation 851-26 1__| Gloss, Pyrex, 1-3/4"Chopter 5 ~ Parts List Fen We Rea Description tien] 253-213 | 2 | Gasket, Sight Hole 363594 | 14 | Copscrew, 7/8" x 5-1/2" Recor Head 208-819 | 13 | Capscrew, 7/8" x6" Front Heod si-t62 | 27 | Nut, Heodbolt, 7/8" 62:5 1 | Spring, Relief Door aire | 1 | Cover, Handhole, 31/4" x 4-1/2", 87" Dio. 04-449 | 1 | Yoke, Handhole 9499 | 1 | Injector, 2, FRI gai | 1 | Injector 2-1/2", 66340 OIL PREHEAT EQUIPHENT SERIES 400 end 600 652-11 | 1 | Heoter; Fuel Oil Steam (Does not include Electric Heater) | 400,500,600 HP Power 400 HP, 15 Ib 652.12 | 1 | Heoter, Fuel Oil Steam (Does not include Electtic Heater) | 500,600 HP, 15 Ib 832.509 | 1. | Heoter, Electric, O 7-1/2 KW, 230 832510 | 1 | heater, Electric, Oil 7-1/2 KM, 460 532520 | 1 | Heater, Electric, Oil 7-1/2 KW, 575¥ aaz-s1 | 1 | Heater, Elect, Oil 10 KW, Z30v 332-592 | 1 | Heater, Electric, Oil, 10 KW, 460v 232-93 | 1 | Heater, Electric, Oil, 10 KW, 575+ 853.227 | 1 | Gesket, Flange, Electric Heater 249-24 | 1 | Stroiner, Fuel Oil, 1 Cone 62877 253.209 | 1 | Gaske, Strainer Cover Cuno 2.27 | 1 | Coil, Solenoid Valve, 115v, 31A For Valve 940-515 32588 | 1 | Coil, Solenotd Valve, T15v, 21.5 Six H For Valve 940-802 940515 | 1 | Velve, Solenoid, Steam, 115, 60 ey, 1/2" Asco 827116 Power 94002 | 1 | Volve, Solenoid, Steam, 115, 6 cy, 3/4" Asco ULB2223 LP 83665 | 1 | Thermostot, 100-240 degrees F, 11B05-1 g3439 | 1 | Trop, Steam, 9/4” Armstrong soci) | 1 | Valve, Oil Relies, 11/4", 60 lb, 1485 847523 | 1 | Joint, Swivel, 12% Chickson 817260 | 1 | Regulator, Steam 1/2" Klipfl Power 92325 | 1 | Strainer, Wotor or Steam 1/2" Mosh 240 Power 923.26 | 1 | Steiner, Woter or Steam, SPT 1/64" 260 LP. lL PUMP SERIES 400, 600, 700 goes | 1 | Pomp, Oil, Twill 3cG8-CC 901-127 | 1 | Pomp, Oil, Viking, HISI soar | 1 | Strainer, Oil, 2" Morrison 9008 1 | Bosker, for 2° Motrison Striner 253316 | 1 | Gasket, Cover, 2" Morison Strainer 89-415 | 1 | CouplingtHolf, 3/4" Gerbing 6300 For Tuthill Pump sists | 1 | CouplingHolf, 1%, Gerbing G00 For Tuthill Pomp ai9-4i7_ | 1 | Insert, Coupling, Gerbing 6300 Fer Tushill Pomp 908-75 | 1 | Packing, Set, Viking Pump Fer Viking Pomp 35253 | 1 | Pocking Gland, with "0" Ring and Seals Fer Tuthill Pump NOTE: Gearmotors used with pumps vary with current characteristics ond meke of motor. When ordering, give complete nomeplote data, 56Replacement Parts-Fuel Oil Controller |: FOR ALL CB BOILERS - SELECT APPLICABLE PARTS ¢ A Com L Stem, Metering Valve Ne Packing, Metering Stem | ‘ Pressure Reducing Valve E H Oil Solenoid I Valve c Gouge, Oil Pressure G Air Solenoid Valve ——— REF. [ PART NO. DESCRIPTION USAGE A | 3131 | CAM (Includes Spring & Setscrews) ALL 2:55 | SPRING, CAM aut 3 | 2438 | STEM, Metering Valve, No. 1 50.90 HP 2437 | STEM, Metering Volve, No. 2 100 HE 2639 | STEM, Metering Valve, No. 3 100A, 1254, 125.8 150 HP 2440 | STEM, Metering Valve, No. 4 200 HP 24:42 | STEM, Metering Volvo, No. 5 250-350 HP 244s | STEM, Metering Valve, No. 6 400 HP. 2444 | STEM, Metering Volve, No. 7 500-400 HP. 821 | SPRING, STEM ALL 908-113 | KIT, Pocking, Metering Stem ALL 850.991 | GAUGE,3-1/2",0-100 No.(Back Connection) | ALL-(2 used on Heowy Oil Units) 937.49 | THERMOMETER, 2%, 50-300 degrees HEAVY OIL, PRESSURE REDUCING VALVE (PARTS) 945-104 | DIAPHRAGM (2 per unit) ALL (except 800-900 Series) 853.643 | GASKET, Diophrogn ALL (excopt 800-900 Series) 924.130 | SPRING ALL (except 800-900 Series) F BACK PRESSURE VALVE (PARTS) 945-107 | DIAPHRAGM (2 per unis ALL Sizes except 100 & 200 Series 125-200 HP No. 5 Oil 852-641 | GASKET, Diophvogm ” 8 924129 | SPRING ” z © | 940.1514 | soLeNoID vaLvE, AIR ALL SIZES No, 5 & 6 011 g-721 | COIL, AIR VALVE, 115¥ ALL SIZES No. 5.& 6 Oi H | omar | SOLENOID VALVE, O1L ALL SIZES No. 5.& 6.0 832.297 | COIL, OIL VALVE, 1I5¥ ALL SIZES No. 5&6 Oil NOT ILLUSTRATED 48.200 | ORIFICE, Metering Valve 50.380 HP 48.201 | ORIFICE, Metoriag Valve 400.600 HE 8272 | SPRING, Onfice Retainer ALL 52-1248 | GASKET, Orifice Spring Cover ALL 66113 | PACKING, Manual Velve Stem Ne, 5&6 011Chapter 5 = Parts List Parts List - Chopter 5 Part No._| - Description Usose *295-47 a Valve, Oil Metering Assembly 400 HP *295-46 1] Valve, Oil Metering Assembly 500-600 HP 24-46 1 | Stem, Metering Valve No. 6 400 HP dd 1 | Stem, Metering Valve No. 7 500-600 HP 908-113, 1 | Packing Kit, for Oil Metering Valve 817-607 1 | Reguletor, Oil Pressure ¥940-1122 | 1 | Valve, Bock Pressure 940-1132 | 1 | Valve, Solenoid, Fuel Shutoff, 115, 1/2", 827118 832.297 1 | Coil, Solenoid Valve, 115v, 31H For Valve 940-1132) *940-666 1 | Valve, Solenoid, Air Purge Line, 1/4", 115v, K27A622 832-388 1 | Coil, Solencid, 115v, GC 170 For Valve 940-664) *940-710 1 | Velve, Ball Check 1/4? (Air Purge Line) ¥940-278 1 | Velve, Solenoid, Ges Pilot, 1/2", 115v, K3A "832-208, 1 | Geil, Solenoid Valve, 115v, 225 For Valve 940-278 861-226 | 2 | Hose, Flexible Metal, Oil and Air 940-648, 1 | Valve, Gas Motorized, 4*, 115v, GC H2Y (Flanged) 940-165 1 | Volve, Gas Butterfly, 4", MH VSIE 941-131 1 | Valve, Plug, w/Hendle, 4" 853-403 1 | Gasket, 4" Flonge 847-523 1 | Joint, Swivel, 1/2" Chicksan 945-102 1 | Actuator, 115v, For 4" GC Gas Valve * Applicable to units built prior to use of Fuel Oil Controller. AIR PUMP AND LUBE OIL PARTS SERIES 400, 600 05-66 1 | Pump, Air Assembly, 5” 843-82 1 | Cleaner, Air Pump 940-142 | 1 | Velve, Check, Swing 3/4” (Air Pump Line) 825-104 1 | Cock, 3/4” (Air Line) 451-6 1 | Gouge, Oi! Level, Air & Oil Tonk 919-1 1 | Wool, Bronze, 1 1b Rell, Air & Oil Tonk 853-538 | 3 | Gasket, Copper Asbestos 2” ID x 2-3/8” OD 923-75 1 | Strainer, Oil (Air Line to Pump) Edeo 923-69 1 | Basket, Strainer, EdcoOCTOBER 1961 Feotur System FP-2 provides ignition and flame failure protection for industrial and commereial oil, £48, or combination oll/gas burners. In conjunction with operating, limit, and Interlock devices it automatically programs each starting, operating, and shutdown period, The FP-2 System consists of a Type 20RJ8 programming control and a Type 4SPTI scanner which uses the “Firetron” cell to visually supervise both oil and gas flames. ‘The FP-2 System monitors both main and pilot ‘flames and does not permit the main fuel valve to be energized unless pilot flame has been estab- Ushed and proved. With an alternate comection for burners having direct spark ignition, the un- Supervised trial- for ~ignition period is precisely restricted to a safe short interval. Sos ications Bulletin CB-1 System FP-2 Using Type 26RJ8 ~ Model CB-1 wae” 4 FLAME SAFEGUARD AND PROGRAMMING CONTROL —for automatic burners ‘The 26RJ8 control programs the operation of blower and/or burner motor, ignition system, fuel valve, and modulator system tn a proper sequence which Includes suitable purge periods before igni- ton and after burner shutdown. Additionally it is designed to de-energize all fuel valves within 1 to 4 seconds upon los of flame signal. The control ‘reoyeles automatically each time the operating or Limit control closes, or after a power failure, but locks out and must’ be reset manually following flame failure, The FP-2 System incorporates a safety checking clrouit that is effective on every start, Any con= dition which will eause the flame relay to hold in during the checking period will’ stop the program Ddefore any ignition elreults are energized and, if sustained, will result in safety lockout. System FP-2, consisting of Control Type 26RJ8, Model CB-1, and Scanner Type 48PTI. SUPPLY VOLTAGE: 120 volts (Min. 102v, Max, 152v), 60 cycles, 1 phase VOLT-AMPERE RATINGS 26RJ8 consumption: 35va Max. simultaneous connected load: 196503 MAXIMUM OPERATING TEMPERATURE: Scanner Type 48PTL 0.6... 2. 125°F Control Type 2688, ambient, | 125°P SHIPPING WEIGHT: 22 tbs. TERMINAL RATINGS (AX.) FOR TYPE 25R)8 MODEL CB+t Typical Ratings a 120v, Oey. toed escepe as ned) Iasition | 500 Teanslormet, and 125 va 7 | Main Feet | Valvete) Stareer 250 va Pllor Duty 9 [Atom | 50 v0 Pilot Day 10,11, 1313 Combined Alteratet 2a Max, © 307 Man (azsG. Clsee 3) _ =)OPERATING SEQUENCE: FP.2 SYSTEM WITH TYPE 26RJ8 MODEL CB-1 jwith Type 26RI8 Model CB-1 timer rotation iat BURNER STARTUP (Seconds) tndicaton ‘ction « 0 Operating control closes. Master relay, timer motor, and burner motor (Term. ) are fokergized, Modulator low fire clreult (Term. 20, 12) opens, high fire clrclt (Ferm. 10, 13) closes. 7 [Rarting circuit opens. Air flow switeh (fused) must be closed by this time, 2 Modulator high fire elreule (Ferm, 20-19) opens low fire elzclt (Ferm, 10-12) closes. 240 x _ [itor any reason fame relay is holding in, timer stops until lockout ewiteh trips. Wh loperstion normal there is no pate here 6 2 [ignition on germina! 6) [os 2 | Peel valve on (ermal 7) (assuming pilot is proven), 70 2 [Perminal § ignition off, Modulator low fire ciouit (Term. 10-12) opens, automatte cir~ Jeut (reer. 10-11) el 103 ‘DOT |fnd of starting cycle; mer motor atops. Burner operates untl heat demand is eatetied, (dex) ‘BURNER SHUTROWN 105, or loperating contro} opene: master ealay and fuel valve (Term. 1) de-energized: timer (Gedex) _|ipotor energized; modulator automatic clreult (Term. 10-11) pene, low fre ercult & (cherm. 10-32) el mo (© [Burner motor eiroult (Term. 6) and timer motor de-energized whenever 9 control aga closes. [Gsproven plot or direot opark galton [cferminaie © and # connected together). Timer . Rotation Dial BURNER STARTUP (Beconds) —_Indteation ‘Action vo © [operating cont st closes. Master relay, timer motor, and burner motor (Term. 6) are erglze,. Modulator iow fire ele [6,12 opens, high fire eiceult (Temp. 10, ia) cloves, 5 7 7 [Sartng circuit opens. Airflow switch (fused) must be closedby this time, 20 Modulator high tre cirout (Term. 10-13) opene, low fire elrcut (Ferm. 10-12) closes, a0 X [if for any reason fame relay (e holding in, Umer stops until lockout awiteh trips, With Jovevation normal there fe no paune here, 6 1 __[lanition Qerminal 6) and fal valve (orminal 7) energized, ss @ [No action wnleos flame bas not been established and/or detected, in which cage fuel Jive and ignition are de encrgited, 70 2 frerminal s ignition off, Modulator low fire elroult (Term. 10-12) opens, automatic olr- Jit erm, 40-13) cloe 105 DoT [Eid of starting eyele; timer motor stops. Burver operates until heat demand ie satisfied (inden ‘BURNER SHUTDOWN” 105 pot operating contr opens: master relay and fuel valve (Term. 1) de-energized timer dex) {motor enbrgined, modulator nutomatie elreult (Term. 10-11) opens, low fire circuit erm. 10-12) loa 120 (0 [Burner motor cirelt (Ferm. 8) and timer motor de-energize, éSchematic Circuit 2688 MODEL ce TNORWAL GIRGUIT CONDITIONS RELATED 10_SECONDS OF TIMER ROTATION. a Rea gn oe pon opt gout ere Orso Towns COMBUSTION SAFETY CONTROL Tyee 260 0000 0000 eae OOOO C000 [ime Pere Te eo 3 0 Opening sirones— | « | |5— naa nteRtee swrees =F] w (pe ory FED ae te barter na Figure 2Relay, Lockout Switch ond A. Master Relay (RL1) is located slightly sbove center of chassis, When all starting eiroults fare closed RLI pulls in, Only with RLI ener gized fs power made available to the Ignition fand fuel valve awitehing elreuits. RLL remains ‘energized from the start of a program until a limit oF operating control opens or the lockout switch trips. B. Flame Relay (RL2) is located at top right of chasale, It ie energized in response to flame Signal. Te remains energized until flame is extinguished either by opening of an operating for limit control or as the result of unstable ‘combustion conditions, C. The lockout switch (LS) is located to the right of RL2 on the chassis. It trips (contacts trans {fer to safety position) following flame failure, mer Op Ignition failure, or failure of RL2 to remain in Its de-energized position during the safety check period. It is a thermally actuated device which trips after its heater is continuously energized for about one minute. Its contacts will not suto- ‘matically release from the safety position and ‘must be manually reset after a cooling period Of two or more minutes, D. ‘The timer (0 is located at the lower right hand side of the chagols, It consists of multiple-leaf Sviltches actuated by eamsdriven by a synchro- fous motor. ‘The switches operate in a non- ‘adjustable {med program to control (In as~ soclation with RL1, and RL2) all external loads except alarm. ‘The timer itself is. variously ‘controtledby RII and RLZand Its own contacts ‘Timer shaft position is Indicated by a drum type dial cs a] a) TYPE 26Rs8 CCAM ANO RELAY CONTACT IDENTIFICATION 1 1 t t Figure 3 °° okCleaver & Brooks ORIGINATOR AND LARGEST PRODUCER OF PACKAGED BOILER SYSTEMS TO: Boiler Owners, Operating or Maintenance Personnel ‘This Operating Manual presents information which will help the persons concerned to properly operate and care for the unit, Study its contents carefully. ‘The unit will provide good service and continued op ‘eration if correct operating and maintenance instructions are followed. No attempt should be made to operate the unit until the principle of operation of the unit and its components is thoroughly understood, ‘Any "automatic" features included in the design of the unit do not relieve the at- tendant of any responsibility, Such features merely free him of certain repetitive chores and give him more time to devote to the proper upkeep of his boiler. Cleaver-Brooks self-contained boilers are designed and engineered to give long. fe and excellent service on the job. Certain electrical and mechanical safety de- vices are employed to make the boiler automatic, or semt-automatic in operation, And these deviees require systematic or periodic maintenance. Because of state or local codes, there are a variety of electrical controls and safety devices which vary considerably from boiler to boiler. To describe the op- eration of a typical boiler of this type, this manual contains a section on sequence ‘of operations which is designed to show the operator how a basic boiler operate Detailed questions regarding the actual wiring of the individual botler can be ob- tained by referring to the wiring diagram and sequence of operations chart found in ‘the panel of your boile: Operating and safety controls will normally function for long periods of time. We have found that some operators become lax in their daily or monthly testing, as- suming that normal operation will continue indefinitely, Malfunction of controls . leads to uneconomical operation and boiler damage, and in most cases can be “ ‘traced directly to carelessness and deficiencies in testing and maintenance. ‘Most cases of major boiler damage are the result of operation with low water. ‘We cannot emphasize too strongly the need for complete testing and maintenance procedure It is recommended that cross connecting piping to Low Water devices be inter- nally inspected periodically to guard against any stoppages which could obstruct the free flow of water to the Low Water devices, Similarly, any float bowls of Low Water devices should be inspected frequently to check for the presence of forelgn substances that would impede the float ball movement, ‘The water sidé condition of boiler pressure vessel is of extreme importance. Water side surfaces should be inspected frequently to check for the presence of any mud, sludge, scale, or corrosion, It ts customary to engage the services of a qualified water treating company or @ water consultant to recommend the proper boiler water treating practices. Very truly yours, CLEAVER-BROOKS DIVISION OF AQUA-CHEM,ING. © P.O. BOX 421, MILWAUKEE, WISCONSIN 59201 # CABLE ADDRESS: CLEBRO anTHE FOUR PASS CONSTRUCTION OF A TYPICAL C-B BOILER This cutaway view shows how the gases are constrained to flow through the four passes in the order indicated, The combustion air enters the burner through the Adjustable Dam- per 1, The blower forces it through Openings 4, 5, and Diffusor 6 (see Secondary Air Flow Diagram) into the combustion chamber which constitutes Poss (No, 1). Baffling at (3) allows gases to pass to the front of the boiler only through Pass (No, 2); here Plate (2) allows gases to trqvel to the rear of the boiler through Pass (No. 3). From the rear head gases are forced through Pass (No. 4) to the Vent.CHAPTER 1 General Description ‘The general information in this manual directly applicable to CB Boiler Series 400, 600 and 700 in horsepower ranges 400-700. Burners equipped to burn gas or oil are literally @ combi n of the equipment furnished for the two distinct fuels. However, since tho bumors use only one type of fuel at a time, a selector switch is incorporated in combination units. A. THE BOILER All Cleaver-Brooks CB type boilers are of the hori- zontal fire tube construction, with tubes and baffles so arranged and installed that the products of com bustion must pass the length of the boiler four times before being discharged. Combustion is initiated and completed in the main firing tube or furnace, From hete the gases are forced by a centrifugal blower to travel progressively upward through the succeeding passes to the vent. Large boilers are normally so bullt that the quantity of combustion air is constantly under the Immediate control of a damper motor, Modutrol or equivalent. This same motor, through a cam and Linkage system controls either the gas or oil valve to mater the fuel. Fuel and air cen thus be properly pro- portioned for most efficient combustion at all inter- mediate loads. ‘The damper motor through the intemal action of {ts positioning potentiometer, responds to the modu lating pressure control. It is monitored by the pro- ‘gramming control; and operates an attached auxiliary switch which insures bumer being lighted only at minimum firing rate, B. THE BURNER AND CONTROL SYSTEM The type of fuel used by your unit determines series classification of your boiler. Typical model numbers of boilers covered by this manual are Model CB-428 which is equipped to bum both No. 6 oil and gas, Model CB-€55 which burns No. 6 fuel oil, and Model CB-760 which burns gas only. (See inside if of front cover for a detailed explanation of the si icance of the model numbers.) All CB botlers have the bumer assembly attact to the front head of the boiler; and the whole head may be swung openfor inspection and maintenance, Your model is standarily equipped to burn either No. 6 fuel oil or gas. ‘The ofl bumer is of the low pressure, air atomi- zing (nozzle) type and is ignited by a gas pilot flame, The gas bumer is of the jet type and is ignited by the same gas pilot, which is spark ignited, Bumers that burn heavy fuel oil only are notmally equipped with a gas pilot. However in some cases « ligat oil pilot is used. (See Chapter 3) Regardless of which fuel is used, the bumer operates with full modulation through potentiometer type positioning controls. A switch is provided to permit change over from automatic fully modulated firing to continuous firing at any desired rate between minimum and maximum. In either case additional safeguards assure that burner always retums to minimum fiting position for ignition. Filtered primary air for atomizing the fuel ofl is furnished independently of combustion air by a belt- driven ait pump mounted on the front head. The air pump is belt driven from the blower motor. An electronic safety control (Programming Control CB+l, Fireye or equivalent) works in with a photo-conductive cell (scanner the burner in the event of flame failure. This control also provides on flame failure a period of continued blower operation to purge the boiler of all unburned fuel vapor or other gases. Integral safety controls shut down the burner under low water conditions or excess steam pressure or temperature. C. CONTROLS AND COMPONENTS (See Identification Photographs at end of this Chapter) promptly identify and quickly become acquainted wChapter I~ General Description with the purpose of those items directly controlling the operation of the boiler, study the brief description cof each control and component given here. ‘This section is not Umited to electrical controls: co those monitored by the programming control. The term control as used here covers the more important valves and instruments; end the operator must first become familiar with the individual functioning of each control before he can understand the boiler operation, ot follow the procedures outlined in this manual. Tentify and locate each item as you come to it, using both the callout photographe and the flow dicgtams, A number is assigned to each of the more important items; and this some number is used consistently throughout the manual for reference. 