Ingersol Rand IOM

INSTRUCTION MANUAL
FOR
INSTALLING
OPERATING and
MAINTAINING
the 9-Inch Stroke
PETSTAR 4
COMPRESSOR
© Ingersoll-Rand Company 2004 Printed in U.S.A.

Front Matter 80441579 Rev. A (PS - 4)
PREFACE
Detailed instructions for installing, operating and maintaining the Ingersoll-Rand Model
PETStar 4 compressor are contained in this manual. This manual is intended to cover many
of the basic points of installing, operating and servicing of the compressor, and to supplement
the experience and mechanical ability of a competent engineer. If there are any points not
clearly covered, please contact your nearest Ingersoll-Rand office. We have a continued
interest in the operation of our equipment. We wish to build and stand by every unit so that the
purchase of this compressor will always be considered a wise investment.
Ingersoll-Rand welcomes inquiries regarding any phase of compressor practice,

installation, operation, and repairs or changes to meet unexpected conditions. Our sales
department and local representatives will confer with you on any prospective installation or
change. Call or write our local offices for information and advice on any point.
A preventive inspection and maintenance schedule will help to ensure optimum

performance of the unit, while avoiding possible difficulties at some inconvenient time.
We stock standard replacement parts at strategically located parts warehouses. If

needed, crisis orders can be processed immediately.
Ingersoll-Rand Field Service Technical Representatives, skilled in compressor work, are

available for installation, inspection or repair. Contact the Ingersoll-Rand Customer Solutions
Center to request these services. They will be glad to supply you with current rates for these
services.
Proper installation and operation of the compressor is extremely important. The

success of a unit frequently depends on how it is installed. We strongly urge that such work be
supervised by our Field Service Technical Representatives, who are thoroughly familiar with
construction design and techniques, and who can also instruct your personnel in the operation
and maintenance of the equipment.
Many of our customers, especially those operating several units, have our Field Service
Technical Representatives make periodic inspections to prevent malfunctions and to ensure the
best possible operating results. Our representatives can explain how to operate Ingersoll-Rand
units to achieve the greatest efficiency and economy, while obtaining the longest possible
equipment life. When sending for a Field Service Technical Representative to make repairs,
be sure to give the compressor serial number with full details as to what is wrong and what new
parts are, or may be, needed. To ensure quick turnaround, have these parts on hand.
ii
80441579 Rev. A (PS - 4) Front Matter
CONTENTS
SAFETY INFORMATION
EQUIPMENT DESCRIPTION .............................CHAPTER 1
INSTALLATION ..................................................CHAPTER 2
OPERATION AND TROUBLESHOOTING.........CHAPTER 3
MAINTENANCE..................................................CHAPTER 4
GENERAL DATA AND CLEARANCES .............CHAPTER 5
iii
SAFETY PRECAUTIONS
Safety Information
WARNING
DO NOT OPERATE THIS EQUIPMENT IN EXCESS OF ITS RATED
CAPACITY, SPEED, PRESSURE AND TEMPERATURE, NOR
OTHERWISE THAN IN ACCORDANCE WITH THE INSTRUCTIONS
CONTAINED IN THIS SERVICE MANUAL. OPERATION OF THE
EQUIPMENT IN EXCESS OF THE CONDITIONS SET FORTH IN THE
SALES CONTRACT WILL SUBJECT IT TO STRESSES AND
STRAINS THAT IT WAS NOT DESIGNED TO WITHSTAND. FAILURE
TO HEED THIS WARNING MAY RESULT IN AN ACCIDENT CAUSING
PERSONAL INJURY OR PROPERTY DAMAGE.
WARNING
READ CAREFULLY AND UNDERSTAND THIS SERVICE MANUAL
BEFORE INSTALLING OR OPERATING THE COMPRESSOR.
This service manual contains important instructions and information on the installation,
operation and maintenance of Ingersoll-Rand Model PETStar 4 compressors. THE
IMPORTANCE OF GETTING THIS SERVICE MANUAL INTO THE HANDS OF THE
PERSON IN CHARGE OF INSTALLING THE COMPRESSOR CANNOT BE
OVEREMPHASIZED. All personnel involved in the installation, operation and
maintenance of the compressor should have access to this service manual and be
familiar with its contents. Strict adherence to these instructions will be repaid by satisfac-
tory compressor performance and acceptable upkeep costs.
Do not remove the stainless steel nameplates that are attached to the machine. These
plates give serial numbers that are necessary when communicating with Ingersoll-Rand
about the equipment. Also, do not remove safety labels. If these labels are removed or
defaced, new ones should be obtained from Ingersoll-Rand Company.
REFER ALL COMMUNICATIONS TO THE NEAREST INGERSOLL-RAND COMPANY

OFFICE.
iv
Dangers, warnings and cautions appearing throughout this service manual are of
paramount importance to personnel and equipment safety. Prior to any attempt to operate,
maintain, troubleshoot, or repair any part of the compressor, all DANGERS, WARNINGS and
CAUTIONS should be thoroughly reviewed and understood. Refer to the Safety Summary that
starts on the next page. The information immediately following defines "signal words" as they
are used in this manual.
SIGNAL WORDS ARE USED TO IDENTIFY LEVELS OF HAZARD SERIOUSNESS. THEIR

SELECTION IS BASED ON THE LIKELY CONSEQUENCE OF HUMAN INTERACTION WITH
THE HAZARD IN TERMS OF:
● DEGREE OF SEVERITY (minor injury, severe injury, death)
● THE PROBABILITY OF SEVERITY (will result, could result)
DANGER
The word DANGER signifies immediate hazards that WILL result in severe
personal injury or death. In the service manual, this should be construed
to be a VERY STRONG Warning (see below).
WARNING
The word WARNING refers to hazards or unsafe practices that COULD
result in severe personal injury or death. This is found quite often in the
service manual due to its association with unsafe practices.
CAUTION
The word CAUTION refers to hazards or unsafe practices that COULD
result in minor personal injury, or product or property damage. This word
is found frequently in the service manual due to the fact that bad mainte-
nance practices or procedures can so often result in damage to the com-
pressor. Because what constitutes a "minor" injury is open to debate, we
have upgraded many CAUTIONS to WARNING.
NOTE
NOTES are used to highlight certain operating or maintenance conditions or

statements that are essential but not of a known hazardous nature, as would be
indicated by DANGER, WARNING or CAUTION.
v
SAFETY SUMMARY
The following safety precautions are being recommended only in regard to the
compressor and other Ingersoll-Rand supplied equipment (ex: motors, consoles, etc.). Abide
by all OSHA and all other applicable safety regulations, including all site-specific safety and
work procedures.
The installation, operation and maintenance of a compressor and auxiliary components

may present certain hazards that are unique to this type of equipment. The following list of
safety precautions must be thoroughly read and reviewed by all personnel prior to working with
or on the compressor equipment and systems. These general statements are expanded upon
in the sections of the manual appropriate to their application. Failure to heed these
statements can result in an incident causing property damage, personal injury or death.
● All electrical motor and control wiring must be carefully installed in accordance with the
National Electric Code, the Occupational Safety and Health Act of 1970 (OSHA) and
any other code requirements at the installation site.
● Piping subject to temperatures in excess of 175ºF (80ºC) which may be touched by

personnel must be suitably guarded or insulated.
● It is imperative that all gases lighter or heavier than air, active or inactive, toxic,
combustible, obnoxious, objectionable, or in any way harmful to personnel or
equipment, be piped away from the compressor. There must be no manifolding of vent
tubing or piping; nor can back pressure be allowed to develop in any vent line. Gases
may be re-circulated as required by the process, but in any case must be controlled
and/or disposed of in accordance with OSHA regulations and local pollution laws.
• The compressor must be fitted with pressure relief valves or rupture disks to limit the
discharge pressures to a safe maximum. NEVER install an intervening valve between
a compressor cylinder and the pressure relief valve or rupture disk.
● Pressure relief valves must have their settings tested at least once a year, and more
often under extreme operating conditions, using an appropriate bench test.
● If a pressure relief valve or rupture disk blows during operation, stop the unit
immediately and determine the cause.
● Pressure relieving devices that are vented to the atmosphere must have their outlet
connections directed away from operator stations.
● Rotating equipment must not be placed in operation unless adequate safeguards have
been provided to protect operating personnel.
● Service on a machine shall always start with cleaning the floor and the outside of the
machinery to remove oil that could cause maintenance personnel to slip.
● Whenever a compressor is shut down for repairs, positive steps must be taken to
prevent the prime mover from being inadvertently energized and started. Equipment
being worked on should be “Locked Out” and “Tagged Out” to ensure against
inadvertently providing power and accidentally starting. In addition, a warning sign
bearing the legend "WORK IN PROGRESS-DO NOT START", or similar wording, shall
be attached to the starting equipment.
vi
● Whenever the compressor is shut down because overheating is suspected, a minimum