1) **Programming Control (10) (CB-1, or equivelent) - This programming control establishes the sequence by enforcing a fixed, preassigned time schedule for each phase of buner operation. The timing is forty set and not field adlustable. A cell (scanner) mounted to see the flame responds to couse immediate shutoff of all fuel upon flame failure. The programming control includes a safe- start feature, whereby internal component fcilure prevents any unsafe operating condition. 2) Scanner (410) = This cell sights flame and elec- tronically provides fuel cutoff in the event of flame failure. 3) Lube Oil Level Sight Gloss (600) = Oil must be visible in this glass to assure correct lubrication of the Primary Air Pump (517). (See Fig. 2-2). 4) Lube Oil Filler Hole (601) ~ This opening pro- vides @ means of adding lubricating oil to the reser- voir of the primary air pump. 5) Ait Cleoner (519) = The atomizing air cleaner is of the oil bath type and insures a supply of clean air to the Primary Air (Compressor) Pump(517). 6) **Bumer Fuel Oil Pressure Gauge (112) = This gauge indicates fuel ofl pump discharge pressure at Oil Metering Valve (75). See Schematic Oil Flow Diagram, Chapter 3. 7) Steam Pressure Gauge (114) = This gauge indi- cates internal boiler pressure or pressure-temperature conditions. 8, Nozzle Air Pressure Gouge (115) ~ This gauge indicates primary (atomizing) air pressure at bummer tp. 9. Ignition Transformer (31)~ This untt steps up the voltage to supply the high voltage necessary for spork ignition of gas ot oil pilet. 10) Ignition Feed-Thru Insuletor (558) - These insulators insure @ safe means of leading the high voltage through the metal cover to the ignition electrodes. 11) Burner Switch (19) — This is the start-stop switch used for directly starting and stopping burner operation. It is mounted on the control panel. 12) Exhaust Ges Observation Port (604) ~ This port enables the operater to visually check exhaust combustion (flue) gas conditions without leaving the boiler room. 13) Pop Safety Valve ot Valves (86) ~ This valve is provided as required by all boiler codes. It protects the boiler against unsafe pressures. 14) Water Column Fittings ~ This assembly includes Water Gauge Glass (116), Gauge Glass Shutoff Cocks (106) and Water Column Trycocks (129). 15) Pump Control and Low Water Cutoff (51) ~ This float-operated control responds to the level of boiler water as seen in the gauge glass. It performs two Gistinct functions: The first is to stop the firing of the boiler when the boiler water is below the safe operating level, the second is to start and stop the oiler feed pump (if used) to maintain boiler water at proper operating level. 16) Water Column Blowdown Valve (97) ~ This valve 4s provided so that the water colunn and its piping ‘can be regularly flushed out and thus kept clean. 17) High Limit Pressure or Temperature Control (53) On a tise of boiler pressure ot temperature above o selected value, this control brecks « circuit to shut down boiler operation. It is adjusted to make and break this circuit at a definite selected pressure or temperature. 18) Primory Air Pump (517) ~ This pump fumishes filtered air at the pressure desired for atomizing the fuel oll at the burner nozzle. 19) Air Intoke Control Valve (759) = Air pressure developed to atomize {uel oil is controlled by this adjustable valve. 20) Modulating (or High-Low) Pressure or Temp- jure Controls (54 and 57) ~ These controls cause ‘odulating motor to chango the firing rate to the meet the demands of « varying load. *4Sveral models of this control have been used (see the section Sequence of Operation, if interested in the Exact timing relationships). 1221) The Demper Motor (Modutro!) (188) = This control operates both the air damper and the fuel valves through a linkage system and an adjustable 22) Auxiliary Switch (29) ~ The auxiliary switch is actuated by an extension of the main shaft of the damper (Medutrol) motor. It provides mechanically the additional safety feature which prevents the bumer from being lighted unless Medutrol motor has driven inlet damper and fuel valves to their low {ire position. 23) Selector Switch, “‘Automatic’”"Manual” (240) When this switch is’ set to Manual the cperator can position the damper (Medutrol) motor to maintain any desired firing rate between minimum and maximum. When tumed to Automatic the Modulating Pressure Control (57) controls the positioning of the Medutro! motor to propertion bumer fuel consumption to load demands. 24) Manual Fleme Control Potentiometer (200) — With selector switch set to Manual, this potentiometer controls the positioning of the Medutrol motor, thus putting the firing rate directly under the control of the operator. 25) Air.Gas Interlock Switch (312) (or Combustion Ait Proving Switch) = This switch actuated by the combustion air pressure developed by the blower fan is connected in the circuit controlling the Motorized Gas Valve (43), Its contacts must be closed or this fuel valve can not open. 26) Test Velve (88) ~ This valve is supplied on steam boilers not only for the conventence of the boiler inspector in making his routine check ups; but also serves to relieve the vacuum created by steam condensing on manual shutdown, During normal boiler operation it remains closed. 27) Steam Heater Pressure Regulator (605) ~ This regulator controls the pressure of steam to the fuel ofl heater (only on high pressure bollers). 28) *Oil Solenoid Valve (38) - This electrically operated omoff valve controls the flow of fuel ofl to the bumer nozzle. 29) Air Purge Solenoid (526) = On normal shutdown this valve opens for the duration of the postpurge period; thereby allowing compressed air to purge unburned oil from the nozzle and adjacent piping. 2) Air Pump Oil Strainer Assembly (707) ~ This assures the delivery of clean ofl to the oir pump. The quantity of lubricating oll delivered to the air pump for adequate lubrication and secling is. controlled by an orifice built into the air pump. General Description ~ Chopter 1 31) Back Pressure Return Oil Valve (522) - The settings of this valve determine the oil pressure on the downstream side of the Qil Control (Orificed Gate) Valve (525). 32) *Oil Control (Orificed Gate) Valve (525) = This valve controls the rate of flow of oil through heater. It is equipped with a by-pass orifice, To operate boiler, valve must be closed. 39. Air Purge Orifice Nozzle (606) ~ This orifice limits the purging air to such a value that the purged cil will be expelled from the nozzle at the normal buming rate. The assembly contains Strainer (606A). 34) Steam Oil Supply Thermostot (305) — This unit determines the temperature of the fuel oll by con trolling the inlet of steam to the Combination Heater (304). 35) Oil Temperature Interlock (207) — Unless the fuel ofl temperature at the burner is sufficiently hich to close the switch in this control the programming control can not operate and burner operations can not start. 36) Motorized Gos Valve (43) = This is an On or Off gas valve. When the motor is energized it opens the main fuel supply line to the burner. It operates automatically as directed by the programming contrl. 37) Solenoid Ges Pilot Valve (41) - This valve controls the {uel to the gas pilot, When energized it ‘opens, it is closed excopt for the porfod of ignition. 38) Modulating Cam Assembly (750) ~ This indo-, pendently adjustable cam face controls the positioning of the vane in the Butterfly Valve (99) to vary the gas flow to meet load requirements. 39) Pressure Gouges (111) and (112) = These {gauges indicate pressure in psi of fuel oil. See Schematic Oil Flow Diagram, Chapter 3. 40) Main Gas Shutoff Cock (102) ~ This is the hand operated cock for opening and closing the main fuel supply line to the humer. 41) Gas Pilot Shutoff Cocks (101), No. 1 and No. 2 These are used for opening or closing the inde pendent pilot supply line. Oil Supply Hester (33) = This instrument so controls the Electric Heater (36) as to maintain the temperature of the fuel oll at the desired value. 43) *Fuel Oil Thermometer (126) = This instrument indicates the temperature of the fuel ofl which is about to be atomized. 13 [SOPESCO |Chapter 1 ~ General Description 4M) Butterfly Gas Valve (99) - This valve, under the control of the Medutro! motor, regulates the rate of flow of gas to the bumer at all boiler loads. The Limiting values are set by Low Fire Stop Screw (67) and High Fire Stop Screw (68). 45) *Oil Metering Valve (75) - The valve proper, directly controls the rate of flow of fuel oil to the bumet nozzle; this 1s accomplished by varying the effective size of the passage way through which the oil passes, The valve stem whose movement effects these changes Is actuated by the modulating cam. 46) Fuel Oil Relief Valve (85) - This valve relieves excess oll not passing through heater and establishes Gouge (111). ofl pressure at heater os read on 47) Air-Dil Interlock Switch (313) (or Atomizing Air Proving Switch) - The electric switch of this ai- operated control is so connected in the control circuit that the Oil Solenoid Valve (38) can not open unless sufficient atomizing air pressure exists for proper atomization of fuel oil. (See Schematic Oil Flow Diagram, Fig. 31a). 48) *Fvel Oil Pressure Regulator (108) ~ This valve is adjusted to give the desired pressure as indicated ‘on Gauge (112). *These instruments and a By-Pass Valve (593) are assembled on a common bose (See Chopter 3). 1 Burner Switch (85) % Manvel-Flowe Cor iif Gea GWU ir Switen (003) 5 Ehacnic I Hooter Switch (OMS) Control Panel - 14 Moduler Type (with interchangeable Plug-i Assembly)General Description ~ Chapter T 2, Starter, Blower 68, Sop Stew Hoh Fire, Bary Prootorming Conttl Cee cera Non 7, Sag Seem, Low Fito Secondo Burger ‘ir Dan 1 Svoply Hooter 25. Volvo, Oil Metering Assembly nper Motor Auxiliry 99. Valve, Gas, Suttrtly 51; Tronslormen igaitian 101; Cocky'Goe Pilot Shutott Oil Supply (Electric) 108, Regulator, Pressure Fuel Oi Hiced Gate, Oil Control 56, How 38: Velve, Selerotd, Oil 112; Gauge, Pressure, Burrer Fuel Oil 5 > Solenoid Valve a Solenoid, Gas Pilot 114; Gouge, Pressure, Steam 0. Glosa’Biae SFP Level Saht an Stop Stews Cow Fite, Datertly 120: Banper 306, Stack Theenorater Bae Valve 122; Tank, AiO Receiver 3, Valve, Air intake Contra Fig. 1-1 = Typical Series 400 Boiler,Chopter I = General Description Pressure Hh Lint sae, Moluletng Bumer Fuel Oil Pressure Gouge Air Prossure Gouge 116, Gouge, Woter Level 129: Trycodhs 207. Ieterlock, Oil Temperoture 4303, Filter; Fuel Oil ; Heater, Combination Stean end Elec et coo 305. Thermostot, Steam Oil Supply 3068 Gauge, Pressure, ar 517. Atomiting Ait (Pump) Compressor 5322, Valve, Beck Pressure Return Oi! 706. Stock ‘Thermometer Fig. 1-2 - Typical Series 400 Boiler (400 to 600 HP)General Description ~ Chapter 1 101, m2, 3, Vel, Matorized, Gos Jock Shot \ | Cross Shaft Arm To Dompor Efoss Shaft Arm To Damper Motor Motor, Modulating Tronstormer, Ignition Valve, Solenoid, Gos Piet Stop Screw, Low Fie, Buterly 1 Valve, High Fite Step Screw 61 99 Low Fire, Secondary Air Danpet Butestly ot Shalt Cock Main Ges Shutoff Cock in for 400-600 HP Boiler 700, Gas T Fig, 1-30 ~ Typical Se Damper Stop Arm jaimper Low Fire Adjusting Screw Rotating Arm ing Ros, Cross Shaft To Damper Fig, 1-3b — Detail of Rotary Damper 17Chapter 1 ~ General Description Starter, Blower ato, Blower 1 Traneformer Ignition Hester, Oi! Supply (Electric) 3: Solenald Oil Yalve (Primary) : Conte, Low Water Control, Brocsure, High Limit : Cantal Pressure, Modulting Valve, Dil Metering (Modulating) Assembly Valve, Pop Sefoty Valve, teon Supply, Oil Tenperoture Regulator Valve, Blowdown, Gouge Glass Valve; Blowdown, Water Colum Caeky Gauge Glee Shitott Fuel Ol Pressure Regulator 2: Burner Fuel Gil Pressure Gauge 114. Seon Pressure Gauge 18: Gouge, Pressure, Ait U6. Gavge, Water Level 129. Trycocks 130 [nectar Stoam Supply Iniect 5303, Filter, Fuel Oi 304 Heater, Conti 305, Theredstot, Steam Oil Supoly 313, Switch AlrOl! Interlock 517. AMomising Air (Pump) Compressor 520: Stain, toe 522! Valve, Back Pressure Rewrn Oi 00. Gloss, Lube Off Level Sight Fig. -4a = Typical Series 600 Boiler, 400-600 HPGeneral Description - Chapter 1 31. Ignition Transformer 48. Sclenord Valve 8. Oil Metering Kesenbly Valve 101. (Mo, 2) Gas Pilar Cantal Cock 8, Pressure Fuel Oil Regulator M2; Burngr Fuel Oi! Pressure Gouge 5; Air Bressure Gauge 206, Oil Return Presrure Gouge S13. AirOil Interlock Switch 410. Seomner 522, Bock Pressure Retura Oil Valve 606. Air Burge Notale Orifice Fig, 1-5 ~ Typical Front Head Piping Detail (Not using Oil Control Assembly) =SSO | SoreChapter 1 - General Description 2. Blower Storter 10, Programming Control TOA, Reset Button 13. Air Purge Interlock Relay 19, Bumer Switch 21. Oil Supply Heater Switch 32. Domper Motor Transformer 200, Menval Flame Control 240, Monval-Automatic Selector Switch Fig. 1-6 = Typical Control Panel Details (Not using Plug-in Assembly) 1.10General Description ~ Chapter 1 4 519 aaa ale Si a 7. Blower Motor 122, AitOil Receiver Tonk A, Danger Motor Avstiny Switch 188. Nedulatng Matr Ti. Ignition Tronsformer 303. Fol Oil Fier 38, dil Seteroid Valve Ste, Oi Rota Pressure Googe AT Gas Pala Solonod Volve BHP. flomiving Air (Pre) Compressor 6, Test Volve 519. Air Cleaner IGE, Fel ON Pressure Regulotor $22. Bock Pressure Return Oil Valve M2, Butrer Fue! Oil Pressure Gouge S00. Lube Oil Level Sight Gloss UE Steam Pressure Govoe SE. Gli Shona Aeserbly (Air Pomp) Us. Air Pressure Gasge TBR. Ar intoke Contol Valve 126, Secondary Air Damper Fig. 1-7 = Typical Front View, Series 600 Boiler (Without Oil Control Assembly)Chapter 1 ~ General Description 9 115 21 108 303 a 7. Blower Motor 97. Water Column Blowdown Valve 21. Oil Supply Heater Switch 99. Butterfly Gas Valve 38. Solenoid il Valve (Primary) 108, Fuel Oi Pressure Regulator 41, Gas Pilot Solenoid Valve 114, Steam Pressure Gauge 53, High Limit Pressure Control 115, Air Pressure Gauge 57, Meduloting Pressure Centel 33. Fuel Gil Filter 86. Pop Safety Valve ‘593. Manual By-Poss Valve 88. Vacuum Breaker Shutoff Velve or Test Valve 600. Lube Oil Level Sight Glass, Fig, 1-8 — Typical Series 400 Boiler (With Oil Control Assembly) 12CHAPTER 2 Operating Instructions Before proceeding further identify the Program: Observe that reference to actual timing in the ordinary type face. GENERAL PREPARATIONS FOR INITIAL STARTING: FUEL EITHER HEAVY OIL OR GAS To quickly locate and identify the various controls and components mentioned in the following parc~ araphs, refer to the identification photographs in Chapter 1. The following detailed instructions assume that complete installation of the boiler has been made and that all electrical and water con- nections have been completed. All Cleaver-Brooks boilers are tested at the factory under actual opera~ ting conditions, and even though all electrical and mechanical control settings have been made in ‘accordance with the type of operation desired, the following paragraphs cover all necessary operation adjustments that may have to be made in the field, 11018 ond CB-1 controls. The timing enforced by the Model 1008 Fireye Con! Control Model Number on your unit. en in BOLD face type for Tis lations is 2) Fill steam boilers with water to its proper opera- ting level. Fig. 21 indicates both low and high water cutoff points, as well as the proper level for the initial fill of the boiler. } Any medel CB boiler may be equipped to use either @ feedwater pump or a water feeder. If a feed- water pump is used, closing of the electrical entrance switch will automatically start the feedwater pump to; fill the boiler. During filling, the ‘Test Valve (68) should be opened to vent the boiler of air during the filling operation. Valve (88) should be left open when boiler is allowed to cool down to room tempera ture, The proper high and low water levels are also shown in the illustration of the water level control Fig. 2-1+ Caution: Before energizing boller feed pump, be sure High Level of Water,,2%" above bot- tom of gouge. Boiler feed pump or water feeder tuins off at this point. Fill initially to this height. Low Level of Water: 1" above bot- tom of gauge. Boiler feed pump or water feeder turns on ot this point to restore woter level to 24". Low Water Cutoff Point: 1/4" above bottom of gouge. Bumer turns off at this point. 51. 88. Water Level Control Test Volve Fig. 2-1 - Boiler Water Level Details (Steam Boiler) 2 aChopter 2 — Operating Instructions cll valves in the boiler water feed line ate open. Check pump for proper direction of rotation (rotation direction is indicated on pump casting). If a water feeder is used, it Is merely necessary to open the water supply line valve and feeder discharge valve. When water reaches the proper level in the boiler, the ‘water feeder will shutoff automatically. (Normally hot water boilers should be flooded and the system filled.) 2) Check lubrfeating oil level of air pump in Lube il Level Sight Glass (600). Lube oil must be visible in the glass. See “Preparations for Starting,"’ Section 1, A-l0, this chapter. 3) Check, and reset if necessary, Motor Starter (2), Programming Control (10); and reset the Boller Feed Pump and Low Water Control (51). 4) Check direction of rotation of Blower Motor (7). (Au uiiow on blower housing shows correct direction of rotation.) The experienced operator may do this by momentarily lifting the armature in the Motor Starter (2)- (On three phase induction motors, the direction of rotation may be changed by transposing any two motor leads at the Load (7) terminals of its starter.) At this time note reading of Air Pressure Gauge (115); it should rise to at least 7 psi. 5) Set High Limit Presswe or Temperature Control (53) somewhat above the highest desired steam pressuze ot water temperature. This control is, equipped with «dual scale mounted on the side, end two adjusting screws located on top. The larger screw serves to moke the cut-in pressure or temp- erature setting, (the switch closing adjustment). ‘The smaller screw is used for setting the differential, this makes the cutout level higher than the cut-in by the amount of this differential. The indicator on the shorter scale shows the actual differential. For example, if the longer scale reads 100 psi and the shorter scale 10 psi, then 100 psi is the cut-in setting, 10 pei is the differential setting and conse- quently, 110 psi is the cutout setting (cut-in and differential combined). This setting must, however never be higher than the pressure at which the Safety Valve (88) is set to open. 22 6) On hot water boilers sot High Limit Temperature Conttol (53) somewhat above the highest desired water temperature, The high limit temperature control is equipped with an adjustable differential between ccutsin and cutoff temperature. Set high temperature cutoff as follows: Insert @ sexew driver through the cover into the slotted head. Turn dial to desired water temperature cutoff point. Set differential as follows: Loosen captive screw holding cover on control and remove cover. This will expose the differential scale (at bottom of lorge dial) and the differential adjustment lever. The differential scale is calibrated in degrees of temperature from 5 to 45. Move adjust- ment lever to the desired differential setting. ‘The lowest setting of the high temperature control must always be higher than the setting of the modulating temperature control. 7) Set the Modulating Pressure Control (57) at the pressure (or temperature) at which it Is desired to operate; this must be a definitely lower value than the setting of the High Limit Pressure Switch (53). Adjust by turning pressure adjustment screw at top of control. Adjustment of modulation range is made by tuming differential adjustment screw to the desired value as read on scale graduated Ht" to HEY, Some instruments have a fixed modulat- {ing range. There is no adjustment on controls opera- ting above 150 pounds pressure. 8) Set the Selector Switch (240) if provided to Manual and tum Flame Control Potentiometer to Close. 9) Check belt drive to air pump. 10) Check oil level in Lube Oil Level Sight Glass (600). 11) Check pressure of gas supply for pilot. 12) All gas cocks ond fuel valves should be closed. 12) Close all entrance power switches.Operating Instructions ~ Chapter 2 Section 1 - Specific Instruction for Burning Oil NOTE: The timing of Model 1018 BOLD type. (S ordinary ty A, PREPARATIONS FOR STARTING 1) Close Main Gas Cock (102). 2) On combination units set Selector Switch (24) to Oil, 3) Open all valves in the oil suction and retum Line; however, Orifice Oil Control Valve (525) should be closed. 4) Start the ofl supply pump and observe Fuel Oil Supply Prassure Gauge (111) for an indication that flow is established. If there is no pressure alter several minutes, stop the pump and prime the suction Line strainer with oil. 5) Tum on Electric Heater (36) by means of Oil Heater Switch (21) located on the panel. Covtion: Before starting the Electric Oil Supply Heater (36) be certain that the heater shell is filled with fuel oil. jogramming Control end the CB-1 Control is given in Chapter 3, Section 2). The timing of Fireye Model 1008 is given in 6) Adjust the Electric Oil Heater Thermostat (33) to maintain oil temperature of 180-185 degrees F, as indicated on Fel Oil Thermometer (126), and adjust Themostat (306) to maintain 185-195 degrees F. These temperatures are tentative; the final tempera ture at burner should be such thot fuel ofl viscosity is approximately 150 SSU (or lowes). See Schematic Ol Flow Diagram, Fig. 3-16. 7) Set the Oil Temperature Interlock (207) 30 de- grees F lower than temperature indicated by Fuel Oil ‘Thermometer (126)- 8) Observe oil pressures; Oil Supply Gauge (111) should read 75 psi minimum, Bumer Fuel Oil Pres~ sure Gauge (115) should indicate 42 pst and Gauge (36) should read 35 psi. 9) Check belt drive to alr pump. Belt is on when fuel is oll, off when fuol is gas. 10) Check oil level in Lube Oil Level Sight Glass (600). If lube oil is not in sight in the glass 159 Alo Maintain Oil Level Between Upper ond Lower Visible Portion of Glass (Use SAE 10 Oil) A, Filler Plug B. Drain Plug T. Blower Motor 122. Air-Oil Receiver Tank 517. Primary Air Pump (Compressor) 519. Air Cleaner 600. Lube Oil Level Sight Gloss GOV. Lube Oil Filler Hole Intake Control Valve Fig. 2-2 Lul 23Chapter 2 = Operating Instructions tnscrew Ar Cleaner (519); and with Aix Pump (51?) add No, SAE 10 nomdetergent motor oil. 1 beyond the visible portion of glass. Do not operate with lube oil below lower visible portion of glass. 11) Set the Modulating Pressure Control (57) at the pressure (or temperature) at which it is desired to operate; this must be « definitely lower value than the ing of the High Limit Prossure Control (53). ‘Adjustment of modulating range is made by turning differential adjustment screw to the desired value gs read on scale graduated "Ml" to "FY. (Some instruments have a fixed modulating cange.) There ts no differential adjustment on controls operating ‘above 150 pounds pressure. Normal Sterting Sequence Ia) When the butner switch is tured to On: This should complete the limit control circuit, since’ switches integral with Pressure (or Temperature) Control (53) Low Water Control (51) and Bumer Thermostat (34) (all in this circult) are already closed. The Burner Door Interlock Switch (409) is ‘also closed and nozzle is in firing position. With the closing of the limit control circuit the following ‘events take place in the order given, and this com stitutes the notmal starting sequence. 1b) If your unit is equipped with a Model 1018 Fireye or @ CB-1 Programming Control the damper motor will drive towards high fire as soon as burner switch is closed, At approximately 20 seconds later it will begin driving towards low fire position to enable the ignition system to Light off at 45 seconds {in the low fire position. 2) The Blower Motor (7) starts; and since Air Com pressor (517) is belted to blower motor, it will begin to pump air. 3) Ait purge interlock relay closes so that Air Purge Solenoid Valve (526) can not open. 4) Timing motor of Programming Control (10) starts. 5) Blower Motor (7) comes up to rated speed in less than four seconds, 6) After @ 30-45 second period the Ignition Trans- former (31) and pilot solenoid are energized. Pilot flame is established and No. "1" appears in window ‘of Programming Control (10). Atomizing air pressure is built up sufficiently during this period to close Air-Oll Interlock Switch (313) (or Atomizing Air Proving Switch). 7) The Flame Detecting Relay (RL2), part of Pro- 24 ‘gramming Control (10), will pull in and ten seconds later (40-55 seconds after closing of burner switch) No. "2" appears in window and Oil Solenoid Valve (38) opens. 8) Flame is not established immediately since oil lines to burner nozzle must first be filled. They are ‘empty at this time, since nozzle was purged of oil ‘on prior shutdown, (A delay of aoproximately four seconds between opening of oil valve and main flame ignition is normal.) 9) Main flame and pilet flame are both on at this time; but 15 seconds after ofl valve opens (55-70 seconds from time of closing of bummer switch) pilot gas solenoid and ignition transformer ere de-oner- gized; and No. "3!" appears i window. Main flame alone continues to burn. 10) Bumer is now ordinarily allowed to modulate; it will do so unless Selector Switch (240) is set to Manual and Manual Flome Control (200) is in Close position. 11) Timing moter in programming control continues to run until a dot (¢) appears in window. B. STARTING THE BURNER 1) Set Selector Switch (240) to Manual; turn Potenti- ‘ometer (200) to Close. 2) Adjust the pilot; it should be adjusted without allowing Fuel Oil Solenoid Valve (38) to open. The latter 1s accomplished by setting Air-Oil Interlock Switch (313) so that its mercury switch does net make contact when Air Pump (517) is developing normal operating pressure, Observe that the gas pilot line contains two gas pilot cocks No. 1 at the entrance to the line and No. 2 conveniently located on the bumer drawer. To set the pilot proceed as follows: 4a) Open gas pilet cock No. 2 wide open. b) Close gus pilot cock No. 1. ©) Tur Burner Switch (19) to On (When the No. "1" appears in the window of Programming Control (10), ignition transformer ond Gas Pilot Solenoid Valve (41) are energized.) 4) Open pilot gas cock No. 1 and remove scanner from the connector plate; the pilot flame can then be observed through scanner hole. 3) Make final adjustments of gas pilot by closingdown én pilot gas cock No. 2 until pilot flame ean AG longer be seen through scanner tube, then slowly ‘open cock No. 2 until a satisiactery steady pilot flame con again be observed. Pilot flame should then be suitable for lighting fuel. 4) Turn Burner Switch (19) to Off Caution: Be sure to replace wire on Air-Oil Interlock Switch (313) after testing pilot. Note: Under these test conditions Switch RL3 of the programming control will trip out after approximately 45 seconds, Two minutes must be allowed for cooling before it can be reset. (See Fireye or CB-1 Bulletin.) 5) Set Bumer Switch (19) to On. a) If Medutrol Damper Motor (188) is not in the minimum firing position, it will tur to that position and stop When the minimum firing position of the damper moter is reached, the timing moter on the Programming Control (10) will stat ond Blower Motor (7) will start, and an air pressure reading of 7-11 pst will be noted on Air Pressure Gauge (115). ‘The main consideration in regard to nozzle pres- sure is that this pressure should not exceed 25 psi When bumer is operating in its high fire position; since increase of alr pressure decreases the differ- ential pressure upon which the rate of fuel delivery depends. Air pressures greater than 25 psi cause excessive ‘weat on the compressor, increases lube oil consump- tion and make the metering of the fuel oil so senst- tive that it is difficult to maintain the required rate of flow of fuel. b) After a 30-45 second petiod the Pilot Gas Solenoid Valve (41) and Ionition Tronsformer (31) will be energized, and pilot flame will be established and No. '"L"" appears in the window of the Program ming Control (10). ©) The Flame Detecting Relay RL2, part of Programming Control (10), will pull in, and ten seconds later when No. "2!" appears in the window the Solenoid Oil Valve (38) will open to the burner provided Air-Oil Interlock Switch (313) (or Atomizing ‘Air Proving Switch) functions properly; ond Air Purge Solenoid Valve (526) is closed, Now main flame (low fire) will be established, and the burner will continue to operate at the minimum firing rate. Atthe end of the ignition timing period(55-70 seconds ‘after startup, the pilot and the Ignition transformer will be de-energized); and No. '"3!’ appears in the window. The timing moter will continue to run until Operating Instructions ~ Chapter 2 J Fig, 23a — Rotary Damper « dot (¢) appears in the window. (See "Sequence of Operation," Chapter 3.) 6) Allow bumer to operate on minimum firing rate at east 30 minutes or until steam or temperature reaches desired value. It is necessary to bring boiler up to operating temperature slowly to avoid thermal shock. 7) Tum Selector Switch (240) to Automatic, boiler will now be operating on full modulating principle. Study detailed instructions in the manual for a better understanding of sequencing of controls, as well as adjustment and maintenance of controls. SECONDARY AIR ADJUSTMENT ‘The location of Screw (X) in the rotary damper (see Fig. 2-3a) mite the travel of the damper at both the closed position and the fully open position. This screw 1s provided so that it is possible to easily tell, even with the burner in place, whether the damper rotor is in fully open or closed position. ‘Arm (¥), connected to the damper rotor so that it rotates with it, comes into contact with Adjusting Screw (71) in the low fire position; even then, the damper is net completely closed, Normally, the rate of flow of air through the damper when damper rotor is in low fire position {n about one-third of that 25Chapter 2. Operating Instructions Fig. 2-3b ~ Rotary Domper, Side View delivered to the burner when operating at the high firing rate. Low fire damper setting is adjusted (limited) by setting of Adjusting Screw (71), See Fig. 2-3b. Arm (Z) 1s also connected to the rotor of damper so as to rotate with it, The amount of movement of the rotor which dizectly controls the rate of combus- tion air flow is determined by the location of the ends of the Rod (C) in both Arms (B) and (Z). The Linkage adjustments must finally be so made that the rotor of damper will move from low fire to high fire Position without override when the damper motor goes through its full travel; except that, in low fire position an override of approximately one full turn of Screw (71) may be expected. The low fire position of both Arm (Z) and Arm (B) should be so located as to be approximately 60 degrees from horizontal. This insures thot the angular movement of the damper starts slowly ond increases in speed as the high fite position is approached. See Fi. 2-3c. D. LINKAGE ADJUSTMENTS. Starting with the Damper Moter (188) run to minimum firing position, fasten Driving Arm (A) (Fig. 2-4) 20 2-3 = Linkage at Rotary Demper4 Operating Instructions — Chapter 2 75 LI Aa Fig. 2-4 = Complete Linkage Assembly that it makes an angle of 45 degrees with the hori zontal. Attach Atm (G) to Jack Shaft (E) so that arm makes an angle of 45 degrees with the horizontal. Fit connecting link, Rod (P) to holes of Arm (A) and (G) as indleated in Fig. 2-4; that is, use third from shaft end hole of Arm (A) and fourth hole of Arm (G). Position Modulating Cam (T) of Valve (75) so the fuel delivery is at the minimum firing position. See Fig. 2-5. Tt is now required that the combustion air be matched to the fuel delivery. With Arms (A) and (G) positioned, attach Spring Loaded Arm (B) to the shaft, so that it makes an angle of 60 degrees with the horizontal; elso attach Arm (Z) at the rotary damper so that it makes an angle of 60 degrees with the horizontal. Fit Rod (C) between holes as indicated in Fig. 2-4 that is use fourth hole from shaft end of ‘Arm (B) and sixth hale from center of Arm (Z). The shape of the rotor of the Damper (120) is fixed so that a definite movement of the rotor changes the secondary air delivered by a fixed value. There is no adjustment of this value, However, adjustment The valve shown here «an integral port of the Oil Control © [OT] Assembly Fig. 2-5 — Modulating Com 27Chopter 2 = Operating Instructions of cotresponding fuel Intake at intermediate points can be adjusted for best combustion efficiency by Adjustment Screws (V). See Fig, E. ADJUSTING DAMPER MOTOR AUXILIARY SWITCH (29) This switch through @ circuit to the Programming Control (10) makes certain that Light off of bumer occurs only under minimum fire conditions. In opera- tion Com (A) mounted on the shaft extension of Modutrol motor strikes Cam Follower (B) forcing it downward to tip Mercury Switch (C) so that left side is down, thus completing the necessary citcuit to programming control. (See Fig. 2-7). To test opera tion proceed as follows: With power availadle, but with Bumer Switch (19) set to Off release overload relay on Blower Motor Starter (2). 2) Set bumer switch to On; ond set Selector Switch (240) to Manual. 3) Tum Manual Flame Control Switch ) to Close. Modutro! motor, if not in low will turn to lows the position for minimum firing. Mercury switch should be tripped just before damper moter stops as it turns towards Low position ms should be set so that switch is tripped back again as damper motor starts to tum toward bigh position. If your auxiliary switch has microswitches instead scury switches, adjust as follows: 4) Remove cover and loosen setscrews on each b) Remove the part of the switch cctuating Arm (2) from the recess of the switch operating lever (3) as shown in Fig. 2-74, The circuit between the common (R) and the normally open terminal of the snap switch is "broken". ©) Run the motor to the position where this circuit is to be "made", 4) Slide the outer cam (5) (See Fig. 2-74) counter- clockwise cround the shaft until it contacts the short post on the switch actuating arm, Slowly con tinue tuning the cam until the circuit just "makes" R to B. Tighten setscrews. e) To set differential, run the motor back to where circuit is to be broken. Slide inner cam (4) clockwise around its shaft until it contacts the short post on the switch actuating am. Slowly continue Spring (G) Over-Travel Linkage (J) Actuating Lever (M) Slot (X) Shaft (Y) ‘Actuating Arm (L) of Over-Travel Linkage MechanismOperating Instructions ~ Chapter 2 ee. 8 Sa ea 8 eT ane Fig, 2-7a = Mounting the Auxiliary Switeh Fig. 2-7e = Aw ew sera ae wa sonar vemasr g OPEN Fig. 2.7b ~ Terminal Designation of Auxiliary Switch Fig. 2-7d ~ Detail of Two Switch Auxiliory 29Operating Instructions ~ Chapter 2 tuming the inner cam until the circult just “bredke"”, The point of the actuating orm is again out of the switch lever recess. Tighten remaining set screws. f) Test the switch operation by running the motor through its complete cycle, F, NORMAL SHUTDOWN SEQUENCE 1) Opening the Burner Switch (19) breaks the limit circuit; this circuit is also broken when the switches incorporated in any of the controls of this circuit are opened. The normal shutdown which results from opening the limit circuit by any component of this clrcult takes place accerding to the following sequence. 2) The timer motor, which is part of the Programming Control (10) begins to run. 3) Oil Solenoid Valve (38) is de-energized. 4) Air purge interlock relay is de-energized; and Air Purge Solenoid Valve (526) is energized. 5) Air enters the ofl Line leading to bummer nozzle at the same rate as low fire ofl flow, so that flame continues to burn; that is, flame will not go out immediately when limit control circuit is broken. 6) Flame continues to burn until ofl is purged from cil Line (approximately four seconds), 7) Timer motor continues to run; and 15-15 seconds from the time limit control was broken, burner motor starter is de-energized. 8) Air purge solenoid valve is de-energized. 2:10 Fig. 2-8 ~ Adjustment of Auxiliary Switch (29) 9) Burner motor speed is decelerated, and with st the speed of the air compressor. 10) Atomizing air pressure falls off ond Air-Oil Interlock Switch (313) (or Atomizing Air Proving Switch) is opened. 11) An "0" appears in the window, in Programming Relay 10, and timer motor stops. 12) Flame Reley AL2, in Programming Relay 10 drops out. 13) Unit is ready to restart.Section 2 - Specific Instructions for Burning Gas (Applicable for Series 400 and 700 Boilers) A, PREPARATIONS FOR STARTING 1) On combination units disengage belt drive to air pump, if furnished, Start with Main Gas Shutoff Cock (102) closed. Withdraw oil nozzle, if furnished. (To accomplish this flip latch on plate holding in burner oil interlock switch; withdraw ‘yozzle to tear milled slot in rod and relatch in this position.) 2) On combination units set Gas-Oll Selector Switch (24) to Gas. 3) Close all power entrance switches. Check supply gas pressure, All gas cocks and valves should be closed. 4) Open Pilot Gas Shutoff Cock (101); but leave Main Gas Shutoff Cock (102) closed. 5) Set Selector Switch (240) to Manual; tum Potenti- cometer (200) to Close. 6) Adjust the pilot; with pilot established and No. "2" appearing in the window of procram control, gas shutoff valve can be seen to open; however, 19 gas will flow since main gas cock is now closed. Observe that the gas pilot line contains two gas pilot cocks No. 1 at the entrance to the line and No. 2 conveniently located on the burner drawer. To set the pilot proceed as follows: @) Open gas pilot cock No. 2 wide open. b) Close gas pilot cock No. 1. ¢) Turn Bumer Switch (19) to On. (When the No. "1" appears in the window of Programming Control (10), ignition transformer and Gas Pilot Solenoid Valve (41) are energized.) 4) Open pilot gas cock No. 1 and remove scanner from the connector plate; the pilot flame can then be observed through scanner hole. 7) Moke final adjustments of gas pilot by closing down on pilot gas cock No. 2 until pilot flame can no Jonger be seen through scanner tube, then slowly ‘open cock No. 2 until « satisfactory steady pilot ‘flame con again be observed. Pilot flame should then be suitable for lighting el. 8) Turn Burner Switch (19) to On, The timing motor of the Procramming Control (10) will start; but not until after the completion of a 30 second prepurge period will the No. "1!" appear in the window of the programming control. At this time the Ignition Trans~ former (31) and Gas Pilot Solenoid Valve (41) are energized. Flame Relay RL? of the programming control is energized; but bumer does not light sirice Main Gas Shutoff Cock (102) has not been opened. When No. "2" appears in window, Hydramotor of Motorized Gas Valve (43) opens, provided AlmGas Interlock (312) functions properly. 9) Check the action of the Air-Gas Interlock Switch (312). (See Chapter 4, J-14 for details.) Normal Starting Sequence When Firing on Gas 1) Tum Bumer Switch (19) to On This should com plete the Limit control circuit. 2) Blower Motor (7) starts and comes up to speed in less than four seconds. Air pressure is built up inside front door and this pressure closes Ai-Gas Interlock Switch (312) (or Combustion Air Proving, Switch). 3) Timing moter of Programming Control (10) starts. 4) After a 30-45 second period the Pilot Gas Solenoid Valve (41) and Ignition Transformer (31) ate ener gized. Pilot flame is established and No. "1/7 appears in the window of the Programming Control (10), when pilot flame is seen by scanner. 5) Flame Detecting Relay RL2, part of Programming Control (10), will pull in and ten seconds later (40 seconds after closing of burner switch) No. "2" appears in window and Motorized Gas Valve (43) opens. 6) Main flame and pilot flame are both on at this time; but 15 seconds after main gas valve opens (65-70 seconds from time of closing of bumer switch) pilot gas solenoid and ignition transformer are de- energized; and No. ‘3! appears in window. Main gas flame continues to burn. 7) Bumer is now allowed to modulate; it will do so unless Selector Switch (240) is set to Manual, and Manual Flame Control (200) is in Close position. 8) Timing motor in programming control continues to run until « dot (e) appears in window. 21Chapter 2 — Operating Instructions B. STARTING THE BURNER 1) Open Main Gas Cock (102). 