period of 30 minutes must elapse before the crankcase is opened. Premature opening
of the crankcase can result in a crankcase explosion.
● Prior to opening the compressor, or undertaking a major overhaul, the unit must be
positively blocked against rollover and movement of the running gear. When the unit
is equipped with a flywheel locking/v-sheave device, this device must be used to prevent
rollover. Blocking of the crankshaft or crossheads is an alternate method of preventing
accidental rollover.
● Never open a compressor cylinder or any other part of the compression system without
first completely relieving all pressure within the compressor cylinders, piping, vessels
and coolers; and taking all necessary precautions to prevent accidental pressurizing of
the system.
● Incorrect placement of the inlet and discharge valves in the cylinders can cause an ex-
tremely hazardous condition. INSTALLING AN INLET VALVE IN A DISCHARGE
VALVE PORT, OR INSTALLING A DISCHARGE VALVE UPSIDE DOWN, MAY CAUSE
EXCESSIVE PRESSURE IN THE CYLINDER RESULTING IN RUPTURE AND/OR AN
EXPLOSION.
● Discharge valve ports usually are made slightly smaller at the minor diameter below the
valve gasket seat; this is called "polarization". When an inlet valve is installed in a
discharge port by mistake, it will not fit down into the port properly and the mechanic will
be alerted to the error.
● In many cases, the inlet valve stop plates have lugs that will prevent an inlet valve from
being installed in a discharge valve port by mistake; this is another type of "polarization".
The minor diameter of the discharge port is slightly smaller so the inlet valve will not fit
properly, alerting the mechanic to the error.
● If IN DOUBT as to whether a valve is inlet or discharge, or as to which cylinder valve

ports receive inlet or discharge valves, CHECK WITH YOUR SUPERVISOR.
● Corrective action must be taken when the piston rod pressure packing vent leakage is
excessive, or when there is a sudden increase in the leakage rate.
● After any maintenance or overhaul of the compressor, the unit must be barred through
at least one complete revolution to ensure that there are no mechanical obstructions
within the machine.
● A manual bar and fulcrum and/or a hydraulic or pneumatic barring rig may have been
provided as a means of rotating the compressor crankshaft during installation, during
maintenance, prior to start-up after maintenance or overhaul, and at any other time
exact positioning of the running gear is required. Compressor cylinders must be
depressurized to atmospheric pressure before barring. Compressor pistons will move
to crank end dead center as an equilibrium condition due to the difference in crank end
and head end piston surface areas if exposed to the system air pressure. Failure to
depressurize the compressor cylinders prior to barring may result in unexpected rotation
that can cause personal injury.
● Established operating and maintenance procedures, as well as basic safety precautions,

must be reviewed with the operating and maintenance personnel at regular intervals,
vii
not to exceed six months. Newly assigned operators must be thoroughly trained in the
safe operation of this equipment before they are permitted to operate it.
● Whenever an outer head is removed from the compressor cylinder, make certain that
the piston vent hole(s), if used, located in the outer face of the piston are open and that
the piston does not contain pressure.
● Never use an air impact wrench for ANY tightening of critical fasteners. An impact
wrench cannot accurately impart the proper bolt or stud pre-stress. See CHAPTER 5
of this manual for detailed fastener tightening requirements and procedures.
● Special attention should be paid to all detailed DANGER, WARNING and CAUTION
statements located throughout this manual, and to all SAFETY LABELS affixed to the
equipment.
viii
PETSTAR 4
CHAPTER 1
EQUIPMENT DESCRIPTION
Paragraph Page
1-1. GENERAL INFORMATION .............................................................................. 1-2

1-1.1. Serial Number ............................................................................................ 1-2
1-2. DRIVE ARRANGEMENT ................................................................................. 1-3
1-3. FRAME and RUNNING GEAR ......................................................................... 1-3
1-3.1. Frame Spacer Bars .................................................................................... 1-3
1-3.2. Frame Extensions ...................................................................................... 1-3
1-3.3. Frame oil sump ........................................................................................... 1-7
1-3.4. Crankshaft .................................................................................................. 1-7
1-3.5. Connecting Rods ........................................................................................ 1-7
1-3.6. Crossheads ................................................................................................ 1-8
1-3.7. Main Bearings ............................................................................................ 1-9
1-3.8. Connecting Rod & Crosshead Bearings ..................................................... 1-9
1-4. FRAME LUBRICATION SYSTEM .................................................................... 1-9
1-4.1. Frame Oil Pump ......................................................................................... 1-11
1-4.2. Auxiliary Motor-Driven Oil Pump ................................................................ 1-12
1-4.3. Oil Strainer and Filter ................................................................................. 1-12
1-4.4. Low Oil Pressure Protection ....................................................................... 1-12
1-4.5. Frame Breather .......................................................................................... 1-12
1-5. COMPRESSOR CYLINDERS .......................................................................... 1-12
1-5.1. Circulated Water cooling ............................................................................. 1-13
1-5.2. Water Piping ............................................................................................... 1-13
1-5.3. Compressor Valves .................................................................................... 1-14
1-5.4. Capacity Control ......................................................................................... 1-14
1-5.5. Compressor Pistons ................................................................................... 1-14
1-5.5.1. Piston Rings ......................................................................................... 1-14
1-5.5.2. Rider Rings ........................................................................................... 1-14
1-5.6. Piston Rods ................................................................................................ 1-14
1-5.7. Pressure Packing ....................................................................................... 1-15
1-5.8. Oil Scraper Rings ....................................................................................... 1-16
1-6. SAFETY VALVES ............................................................................................ 1-16
1-7. INTERCOOLERS & AFTERCOOLERS ........................................................... 1-17
1-8. PRESSURE VESSELS .................................................................................... 1-17
1-8.1. Pulsation Dampener ................................................................................... 1-17
1-8.2. Separators .................................................................................................. 1-17
Equipment Description 80441553 Rev. A (PS - 4)
1-1. GENERAL INFORMATION
This chapter of the Instruction book is intended to familiarize the equipment operator
with the major components and systems of the Ingersoll-Rand Model PETStar 4
compressor. This chapter will help the operator to understand the individual components
and the relationship of the various compressor parts. Refer to the sub-manufacturer's
literature (located in the ACCESSORIES section of the job-specific Installation / Operation /
Maintenance Manual) for detailed information on accessory equipment used with the
compressor system.
1-1.1. Serial Number
Correspondence concerning your compressor and related equipment must include the
equipment serial number. A complete record of serial numbers and other data on your
compressor is kept at the factory; giving the serial numbers in your correspondence and
parts orders helps us in providing prompt service. Figure 1-1 provides a breakdown of the
serial numbering system.
• The compressor frame serial number applies to the frame and running gear parts. It
is located on a nameplate which is attached to the side of the frame. It consists of
several letters and numbers. Always give the complete serial number (for example,
PSN - XXXX).
• Other parts, such as drive motors, control valves, temperature and pressure switches
and piston rod packings, usually have serial numbers or other identification attached,
which should be mentioned in any correspondence about these parts.
Figure 1-1. PETStar 4 Serial Numbering System
1-2
80441553 Rev. A (PS - 4) Equipment Description
1-2. DRIVE ARRANGEMENT
The PETStar 4 is normally driven by an induction motor through a V-belt drive and
flywheel arrangement. Other drive arrangements, such as a high-speed turbine and gear
reducer or a flexible coupling arrangement can be supplied depending on the application
and requirements.
1-3. FRAME AND RUNNING GEAR
The PETStar 4 compressor frames (Figures 1-1A, B & C) are a "U" type frame
made of cast iron with bolt-on frame top covers for easy access to the main and crankpin
bearings. These frames have heavily ribbed cross-members supporting the main bearings,
which ensure precise bearing alignment. Main bearing saddles are precision bored in a
single setup. The main bearing bore alignment is then confirmed after machining and
recorded.
One additional bearing, located at the drive end of the frame, helps support the
additional loads generated by the V-belt drive. Open frame top construction contains (3)
three steel tie rods and individually fitted gray cast iron spacers per pair of compressor
throws. Two of the tie rods are located at the ends of the crank throw bay, one over each
main bearing. The third tie rod is located in the middle of the crank throw bay. An additional
tie rod and spacer is located over the additional drive end bearing. Gasketed covers, on top
of each bay and at the ends of the frame, permit easy access to all the running gear
components.
The crankshaft is made of forged steel and all journals are precision ground to
exacting tolerances. Oil passages are drilled in the crankshaft to deliver oil to the main
bearings and connecting rod crankpin bearings.
One oil seal is installed around the crankshaft where it extends through the frame at
the drive end. This seal is of the lip type and is normally made of neoprene base material.
The seal consists of a split oil slinger ring clamped on the crankshaft along with a lip seal
pressed into the frame end cover around the crankshaft.
1-3.1. Frame Spacer Bars
Frame spacer bars and tie rods are used above each main bearing to provide rigidity
and prevent distortion of the frame. Spacer bar dimensions are stamped on the frame top to
ensure the frame is brought back to original specifications when tie rods are retensioned.
1-3.2. Frame Extensions
The frame extensions or crosshead guides are stud-mounted to the frame and
sealed with an O-ring as shown in Figure 1-2. O-rings are utilized to prevent oil leakage.
Two gasketed solid covers, one per side of both compartments, provide for easy
maintenance of the crosshead, oil slinger and oil scrapper assemblies.
1-3
Figure 1-1A. PETStar 4 Frame & Running Gear