2) Set burner switch to On The Blower Motor (7) will stort. After a 30-45 second prepurge period No. 1"! appears in window, Pilot Gas Solenoid Valve (41) and Ionition Transformer (31) are enet- gized and gas pilot is established. The lame Relay RL2 will pull in ond remain energized. Ten seconds later, when No. '"2"" appears in window, Gas Valve (43) will open, main flame will be established and burner will continue to operate at minimum firing rate. At the end of Ignition period (55-70 seconds after startup) No. "3! will appear in the window. Pilot Gas Solenoid Valve (41) and ignition transformer will be deenergized. The timing motor will continue to run until a dot (@) appears and remains in combustion ccontzol window. C. ADJUSTMENTS AND OPERATION TESTS Gas pressure for 400, 500 and 600 horsepower boilers should be 11, 16 and 2 inches WC respectively. city canbe obtained at this setting. Final ait adjustments are necessary after boiler is thoroughly heated. Remember, it is important to warm up the unit slowly until approximately one-third of operating steam pressure is reached. Hot water boilers must clso be allowed to warm up slowly to avoid ‘thermal shock. Proper combustion can not be judged by observing Flame condition; and final bumer adjustments should be determined by a flue gas analysis. A CO reading between 9,5 and 11.0 per cent is desirable. Flame should be so adjusted that there 1s no unbumed fuel ‘gas in the stack gases, A single CO2 reading though yielding the desired percentage, does not assure this condition, To be certain take a CO reading at some definite firing rate;then increase the gas consumption slightly (without increasing air intake) and take ‘another reading. If the second reading indicates a ower percentage of COy, then there is unbumed fuel ‘gas in the stack gas. See curve Chapter 3 and dis cussion of complete combustion. Proper operation of flome failure devices should be checked under operating conditions at least once each week. Fig. 2-9 = Linkage Assembly (Applies to Model CB-720) 212Fig. 2-10 — Butterfly Valve (99) D, LINKAGE AND CAM SETTING TO CONTROL BUTTERFLY GAS VALVE (99) Set Driving Arm (A) on Modulating Motor (188) so that it makes an angle of 45 degrees with the hori- zontal and secure in this position with .set screws provided. In @ lke manner attach Arm (G) to the Jack Shaft (E) so that it makes an angle of 45 degrees with the horizontal. See Fig. 2-4. Without allowing either arm to move fit Rod (P) between third hole from shaft end of Arm (A) and fourth hole from shaft end of Arm (G)- Position Spring Loaded Arm (B) on Jack Shalt (E) so that it makes an angle of 60 degrees with the horizontal and secure with set screw. Adjust Ann (Z) dat the damper so that it also makes an angle of 60 degrees with the horizontal and tighten set scrows. See Fig. 2-30 Damper should now be in low fire position with ‘Arm (¥) secured to damper shaft and resting against Low Fire Stop Screw (71). Set Gas Modulating Cam (756) in low fire position as shown in Fig. 2-8 and secure to Jack shaft with set screws. is ESC Fpperaring Instructions ~ Chapter 2 Back off Low Fire Stop Screw (67) of Butterfly ‘Valve (99) so that valve is closed; now run screw out te touch Arm (L) and then give it two additional complete turns. Connect Rod (Q), Fig: 2-4, to second hole from shaft end of Atm (R) and insert its upper end through Ball Joint (UI). Fix position with cotter pin, Stop Sctew (67) on Butterfly Valve (99) should now be just touching Arm (L). ‘Tighten lock nuts on all ball joints. ‘The low fire setting so determined should be regarded as tentative until proper gas pressure for high fie operation is established. ‘Turn Barner Switch (19) to Om. Timing motor will start; pilot will be established ‘ond burner will operate on fow fire. Review Section 2-A-6 for method of setting pilot. Back off High Fire Stop Screw (68) all the way at Butterfly Valve (99). Tum Manual Flame Control (200) to Open, In its high fire position, the butterfly valve will be nearly wide open as is indicated by the slot (~) in the end of the butterfly valve shaft. Advance high fire stop screw until st Is just touching An (L) and set lock nut on this screw. The gas pressure must now be set with Gas Pressure Regulator (400) in the main gas line to the specified pressure as indicated on Gauge (113) (for natural gas this is 11 inches WC for 400 hp, 16 inches for 500 hp, and 20 inches WC for 600 hp boilers. The air damper (120) should now be wide open. The fon is so designed that with the air damper wide open, the boiler will be operating at slightly over its rated capacity when the proper fuel gas analysis is obtained, (See Chapter 3, H for method of determining proper fuel air ratio by flue gas analysis.) Increase or decrease the gus flow by raising or lowering the fuel gas pressure as read on Gauge (113). With the high fire air-fuel ratio established, the Main Gas Pressure Regulator (400) needs no further adjusting. . is now necessary to establish the comect fo throughout the whole firing range. towards the Manual Flame Control (200) slowly the Close position until the modulating 2413Chapter 2 = Operating Instructions moter is seen to move, Again take the flue gas readings ond adjust fuel gus flow as necessary with cam screws. Again move the control slowly further towards Close position; test gases with orsat and repeat throughout the range until low fire position is obtained. Note: In mcking any adjustments of these screws, center the screw to be adjusted on the cam follower. If all screws ate properly adjusted, no screw will deviate from the general overall contour of the cam face. Intermediate positions ore established by cam ‘adjusting screws, CO2 and 02 should be checked at all intermediate points. It now may be necessary to readjust the setting of the Low Fire Stop Screw (67) in order to obtain the proper air-fuel ratio at low fire buming rate. To insure that the low fire position of the butterfly valve is always the same, allow one tum of Stop Screw (67) for over-travel. Unit is now ready for outomatic firing on gas. 214 —, NORMAL SHUTDOWN SEQUENCE 1) Opening the Burner Switch (19) breaks the Limit circuit; this circuit io also brcken when the switches Incorporated sn any of the controls of this circuit are opened. The normal shutdown which results from opening the limit circuit tokes place according te the following sequence. 2) The timer motor, which is part of the Programming Control (10) begins to run, 3) ‘Timer motor starts and main gas valve is ener gized. 4) Timer motor continues to run; and 15 seconds from the time limit control was broken, bumer motor starter is de-energized, 5) Burner motor speed is decelerated. 6) An “0! appears in the window and timer motor stops. 7) Plame Relay RL2 drops out. 18) Unit is ready to restart.Section 3- Trouble Shooting the Burner ‘This section is prepared under the assumption that the unit has been set up properly and was running for some time prior to failure. It is expected that the ‘eperator will have become thoroughly acquainted with the unit and the manual by that time, The following points ate briefly noted to facilitate easy trouble shooting. No effort has been made to explain how to cortect the trouble eources pointed out. It is left to the operator to use information from other parts of the manuel. Observe that the directions here given are quite general; but they are immediately applicable in ALL, cases only if the unit is buming heavy oil and is ‘equipped with the control mentioned. 1) Ié with bumer switch on, the Blower Motor (201) does not start, check the following: A) Power Supply 1) Main power (3Ph) disconnect switch must be closed. 2) Control Circuit disconnect switch must be closed, (In some cases @ transformer is used. ‘This should be chacked for proper operation.) 3) Check ell fusetrons. (A volt-chm meter or test light will quickly point up bad ones.) 4) Reset blower motor starter overloads if necessary. B) Limit Circuit 1) With control circuit power supplied to the umer, the aren (load demand) light will glow if the Bumer Switch (19) is On and Hich Limit Pressure Control (53) is closed. 2) Damper Motor (188) must be in low fire position. This closes Damper Motor Auxiliary Switch (29) for a guaranteed low fire start. 3) Low boller water will open the low water cutoff switch, (Red light and alarm bell will indicate this condition.) 4) Oil Drawer Interlock Switch (314), when fumished, must be held closed by the nozzle. This is automatically accomplished with nozzle {in for ward position. 5) On units burning heavy oil, the oil must be at predetermined temperature as sensed by the Oil ‘Temperatue Interlock Switch (207). 6) High Limit Pressure Control (53) opens limit circuit’ when steam pressure reaches a predetermined setting. 2} If the Burner Switch }19) is On, boiler calls for heat, Blower Motor (7) starts and runs, but there is no fire proceed as follows: A) Tum bumer switch to O/f and allow clock to continue running to 0" position. Wait three minutes for warp switch to cool. Reset this switch and tum Bumer Switch (19) back On, Remove Sconner (410). When "71!" appears in clock window sight through scannet tube ot pilot, (Pilot tlame should completely cover scanner tube cs outlined under instructions for setting pilot in Maintenance Section.) Clean and replace Scanner (410). B) If there is no flame at the "'1/" position, tur Bumer Switch (19) to Off and again allow clock to run to YO" position, Wait three minutes for warp switch to cool and reset it- Turn Burner Switch (19) to On, Spark should be visible in the pilot tube when the clock reaches ''1'". ‘This can be readily observed from the rear sight hole. 1) If there is no spark at '/1"" position check the following. 4) Wires connecting Ignition Transformer (31) to feed through insulator (back of wind- box) and feed through insulator to ignition electrode (front of windbox) should be tight cond well connected. bh) Remove feed through insulator and check for cracks that cause arcing and loss of proper spark. °c) Remove pilot tube ondadjust spark gop. (Ditections for setting spark gap are outlined in Maintenance Section.) 8) Remove ignition electrode and examine for fine cracks in porcelain insulation, 2) If there is spark, but no flame check the following. @) As 1" appears in window of Program- ming Control (10), gas pilot solenoid valve should open. (Solenoid action can be felt by ‘wrapping hand around cover at next trial.) b) A minimum gas pressure of 4 inches is required for the pilot. ¢) Combustion Air Proving Switch (312), when furnished must be closed to prove that combustion air is available, (Adjustment of this switch is explained in Maintenance Section.) 3) Visually check to make sure air damper is actually in low fire position at time when '".!" 215Chapter 2 ~ Operating Instructions ‘appears in the clock window. ) Damper could be jammed. 'b) Linkage may be loose and slipping. ¢) Linkage of modulating am could have been left off from some previous inspection. 4) Remeve bumer drawer to see that pilot tube and scanner tube ate through the proper diffuser openings. ) If pilot flame is adequate but main flame does not ignite, check the following. 1) Main oil solenoid valves should open. (Solenold action can be felt by wrapping hand around solenoid cover during next trial. Gas valve operation is visible through gloss inspec tion port on valve.) 2) On oll burning units the Atomizing Air Proving Switch (313) must be closed, (Adjustment covered under Maintenance Section.) a) Air pressure ot the nozzle should read at least 7 pst. b) Belt must be on compressor. ©) Belt tension to compressor should be checked. @) Adequate lube oil is necessary to satisfactory compressor operation. ) Does compressor rotate freely. 3) Reset Low Oil Pressure Switch, when furnished, if necessary. ) Make sure fuel oi strainer is clean end not plugged (See Maintenance Section). b) Reset oil supply pump motor starter overloads if necessary. ©) Air leaks in suction line to pump will couse pump to cavitate and lose pressure, #4) It is possible for the pump to lock with cil vapor from oi] temperature or vacuum which is too high, *4) By-Pass Valve (593) and Orifice Valve (525) should be closed to insure hot oil at the Metering Valve (75). 3) After the main flame is established, if the Nodutrol motor does not modulate, check the following: A) There could be a mechanical failure. 1) Damper fuel cam, and linkage should be free to move. 2) Linkage of modulating arm could have been left off from some previous inspection. 216 B) The failure could be electrical. 1) High Limit Pressure Control (53) will keep limit circult open unless there is a drop in steam pressure indicating a call for heat. 2) Manual-Automatic Selector Switch (240) should be in the automatic position for modulated firing. In the manual position the Flame Control Potentiometer (110) controls the damper position without regard for steam demand. 4) When the bumer shuts down on flame failure check the following. |A) Look for low fuel pressure which closes fuel valves, 1) Low fuel ail pressure at the supply pump. 2) Plugged ot clogged Fue! Oil Strainer. 3) Reset fuel ofl pump starter overloads if necessary. 4) Low gas pressure (minimum pressures listed in Chapter 3). 5) Break or leak in fuel supply lines. 6) Low fue! oil supply. B. The loss of atomizing air will open the Atomizing Air Proving Switch (313) thus closing the fuel oll solenoid valve, required 1) Check belt drive to compressor. 2) Check for loose sheave or sheaves. 3) ‘There may be a break in the air piping. ©) The loss of combustion air will open the Combustion Air Proving Switch (312), causing the main fuel valves to close. 1) Reset blower motor starter overloads. 2) Check blower motor fusetrons with a Volt-ohm meter or test light. 3) The disconnect switch providing power to the blower motor starter should be closed. D) Clean and remove any dist from scammer or scanner sight tube. E) If the air fuel ratio becomes too great the fire will go out. 1) Check fuel oll pressure at metering valve. 2) Any severe decrease in fuel oil flow will couse trouble. a) Dirt in metering otifice (see main- tenance section for disassembly of orifice). b) Ruptured diaphragm in pressure regulator. *) Orifice valve opened accidently. “Heovy Oil Unit OnlyCHAPTER 3 Principles of Operation AND ELECTRICAL SEQUENCES NOTE: It is important that the operator observe the Modal Number of the Programming Control used on his unit, since the various models used aro designed to give somewhat different timing periods. SECTION 1- Mechanical Considerations A, FUEL OIL CIRCULATION AND. AUXILIARY AIR FEED BACK SYSTEM (Applicable to Series 40U and 600 boilers) ‘This Chapter {s definitely limited to the control of the fuel; It 1s not concerned with the basic principles of combustion and heat transfer. ‘The fuel oil circulating system is described here without reference to the actual mounted position of any of the controls, attached piping, or connections on the holler. However, the diagrams referred to are not entirely schematic; the direction of oll flow is indicated by arrows and all controls are specified by numbers identical with those used on the boiler assembly photographs. Fuel oll is drawn into the system by the Fuel Oil Pump (153) which delivers a part of Its discharge to the Combination Heater (304); and the remainder is relieved to the return line through the Fuel Oil Relief Valve (85). The heated oil flows through Fuel (Oil Filter (303) and Fuel Oil Pressure Regulator (108) to the Metering Valve (75) where a portion of the heated ofl is relieved to the return line through the Oil Control (Orifice Gate) (525) and the Back Pressure Return Oil Valve (522). Metering Valve (75) delivers to the Burner Nozele (302) exactly the quantity of heated fuel ofl which the boiler locd demands. The damper motor (Modutro! or equivalent) controls, through a cam dtive, the rate of flow of ofl which passes through this valve. Flow to the nozzle Is cut off when Solenoid Oil Valve (38) is not energized. 1) The Auxiliary Air Feed Back System = The entire system consists of only the tubing necessary to add the pressure of the atomizing ait to the adjustable spring pressures of Regulating Valves (108) and (522). See Fig. 3-La. It Is adesrable feature of the original oil system, that. the pressure drop across Valve (525) can be maintained to assuze @ constant and reasonable flow of heated oil to the tank. Addition of the feed back piping does not disturb this feature of the original oil system. ‘A major purpose of the feed back system is to facilitate the opening of the Solenoid Oil Valve (38) cat a reduced pressure, and at the same time give a greater pressure drop across the Metering Valve (75) at high firing rates. Under normal operating conditions it will be observed that the reading of Gauges (112) and (306) will vary with the bumer load; but it will be noted that the pressure difference between the two readings. will, despite this fluctuation, remain constant. To illustrate this aspect, suppose that before starting the burner, Gauge (112) is set, by adjusting Valve (108), to read 25 pst, and Gauge (306) is set, by aeijusting Valve (522), to'read 15 pst, the pressure difference across Orifice Valve (525) is 10 psi. ‘After compressor 1s up to speed and at least 7 psi 4s noted on Gauge (115), then reading on Gauge (112) may rise to 40 psi and reading on Gauge (306) rise to 30 psi, Again note that the pressure difference across Urifice Valve (525) 18 sull 1 psi. On high firing, burning rate Gauge (112) may read 0 psi and Gauge (306) 40 psi. The rate of fuel delivery through Metering Valve (75) is dependent on the size of the opening in that valve and the pressure difference between readings on Gauge (112) ond (115). (Actually Gauge (115) reads air pressure at that point; but this is very nearly the same as the oil pressure at the nozzle.) It would be desirable to have a rising pressure at Gauge (112) as the rate of flow of fuel ofl to the burner is increased, but the natural characteristics of the valve regulating that pressure, Valve (108), is, dropping. The operation of the feed back system more than compensates for this, That is as you change the area of opening in Metering Valve (75) the flow changes (increases) but with flow change 341Chapter 3 Principles of Operation 33. Oil Supply Heater Thermostat 36. Oil Supply (Electric) Heater 3B. Ojl (Primary) Solenoid Valve 75. Oil Metering (Modulating) Valve Assembly 85. Fuel Oil Relief Valve 90. Oil Temperature Regulator Steam ‘Supply Valve 108. Fvel Uil Pressure Reguictor 111. Oil Supply Pressure Gouge Burner Fuel Oil Pressure Gauge Air Pressure Gouge ‘Air-Oil Receiver Tank 126. Fuel Oi! Thermometer 131. Steom Trop 153. Fuel Oil Supply Pump 207. Oil Temperature Interlock 302. Oil Burner 303. Fuel Oil Filter 304. Combination Steam and Electric Heoter - Steam Oil Supply Thermostat 306, 313 a 517, 519, 520. 522, 523. 524 525, 526 582. 593. 605. 606. 615. 707. 759. 760. Oil Return Pressure Gouge Air Oil inerlack Switch Steam (Heater) Pressure Gouge Atomiting At Compressor ‘A Cleaner Steom Srsiner Beck Pressure Return Oi Valve Ais Purge Check Valve Selenoid too Ot Suply Temperature Conta Valve ou eenctSohcelEneVebe Solenoid Air Purge Valve Steam Steam Hester) Check Valve Monval By-Poss Valve Stour Hesies Pressure Regulotor Air Purge Nozsle Orifice Burger Nonfld Block Oil Strainer Assembly (Air Pump) Air Intake (Contre!) Valve AA Intake Check Velve Fig. 3-1o ~ Schematic Oil Flow Diagram — Heavy OilPrinciples of Operation ~ Chapter 3 \- Oil Supply . Oil Return 38. Solenoid Oil Valve 75. Oil Metering Valve T 108, Fuel Oil Pressure Regulator 112, Fuel Oil Pressure Gauge 126, Oil Temperature Gouge 306. Oil Return Pressure Gauge ick Pressure Relief Valve ir Purge Check Valve 525, Orificed Gate Valve 526, Solenoid Air Purge Valve 593, Manvol By-Pass Valve 606, Air Purge Orifice Nozzle Fig, 31b — Integral Oil Control Valve Assembly with Schematic Flow Diagram 33Chapter 3 ~ Principles of Operation through nozzle, pressure at Gauge (115) is fed back to Valves (103) and (522) thus cgain increasing pressure on Gauges (112) and (115). 2) The Integral Oil Control Valve Assembly ~ This is a combination valve; the individual components are colored red in the Schematic Oil Flow Diagram. It is merely @ mechanical consolidation of some of the more Important components into a single casting for ease in servicing or replacement. An identifica ton photograph of this assembly and o seperate flow diagram pertaining to these integrated components should not only aid in the identification of the components; but also, aid in the understanding of the complete schematic. Observe that the integrated valve assembly in no way changes the flow from the manner in which this is depicted in the Schematic Oil Flow Diagrams. B. PRIMARY ATOMIZING AIR FLOW ‘Air for atomizing the fuel oil is pumped by the air Pump (517) into the Air Lube Ol Tank (122) which delivers it under pressure through Manifold Block (615) to the Nozzle Assembly (302). Air pressure at this point is meusured by Air Pressure Gauge (115); and adjusted by Valve (759). Air pressure developed by the Primary Air Pump (517) also forces sulficient oil from the tank into the compressor bearings to lubricate them. As a result, the airdelivered to the tank contains some oil, but most of it is recovered in the tank before the ‘atomizing air passes on to the burner. An adjustable valve on the intake side of the air pump controls the amount of primary air delivered to the burnet nozzle. ‘The primary air passes through the Manifold Block (615) and ctomizes with the fuel ofl at the bumer nozzle, ‘Air from Tank (122) ts also used to purge ofl from nozzle when fuel flow is shut off by action of Solenoid Valve (38). When Valve (38) closes, Solenaid Air Purge Valve (526) simultaneously opens ‘and air forces the oil in nozzle and adjacent piping cout to be burned. Smooth operation of this process 1s assured by the Orifice Nozzle (606). ‘All electrically operated controls are monitored by the Programming Control (10). To understand the time relationships involved in actual operation, the sequence of operation should be studied in conjunc- tion with the Schematic Oil Flow Diagram, Fig. 31a. C. FUEL OIL: PRESSURE AND TEMPERATURE ADJUSTMENT 1) Pressure — Since satisfactory bumer operation 34 cat capacity rating is dependent on maintaining corect il viscosity and establishing suitable pressure differentials to assure proper metering and ‘atomization of fuel, attention is directed to those things affecting temperature and fuel ofl pressures: under actual operating conditions of burner. ‘The Fuel Oil Relief Velve (85) is the means by which pressure, as read on Oil Supply Pressure Gauge (111) is established, The pressure as read on this gauge normally should be 75 psi; but satisfactory bumer operation con he established with any pressure indication between 75 and 100 psi. When bumer is not fired but oll is circulating through the system, the quantity of circulating ofl is determitied by the pressure setting of the Fuel Oil Pressure Regulator (108) as read on Burner Fuel Oil Pressure Gouge (112), the pressure drop across the Orifice OW Control Valve (525) and the pressure setting of the Back Pressure Retum Oi! Valve (522), as read on Oil Return Pressure Gauge (306). The adjustment of the Fuel Oil Pressure Regulator (108), to establish normal operating ofl pressure, should be made with the Atomizing Air Compressor (S17) running but before main flame is established, that is, during the prepurge period, so that feed back air will assist the spring action in the regulator. Under these conditions establish a fuel ofl pressure of 42 psi as read on Gauge (112); and adjust Valve (522) so that Gauge (306) reads 35 psi. With these two pressures fixed, the pressure diop across the Orifice Gate Valve (525) is 7 psi. (This valve should be elosed, in which case approximately 20 gph ‘of hot oil will be returned to the tank.) The pressure drop of 7 psi will be nearly constant for any firing rate; and the rate at which heated ofl ig returned to the tank will be maintained nearly constant. The pressure gauges will indicate higher readings when the main flame is ignited. Also, the pressure will increase as the firing rate increases ond vice verse, When the boiler starts up from a cold start, these pressures may be several pounds pet square inch greater than when the boiler is hot. This is because the air compressor delivers more air when cold since the lube ofl is thicker when cold and provides a better seal internally. The fuel oil flow will not be greater, however, becouse the nozzle pressure is also higher and hence the feed back system keeps a constant differential across the Metering Valve (75). Caution: If the pressures were sot when the boiler (or rather the lube oil) was hot, do not be alarmed by f@ higher pressure reading later when the boiler is cold.Do not readjust unless the setting has change for the same conditions of firing rate and lube oil temperature. Timore hot return ofl is desired adjust Valve (522) so that pressure as read on Gauge (306) is less. 2) Tempercture - If No. 6 oll is used, oil Supply Heater Thermostat (33) should be set to provide a temperature of 185-190 degrees F. Steam Oil Supply Thermostat (305) is adjusted so that temperature at ‘Thermometer (126) is 195-200 degrees F} in which case, if steam is available the electric heater will automatically stop heating. The above settings are normal and may be slightly higher ot lower depending uupen oil viscosity. (The maximum allowable viscosity at the Metering Valve (75) is 300 SSU.) In units equipped to bum No. 5 ofl, the temperature on Gauge (126) is 140-150 degrees F. If the boiler has not been operated for some time 80 that the entire oil system is full of cold oil, modify the normal starting procedure as follows: 1) Start Puel Oil Supply Pump (153). 2) When a pressure reading is indicated on Gauge (111), turn on Electric Heater (36). 3) After five minutes, if no temperature rise is indicated on Thermometer (126), open Manual By-Pass Valve (593). This allows full pressure setting of the Fuel Oil Relief Valve (85) to exert itself on the retumn Line; and as hot oll moves through, the pressure drop in this Line fs reduced, 4) Close Valve (593) atter five minutes, and if no temperature rise on Thermometer (126) is observed, reopen for another five minutes, Make certain that hot oil is moving through valve by feeling copper tubing. 5) If after closing Valve (593) again, temperature ces not rise at Thermometer (126), open Orificed Gate Valve (525) and leave open until temperature rise is noted on Thermometer (126); then close it. When starting oll flow, tentatively set Gauge (112) at 35 pai and Gauge (306) at 25 psi. 6) The Oil Temperature Interlock Switch (207) should of course be so adjusted that proper oil temperature is reached before it is possible to ight burner. Provided none of the parts have become damaged since test, no adjustment of the parts need be made, other than adjusting oil pressure. D. MECHANICAL CONSIDERATIONS AND ATOMIZING AIRPRESSURES The above adjustments having been made, tum © | Principles of Operation ~ Chapter 3 jimner Switch (19) to On, The Modutrof motor will swing to maximum firing position; ond the following events will occur: 1) Blower motor storts Immediately and accelerates to 3500 sm. 2) The Ait Pump (517) (belted to the blower motor) attains a speed of nearly 1400 rpm, The Intake (Throttling) Control (759) should be wide open. 3) An ait lube oil mixture flows from the Air Pump (517) to the Al-Oll Receiving Tank (122) ‘where lube oll is separated from the air. The air is channeled by copper tubing to an air manifold block cand then through hose to the nozzle, 4) A pressure of at least 7 psi should be indicated on the Alr Pressure Gauge (115). 5) Air-Oil Interlock Switch (313) closes due to this, pressure; and this switch must close before Solenoid Oil Valve (38) is energized to open. ‘The timer motor in Programming Control (10) starts and initiates the following sequence. a) After 20 seconds of prepurge with the Modulotor Motor at maximum firing position, it begins swinging toward the minimum firing position. At 45 seconds, providing the damper motor has driven to the low fire position, the Ignition ‘Transformer (31) and Gas Pilot Solenoid Valve (41) are energized and Pilot Flame is established. b) Scanner sees the pilot flame, and Flame Relay RL2 pulls in, After ten seconds the Oil Solenoid Valve (38) opens. il then flows through the Metering Valve (75), Oil Solencid Valve (38) and Burner Manifold (615) to the burner nozzle. A time delay (up to five seconds) can be expected between the opening of Oil Solenoid Valve (38) and ignition of the main flame, since the piping from valve to nozzle must fill with oil. 17) If flame impingement occurs on the liner, it means nozzle is plugged with foreign matter and oil is not, being atomized properly. (Take nozzle apart and clean with light oll solvent, as explained in Chapter 4.) A smoky fire on startup can be caused by: ) Pressure as read on Gauge (112) has risen over prescribed value, ond therefore too much oil is delivered to nozzle. b) Pressure as read on Gauge (115) has dropped 35Chapter 3 = Principles of Operation x aan, below initial reading so thet too little air is being delivered for combustion. Look then for a plugged suction Line to compressor or defective oil or air line from the compressor. ©) Cam is not completely in low firing position. This may be caused by cam screws not being set to give a smooth contour, 4) Pilot flome is too big. (See Chapter 2 for method of setting.) ‘The steam equipment illustrated in flow dicgram is solely for the purpose of temperature-conditioning the oil for easy handling and best burning conditions. E. SECONDARY AIR FLOW (See Fig. 32) Secondary air is funished by @ centrifugal blower 36 Ze Secondary Air Damper (120) 3:2 ~ Secondary Air Flow Diagram mounted in the boiler head. To obtain efficient combustion, a definite amount of air must be forced into the combustion chamber to mix with the atomized il. ‘The blower is designed with gréater copacity than is needed for any operating condition. Metering of secondory alr is accomplished by automatically throttling the output of the blower to the burner by opening or closing the Secondary Air Damper (120) to obtain the desired amount of air necessary to maintain the correct ratio of air to fuel. An adjustable stop screw limits the extreme travel of the damper. At any intermediate position air and fuel are proportioned to load demand. In operation, a pressure is built up in the entite head and secondary air is forced through « diffuser plate to thoroughly mix with the atomized oll as combustion takes place.DAMPER MOTOR (188) (MODUTROL) LINKAGE AND AUXILIARY SWITCH Certain charactetistics of, this motor must be thoroughly understood before the operator can make adjustments of either the Auxiliary Switch (29), which is attached to the Medutral Motor (188) shaft, or the Linkage system which the motor drives to control the Secondary Air Damper (120) and the fuel valves. Adjustment of linkages or other loads being handled by this type motor mist not be such as to prevent complete rotation of motor arm through its full angular range. Irreparable damage to the motor will result if the linkage is adjusted in such a manner that motor ann is prevented from rotating to the position corresponding to the demand of the controller. The details to remember are: 1) The power unit is a single phase reversible type capacitor motor; the angular velocity of its driving damm being reduced by a bullt-in-goar train. The motor is provided internally with a limit switch which Limits the angle through which the driving orm may tum to a definite value (90 degrees). 2) The motor action itself 1s but an intermediate step in the control operation which is initiated by the Modulating Pressure Control (57) during normal Automatic operation. This is the mode of operation described in the trade os Fully Modulated. The only requitement necessary to make the motor tuen to the ‘minimum firing position is that (with Terminal TT energized) ite Terminals "RY and “/W"" be brought into electrical contact. Similarly its Terminals “RY” and "BM" must be electtically connected through the potentiometer resistances to establish a definite position of the motor which willestablish the particu- lar firing rate the boiler load demands. (The switching requirements necessary to impose these conditions are given in the Sequence of Operation.) 3) When the pressure (or temperature) causes the controller to alter ratio of resistances in the potenti- ‘ometer, the motor moves in a direction to correspond and will come to rest in the position which allows proper fuel flow to meet the operating demands of the boiler. 4) Intemal Limit switches Limit the motor rotation to 90 degrees of arc. 5) As used on this unit the motor stops at any position between established limits. 6) It contains @ potentiometer similar to the one in modulating pressure or temperature control. f 2 Brinciples of Operation ~ Chopter 3 Fig, 3-3 ~ Schematic of Potentiometer 7) The potentiometer inthe Manual Flame Control (200) operates in all respects (but manually) as does the Potentiometer in the Modulating Pressure Control (57); that is the same motor positions as those assumed under varying load conditions can be obtained by the operator by setting Selector Switch (240) to Manual ond turning Monual Plame Control (Potentiometer) Switch (200) to a point which will cause moter to tum to desired position, DETAILS OF FULL MODULATION CIRCUIT (Potentiometer) (See Fig. 3-3) In addition to the potentiometer in the manual- ‘automatic switch and potentiometer assembly, there ‘cre identical potentiometers in the Medutre! motor and. in the modulating pressure controls. ‘Any specified position of the damper motor and the fuel valve and air damper controlled by it, is determined by balancing.currents in the motor circuit, These currents are made to balance by moving the finger of a potentiometer to effect the required resistance change. ‘The power unit is @ low voltage capacitor motor. It is started, stopped, and reversed by the single pole double throw Contacts (1,8,1) of a balancing relay which consists of two solenoid coils with parallel axes, into which are inserted the legs of a U-chaped amature, The armature is pivoted at the center so that it can be tilted by the changing magnetic field of the two cotls. 37Chapter 3 ~ Principles of Operation A Contact Arm (8) is fastened to the armature so that it will touch one or the other of the two station dary contacts, a3 the armature pivots. When the relay is in balance, the contact arm floats between the two contacts, touching neither and so stopping any motor rotation. ‘The balancing potentiometer is incluled in the motor and is identical to the one in the controller. ‘The finger of the balancing potentiometer is moved by the motor shaft. As the motor rotates, it drives the finger toward a position which will equalize the resistance in the two branches of the circult. The Fig. 3-3 shows on instantaneous condition in which currents flow as pictured by the arows. Con- troller (C) (controlled by steam pressure) fixes position of Atm (A), If relay is unbalanced (s in contact with # of) unequal forces act on its two arms. hbocause of the unequal curents, thus the motor shaft ‘will tum, in this case (D) drives (B) into a position tending to equalize the cuents (cuont 1, will equal 1 when CRy + RD = CR + Rad This stops the stor shaft In the dasixed position. H. FUEL (GAS) DISTRIBUTION AND COMBUSTION 1) Gos Flow (Refer to Schematic Gas Flow Diagram, Fig. 34.) ‘This section Is limited to the control of fuel (gas) ‘and the air necessary for its combustion. It is not concerned with the basic principles of combustion and heat transfer, The system is desctibed here without reference to the actual mounted position of any of the controls, valves, attached piping, or connections on the boiler. The directions of the gas flow and combustion ‘air ate indicated by distinctly different arrows and all contiols are specified by numbers identical with thoee used on the boiler assembly view. Metered gas flows directly to the Jet Burner (301) from the customer's pressure regulator through Main Ges Shutoff Cock (102), Off-On Motorized Gas Valves(43) and Butterfly Valve (99). ‘The Butterfly Valve (99) is mechanically varied by the Medute! Motor (188) in exactly the same manner as the Secondary Rotary Air Damper (120) thus properly proportioning fuel and combustion air at all loads. Stops on the butterfly valve Limit its travel and thereby the amounts of gas used for both maximum fond minimum firing rate. 38 Remember that, to obtain rated borsepower (output) ftom your boller, it is necessary to meter the ‘gas — the actual gas flow (rate of fuel consumption) ‘will depend upon the quality of gas furnished by your (gas company, ‘The two electrically operated Valves (41) and (43) ace monitored by the Programming Control (10). To understand the time relationsitip involved in actual ‘operation, the sequence of operation should be studied in conjunction with the Flow Diagram, Fig 24. 2) Secondary (Combustion) (Gee Fig. 3-2.) Secondary air is furnished by a centrifugal blower mounted on the boiler head. To obtain efficient combustion, a definite amount of air must be forced nto the combustion chamber to mix with the gas. Pressure In operation, air pressure is built up in the entire head and secondary air is forced through the damper ‘opening and the diffuser plate to thoroughly mix with the fuel gas as combustion takes place. The centrally ecated rotary damper directly controls the flow of air into the combustion chamber by varying the size of the opening. Note: It is important to realize that the Main Gas Shutoff Valve (Mototized) (43) can not open unless the AirGas Interlock Switch (312) is closed. The electrical switch in this interlock is closed by the cir pressure built up in the head. The Motorized Gas Valve (43) closes by spring action when it is not energized, (Closing time approximately two seconds.) Observe that both the Rotary Air Damper (120) and Butterfly Valve (99) are at all times simultaneously controlled by the Medutrel Motor (188). This is necessary to assure proper proportion of combustion air to fuel gas regardless of changes in load demand. 3) Complete Combustion of Fuel Gas Consider the flue gas cndlysis curve derived from test data on a gas fired boiler. The percentage of ‘catben dioxide (CO) in the flue gas as determined by an ersat reading as plotted against the per cent of ‘oxygen (02) found in the flue gas. Observe first that the per cent CO in the flue gas is highest when combustion is occurring with just the tight omeunt of air to completely bun the fuel gas. The percentage of excess alr fs then zero. ‘This occurs at point M on the curve, For any other ratio of ait to fuel a lower CO2 reading will be obtained; thet is, when operating with the CO2 maximum (zero per cent excess al) either air increase for a decrease of combustion air decreases the C02 reading. When operating at points to the right of MC1 Principles of Operation ~ Chopter 3 }20 wvet-Brooks Company Not furnished by Clee Fig. 34 — Schematic Gas Flow DiegramChapter 3 = Principles of Operation y 4 i 2 Fig, 35 — Flue Gas Analysis for Natur ‘of combustion air made evident by the presence of CO (carbon monoxide) in the flue gases. Gos Since CO in the flue gas represents a waste of fuel (incomplete combustion) the burner should be operated on the portion of the curve to the left of M. ‘The operating procedure indicates how to judge this position, As on example, suppose « CO? reading of 9 per cent is taken; this could be either point D or E. Now suppose gas consumption is slightly Increased (without changing air intake) ond COZ reading goes up to 10 per cent then operating point is necessarily at F since the percentage of 02 (or ‘excess cir) must hnve been reduced. 