Shoe Thrust
Cap screw
Cap Main
Nut Cap
Bearing
Washer
Frame
Spacer
Tube
Stud
Stud
Stud
Plug
Nut
Nut
14.
10.
11.
12.
13.
1.
2.
3.
4.
5.
6.
7.
8.
9.
Figure 1-1B. PETStar 4 Frame
1-4
1. Frame
2. Crankpin
3. Cover
4. Gasket
5. Cover
6. Gasket
7. Cover
8. Gasket
9. Bolt
10. Gauge oil level
11. Nipple
12. Elbow
13. Filler oil
80441553 Rev. A (PS - 4)
14. Flange
15. Gasket
16. Bolt
17. Plug
18. Cover
19. Gasket
20. Capscrew
21. Pin Roll
22. Setscrew
23. Seal Crankshaft
24. Retainer
25. Screwcap
Figure 1-1C. PETStar 4 Frame

Equipment Description
1-5
1-6
1. Distance piece
2. Stud
3. Nut
4. Plug pipe
5. Cover
6. Gasket
7. Capscrew
8. Foot piece
9. Bolt
Equipment Description
10. Plug pipe

14. Plug
16. O-ring
17. O-ring
Figure 1-2. Frame Extension

80441553 Rev. A (PS - 4)
1-3.3. Frame Oil Sump
The lower part of the frame forms a sump for the lubricating oil. An oil level gauge is
located at the pump end of the frame so the frame oil level can be checked at all times. The
oil is drawn from the sump by either the main shaft-driven oil pump or the auxiliary motor-
driven oil pump, and delivered under pressure through an external cooler, filter, then to the
oil header and each main bearing.
1-3.4. Crankshaft
The crankshaft (Figure 1-3) is a one-piece forged alloy steel bicycle-type crankshaft,
which contains drilled oil passages for pressurized bearing lubrication. A straight-keyed
shaft on the drive end allows for easy attachment of the driven sheave utilizing a tapered
bushing.
1. Crankshaft
2. Ring crankshaft
3. Capscrew
4. Dowel pin
5. Key square
Figure 1-3. Crankshaft
1-3.5. Connecting Rods
The connecting rods (shown in Figure 1-4) are die forged alloy steel with a two piece
construction. The two pieces are held in position by locating bushings and assembled with
two high strength capscrews lockwired together to prevent loosening. The neck of the
1-7
connecting rod incorporates a lightweight rifle-drilled I-beam section to allow pressurized oil
lubrication to the crosshead.
1-connecting rod
2-cap bolts
3-alignment
bushings
4-lockwire
5-bearings
6-pin bushing
Figure 1-4. Connecting Rod, Crankpin Bearings and Pin Bushing
1-3.6. Crossheads
The standard crosshead (shown in Figure 1-5) is made of cast iron and contains two
non-adjustable aluminum shoes, one each on top and bottom of the crosshead. The
crosshead pin is a full floating hardened steel cylindrical type and is secured in place by
snap-rings.
1-crosshead
2-shoes
3-capscrews
4-lockwashers
5-pin
6-cap
7-retainers
TP-5048
Figure 1-5. Standard Crosshead
1-8
1-3.7. Main Bearings
Main bearings consist of top and bottom shells, which fit into machined bores in the
main bearing caps and frame (saddles). The shells are held in place by the caps. The main
bearings are precision types (shimless) that are sized to the correct running clearance and
do not require fitting. A micro-babbitt overlay is utilized for start-up protection and long
operating life.
1-3.8. Connecting Rod & Crosshead Bearings
Crankpin and crosshead pin bearings are full floating. Full floating indicates that the
bearings are free to rotate on the bearing journal and within the connecting rod or main
bearing housings. No adjustments are ever required. Friction is reduced and bearing wear is
evenly distributed around the entire bearing surface, both inside and out.
1-4. FRAME LUBRICATION SYSTEM
All running gear components are pressure lubricated through internal rifle drilled
passages. The complete system is protected by an oil pressure shutdown switch or an oil
pressure transducer, sensing oil pressure at the farthest distance from the pump. On the
four-throw PETStar 4 a spin on type 10 micron full flow oil filter which is non-bypassing
and an oil cooler is supplied as standard. Also a full capacity electric motor driven auxiliary
oil pump for pre-lube is standard.
The oil flow schematic in Figure 1-6 is typical for standard crankshaft-driven
PETStar 4 oil pump systems. A piping schematic of the lubrication system is included with
the drawings prepared for your compressor, located in the DRAWINGS section of the job-
specific Service Manual.
The shaft-driven positive displacement gear oil pump draws oil from the frame sump
through a screen type strainer and into the oil pump housing. The oil passes through the oil
cooler and then through the oil filter and back into the main bearing oil header. Oil then flows
under pressure through drilled passages to the main bearings of the frame. Pressurized oil
lubrication is supplied by the main bearings through the oil holes drilled in the crankshaft. A
rifle-drilled hole through the connecting rod allows oil from the crankpin to flow to the
connecting rod bushing located in the small (eye) end of the rod. The oil then enters the
crosshead pin from where it is distributed to the pin surfaces and the crosshead shoes. After
passing through and lubricating the various parts, the oil drains back to the frame sump and
is continuously recirculated.
Carbon steel, seamless or welded schedule 40 pipe with threaded or non-threaded

unions and stainless steel tubing and fittings are standard. The piping between oil filter and
oil header is stainless steel.
The oil supply system contains a pressure relief valve for cold start protection and
also for oil pressure regulation. Oil is piped from the relief valve back to the frame (see
Figure 1-7).
1-9
Figure 1-6. Typical Lubrication System Schematic
Figure 1-7. Relief Valve and Piping

1-10
1-4.1. Frame Oil Pump
The frame oil pump is a shaft-driven, gear type pump with two rotating gears, directly
driven off the end of the crankshaft (see Figure 1-8). The four-throw PETStar 4 utilizes this
positive displacement gear pump to serve one crankshaft and running gear.
Shaft Main Oil Pump

Cover Oil Pump End
Seal Oil Pump Shaft

Plate Weaer & Stop
Adapter Housing
Cover Lubricator
Sealant Gasket
Bearing Thrust
Ring Eccentric
Hub oil pump

Key square
Key square
Threadseal
Capscrew
Capscrew
Gerorotor
Setscrew
Washer
O-ring
10.
12.
13.
14.
15.
16.
17.
18.
19.
11.
1.
2.
3.
6.
4.
5.
7.
8.
9.
Figure 1-8. Oil Pump
1-11
1-4.2. Auxiliary Motor-Driven Oil Pump
This pump is used as an emergency back-up pump for the main oil pump and as a
prelube pump. Controls are arranged for automatic start/stop operation. The pump is located
on the compressor skid. This type pump normally incorporates a built-in relief valve to
prevent excessive discharge pressure.
1-4.3. Oil Strainer and Filter
A wire screen type strainer is installed at the oil pickup end of the pump suction line.
The screen protects the oil pump by straining out coarse particles as the oil is drawn from
the frame sump into the pump suction. The four-throw PETStar 4 utilizes two oil strainers.
The standard oil filter for the four-throw PETStar 4 is a 10 micron full flow type that
is non-bypassing. The filter is a spin on type where the filter elements have a collapse rating
of 100psi-pressure differential.
1-4.4. Low Oil Pressure Protection
The PETStar 4 compressor is equipped with an automatic safety shutdown

switch/pressure transducer which monitors the oil pressure at the drive end main bearing
and initiates unit shutdown when the oil pressure reaches the setpoint. An oil pressure
gauge is piped to the shutdown switch to indicate the pressure at the switch or it can be
monitored on the control panel.
1-4.5. Frame Breather
The frame breather is mounted on the side of the frame. It vents the non-condensing
oil vapors from the frame interior to atmosphere while returning the condensed oil to the
frame sump. It also serves as an oil filler by removing the breather cap and pouring oil
through the breather tube.
1-5. COMPRESSOR CYLINDERS
Compressor cylinders are designed and constructed to compress air from a lower
(inlet) to a higher (discharge) pressure. Depending on the application, the cylinders can be
made of either cast iron, nodular iron, steel, or forged steel. The standard material of
construction of the cylinder used on the four-throw PETStar 4 is cast iron. Commonly,
cylinders are double-acting; that is, compression takes place at both ends of the cylinder. A
typical compressor cylinder is shown in Figure 1-9.
Cylinders are available as lubricated or non-lubricated, depending on the