3:10 f Since there are various types of gas used os fuel; ond since each gos has a different ultimate percentage CO) (0s indicated ct point M on the particular CO curve illustrated in Fig. 35) it is not fnough to obtain only the specified percentage of CO, However, by using a three tube Orsat so that not only the CO percentage, but also the CO ond O2 percentage may be determined, we can so regulate the cir supply that the 02 flue gas content Is between 2 and 4 per cent, This should assure efficient combustion. NOTE: No smoke can be detected in stack until the deficiency of combustion air is excessive. A com plete combustion analysis is greatly facilitated by using ca orsot which measures not only the per ‘centage C07, but also the percentage of CO and O2 in the flue gas. 4) The Gas Pilot The Gas Pilot (61) 1s independently served by the pipe line containing, in order, the Gas Pilot Shutoff Cock No. 1 (101), Ges Pilot Pressure Gauge (113), OffOn Solenoid Gas Valve (41), and Gos Pilot Shutoff Cock No. 2 (101) located at the burner. ‘The pilot operates in exactly the same manner, regardless of fuel (gas or oil) used by the burner. The pilot gas pressure as read on Pressure Gauge (113) depends upon the quality of the gas supplied. ‘The air received by the gas pilot is fixed by the design and is not adjustable by the operator.SECTION 2-The 1) Method of Operetion - In an automatic ofl bumer of relatively high capacity rating, the ignition of the fuel Ls normelly accomplished by a gas pilot ignited by an electric spark, Since fuel gas is not always obtaindble, and may not be allowed in certain build ings because of state and local codes, « light oil pilot is made available. Here an electric spark ignites atomized light fuel oll at a separate small (low fire rate) nozzle, which in turn ignites the main (oil) flame. The low flow rate is ignited easily. Even if pilot ignition should not take place as anticipated, the oil which accumulates 1s not enough to cause an unsafe condition; since the flow rate is low and the monitor will not allow the main fuel oil to flow until the pilot is established. ‘The outstanding feature of the light oil pilot system here described is its extreme simplicity. Refercing ‘to the complete Schematic Light Oil and Atomlzing Air Flow Dicoram, Fig. 3-6, the light oll pilot system consists of the Oil Line G, Pump (506) ‘and Gauge (201). When the blower (source of combustion ait) starts, the Air Compressor (517) begins to deliver atomizing air through Line (H) to the nozzles. The pressure drop through the Bumer Nozzle (302) to atmosphere may be read on Air Pressure Gauge (115). Ignition of the pilot nozzle alr-oil mix is best when pressure drop through Pilot Nozzle (64) is about 10 psi. (The correct drop has been assured by the proper siaing of Air Tube K,) When the burner main fuel is heavy oil, a separate motor-driven light oil pump is supplied for the Light oil used by the pilot. The pilot itself is essentially the same as that used for Light of] burning units. The separately mounted light ofl pump and motor is shown in Fig. 37. Fig. 3-8 shows the light oil pilot parts ‘as mounted in the bumer drawer. 2) Light Oil Pilot Pump Adjustments = An oil pressure gauge is furnished for this system mounted directly on the light ofl pump. Proper oil pressure as registered by this gauge should be 100 psi. If pressure is not 100 psi it should be adjusted at the pump. 3) Nozzle — The pilot nozzle consists of a nozzle tip, switler, spring, and brass body as shown in Fig. 39, Successful burner operation depends on keeping the nozzle orifice clean, 98 - To assure proper ignition ‘ing conditions, it is important that the spacing between the electrodes is set correctly. Fig. 3-9 illustrates the proper settings. Gap should be 3/32 inch to 3/16 inch; 1/4 inch above center line of nozzle and 3/16 inch in front of nozale, 519 38, Solenetd OI! Valve 64. Pilot Nozzle 508, 75. Metering Valve 317. 519, 605. 707. 759. 313, Atamizing Ar Proving Switch 760. Check Valve (Air Intake) Fig. 3:6 — Schematic Flow Diagram (Oil Pilot ond Primory Air)Chapter 3 — Principles of Operation Adjusting Screw Fig, 3-7 — Separately Mounted Light Oil Pilot Pump Set iq Burner Plate and Bearing Assembly Burner Manifold Block Air Pressure Gouge Damper Burner Nozzle Assembly Oil Pilot Nozzle Assembly xeoneP Fig, 3-8 ~ Burner Drawer with Light Oil Pilot 3.12NOTE, WHEN INSTALLING, NOZZLE TiP THIS HOLE MUST BE LO- CATED AT BOTTOM OF NOZ- ee « al 3/32" Min, 4 Fae Max. a mnt ‘sWhRLER SPRING var NozziesoDy Fig. 39 - Burner Nozzle Fig. 3-10 ~ Electrode Setting ~ Oil Pilot 3.13Chapter 3 ~ Principles of Operation SECTION 3- Elect al Sequences CAUTION: Always remember thot the timing varies somewhat with the model number of the Programming Control; the timing of Model 1018 Fireye and CB-1 is given in BOLD type. The timing of the Fir ‘ye Medel 1008 Control is given in ordinary type. ‘A. SEQUENCE OF OPERATION - WHEN BURNING OIL (Di The bumer control cizcuit is a two wire single phase circult, One wire the common line is electrically connected to one side of each inductive component (solenoid, holding coil, transformer, etc.). A control fs energized when the other side of its inductive component is connected to the other line wire which is called the hot or switching line. ‘A master control (the programming control) con- tains a timing element which causes the switching on or off of other controls at the proper time to establish an operating sequence. ‘The bumer and control system is in starting condition when the following conditions exist: 4) Boiler water is up to correct level causing the low water cutoff switch to’ close (Contact 6-5 is closed). b) Steam pressure is below the cutout setting of the High Limit Pressure Control (53) (Iimit switch is closed, as shown in witing diagram). On hot water boilers, the limit control is operated by temperature. ©) All entrance switches are closed and voltage is present at motor starter line terminals and at the Burner Switch (19). When control circuit power is available the common line is extended to all the individual current components, A hot line is also extended to Te:minal 4 of the programming control and the steam heater thermostat thereby energizing certain relays in that control. Under the above conditions, by switching Gas-Oil Selector Switch (24) to Oil ond setting the Burner Switch (19) to On (or closed position), the following electrical sequence occurs: 1) The Damper Motor drives to low fire position; if not already in low fire position, 2) The fot line is extended through the Bumer Switch (19), the Low Water Control (51), the High Limit Control (3), the oll drawer interlock switch (switch is closed when oil drawer is locked in firing position) and the bumer thermostat to Teminal 3 of 3.14 ly Applicable to Series CB400 and Series CB600 Boilers) the programming control. Air purge interlock relay is energized. 3) The hot line is also extended to the Modulating Damper Motor (183). (Actually, to the transformer which energizes this motor.) With the modulating damper motor powered and the Manual-Automatic Selector Switch (240) set to Auéomatic, the modu- lating damper motor positioning is normally con- trolled by the Modulating Pressure Control (57). With the selector switch set to Manual the positioning of the modulating damper motor is normally controlled by the Manual Flome Control Potentiometer Switch (200). 4) Since it is desired that the modulating damper moter be in its minimum firing position during the ignitfon period ond remain there until after main flame is established, an Isolated set of contacts in the programming control keeps the Red-White (low fire) circuit to the damper motor closed until ‘after the ignition period is completed. (That is Terminals 10 and 12 of the programming control are connected together intemally thus tying together Terminals R and W of the modulating motor.) Under these conditions, the Manual-Automatic Selector Switch (240) and the Modulating Pressure Control (57), have no control over the modulating damper motor regardless of their settings. 5) With the Programming Control (10) energized (Terminals 3 and 4 bot and Terminal 2 connected to common line); and its Terminals W and B connected together electrically through the Contacts R-W of the Damper Motor Auxiliary Switch (29) (when damper motor is in low fire position) the following sequences @) 00 See, Master Relay (Ri.1) of the Programming Control (10) is energized. Timing motor integral to this contsol is energized. Holding coil of Starter (2) {for blower motor is enengized since now Terminal 8 of programming control is bot. Pull-in of the blower motor starter starts blower motor which belt drives the Air Compressor (517) which furnishes atomizing ait. b) 33 Sec. Air pressure from uir compressor actuates the Air-Oil Interlock Switch (313) to close its contacts.©) 245 Sec. ‘The ignition transformer is ener ‘ized from T-5 and the Gas Pilot Solenoid Valve (41) energized from Tomminal 6 of the programming control. With aiz, ignition spark and pilot gas present, pilot flame should be established. Wien pilot flame is detected by the scanner, Flame Relay RL2 of the programming control is enorgized. €)_ 40455 See. Solenoid Oil Valve (38) is energized from Terminal 7 of the programming control via the closed contacts of the Air-Oil Interlock Switch (323) and contacts of the ofl drawer interlock switch (switch is closed when oll drawer is locked in firing position). Main flame is established. Flame Relay RL2 continues to hold in. ¢) S570 Sec. The ignition transformer and gas pilot valve are de-energized. The isolated set of contacts in the programming control transfers (contacts between Terminal 10 and 11 are closed) to restore control of the damper motor to the Manual Automatic Selector Switch (240). 1) 105105 See. Program timer motor is de energized. 6) With the Manual-Automatic Selector Switch (240) set to Automatic, subsequent modulating cycling will be at the command of the Modulating Pressure Control (57), which governs the positioning of the damper motor. The blower air damper and the cam controlled Oil Metering Valve (75) are actuated by the modulating motor (through a Linkage and cam system) to provide modulated firing rates. 7) If steam in excess of demand is generated at low fire rate, the High Limit Pressure Control (53) will open, de-energizing Terminal 3 of the Programming Control (10) and the following sequences occur: ©) 00 Sec. Master Relay (RL1) of programming control is de-energized, and Solenoid Oll Valve (38) is de-energized, The ait purge relay is de-energized. ‘The air purye solenoid valve is powered from Terminal Sof the programming control via the normally closed contacts of the air purge relay. Program timer motor is energized. b) 2-2 Sec. When scanner sees no flame, Flame Relay RL2 is de-eneraized. = Principles of Operation ~ Chapter 3 ©) 7.0 See. The isolated set of contacts in the programming control transfers to remake the Red White (low fire) circuit, d) 1515 See. Blower starter holding coil is de- energized, breaking power to the blower motor. Air Purge Solenoid Valve (526) is de-energized. Program timer motor is de-energized. As steam pressure drops and the High Limit Pressure Control (53) contacts close, the bumer ‘again goes through its normal starting cycle. 8) If pilot flome is not established within a 40-55 second period, the ofl valve will not be energized as described previously, and the ignition system will be deeneralzed. At approximately 60 seconds, the Lotchout Switch RL3 of the programming control trips. This energizes the flame failure alarm circuit from ‘Terminal 9 of the programming control and de-energizes the Master Relay RL.t. The blower motor and air purge will continue to operate until the timer moter of the programming control is de-energized at 120 seconds. The lotchout switch must be menually reset, push in Reset Button 10A, before operation ccan be resumed, 9) If pilot flame is established, but main flome is not, the ignition system is deenergized in 55-70 seconds, The scanner sees no flame, de-energizing Flame Relay RL2, The solenoid oil valve is de energized (closes). Approximately 60 seconds later the Latchout Switch RL3 trips, energizing the alarm circuit and de-energlzing the Motor Relay RL1. The blower motor will continue to operate until the timer motor is de-eneraized at 120 seconds. 10) If flame fails during operation and consequently can no longer be sensed by the sconner, the Flame Relay RL2 of the programming control is de-onergized, The solenoid oll valve is de-energized (closes). Approximately 60 seconds later, the Latchout Switch RL3of the programming control trips, powering the alarm circuit and de-energizing the Master Relay ALI. The timer motor is again energized, allowing the blower to continue to operate until the timer motor is de-energized at 120 seconds. The Iatchout switch must be manually reset before operation can b= resumed. B. SEQUENCE OF OPERATION ~ WHEN BURNING GAS (Directly Applicable to Series CB400 ond 5. The bumer control circuit is a two wire, single phase circuit, One wire, the common line, is electri- cally connected to one side of each inductive component (solenoid, holding coil, transformer, ete.). (C8700 Boilers) A control is energized when the other side of its inductive component is connected to the other line which is called the bot or switching line. A master control (the programming control) 3.15Chapter 3 ~ Principles of Operation contains «timing element which causes the switching on ot off of other controls at the proper time to establish an operating sequence. The bumer and control system is in starting condition when the following conditions exist ) Water in boiler is up to correct level, causing the low water cutoff switch in the Low Water Control Control (51) to close; that is, Contact 65 is closed in low water controls as shown in Wiring Diagram. 1) Steam pressure 1s below the cutout setting of the High Limit Pressure Control (53) so that Limit switch remains closed as depicted. On hot water boilers, the limit control is operated by temperature. ) Entrance switches are closed and correct voltage is present at blower motor starter line temminals, ond ct the Bumer Switch (19). When control circuit power 1s ovailable, the common line is extended to the motor starter holding coil and to the ground Terminal 2 on the Programming Contrel (10). A Sot line is also extended to Terminal 4 of the programming control. Under the akove conditions, by setting the Bumer Switch (19) to On, and the selector switch to Gas, the following electrical sequences occur: 1) The common Line is extended through the burner switch to the Ignition Transformer (31), Damper Motor Transformer (32), Solenoid Gas Pilot (41), and Main Gas Shutoff Valve (43). 2) The pot line is extended through the bumer switch, the Lew Water Control (S1) and the High Limit Control (53) to Terminal 3 on the programming control. 3) The hot line is olso extended to the Modulating Damper Motor (188) through its transformer, which energizes this motor. With the modulating damper motor energized and the Manual-Automatic Selector Switch (240) set to Automatic, the modulating damper moter positioning is normally controlled by the Modulating Pressure Control (57). With the selector switch set to Manual, the modulating damper motor positioning is normally controlled by the Manual Flame Control Potentlometer (200). Since it is desired that the motor be in its low fire position during the sterting sequence and remain there until after flame is established, an isolated set of contacts in the programming control keeps the Red-White (low fire) circuit to the modulating damper motor made until after the ignition perlod (contact be- twoen Terminal 10 and Terminal 12 of the program ming control is closed). Under these conditions, the Manual-Automatic Selector Switch (240) and. the 316 Modulating Pressure Control (57) have no control over the modulating damper motor, regardless of their settings. 4) With the Programming Control (10) energized (Terminals 3 and 4 hot and Terminal 2 connected to ‘common line); and its Terminals W and B connected together electrically through Contacts R and W of the Damper Motor Auxiliary Switch (29) (when modulating damper motor is in low fire position) the following sequences occur: 4) 040 See, Master Relay LI of the program ming contsol is energized. Program timer motor is energized. Holding coil (blower motor starter) is powered from Terminal 8 of the programming control. Pull-in of the blower starter starts the Blower Motor (7). b) 3-3 Sec, Alr pressure from the blower actuates the AirGas Interlock Switch (312) to close its contacts. €) 30-45 See. The Ignition Transformer (31) and Gas Pilot Solenoid Valve (41) are energized from ‘Terminal 5 of the Programming Control (10). With ais, Jgnition spork ond pilot gus present, pilot flane is established, When pilot flame is detected by the scanner, Flame Relay RL2 of programming control is energized. d) 40-55 See. The Main Gas Shutoff Valve (43) is energized from Terminal 7 of programming control via contacts of the Air-Gas Interlock Switch (312), ond main flame is established. Flame Relay RL2 continues to hold in. ¢) 55-70 See, The Ignition Transformer (31) and Gas Pilot Solenoid Valve (43) are de-energized. ‘The Isolated set of contacts in the programming control transfers (contacts between Terminal 10 ond Terminal 11 are closed) to restore control of the modulating damper motor to the Manual- Automatic Selector Switch (240). 1) 105105 Sec, Timer motor is deenergized. 5) With the Manual-Automatic Selector Switch (240) set to Automatic, subsequent modulating cycling will be at the command of the Modulating Pressure Control (57), which govems the positioning of the modulating danper motor. The Secondary Air Damper (120) and a mechanical Gas Butterfly Valve (99) are actuated by the modulating damper rotor (through a Linkage ond cam system) to provide modulating fising rates. 6) If steam in excess of demand is generated at low fire rates, the High Limit Pressure Control (53)bese contacts control will open, de-energizing programming Terminal 3 and the following sequences @) 00 Sec, Master Relay RL1 is de-energized. ‘The Moin Gas Shutoff Valve (43) is de-energized. Program timer motor is energized. b) 2:2 See, When scanner sees no flame, Flame Relay RL2 is de-energized. ©) 7-0 Sec, The isolated set of contacts in the programming control transfers to remake the Red-White (low fire) circult. 4) 15-15 See. Blower starting holding coil is de-energized, breaking power to the Blower Motor (7). Program timer motor is de-energized, As steom pressure drops and the High Limit Pressure Control (53) contacts close, the bumer again goes through its normal starting cycle. 7) If pilot flame is not established within a 40-55 second period, the Main Gas Shutoff Valve (43) will not be energized ond the ignition system will be de-energized. At opproximately 60 seconds, the Latchout Switch RL3 trips, eneraizing the flame PESO Principles of Operetion ~ Chopter 3 failure alarm citcult from Terminal 9 of the pro- gramming control and de-energizing the Master Relay RL1. The blower motor will continue to run, until the timing motor is de-energized at 120 seconds. The latchout switch must be manually reset, push Reset Button (10A), before operation can be resumed. 8) If pilot flame Is established, but main flame is not, the ignition system Is de-enorgized at 55-70 seconds, The scanner sees no flame, de energizing Flame Relay RL2 and the gas valve is de-eneraized. Approximately 60 seconds later the Latchout Switch RL3 trips, powering the flame failure alarm circuit and de-enetgizing the Master Relay RL1. The blower motor will continue to run until the timing motor {s de-energized at 120 seconds, 9) If flome fails during operation and consequently con no longer be sensed by the scanner, the Flame Relay AL2 and the gas valve are de-energized. Approximately 60 seconds later the Latchout Switch RL3 trips, powering the flame failure alarm circuit and de-energizing the Master Relay RL1. The timer motor is again energized, allowing the blower motor to continue to run until the timing motor is de- energized at 120 seconds. TIMER INDICATOR POSITION ‘TINE IN SECONDS, BLOWER MOTOR Ioniti0n —— DAMPER CONTROL SYSTEM Fig. 380 ~ Programming Sequencing (with interrupted gas-elect , ' ‘ignition)Principles of Operation — Lert Sioe view 5 I TYPE 26RJB MODEL 1008 ‘CAM AND RELAY CONTACT IDENTIFICATION Fig, 3-13 — Internal and External Witing of Fireye Programming Control Medel (1008) 3.18f “Chapter 3 ~ Principles of Operation (Immediately applicable to Schematic Witing Diagram, when burner is operoting on OIL.) This electrical sequence of burner operation is presented in considerable detail for the benefit of those not thoroughly familiar with schematic wiring diagrams. The wiring diagram and its interpretation are presented not clone as a wotkable guide for electrical trouble shooting in case of electrical malfunction; but more importantly as an aid in under- standing the operating sequence of the bumer. The type of schematic wiring diagram here used is interpreted (read with understanding) by starting ct the upper left hand comer of the diagram and reading left to right as you proceed downwards, as in reading the ordinary printed page, The wiring diagram here used may differ in slight details from thot sent with your unit; but the principles herein illustrated do not vary with the wiring diagram, ‘The small numbers within the wiring diagram itself are circuit numbers. The wires have this number stamped on them, (numbers or letters enclosed in citcles refer to terminals of programming control; @, Numbers or letters enclosed in parenthesis indicate designation on devices). ‘The bumer control circuit (the schematic wiring diagram) is two wire single phase circuit. The clrouit is energized (powered) when the specified terminal voltage 115 volts 1s applied across - [4]- One wire, the common line, shown on the Tight hand side of the schematic diagram as AAl is electrically comected to one side of each inductive component (solenoid, holding coil, transfommer, etc.) A control is energized when the other side of its, inductive component. is, connected electrically to the other line wire BB! which is called the kot or switching line, shown on left side of schematic diagram, (It will be observed that the Damper Motor is immediately powered since its transformer DMT is energized before any switching). A master control (the Progamming Relay) contains timing element which causes the switching On and Off of the other controls at the proper timeto establish the required operating sequence. The burner and control system is in starting condition when the following conditions exists 1) Boiler water level is up to correct level, causing the Low Water Cutoff Switch (LWCO) to close (contact 5-6 is clased as shown). 