requirements of the application. Lubricated cylinders are normally used when the process
will not be harmed by oil contamination while non-lubricated cylinders are used when no oil
contamination of any kind can be tolerated. Water-cooled cylinders are by far the most
common with various methods of heat transfer available as stated next. The standard
cylinders used on the four-throw PETStar 4 are non-lubricated.
1-12
Figure 1-9. Typical Cylinder
1-5.1. Circulated Water Cooling
In this type of system, cooling water is usually taken from a reservoir by a motor-
driven centrifugal pump and passed through various control valves and gauges to a jacket
water cooler. On the downstream side of the cooler are various pressure indicators,
temperature indicators, pressure switches and temperature switches as applicable. The
cooling water is then piped to the cylinder where it enters the cooling water jacket, absorbs
the heat of compression and is discharged back to the reservoir, thus providing continuous
circulation of the coolant.
1-5.2. Water Piping
Sight flow indicators are usually installed in the discharge piping from the cylinder so
that a visual check on the water flow can be made. Pipe plugs are usually installed at the
lowest points in the water piping system so that the compressor and piping can be entirely
drained if the unit is to be exposed to freezing temperatures.
1-13
1-5.3. Compressor Valves
Various types of compressor valves are available to meet process requirements.

Separate compressor valve instructions are provided in the job-specific Installation,
Operation & Maintenance Manual.
1-5.4. Capacity Control
Various types of inlet valve unloaders, port and plug unloaders and clearance pocket
unloaders are available to meet capacity control requirements. Unloader actuators can be
hand-operated or operated with direct-acting (air to load) or reverse-acting (air to unload)
pneumatic actuators. Separate unloader instructions are provided in the job-specific
Instruction, Operation & Maintenance Manual. The standard unloader actuators used on the
four-throw PETStar 4 is reverse-acting (air to unload) type.
1-5.5. Compressor Pistons
The piston can be made of various materials to suit a particular process and with
consideration to weight requirements. Most commonly, aluminum, cast iron or steel are
used. The piston can be one-, two- or three-piece construction. On some special units the
piston may be integral with the piston rod.
1-5.5.1 Piston Rings
Piston rings are installed around pistons to act as a seal between the piston
and cylinder bore to enhance gas movement and pressure build up in a cylinder.
Rings are made of a variety of materials and can be of single- or multiple-piece
construction. Piston rings ride in circumferentially cut grooves in the piston. Gas
pressure working against the back of the ring forces the ring face into contact with
the cylinder wall and against the ring land on the piston, creating a gas tight seal.
1-5.5.2 Rider Rings
Rider rings (when used) support the weight of the piston and provide a
running surface between the piston and cylinder bore. Rider rings are made of
various materials and are typically split-ring construction. The material and design
are determined by operating factors, and whether the cylinder is lubricated or non-
lubricated.
1-5.6. Piston Rods
Standard piston rod material is 4140/4142 alloy steel. Other materials and/or
coatings are available as required. Precision-controlled rolled threads and induction
hardening provide maximum fatigue strength and longer wear lift in heavy-duty service.
1-14
1-5-7. Pressure Packing
The pressure packing (Figure 1-10) is made up of primary components, the packing
case and the packing rings. The number of rings is determined by the pressure, stroke and
speed of the compressor. The packing case consists of Stainless steel, water-cooled cup
Figure 1-10. Typical Water Cooled Pressure Packing
sections and a steel, four-bolt flange. Two steel tie rods, screwed into offset tapped holes in
the end cup, extend through the packing case and are secured at the flange end with stud
nuts. The offset location of the tie rods ensure positive alignment of the cups. The joints
between mating cups are ground and have O-rings that seal the water passages.
The packing rings are the most important part of the packing assembly. They seal
the pressure, take the normal wear and must be serviced. These segmental rings are free to
float in their respective cups and should have the proper side clearance.
Radial-tangent rings (with or without a backup ring) are the standard rings set for the
majority of PETStar 4 compressor applications, because a pressure seal is required in
only one direction. The standard ring material is PTFE. The step-tangent ring, with three
tangent cut segments, is the primary sealing element of this ring set. The segmental radial
ring is doweled to the step-tangent ring to seal the gaps which are provided for wear. The
radial ring must always face maximum pressure.
If used, the backup ring's function is to prevent extrusion of the softer PTFE rings
and are required over 225 PSIG (1551 kPa). The backup ring is radially cut with butted
ends. It is bored a few thousandths larger than the rod diameter. The backup ring material
can be cast iron (standard), babbitt, bronze, or 316 stainless steel; this depends on the
particular application.
The packing case gasket prevents air leakage between the bottom of the packing
box and the first packing cup. The standard packing case gasket material is steel C1010, tin
dipped, non-asbestos E312 millboard filler material.
The standard packing case has one vent cup. When required, water-cooled cups will
be supplied. For ease of piping, the flange has one 1/4-inch NPT water inlet and outlet
connections, provided on the O.D. Water flow requirement is 2 GPM (8 L/min) at 90º F (32º
C) maximum. The pressure drop is approximately 25 PSI (172 kPa). The water must be
filtered to 125 micron and treated to prevent packing cup corrosion.
1-15
1-5.8. Oil Scraper Rings
The oil scraper rings prevent frame oil from migrating along the piston rod and
entering the pressure packing. The oil scraper assembly houses three oil scraper rings,
which prevent frame oil from being carried out of the frame along the piston rod (see Figure
1-11). These rings also reduce the possibility of cylinder gases or cylinder lubricating oil (if
used) entering the frame and possibly contaminating the frame lubricating oil. The oil
scraper assembly is made up of a partition plate, a scraper plate and oil scraper rings. The
oil scraper rings are mounted on the frame side of the partition plate. The oil scraper side of
the partition plate has an oil drain hole located at the bottom of the partition.
The oil scraper rings are bronze or cast iron and are usually double acting with dual
scraping edge rings and drainage slots on both faces. The standard oil scraper rings used
on the four-throw PETStar 4 are cast iron.
In addition, a one-piece oil slinger made of neoprene or aluminum is installed over

the piston rod between the oil scraper assembly and pressure packing as a backup in
preventing crankcase oil from entering the cylinder.
Figure 1-11. Standard Oil Scraper Assembly
1-6. SAFETY VALVES
Safety valves, rupture discs, or other positive protection against excessive pressure
must be placed in the discharge line of each cylinder (or the discharge header if several
cylinders are on the service) with no valves between the cylinder and safety device. Safety
valve piping must be protected against freezing since collection of liquid or sediment could
impede free flow. Refer to one of the Pressure Vessel Codes for suggestions on good
1-16
practice with regard to safety valves. As a standard the four-throw PETStar 4 compressors
are equipped with safety valves.
Always install a safety valve capable of passing the full-

load capacity of the compressor cylinder, or cylinders,
between the cylinder and the first line valve. UNDER NO
CIRCUMSTANCES is a shutoff valve to be installed in any
discharge line before the safety valve. Each safety valve
must be set at a pressure not exceeding the MAWP of the
cylinder or piping.
1-7. INTERCOOLERS AND AFTERCOOLERS
Intercoolers (heat exchangers) are installed between the stages of a compressor to

remove the heat of compression. Removal of the heat reduces the amount of horsepower
required to operate the compressor. Aftercoolers (heat exchangers) are used to remove the
heat of compression after the final discharge before the air enters the process.
The most commonly used intercoolers and aftercoolers are shell and tube type heat
exchangers where the heat of compression is transferred from the gas to a cooling medium
passing through the exchanger. The normal arrangement is to circulate the gas through the
tubes of the cooler and the water (coolant) around the tubes on the shell side.
1-8. PRESSURE VESSELS
PETStar 4 compressors may be fitted with various types of pressure vessels.

These vessels are designed to perform in a specific manner and are classified by function.
Two types of pressure vessels are described as follows:
1-8.1. Pulsation Dampener
These are usually used on the suction and discharge for all stages. Dampeners are
provided to minimize air pulsations and are designed so as not to exceed a given pulse or
pressure drop. A dampener, sometimes referred to as a "terminal vessel", is normally where
the customer makes piping connections to and from the compressor. Drain valves, when
required, help to facilitate periodic draining of any liquid from the pulsation dampener. The
frequency of draining will be governed by the operating conditions of the compressor.
1-8.2. Separators
These vessels are designed to separate liquids from the air by gravity after it has
flowed through an intercooler or aftercooler. Separators may contain an internal mesh pad
or a centrifugal element to help remove entrained liquid. In most cases, air contains some
liquid vapor varying from a small amount up to the point of saturation; that is, the point at
which condensation occurs. After the air is cooled in an intercooler or aftercooler, the
moisture being condensed is separated from the air in the separator and then drops into a
1-17
built-in holding chamber. The chambers may be fitted with manual or automatic drain valves.
The amount of liquids collected varies depending on the process and operating conditions.
1-18
PETSTAR 4
CHAPTER 2
INSTALLATION
Paragraph Page

2-1.1. Receipt of Equipment ................................................................................. 2-2
2-2. FACTORY SHIPMENT PREPARATION .......................................................... 2-2
2-2.1. Non-Lubricated Cylinder ............................................................................. 2-3
2-3. STORAGE IN AS-SHIPPED CONDITION ........................................................ 2-3
2-4. RECOMMENDATIONS FOR EXTENDED STORAGE .................................... 2-4
2-4.1. Non-Lubricated Cylinder ............................................................................. 2-6
2-5. COMPRESSOR SITE PLANNING ................................................................... 2-6
2-6. COMPRESSOR INSTALLATION METHODS .................................................. 2-7
2-7. FOUNDATION SIZE AND DESIGN ................................................................. 2-7
2-7.1. Foundation construction ............................................................................. 2-8
2-8. FOUNDATION PREPARATION FOR COMPRESSOR INSTALLATION.......... 2-11
2-9. EQUIPMENT PREPARATION .......................................................................... 2-12
2-10. FOUNDATION PREPARATION AND EPOXY GROUTING ............................. 2-13
2-11. COMPRESSOR SETTING AND LEVELLING................................................... 2-14
2-12. BUILDING FORMS ........................................................................................... 2-17
2-13. GROUTING STYLES ........................................................................................ 2-17
2-13.1. Full-Bed Grouting ....................................................................................... 2-17
2-13.2. Grouting Preparation .................................................................................. 2-18
2-13.3. Mixing and Pouring of Grout ....................................................................... 2-20
2-13.4. Curing of Grout ........................................................................................... 2-21
2-13.5. Tightening Foundation Bolts ....................................................................... 2-21
2-14. DRIVER INSTALLATION AND ALIGNMENT ................................................... 2-21
2-14.1. V-Belt Drive ................................................................................................ 2-22
2-14.1.1. V-Belt Tensioning ................................................................................. 2-23
2-14.1.2. Compressor/Motor Sheave Removal ................................................... 2-26
2-15. SAFETY VALVES ............................................................................................ 2-27
2-16. INSTALLING CONTROL PANEL & ELECTRICAL WIRING ............................ 2-28
Installation 80441553 Rev. A (PS - 4)
The foundation, installation, and grouting instructions in this chapter are intended for
use with the plans and diagrams that were prepared to suit this particular compressor
installation. Ingersoll-Rand Field Service Representatives are available─and we recom-
mend that they be used─to advise during the installation and start-up of the machine.
Proper installation is important to the successful operation of the unit.
For installation purposes, there are two compressor mounting techniques that are
commonly used. “BLOCK-MOUNTED” units include those compressor installations where
the compressor, driver and accessory equipment are mounted directly on a suitable
foundation. “SKID-MOUNTED” units are normally shipped to the installation site with the
compressor and driver mounted on a steel skid. Controls, accessories and on-skid piping
are completed at the factory and the unit is delivered to the compressor site as a complete
package ready for installation on a suitable foundation.
The instructions in this section cover the installation of both "block-mounted" and
"skid-mounted" compressor units. Where a procedure or installation technique applies to
only one of the mounting methods, it is clearly indicated in the instructions. Use only those
procedures that apply to your particular compressor installation.
2-1.1. Receipt of Equipment
Ensure that all crates and cartons are correct in accordance with the shipping waybill
and that there is no obvious physical or water damage. If there are damaged or missing
items, make proper notation on the waybill, inform the shipping company and notify
Ingersoll-Rand Company.
2-2. FACTORY SHIPMENT PREPARATION
Typically, all PETStar 4 compressors receive a factory run-test, during which time
the frame lubrication system is flushed and the compressor is checked mechanically to
ensure that bearings, seals, oil temperature and pressure are satisfactory. The internal
components are inspected for overheating and scoring. Piston rod runout is also checked.
After completing the factory run test, the compressor is prepared for shipment. The
guidelines for shipment preparation are specified in Table 2-1.
NOTE
Procedures for installing the items removed for shipping or re-

installing after maintenance can be found in CHAPTER 4,
MAINTENANCE. Valve installation and maintenance is
covered separately in the job-specific Installation, Operation &
Maintenance Manual. Do not install these components until
ready to start and operate the compressor.
2-2
80441553 Rev. A (PS - 4) Installation
Table 2-1. Shipment Preparation Guidelines
Compressor Storage Items Removed/Shipped Separately

Air Filter
Compressor Sheave
Short Term Motor, Motor sheave, Belts, Belt Guard
Valves
Overhead Air Piping + Cooler + Separator
Air Filter
Compressor Sheave
Motor, Motor sheave, Belts, Belt Guard
Overhead Air Piping + Cooler + Separator
Piston and Piston Rod (assembled)
Long Term
Valves
Pressure Packing Case
Scraper Cups
Pressure Packing Rings
Oil Scraper Rings
2-2.1. Non-Lubricated (NL) Cylinder
Additional requirements for field installation are as follows:
• Remove desiccant bags from the distance piece, intake and discharge passages.
• Remove desiccant bags from the cylinder bore.
• If applicable remove rust preventative inside the cylinder bore, air passages and
packing cases using an acceptable solvent (if applicable).
• If applicable remove rust preventative from items shipped separately using an

acceptable solvent.
2-3. STORAGE IN AS-SHIPPED CONDITION
The standard shipment preparation is for up to six months, however, storage for up
to twelve months is acceptable if all equipment is stored indoors in a controlled atmosphere.
In either case, it is necessary to protect the unit from the weather, either in a building or by a
tarpaulin or similar covering. All shipped loose components must be stored in a dry enclosed
area immediately upon receipt at the job site.
NOTE
Local environment has such an effect on how well any rust

preventative material or technique will hold up that Ingersoll-
Rand Company cannot realistically accept responsibility for the
storage, as we have no control of the local conditions at the
installation site.
2-3
During storage, periodically remove covers and check inside of the unit for
condensation and for adequate protection of all internal surfaces. This should be done at
least once a month and more often if conditions warrant it.
2-4. RECOMMENDATIONS FOR EXTENDED STORAGE

(Over Six Months)
The following procedure applies to units that are being stored over six months in an
uncontrolled atmosphere and also to those machines that have been installed, but will not
be started for some time. Because of the variations between installation sites, these -
procedures are presented only as general guidelines that should be modified to suit a
particular situation. The following procedure is in addition to the storage instructions
described in the preceding paragraphs. When the compressor is to be stored for an
extended period in "as-shipped" condition, an inspection schedule must be established
whereby the frame interior can be periodically examined and rust preventative coating re-
applied as required. Any rust preventative applied to the parts during this period should
meet Military Specification MIL-C-16173 (latest revision), Grade 2 or 3, such as Valvoline
Tectyl 502C distributed by Ashland Oil or an equivalent.
1. For new installations, the internal surfaces of the frame, frame extensions and the
internal running gear components have been coated with rust preventative at the
factory; this protective coating must be left in place. While installing the compressor
on the foundation, take extreme care to prevent dirt, sand or other contaminants from
entering the frame interior. Any contaminants introduced during installation must be
completely removed. After the machine is installed, it is important that all frame
openings are closed and sealed to prevent contamination of the frame interior.
CAUTION
If the machine has not yet been flushed per CHAPTER 3,
Paragraph 3-4, follow the complete flushing procedure,
substituting the preservative oil for the flushing oil. This
is necessary to prevent dirt and/or debris from being
circulated to the bearings during the preservation
process.
2. Fill the frame sump with enough rust preventative oil (Ashland Mobilarma 524 or
equivalent) to bring the frame oil level to the mark on the oil level gauge window.
The auxiliary oil pump should be used to pump the rust preventative through the
frame lubrication system to thoroughly coat all bearing and running surfaces. This
procedure should be repeated once per week during the storage period to keep the
internal surfaces coated with the rust preventative oil meeting Military Specification
MIL-C-16173 (latest revision), Grade II, Type P2.
3. Manually bar over the crankshaft rotating it while circulating the rust preventative oil
to ensure that all surfaces of the crankshaft and running gear are coated with the rust
preventative oil.
4. All pipe connections must be plugged or fitted with suitable covers.