2) Steam pressure is below the cutout setting of the High Limit Pressure Control (HLPC) (located in line ¢), On hot water boilers, the limit control (HLTC) is operated by temperature, 3) All entrance switches are closed and voltage is present at the Oil Heater Switch (OHS), at ter- ninal @)ol the Programming Relay (PR), at tominal“@) of LMCO (in line c), at the Bumer Switch (BS) and at one side of the (DMT) to power the Modulating Damper Motor (MDM). When the Oll Heater Switch (OHS) is closed and the Oil Heater Thermostat (OHT)(in line a) is closed, then Oil Heater Relay (OHR) is energized causing (OHR) contacts (not in the control circuit but in Main Power Circuit) to close. Main power is then supplied to the Flectric Oil Preheater (OH). When the Steam Heater Thermostat (SHT) is closed (as shown), the Steam Heater Valve (SHV) (also in ine b) is energized and opens to let steam into the Steam Oil Heater. Under the above conditions, setting of the Burner Switch (BS) (in Line d) to ON (or closed position; it is shown open) and with HLPC closed (as shown) the Green "Load Demand" Light will be on ("across the line") and the following electrical sequence will occur when the Gas-Oil Selector Switch (GOS) 4s in the oil position (as shown). 1) The bot line is extended through BS, HLPC, LWOO, GOS, Low Oil Temperature Switch (LOTS) (this switch is closed as shown when oil is at the proper firing temperature) and the Oil Drawer Interlock Switch (ODS) to terminal @) of the Programming Control. The Oil Drawer Interlock Switch is closed when il nozele is lecked into firing position, Temninal (G) of the PR is now hot since Aueliary Switch (AS) is closed when Modulating Damper Motor to which it is attached is in low fie position. The Air Purge Relay (APR) (line f at right of page) is energized, opening the contact preventing Air Purge Valve (APY) (in Line j) from opening. Since the Blower Motor Starter has not been energized at this point, the Combustion Air Proving Switch (CAPS) and Blower Motor Starter Interlock (BMS!) can not close to complete the circuit to PR terminal ) With programming Relay terminds @ , @, oN asta od eal @ ees the common line (see line d right of page) the Master Relay (RL-1) of the programming control is energized ond the following sequence results: 0) O-See, — Timer motor starts and terminal (ine §) becomes het, energizing the holding cotl of Blower Motor Starter (BMS) thus closing the BMSI (line q at right of dlagram) and providing power to the blower motor. 319Principles of Operation ~ Chapter 3 b) 3.See. - The blower motor drives the impeller furnishing combustion it, closing the Combustion Air Proving Switch (CAPS). This completes the the cirelt to terminal () of PR. Terminal @) provides power to APR contacts via GOS but APV can not open (be energized) since APR coil was energized which has opened APR contacts). The modulater low fite ciscuit (terminal () - ‘opens and the high fite circuit GD) - (Q closes and the Modulating Damper Motor (MDM) drives toward high fire position). Air pressure from air compressor actuates the Atomizing Air Proving Switch (AAPS) to close its contacts; but the solenoid oll valve does not open, since teominal (7) of the PR has not become energized. ©) 20 Sec = Modulator high fire circuit terminals @® = @ opens, low fire etreuit terminals @ = @ closes, end MDM retuns to Tow fir. d) 45 See - PR terminal @) becomes hot energizing the Ignition Transformer (IT) and the Solenoid Gas Pilot Valve (GPV) (see line p). With als, ignition and pilot gas present, pilot flame is established. When pilot flame is detected by the Scanner (SC) (lines q and 1), Flame Reley (FL2) (not shown) of the PR is energized. e) 55 See ~ The Solenoid Oil Valve (OV) (lower Hight hand comer of diagram) is energized from terminal (7) of PR via the contacts of the GOS and the APS, so that Main Flame is established. Flame Relay (RL2) contimues to hold in, The Blue “Fuel Valve" Light (FV) will be on, 1) 70 Sec = Terminal © , 1? and GPY are dex energized Modulator low fire circuit (teminals (@® - €)} opens and automatic clrcult (terminals, - © ) closes, Modulating motor is now at the command of the Manual Flame Control or Modulating Pressure Control (MPC) depending on the position of Manual-Automatic Selector Switch (MAS) (See Lines m, 0, and p). 9) 105 See = Programming relay timer motor stops. ‘The bumer continues to operate until the load demand is satisfied at which time the "Load Demand"? Light will be off, ond the following sequence will, 3.20 It should be noted that the 105 seconds listed below indicates the relative position of the timer motor ot the end of normal firing period, H) 105 See — HLPC opens, PR master relay, flame relay timer, and oil fuel valve will be de- energized. Fuel Valve Light will be off. Timer motor is enefgized and modulator automatic circult (terminals @) - (B) ) opens. Low fire circuit (terminals (0) - (3) ) closes to drive the MDM to low fire. The Air Purge Relay (APR) coil is de ‘energized, thus eneralzing APV (note tle-in betwoen line f and {) since PR terminal 8 is still energized. 1) 120 See ~ Burner Motor Circuit PR terminal @) ‘and Timer Motor ore de-energized. As steam pressure drops and the HLPC contacts close, the burner again goes through its normal starting cycle. If piloL flame is not established within 10 seconds, terminal (7) of the PR will not become hot, therefore the OV will not be energized as described previously ‘and the ignition system (from PR terminal ) will be de-enersized. In approximately 60 seconds, the flame failure lockout switch will trip out, de-energizing the master relay and providing power to PR terminal @) . The Red “Flame Failure’ Light will G0 om The blower motor and APV will continue to operate until the timer motor of the PR is de-energized ct 120 seconds. The latch out switch must be manually reset. (Push in reset button before operation can be resumed.) 1f main flame fails during operation and can no longer be sensed by the scanner, the Flame Relay is deenergized. The OV is de-energized. Approximately 60 seconds Iter the lockout switch trips to de- energize the Master Relay ond provide power to terminal @) which powers the alarm circuit. ‘The timer moter is again energized, allowing the blower motor to operate until timer motor is de-energized at 120 seconds. The latch out switch must be manually reset before operation cam be resumed. If the water level drops, the top stage (terminal 2 - 1 ) of the LWCO closes and provides power to the feed pump motor circuit. As water level rises, contacts reopen, stopping feed water Pump. If water level continues to drop, the bottom stage ‘of LWCO will operate to close terminal 5 - 4 and ‘open tominal 5-6, When terminal 5-4 closes, the LWL_is energized. The circuit to PR terminal (3) is opened and a shutdown occurs (action“() Chapter 3 ~ Principles of Operation ak 2st similar to that when HLPC opens except LDL! LOTS“ aiid ODS and also prevents the APV from remains on.) ‘opening. In ail other respects the sequence Is similar to the oil sequence except that the MGV will be On gas operation, the Gas-Dil Selector Switch energized when PR (J) is energized rather than must be in the gas position This bypasses the the OV. 3.21[Service and Maintenance = Chapter 4 CHAPTER 4 Service and Maintenance A, GENERAL MAINTENANCE The operator should at all times watch for steam, ‘water and fuel connection leaks and repair them as they are noticed. Periodically check the tightness of adjusting screws, locknuts, sheave set screws, valve packings, etc,, and tighten when necessary. B. FEEDWATER TREATMENT Feedwater treatment varies considerably and depends con the pressure at which the boiler is operated, the raw water source, etc, We strongly recommend that feedwater treatment be used, because it is a means of prolonging boiler life, A certified water consultant or water treating company should be contacted and their recommendations followed rigidl Cleaning of Piping — All now boiler piping as well cas steam and water piping systems connected to the oiler, contain oll, grease and foreign matter. These Lupudlies aust be wemoved Wy prevent damaye to boiler heating surface. On steam systems, condensate should be wasted for several days or until tests show the elimination of undesirable impurities, On hot water systems chemical cleaning is generally necessary and the entire system should be rained after treatment. Consult water treatment companies for recommendations, cleaning compounds and application procedures. C. WASHING OUT THE BOILER No later than three months after starting service, and thereafter as conditions warrant, the bofler should be drained, handhole covers removed, and the interior flushed out with a high pressure hose. Tubes ‘and tube sheets should be inspected at the same time fot scale formation, Effectiveness of the feedwater tteatment and the percentage of fresh water make-up required will determine subsequent boiler washout periods. Feedwater consultant service should include ‘occasional inspection and reanalysis. D, CLEANING THE FIRE TUBES Inspect the fireside of the tubes the first time the boiler is washed out. If the tubes are sooted, clean them, Accuracy of bummer odjustments will determine the desired interval between subsequent cleanings. A smoky fire, naturally makes frequent tube clea necessary. Refer to Chapter 2, '"C. Secondary Air Adjustment”, if fire is smoky. Tube cleaning is accomplished by opening front and rear doors. Tubes may be brushed from either end. All loose soot and accumulations should be removed, To make future inspections easier, cover the head gaskets with graphite and oll before reclosing the doors. To open rear head the following steps are necessary: 1) Loosen and remove the eight bolts holding the head in position, Use a jack under the head to relieve friction ond pry head open using care not to damage the gasket. To open fronthead use the following procedure. 1) On gas fired, or combination gas-oil fired units loosen and remove the four bolts and nuts at the main gas flange, 2) On oil fired, or combination gas-oll fired units, withdraw the oll nozzle. 3) Loosen and remove the nuts from the studs passing through the clamp ring. Item A. Fig. ‘The clamp ring will then fall free from the housing support. 4) Use a jack under the head to relieve friction, and carefully pry the fronthead open. This will then expose the inner door. 9) Loosen and remove the four bolts holding the inner door to the baffle. The door will then swing open exposing the tube plate. E, GASKETS AND PACKING Inspect the boiler feed pump packing glands weekly cand tighten, if excessive leakage is appsrent. This operation should be taken caro of while the motor is 41Chapter 4 = Service and Maintenance running, and the gland nuts should be tightoned only enough to prevent excessive leakage. Leaking of a few drops © minute is desirable, as it serves to keep 1e packing from drying out and prevents scoring of ne pump shalt. jands occasionally and 12 dried-out packing with de of graphited, asbestos he packing check the packing. Repl metallic type, ot @ aod packing. Remove F, LUBRICATION Blower Motor (7) - The blower motor is equipped with a prelubricated, sealed bearing at the shaft extension end; and @ standard ball bearing, with provisions for extemal lubrication at the front end. According to the manufacturer, the sealed pre- lubticated bearing, as packed in their factory, requires no additional lubrication for three years. At seasonal shutdowns, however, an opportunity is afforded to relubricate this bearing. ‘To supply additional lubricant, remove the motor end cover and the shields on both sides of the bearings; thoroughly wash out cld grease and refill cavity with a fresh supply of lubricant. Replace bearing shields carefully. Use one of the recommended lubricants listed. If extemal means is provided, the front bearing cf the motor should be lubricated once a year. This is accomplished by removing grease plug or plugs on the motor and adding approximately one to two ounces of grease, Replace the fill plug with Zerk fitting and add grease with a pressure gun. Only a film of grease is required on the balls and raceways; Mi the bearing than full, overheating of the bearing will res hamber is more If no external means of adding grease to the front bearing is provided, then it too, is of the prelubri- cated seal type and should be treated in the same mannet as the rear bearing. Recommended Lubricants ~ All bearings require a special type of lubricant. An ordinary cup grease should not be used. Acceptable grease for no:mal service nd for beating temperatures between 20 ‘and 200 degrees F should be similar or equal to one of the following types, which are given for guidance only: MFR. TYPE DESIGNATION Texas Co. Regal Storfak No. 2 Std. Oil Co Stanober Grease No. 2 Shell Oi! Co. Retinex A Esso Std. Oil ‘Andok Lubricant B Socony Oil Co. BRB No. 1 Sinclair Refining Durolube Grode 2 For abnormal conditions, including high tempera- ture, low temperoture, high speed applications, wot of dusty conditions, etc., various special lubricants may be required. For information, consult your Lubricant supplier. G. REFRACTORY MAINTENANCE All CB boiler models are shipped with complete Belectony Brick Corborundom Burnes Housing and Dry Oven ~ Insulated Fitton io Cerent Pipe se Reiner" Goete-Gos Line ‘Asbestos Packing Gaskets Ory Oven Gesket: Berney Housing, Support Clam Ring Shell Fig. 4-1 = Furnace er AssemblyService and Maintenance = Chapter 4 A, Plote, Head Front B, Pin, Nelson Insulation, Welding C. Refractory, V-Block Mix D. Gasket, Head Plate E. Gasket, Head Plate, Inside refractory . Normal maintenance requites little time ‘and expense, and prolongs the operating life of the refractory. To renew the main fire tube lining, consisting of four pieces of super duty fire brick, first open front ‘and inner doors and remove the dry oven which is bolted to the front of the fire tube. A wash coating of Firefrax No. 1 Coment diluted with water to the consistency of croam applied from time to time will prolong life of the refractories and 4-2 — Details of Front Heed Plete Insulation, front oven brick, Recoating intervals vary with operating loads, ond are best determined~by the operator when the heads are open for tube cleaning. Firefrax No. 1 Cement is ready-to-use airsetting material, To maintain liners, face all joints or cracks, using Firefrox No. 1 Cement, applying it with a trowel or fingertips. This should be done as soon as cracks are detected. Should segments of liners become bumed out or broken, replace with material of the same kind, 43Chapter 4 ~ Service and Maintenance poiojnsuy ‘pooH 2094 ~ Ey “81dBroken and burned out bricking and liner segments should be hoed out as soon as they are detected, so that they will not fuse to the bottom of the overr and liner and obstruct flame. If spalling, cracking and overall deterioration is evident, complete renewal of refractory is necessary, When replacing Liner seqments of the main firing tile in place of silicon earance is necessary for expansion, Firefrox No. 1 Cement is used. Keep thickness of coment to « minim too tight and cutting is requires chisel, ‘The front inner door is lined with two inches of V-Block Mix, this should last indefinitely; but if replacement is necessary renew deteriorated sections similarly to method described for rear hea repairs. Refractory Maintenance ~ Rear Head ~ The procedure here listed is only intended for minot repairs of the rear hed ‘ory. Should it be necessary to completely replace the tefractory in the rear head, then the Cleaver-Brooks Service Department should be contacted both for the procedure and for the materials to be used. Indications of Refractory Needing Repair ~ If the original paint is still exposed on the rear door indications of reftactory troubles can be judged the condition of the paint, Especially hot areas will tend to change the original paint colar from grey to a white ot a brown color, This may be particularly apparent in the sight holé region and at the mid- point of the head on the flange near the bolts. The sight glass tetainer should be leakproof and should be checked accordingly at suitable intervals. Inspection of Refractory When Boiler Cleaning ~ If on opening the rear door there are large cracks in the ictory, these will be found to start ‘around the sight hole in the lower half of the door. If these cracks are hair Line cracks they need not be repaired since these cracks will close due to expai sion of the refractories when the boiler is fired. How- castable fever, if cracks are relatively large (1/8 iach more) they should be caulked with « plastic type cement such as Firefrax No. 1 Cement ot any other suitable high temperature plastic cement. If there {s a gap between the castable refractory and the tile baffle, this should also be caulked in a similar fashion, Should it be necessary to remove parts of the cetable refractory, this can be done by chi the necessary amount away and undercutting the side walls so that they will retain the castable refractory used in patching, When « large area is to be repaired, Service and Maintenance ~ Chapter 4 Rear Sight Tube Method of Sealing Rear Sight Tube Method of Applying Cement to Baffle Brick co.37as Fig. 44Chapter 4 — Service and Maintenonce the material to be used should bo Furnas-Crete Course, mixed only with enough water to trowel. Before applying the patch material the sides of the grooves cut In the original refractory should be "wet down’ with a Liberal amount of water so that the patch work does not dry out too quickly and makes a proper bond with the original reftactory. If it is necessary to cut so much refractory from the original door that the insulation used underneath the refractory is destroyed, then this insulation should be replaced with a mixture of Johne-Manville No. 450 Asbestos Pulp and sufficient Firefrax so that a bondable material is formed. This should be inserted before applying the Furnas-Crete patching material. IE the tile baffle shows signs of deterioration at the joints, these Joints should be made good with high temperature cement, either Firefrax No. 1 or Hi-Lo Set coment. If the V-Block Mix in the upper halt of the door is cracked or loose the cracks sfiould be repaired by mixing V-Block Mix with an appropelate amount of water, wetting down the crack and inserting new V-Block Mix. If it is necessary to remove a larger pottion this can be done by cutting out (undercutting), removing and scraping clean to the steel surface and repatching with V-Block Mix. Procedure After Repair — When the door has been opened for repairs, the condition of the sealing gasket should be noted. If this has become hard and brittle, it should be replaced with a new gasket. If the gasket is still serviceable, it should be coated with @ mixture of ofl and graphite. The flange of the door itself should be cleaned and if