2-4
5. Reinstall all inspection covers on the unit. It is important that the machine is
adequately closed and protected against the entrance of moisture and dirt. Wipe the
outside of the unit clean and dry. Spray all exposed metal surfaces, including that
portion of the crankshaft between the drive end and frame, with rust preventative.
6. Remove compressor valves from the cylinder and coat them with a suitable rust
preventative oil. Wrap them in desiccant bags and store them indoors. Valves on
"NL" (non-lubricated) units must be properly cleaned and degreased at start-up if the
process cannot tolerate any trace of oil.
7. It is Ingersoll-Rand's standard practice not to use any type of rust preventative oil in
non-lubricated cylinders. These oils, even in trace amounts, tend to contaminate the
process. However, if the process can tolerate traces of oil, we would recommend
that the cylinder bores be coated with rust preventative prior to storage. If the
process cannot tolerate any trace of oil, follow these recommendations:
a. Drain cooling water from the cylinder water jackets (and air intercoolers and
aftercoolers if applicable).
b. Remove the inlet and discharge vessels at the cylinder flanges and place
desiccant bags in both the inlet and discharge passages.
c. As soon as the desiccant bags are installed, close the inlet and discharge
connections on the cylinder with 3/16-inch (4.8 mm) or thicker metal closures
bolted in place with no fewer than four bolts and using full rubber gaskets (an
alternative to rubber gaskets is the use of RTV sealant).
d. Remove the piston rod.
e. Wrap the piston rod with VCI-treated paper, like Nox-Rust Vapor Wrapper or
equivalent. Hold paper in place using a waterproof tape meeting specification
PPP-T-60, Type III or IV.
f. Desiccant bags should be placed in each distance piece compartment as

stated previously and the inspection covers secured.
g. After completing the preceding steps, the cylinder and distance piece
compartment should be water-tight. Securely attach a tag, noting such
measures, to the cylinder to provide adequate notice of the protective
measures taken.
8. Rotate the crankshaft through 1-1/4 revolutions at least per week during storage.
Operate the auxiliary oil pump to ensure that the rust preventative oil is applied to all
internal bearing surfaces. Do not allow the crankshaft to come to rest at the same
position it was in before rotation.
CAUTION
The rust preventative oil is only suitable for about six
months. Ingersoll-Rand cannot ensure that any parts put
in storage over six months will not suffer from damage by
oxidation.
2-5
9. In addition to the recommendations noted, the following inspections should be made

at least once per 6 months:
a. Inspect the internal surfaces of the frame.
b. Inspect the cylinder bores.
c. Inspect the pressure vessels and piping.
d. Inspect cylinder internals by removing the protective covering and desiccant

bags and checking for rust. Carefully repackage parts after inspection.
e. If there is any rust present, remove it and then re-coat the area with a rust
preventative oil meeting Military Specification MIL-C-16173 (latest revision),
Grade 2 or 3.
10. When the compressor is to be readied for operation, completely drain all of the rust
preventative oil and flush the system, as described in CHAPTER 3, OPERATION,
before filling the lubrication system with the oil selected for regular operation.
2-4.1 Non-Lubricated Cylinders
When a non-lubricated compressor is stored or shut down for an extended time

period, the cylinder bores, gas passages, pistons and rods, valves, and packing cases must
be protected against rust. This involves the use of desiccant bags placed within the
compressor and removal of certain parts which are stored separately.
1. Drain cooling water from the cylinder water jackets (and air intercoolers and
aftercoolers if applicable).
2. Place desiccant bags in the cylinder bore, air passages and each distance piece.
3. Remove pressure packing, partition packing and oil scraper rings. Wipe packing
cups and piston rods with an acceptable solvent, and then with fingerprint neutralizer
MIL-R-15074 (100% anhydrous methyl alcohol).
4. Remove the piston and rod and wrap with VCI paper.
5. Tag the compressor with a notice to alert personnel of the protective measures
taken.
2-5. COMPRESSOR SITE PLANNING
Where possible, select a site for the compressor installation where the soil under and
around the foundation will be firm and dry at all times. Inadequate soil conditions require
special compensating measures in designing and constructing the foundation. Before
making a final decision on the compressor site, study the Foundation Plan, installation
drawings and piping diagrams and the paragraphs of this book covering these subjects.
2-6
2-6. COMPRESSOR INSTALLATION METHODS
There are two typical methods used to install Ingersoll-Rand reciprocating

compressor equipment. These include block mounting and skid mounting. By reviewing the
general description of each method and comparing them with the General Arrangement and
Foundation Arrangement Drawings in the job-specific Installation, Operation & Maintenance
Manual the procedures used to properly carry out the installation process will be better
understood.
Block Mounting – The compressor frame has leveling screws attached. It is raised and
leveled on the foundation using these screws. Leveling and alignment checks must be
made to ensure the compressor is properly leveled. When the leveling operation is
completed, the frame should be equally supported by all of the leveling screws. Then the
compressor is grouted, mounting it directly to the foundation (block).
Skid Mounting – The compressor is mounted on a fabricated skid. The frame and cylinders
were leveled and aligned at the factory with respect to a level skid. Therefore the
compressor leveling is based on leveling the skid. Level and alignment checks must be
made to ensure the skid is properly leveled. When the leveling operation is completed, the
skid should be equally supported by all of the leveling screws. The skid is then grouted,
which mounts the skid to the foundation.
2-7. FOUNDATION SIZE AND DESIGN
Foundation requirements will vary from one installation site to another depending
upon the soil conditions, the forces to be absorbed, and in some cases, the climate. A
competent foundation engineer should be contracted to design the foundation. Ingersoll-
Rand cannot accept responsibility for the foundation design or construction. Ingersoll-Rand
will provide the essential machine data required for the foundation design. Ingersoll-Rand
offers the following suggestions for the design of compressor foundations.
Where freezing temperatures occur, the foundation must be carried well below the
frost line. If it is necessary to make the foundation deeper than shown on the plans, the
area of the base should be increased. Likewise, when it is necessary to set the machine
higher above the floor level than shown on the General Arrangement Drawing, or where the
soil is not tamped back around the sides of the foundation, the area of the foundation base
must be increased to compensate.
Foundations for reciprocating machines are different from the foundations for
buildings, because both static and dynamic loads are involved. Because of the dynamic
nature of the load and the elasticity of the soil, the rules and figures used in designing
building footings cannot be used for compressor foundations. Consequently, much lower
soil bearing pressures should be used than permitted by municipal ordinances, usually one-
quarter to one-third the value. Low soil bearing pressures keep the natural frequency of the
foundation high, prevent resonance and also reduce the possibility of transmitted vibration.
If these factors are overlooked when designing the foundation, it is possible to arrive at a
combination of mass and elasticity which will have a natural frequency near or within the
operating frequency range of the compressor and excessive foundation movement will
result.
2-7
Cylinder size and consequently the weight of the reciprocating parts is usually
dictated by the specified operating requirements and compressor characteristics. It is often
impractical if not impossible to completely balance the inertial forces involved. Conse-
quently, in addition to providing a firm and uniform support for the compressor frame or skid,
the foundation must be designed to absorb unbalanced forces and moments to minimize
any vibration tendency. The foundation size and design shown on the plans supplied with
this machine are suitable for use on firm, dry soil backed by bedrock. If the soil is less firm,
modifications will be necessary to arrive at a design suitable for the actual site conditions.
When several units are installed, they should either be placed on a common
foundation or, if separate foundation blocks are desired, they should be joined by a mat of
adequate thickness. The mat thickness will vary from 18 inches (460 mm) minimum to 36
inches (920 mm) or more, depending on the ground characteristics, the size of the machine
and the spacing between the machines. It is also preferable to arrange the units with the
crankshafts parallel (not in line).
Unless the nature of the ground is well known from previous experience, it is
advisable to dig several test pits at the proposed site so that any necessary changes may be
made in design before actual construction of the foundation is started. Frequently, it is
possible to observe neighboring installations on similar soil. Such observations are valuable
as a guide in deciding upon necessary modifications.
2-7.1. Foundation Construction
Build the forms for pouring the foundation so that the top of the foundation will be at
the proper height to allow for laitance removal and grout placement under the compressor
frame or skid; the recommended nominal grout thickness is shown on the Foundation Plan.
Be sure that the forms provide for any pockets or depressions in the foundation that are
shown on the plan.
NOTE
The controlling factor for foundation top height is the position

of the crankshaft centerline as shown on the General
Arrangement drawing.
Foundations for compressors require adequate steel reinforcement. Cracks which

would cause little or no concern in ordinary concrete construction are serious in foundations
of this type, because they are subject to dynamic stresses which can cause the crack to
grow. It is a good practice to use deformed steel reinforcing bars spaced on 8 to 12 inch
(203 to 305 mm) centers, extending both vertically and horizontally.
A good concrete mixture for compressor foundations should have a minimum