the furnace cement used on this flange is chipped and broken new cement should be added keeping the surface flat. Before closing the door a new plece of asbestos rope should be placed under the bar welded to the tube sheet. This rope is held in place with furnace cement or some high temperature adhesive. The main tadpole gasket around the lower half of the boiler flange should be well buttered with @ sufficient amount of Johns-Manville No. 450 Asbestos Pulp mixed with water. The groove in the tile baffle of the door should be filled with the same mixture. On closing the door this pulp will squeeze out ond seal and protect the tadpole gasket and the asbestos rope at the horizontal center line of the tube sheet, Check Seal - Check to see that door will seal properly. This is best done by closing the door ond putting in four equally spaced head bolts and tightening uniformly, opening, and checking the contact marks on the gasket and on the asbestos rope. 46 After repair work the boiler should not be fired for at least four hours, depending upon the amount of repair work done. The boiler should then be fired on low fire for four hours before going into normal operating routine. ~ The bolts securing the door should be tightened periodically as the temperature of tho rear head is equalizing and when the boiler is in high fire. The tightness of the sight glass retainer should be checked and the reteiner and glass should be checked for gas leakage. H. BURNER MAINTENANCE 1) Burner Nozzle = Successful bumer operation depends on keeping the nozzle orifice clean. Although the nozzle is air purged at every shutdown, it should be removed from the bumer at reyulut inluvuls, Aisassembled and thoroughly cleaned, f at any time bumer flame becomes stringy or lazy, it is possible that the nozzle spring is not in place or that the nozzle is clogged. In the latter case reading on Gauge (115) will increase chove its normal value. To remove the nozzle tip from its body use spanner wrench provided. Never use a pipe wrench. After the tip is removed, the spring can be removed, and the swirler can be slipped out of the nozale tip. Nozzle ‘SWIRLER SPRING. Fig, 4-5 ~ Burner Nozzle Ports Fig. 4-5b — Detail of Nozzle Tip= = Service and Maintenance = Chopter 4 = Kk, 4a el N B F. Nestle Body Assembly —K: Burt wer Lock & Sears © etree Fig. 4-7a — Bumer Drawer, Ges Pilot with Aspirator Fig. 4-7b - Burner Drower Detail a7Chapter 4 ~ Service and Maintenance Tobe Dawe we Seon Ronste so Orifice Block Fig, 4-6 — Burner Drawer (Light Oil Pilot) Carefully clean all parts in a solvent, using lacquer thinner for the orifice. Never use wire or sharp metallic tools because they may destroy the orifice and render the nozzle unfit for further ust Instead, use a sharp pointed piece of soft wood. In reassembling the nozzle tip, the body and tip must be screwed together tightly to insure proper atomization of oil. Make certain that the swirler seating spring is in the nozzle and holds the swirler tight against the nozzle, The swirler should be ‘tumed a few times within the nozzle tip to make sure that it fits snugly into the nozzle and that the spring presses the swirler against the nozzle. Tighten nozzle tip securely using spanner wrench provided. 2) Electrode ~ The setting of the electrode tip in relation to the gas pilot igniter tube is not critical, A. gap of 3/32 inch to 3/16 inch will prove satis- factory for all operating conditions. J. ELECTRICAL CONTROL MAINTENANCE 1) Motor Starters ~ Motor starters ordinarily require no maintenance other than occasional blowing out with on cit hose, Dust and dist can cause excessive heating and contact wear. Under extremely dusty conditions, cleaning of starters should be more frequent. 48 Starter contacts aze silver and are not harmed by discoloration and slight pitting. Do not file contacts, as dressing wastes contact material, Replacement is necessary only when the silver has worn thin, ‘Thetmal relay units are of the melting alloy type and when tripped, the alloy must be given time to resolidify before relay can be reset. To manually trip the relay push up lever just below reset button; this disengages the smail ratchet orrangement. The spring atch engaging the ratchet is thus released, causing relay contacts to snop open. These contacts open magnetic coil circult thereby dropping out contact ‘assembly and disconnecting motor. If overloads trip out repeatedly when motor current is normal, replace with new thermal elements. 2) Program Relay (10) - The Model CB ond Fireye programming (sequencing) controls require no field meintenance other than occasional blowing ‘out of any accumulated dust with an air hose. Never file contacts. [f contacts are dirty, ot slightly oxidized, clean by drawing « ploce of hard finished paper between the contacts while holding them closed. For additional detailed information see Manufacturers! Bulletin.of the automatic operation of the holler, the operator should become fomilior with the sequence which it imposes. In particular, he should know what happens ‘a5 the numbers appear on the window on the timer dial, and associate these numbers with the external operation as described in the programming sequence, Chapter 3. Proper operation of the ilame failure devices should be checked at least once a week if the boiler isin constant operation (see CB-l and Fireye Bulletin), 3) Sofety Warp Reset Button (10A) — The program ming control is equipped with a safety warp out switch that locks out (prevents operation) in the ‘event conditions are not proper for normal operation. If lock out occurs, safety switch must be reset manually by pushing the Button (10A) that extends through the case. The warp element must always be allowed to cool for at least two minutes before it can be reset. 4) Low Water Control (51) ~ The low water controls should be checked for correct operaticn as follows: Remove power from boiler feed pump and drain water from the boller while the burner is running. If the control 1s operating correctly, the bumer will shut down when the level of the water reaches a point approximately 1-1/4 inches from the bottom of gauge glass. Restart the burner by closing the drain valve and energizing the boiler feed pump. When the water reaches o point 2-1/4 inches from the bottom of the glass gauge, the boiler feed pump will tum off. With the burner running, and with power at the boiler feed pump, drain water from the boiler. When water level drops to 1-3/4 inches from bottom of glass gauge, boiler feed pump shoul 5) High Limit Pressure or Temperoture Control (53) These controls employ a sealed mercury tube switch. The mercury tube requires no attention unless it becomes damaged or cracked, then it must be replaced. A cracked mercury tube allows air to enter, and the mercury cequires a dark scum caused by oxidation. dition, the mercury tends to separate Into globules, control operation and erratic To replace the mercury switch, note the orange ment of the contacts and flexible leads and make sure that they ate in proper position when the new switch is in ploce the quord wire, then pry the switch clip loose from the mercury tuke with the point of a knife. Never To remove the switch, first cut Eccentric Adjusting Screw | Bressure Adjusting Screw Differential Adjusting Screw Pressure Adjusting Spring Differential Adjusting Spring Differential Setting Indicator Pressure Setting Indicator eveling ndieatr erating Lever * Bellows Assembly aay ALTOAmMGNS> attempt to break it loose with your fingers. Wrap two layers of friction tape around the new switch to take the place of the ambroid cement before placing the new switch in the clip. Correct placement of the mercury tube may be checked as follows: @) Be sure that the control itself is level as indicated by the leveling indicator inside of the case. Set the differential indicator approximately at midscale cnd the pressure indicator to the low end of the scale. With no pressure on the boiler, press dovn on the left hand end of the operating lever until It 1s almost midwoy Between its upper and lower stops tand Just touches the differential lever. This movement should not cause the mercury to change ends in the switch, Further downward pressure on the operating ever will force it to the lower stop, ourying the differential lever with it, ond will cause the switch to tilt and shift the mercury. Now, allow the operatina lever to slowly return to midway between stops end note that the mercury should not shift 1ts position, Allow the operating lever to retum to its upper stop, cond the switch should tilt bock to its original starting position, If the switch does not operate in this manner, 49Chapter 4 ~ Service ond Mointenonce tum the eccentric screw slightly to the right or lef as necessary, and recheck ax outlined above. b) Testing and Adjusting — Aiter the controller has been installed, wited and set, it should be tested by raising ond lowering the pressure to make si that it operates the control devices properly. If the cut-in and cutout points do not agree with the ressure gauge on the boiler, the scale plate on the controller may be moved slightly up or down until it agrees with the pressure gauge. 6) Air-Oil Interlock Switeh (or Atomizing Air Pressut Switch) (313) ~ This is essentially the same type Instrument as the high Limit pressure control ond the same maintenance instructions apply. However, It operates on air pressure and the switch closes on pressure tise. 7) Modulating Pressure Control (57) — No field maintenance is recommended on these units. Keep clean by blowing out with compressed air at regular intervals, 8) Heater Combination (Steam ond Electric) (304); and Electrical Element (36) - Heat transfer is ‘accomplished in this unit by causing the fuel oil to flow over either on electrically heated element or ‘around tubes containing steam. Proper temperature is maintained by having « separate thermostat for both the electric and steam heater, Mointenance of the Electric Heater (36) consists principally of removing heating element from the tank ‘and seraping any accumulation of cathonized oil cr other residue that may have collected on the sheaths of the elements. Note: Before breaking any electrical connections to the heating element; mark oll wires ond terminals to {identify when reconnecting. Finish the cleaning job with ammonia to cut all hardened deposits from the heater element, Because of the Insulating effect of carbon and sludge, suc! petlodic cleaning must bedone to prevent overheating of the elements. Should the heater become sluggish in action, an examination of the element should made at once, and cleaned if necessary, ‘BURNER ASSEMBLY 33. Ol! Supply Heater Thermostot 35. Foal i kali Val 36. Scum Sup AM: Of Supe 131. Steam 153: Fuel Ol 207. Ot Tom 303. Fuel On 304, Cembinction (Steam & Electric) Haoter 50s. Spl Tharmestet AI. Steam (Hester) Prassure Cau BAL. £512hote Steom OM Supply Temperature Co $20, Steam $ Steam Hester Check Valve Ane 4.10Service and Maintenance ~ Chapter 4 A. Call Cover B: Sctew end Lockwasher Spring Retainer Br Spring E, Jenetion Box Cover t Screw (2) Ho F J. Plunger Bottom Wosher E.Solenaid Clamp Assembly HC Kickout Pi IN Scrow (3) rina Retainer chon Sing 1 Plunger Tube 2. Impact Washer 5. Impoet T. Valve U VR = any Fig. 4-14 ~ Relief Valve Details (For Instruction Purposes only) (This valve is now integteted into the il control assembly) Adjusting Set Screw ‘Adjusting Screw Locknut Upper Spring Seat Regulater Sorina japhragm Diaphragm Gos! Lower Spring S Pitot Tube Stem Guide Bushing Lxommone> S: Individual ports not stocked by C-B Fig. 4-15 ~ Reducing Val Stem Assembli Orifice” Copscrew Spring Case Body Inner Valve inner Valve Spring § Inner Valve Guide = wOUZErA aclsd Details (For Instruction Purposes only) (This valve is now integrated into the oil control assembly)explained for the burner nozzle. 5) Valves, Relief Type (108), (522) ~ Pressure setting is, in each case, increased by turning adjust- ing screw down and into the spring case, while it may be decreased by turning adjusting screw out of the spring case. Tighten locknut after changing setting. These valves cco integreted into oi] control essemly. If in older models, valves are removed for any reason, be sure to reinstall with utrow on body pointing in direction of flow through pipe line. Thoroughly clean and blow out all pipe lines to remove scale and chips before reinstalling. If the valve itself becomes clogged, disassemble. ‘To do this remove cover, release tension on spring by backing out adjusting screw, and remove the capscrews and nuts necessary ti This will expose ony foreign material which may have gotten into valve, Clean out carefully and lease diaphragm. of New Valves = Thoroughly clean and blow out all pipe lines before installing the regulator. This unit may be installed in any position but care must be exercised to make certain the flow through the body is in the same direction as indicated by the ‘arrow cast on the side of the body. 6) Metering Valve (75) = This valve should require no regular maintenance. If, however, it should become clogged at the orifice, it will be necessary to dis- assemble to remove the obstruction. If valve is not integrated into an Oll Control Assembly, proceed os follows: 4) Close valves to isolate this valve from fuel Line. b) Depress Valve Stem (K) with an improvised ) Match mark the cam hub and drive shaft. (This moti will enable replacement of cam on shaft in the criginal position and result in @ minimun of cam cadjustinent when unit is refired,) d} Slacken set screws holding cam and rotate cam to high fire position so that it can be readily removed. @) Remove clamp. {) Withdraw Valve Stem (K) from Valve Body (J). If packing 1s defective: ©) Disconnect Body (J) from fuel lines and from bracket. 3c. b) Remove Packing Wosher (F), Packing (G) and replace with new packing, placed as per drawing. ‘and Maintenance ~ Chapter 4 Note: The beveled face is machined to match Chemlon packing. ‘This sing should be installed with beveled face upward. ©) Replace Washer (F). inscrew Packing Nut (E) so that it does not project below support bracket. e) Heassemble valve body and bracket. f) Insert Valve Stem (K), moking sure Spring (D) is in place, 9) If Item (M) has not been removed care must be taken when Inserting Stem (K) that Orifice Plate (L) and end of stem are net damaged. h) Tighten Packing Nut (E) until stem moves jpression Spring (D). {) Work spring up and down a number of times to ensure that it is free. Note: A little lubri ting oil put on stem before ‘A. Com Support B. Roller Dowal Pin 5: Compression Soring Becking Nut Woah Valve Cop Fig. 4-15 - Oi M Volve Assembly (Now integrated into the oil control assembly) 415Chapter 4 = Service and Maintenonce inserting will facilitate easy movement. Replace cam having depressed valve stem assembly with clamp, mate the match mark on cam and shaft; and secure with set screws. Make sure that cam spring is lined up on the Valve Stem Roller (B). (There should be clearance on both sides.) Connect ofl line and open oil supply. Check to see that packing is not leaking, If it is, tighten Packing Nut (E) until leakage stops. However, valve stem should follow freely any movement of cam. If meteting valve is @ component of the Oil Control Assembly, remove whole assembly and replace as a unit if any serious trouble develops. 7) Maintenance of Compressor’s Lubricating System Since heat deterlorates the lubricating oil in this system, causing a deposit of sludge to accumulate in the tank and a coating to form on the interior surface fof the finned tubing, it 1s necessary to clean the entire system occasionally, under normal operating conditions, not oftener than once each year. ‘Though ordinarily it is only necessary to flush the tank and tubing with kerosene or No. 2 fuel cil, complete maintenance instructions follow. The components of the system here considered a) The non-moving adjuncts to the compressor (air pump) in particular, the cir inlet filter, ofl inlet strainer, and discharge piping. b) The Oil Tank - containing separators which support the bronze wool; mounted with a gauge glass, Attention should be given also to the openings in the lube oil tank including piping to the com pressor, alt discharge from tank to bumer, and air inlet to compressor. ¢) The Oil Cooling Coil ~ This consists of tubing connected to the line supplying ofl to the compressor. It may be installed inside front head of boiler or at the fan inlet, depending upon boiler size. Under nomal operating conditions, the complete system should be cleaned out and flushed not oftener ‘than once each year. In onder to do this, disconnect tubing mentioned in previous description. Blow through each piece with air and flush with « good oll solvent. Any plugs in the tank should be removed and the tank flushed with solvent, care being taken not to disturb the bronze wool strainer. Make sue that the tank is clean and free from sludge. The finned tubing in the ofl coating line should be flushed with solvent and inspected to make sure that it Is open and free of oil film, The external finn shouldbe cleaned by compressed air. 416 LUBE OM F4LLeR HOLE sRONZE WOOL OL SEPARATOR @ OZ hy EACH CHAMBER AiR TO aURNER SYSTEM Lower f ‘CHAMBER ACCESS, OPENING. “AiR AND OiL FROM ‘AiR PUMP DISCHARGE Fig. 4-17 = Schematic of Ai Through Tank Should there be any reason to renew the bronze ‘wool from the tank consult factory for proper amount and type of wool to be used. This is important, since improper packing can cause high consumption of lubricating oll. See Fig. 4-17. Upon reassembly of the above parts make sure that all joints are tight, Refill tank with SAE 10 non- detergent ofl and check all Joints with compressor in operation, Air leaks may be checked with soap and water; oil leaks are visible. ‘The ofl of inlet filter should be maintained at proper oll level and should be frequently inspected ‘and kept clean since oil supply to compressor will fall off if this filter becomes clogged. L. BELT MAINTENANCE ‘The V-belt drive requizes no servicing, no preserve tive or dressing compound of any kind should be applied. Even if operated under the proper tension, V-belts will in time stretch and slacken, In this installation avold operating with belts too tight. Pump cam be moved, the small amount required for belt adjustment, without change of piping. M. EXTENDED BOILER LAY-UP 1) General Instructions ~ If boiler is to remain idle for a considerable period, be sure to break all power connections to the boiler and auxiliaries.2) Fireside Protection ~ To protect the fireside of the boiler from corrosive action of combustion deposit, clean the fire tubes and wash-coct all refractories. 3) Weterside Protection - Extended boiler lay-up demands that special attention be given internal waterside surfaces for thelr protection. Since local conditions determine the need for either wet or dry storage, we recommend that informa tion as to type of stomge and protection required be obtained from your water consultant or feedwater treating service company. Generally, the following suggestions are applicable: ©) Wet Storage ~ To protect the waterside, first ‘see that feedwater and steam connections are tight. After a short light steaming period, vented to the atmosphere to expel dissolved gases, completely fill fice and Maintenance ~ Chapter 4 Sufficient sodium sulphite to develop resiclual concentration of 100 ppm (1.5 pounds of sodium sulphite to 100 gallons of added feedwater should be sufficient.) Add caustic soda in order to develop an alkalinity concentration in excess of 400 ppm. Approximately three pounds of caustic soda for 1000 gellons of water will be required. To assure adequate protective concentration, tests should be conducted from time to time, A simple and effective check is to hang a piece of bright clean iron into the boiler and inspect it occasionally for rust or corrosion. b) Dry Storage — Drain the boiler, clean it internally and then air dry it thoroughly. Place on trays an acceptable moisture absorber; for example, slack lime, silica gel or activated aluminum inside the boiler shell to absorb any moisture, then close all openings to exclude moisture and cir. 417Geltd 599 4am [10 AAd9H) Ajquessy posH word — gi-7 “S14 Service and Maintenance ~ Chapter 4 Aiquessy yous jeug ‘Aiquiessy poo, 418Service and Maintenance ~ Chapter 4 Fig, 4-19 — Front,Head Assembly (with Oil Control Assembly)