compressive strength of 3000 PSI (21 MPa) after 28 days. The recommendations of the
concrete manufacturer should be followed during all phases of mixing, pouring and curing.
There are two types of foundation bolts typically used. (See Figure 2-1)
• Type 1 foundation bolts (Jake Bolts) must be pre-stressed to 30,000 psi (207 MPa) with
a minimum yield strength of the foundation bolt material of 80,000 psi (552 MPa).
2-8
• Type 2 foundation bolts (J-Bolts) must be pre-stressed to 20,000 psi (138 MPa) with a
minimum yield strength of the foundation bolt material of 55,000 psi (379 MPa).
Minimum Minimum
Yield Yield
Strength of Strength of
Foundation Foundation
Bolt Material Bolt Material
80,000 psi 55,000 psi
(552 MPa) (379 MPa)
Jake Bolt J-Bolt
Figure 2-1. Bolt Types
The foundation bolts must be located according to the plans supplied for the
individual compressor. To hold the bolts accurately in position while the foundation is being
poured, a skeleton wood template should be made (see Figure 2-2). Suspend the bolts
through the holes in the template; use blocks on top of the template boards so that the tops
of the bolts will be the required distance above the surface of the foundation; refer to the
Foundation and General Arrangement drawings for dimensions.
CAUTION
It is important that the bolts extend through the
compressor frame or skid so that there is enough thread
exposed to accommodate the full thickness of the nut
plus 1 to 4 threads. After the grout has cured, the foun-
dation bolts should be tightened to 20,000 psi (138 MPa)
for a J-Bolt and 30,000 psi (207 Mpa) for a Jake Bolt, pre-
stress to ensure that each bolt remains in tension (does
not come loose) after initial embedment and relaxation.
The bolts must be encased in sleeves/pipes, either steel or plastic, so that some
sideways movement of the bolt is possible after the foundation has cured, for any slight
offset between the bolts and the holes in the compressor base. Wire the bolt sleeves/pipes
to the template to keep them from sliding down on the bolts; the tops of these sleeves/pipes
should be flush with the surface of the foundation grout line. Anticipate the removal of 1/2
inch (13 mm) or until full size aggregate is showing. Seal both ends of the sleeves/pipes
around the bolts to keep out concrete while pouring, and to keep foreign material out of the
sleeves/pipes after the foundation has set. The seal must be removed from the
sleeves/pipes before the compressor is installed on the foundation. The sleeves/pipes are
left in the foundation and are not removed.
2-9
Figure 2-2. Typical Arrangement for Locating and Installing Foundation Bolts
NOTE
The installation of the foundation bolts and sleeves/pipes is

critical; refer to the Foundation Plan for the length and
diameter of the bolts and sleeves/pipes. Special attention
must be paid to the bolt free length. The greater the free
length, the more stretch length the bolt will have, which will
reduce the chance of fatigue failure.
1. Wax, or wrap with polyethylene plastic, the threaded section of the foundation bolt to
prevent cement adhesion.
2-10
NOTE
Any shifting of the template or bolts during construction of the

foundation can result in serious difficulty when setting and
leveling the compressor and installing piping.
2. Set the template, with foundation bolts and sleeves suspended, in the exact position
to be occupied by the compressor, allowing space for the grout as shown on the
General Arrangement drawing. Fasten the template securely in place. Wire, but do
not weld, each bolt to a reinforcing bar to prevent the bolt from floating when the
concrete is poured.
3. After a final check on the location and height of all foundation bolts, the concrete can
be poured up to the bottom of the template. After pouring the foundation, cover it
with burlap and wet it down twice a day to prevent it from curing too rapidly. Wetting
the foundation and covering it with plastic is also an effective means to control
curing. Allow three or four days to elapse before removing the forms and at least
twenty-one days between pouring the foundation and starting the compressor
(unless a quick curing cement has been used). If low temperatures are likely to be
encountered before the foundation has thoroughly set, take precautions to prevent it
from freezing.
CAUTION
Ensure that the foundation bolt sleeves/pipes are free of
water to prevent cracking of the foundation caused by
expansion of the water if it freezes within the
sleeves/pipes.
2-8. FOUNDATION PREPARATION FOR COMPRESSOR INSTALLATION
CAUTION
Providing a suitable foundation for the compressor is the
customer’s responsibility. Ingersoll-Rand recommends
that the customer consult a reputable expert in both soil
loadings and foundation design to ensure an adequate
foundation will be constructed. An inadequate foundation
that either cracks or distorts will in turn cause frame
misalignment, failed main bearings and possible
crankshaft damage.
The foundation serves two primary purposes: (1) absorb the compressor unbalanced
forces and moments and distribute them into the soil; and (2) maintain the alignment of the
compressor. Without a good foundation, the main bearing alignment will not be maintained
and problems will occur.
● Make sure the foundation bolt dimensions match the frame bolt holes. A Foundation
Arrangement drawing is supplied for each installation that shows the exact location
2-11
and heights of all foundation bolts, together with the necessary pits or openings
required.
● Chip the foundation to rough aggregate. Make sure all laitance (weak cement) has
been removed and the foundation top is rough, clean, and dry. Thoroughly clean the
foundation and bolt sleeves after chipping.
● Make sure the foundation bolts are free of burrs and are clean. Seal the top of the
foundation bolt sleeves to prevent entry of grout; the bolts must be free to move to
obtain the proper stretch length.
2-9. EQUIPMENT PREPARATION
1. Any surface that will come in contact with the grout must be absolutely clean and
free of dirt, rust, scale, grease, or oil residue to ensure good bonding with the grout.
Clean all compressor grouting surfaces to "white metal" with a sand blaster, rotary
wire brush or disc sander. This includes cleaning 1 inch (25 mm) up the sides of the
compressor base or mounting rails, as these surfaces will be submerged in grout.
2. After cleaning, wipe all grouting surfaces with a safety solvent that is compatible with
the grout being used and/or as supplied or recommended by the grout manufacturer.
DO NOT use a residue-leaving solvent, such as Varsol®, which may affect the
bonding of the grout to the compressor or skid. Grout primer should be used ONLY
when the time between cleaning and grouting is expected to permit excessive rusting
or contamination, or when recommended by the grout manufacturer.
Figure 2-3. Frame Leveling Plates and Setscrews
3. Make sure the compressor leveling screws are free of all scale, rust, dirt, and debris.
If necessary, use a thread chaser to clean the threads.
2-12
4. Apply a heavy coat of paste wax to the compressor leveling screws so that the
screws will back out after the grout has cured.
5. If not supplied, fabricate 1/2-inch (13 mm) thick by 3-inch (76 mm) diameter steel
leveling plates to be placed on the foundation under each leveling screw as shown in
Figure 2-3. (The leveling plates prevent the screws from digging into the foundation.)
Use epoxy grout or putty to bond the plates to the foundation.
2-10. FOUNDATION PREPARATION AND EPOXY GROUTING
NOTE
The final selection of grout material, method of application,

and compliance with the grout manufacturer's instructions is
the sole responsibility of the customer and/or his contractor.
Thoroughly discuss the problems of grout expansion and its
effect on the concrete foundation and compressor frame with
the grout supplier.
1. Chip away at least 1/2 inch (13 mm) (or until full size aggregate is exposed) of all
foundation surface areas that will come into contact with the grout. Chipping is to
ensure all laitance is removed. (Laitance is a very weak and poor bonding surface
for the grout.)
2. Thoroughly clean the foundation by air blowing or vacuuming, removing all laitance
loosened during the chipping operation. DO NOT use water because epoxy grout
will not adhere to moisture. Remove the sealing material installed in the sleeves
around the foundation bolts. Clean the sleeves to remove any dirt, waste or
moisture. Reseal the top of each steel sleeve with a pliable material that can be
fitted into the sleeve top. This material must be non-reactive to the grout and strong
enough to prevent grout seepage into the foundation bolt sleeves.
3. The concrete foundation surface that will not be grouted should be sealed to protect
it against oil and water leakage, or spillage; it will be much easier to do this before
placing the unit on the foundation. An effective seal can be made by painting a thin
coat of the epoxy grout mixture, without the aggregate, or by applying a coat of
epoxy paint over the surface of the foundation.
4. In order for the grout to properly bond to the surfaces of the frame/skid, distance
piece and cylinder supports, it is important that all metal be clean and free of all oil,
paint and rust. To get the best possible adhesion, we recommend sandblasting
these surfaces to WHITE METAL immediately preceding the grout application. Wire
brushing has also been used to clean these surfaces, but is inferior to sandblasting
and may result in later problems due to lack of adhesion between the skid or frame
and the grout. Do not coat the metal surfaces with oil, grease, wax, or any type of
preservative. To do so will defeat the purpose of sandblasting. Note: Epoxy grout
primer that has been used to protect, preserve and prepare metal surfaces that has
cured for longer than 72 hours must be abraded prior to grouting to establish a
proper surface finish for mechanical bonding between the cured grout primer and
fresh epoxy grout.
2-13
NOTE
If block mounted, make sure the frame is cleaned by

sandblasting about 1/2 to 3/4 inch (13 to 19 mm) up its side
(the distance piece and cylinder supports should also be
sandblasted). The grout must adhere to the sides of the com-
pressor frame and later be sealed with silicone caulk to
prevent oil from seeping under the frame and hydraulically
fracturing the concrete.
5. After sandblasting, remove all traces of sand and scale by air blowing or vacuuming
and thoroughly clean the metal surfaces with a solvent compatible with the grout
being used and as supplied or recommended by the grout manufacturer.
6. Check that the leveling screw threads in the frame or skid are free of all scale, rust
and dirt. Running a thread chaser through these holes is an excellent way to clean
them. Threads of the leveling screws must be protected with wax at this time to
prevent grout from adhering to the screws that will prevent their removal once the
grout has set.
2.11 COMPRESSOR SETTING & LEVELING
Read the grouting instructions in Grouting Styles section of this Chapter before
setting the compressor. The following procedure describes the setting and leveling of the
typical block-mounted or skid-mounted compressor. Prior to lifting the compressor onto the
foundation, measure the distance between foundation bolts and compare these
measurements against the distance between the bolt holes in the frame or skid to be
absolutely sure the foundation bolts will align with and enter into the compressor frame base
or skid bolt holes.
1. The compressor frame is drilled and tapped near each corner of the base flange. On
block-mounted units, jackscrews are threaded into these holes which are used to
level the frame and set the frame elevation during installation. A steel leveling plate
should be placed under each leveling screw to prevent the setscrews from digging
into the foundation. Make round leveling plates from 1/2-inch (13 mm) thick steel
plate or equal; the plates should be approximately three inches (77 mm) in diameter.
Note: Steel Wedges are used to level and align frames that are not drilled and tapped
for jackscrew leveling.
NOTE
Skid-mounted units are also leveled by means of setscrews

which are threaded through the 3/4─10 tapped holes provided in
the skid base flange. Place a steel leveling plate under each
setscrew.
2. When applicable, attach the mounting rails and machined chocks to the bottom of
the compressor frame with capscrews (provided). Refer to the General Arrangement
and/or Rail/Soleplate drawing for the arrangement and placement of the rails and
2-14
chocks. After the rails and chocks are securely fastened, check around all of the
chocks with a 0.0015 inch (0.04 mm) feeler to be sure they are seated against the
rail and frame. If clearance is found, locate and correct the cause before setting the
compressor.
3. Install the leveling setscrews until they project about 1-1/2 inches (38 mm) below the
compressor base/skid or mounting rails. If necessary, recoat the leveling setscrews
with heavy paste wax. (See Figure 2-4)
4. Lift the compressor/skid and position it over the foundation. Some units may be
equipped with a lifting beam or lifting eyes to facilitate installation (See Lifting and
Shipping Drawing). Line up the foundation bolts and bolt holes, then lower the
compressor/skid onto the foundation until it is supported by the leveling screws.
Make sure each leveling setscrew is resting on a steel leveling plate.
Figure 2-4. Frame Leveling Plates and Setscrews
5. If the compressor cylinders are already installed, bolt up the cylinder supports but do
not tighten at this time. Adjust the leveling setscrews (or shims) to support the
weight of the cylinders. If the compressor cylinders are not installed (shipped
separately from the frame), proceed with leveling and grouting of the frame, then
install and align the cylinders as outlined later in this Chapter.
6. Place machinist levels (8-inch Starrett® 98) on the lower crosshead guides in the
distance pieces and the drive end of the crankshaft for checking longitudinal and
transverse leveling as shown in Figure 2-5. Use the leveling setscrews in the
compressor base/skid to level the unit. Adjust the leveling setscrews to bring the
compressor/skid to its proper elevation as specified on the job-specific General
Arrangement drawing. The compressor must be level within 1/2 to 1 graduation as
indicated on the Starrett® 98. (The 8-inch Starrett® 98 has 1/10 inch graduations;
bubble movement of one graduation equals 0.005 inch per foot.)
7. The distance piece support is leveled with wedges on block-mounted units. Prepare
enough steel wedges to allow one placed near each foundations bolt. The wedges
must be thick enough to allow the required grouting space; wax the wedges prior to
installation to facilitate removal. Refer to the certified Foundation Plan for grout
space requirements on a particular machine.
2-15
Four Throw PETSTAR 4
Figure 2-5. Frame Leveling Surfaces
8. On skid-mounted units, the compressor frame and cylinders were leveled and
aligned at the factory with respect to a level skid. This condition should be restored
during installation. Additional level and alignment checks may be required to ensure
the skid is properly leveled. In its final position, the skid should be equally supported
by all of the leveling setscrews.
NOTE
In its final position, the weight of the compressor should be

evenly distributed on the leveling setscrews and/or wedges.
9. When the unit is level, place washers and nuts on the foundation bolts and snug
them evenly against the frame base flange (or skid base) to hold the final position.
Do Not torque the foundation bolts until after grouting and a suitable curing period.
At the same time, check with the level to make certain the machine does not shift.
Do not attempt to level the unit by tightening the foundation bolt nuts as this can
distort the frame (or skid). Refer to the instructions given later in this Chapter for
proper tightening of foundation bolts.
10. Recheck the equipment to be sure it is properly aligned and leveled. With the unit
properly aligned, and with the foundation bolt nuts snugged down only enough to
hold the unit in position, grout in the machine as described in the procedure outlined
in the Grouting Styles section of this Chapter.
11. Allow the frame to rest in its leveled position for 24 hours before checking the
alignment. If necessary, build an overhead covering to help protect the frame and
foundation from the weather, and to prevent distortion due to uneven heating from
2-16
the sunlight or an artificial heating source. Warming of the foundation and

compressor frame to the temperature specified by the grout manufacturer's applica-
tion chart may take from several days to weeks, depending on the ambient
temperature.
2.12 BUILDING FORMS
Forming or other leakproof containment is required for grouting. If forms are not of
adequate strength and liquid tight, the grout will leak out and leave voids. All chamfer edges
required in the grout should be incorporated into the forms. Wax, seal, or mask the inside of
the forms to facilitate removal. Forming, or sealing off the grout is best accomplished by
arranging wood forms around the perimeter of the frame/skid and foam plastic or sponge
rubber strips underneath the frame in the required positions. DO NOT USE STYROFOAM
as epoxy grout reacts with and will dissolve styrofoam. The compressor is then lowered onto
these strips to its correct elevation, crushing the foam plastic or sponge rubber to seal off
the area to be grouted. The free height of the foam plastic or sponge rubber should be
sufficient to allow approximately 1/4 inch (6 mm) crush per inch (25mm) of height when the
compressor is at its final elevation.
2-13. GROUTING STYLES
2-13.1. Full-Bed Grouting
With full-bed grouting, the compressor base (or skid) rests directly on the grout as
shown in Figure 2-6. The grout is carried up the sides of the frame approximately 1/2 to 3/4
inches (13 to 19 mm). This is done for three reasons: (1) the grout will serve as a key to
resist any horizontal movement of the compressor during operation; (2) the grout aggregate
will not settle below the base of the compressor; and (3) to take advantage of the grout's
bonding characteristics to make a tight oil and water seal at the edge of the frame. Full-bed
grouting also helps seal the compressor frame to prevent corrosion. Place a fire hose or
non-reactive plastic foam (as recommended by the grout manufacturer) along both sides of
the area to be blanked off. When using the hose, tape it with plastic tape and then wax it
with a heavy paste-type wax. Fill the hose with water, bleed off any trapped air and then
pressurize the hose to 5 PSIG (34 kPa) or (12 feet of head pressure) maximum. Over-
pressurizing the hose can move the frame and affect alignment. After the grout has cured,
collapse and remove the hose. When using plastic foam, it must be placed before the frame
is lowered onto the foundation. A bead of caulking compound can be placed along the top
and bottom of the plastic foam to ensure a tight seal between the frame and the foundation.
The plastic foam is left in place.
2-17
Figure 2-6. Full-Bed Grouting
2-13.2. GROUTING PREPARATION
After the frame alignment has been confirmed, the compressor can be grouted in
place. A premium, non-shrink, hi-temp, thermosetting, epoxy-based grout with a minimum
compressive strength of 10,000 psi (69 MPa) is recommended. The grout must also have
the ability to bond itself to metals. CEMENT-BASED GROUT MUST NOT BE USED.
Consult a reputable grout manufacturer for limits on pour area and depth. Refer to the
General Arrangement drawing for grouting dimensions.
1. Heavily wax all grouting forms (Figure 2-7), using a colored floor wax (this will allow
you to see if all areas are well covered) and seal them with putty or a similar material
before the grout is poured. Where the compressor frame is in direct contact with the
grout, the grout should be 1/2 to 3/4 inch (13 to 19 mm) above the bottom of the
base flange. There are three important reasons for doing this. First, to serve as a
key to resist any horizontal movement of the unit during operation. Second, to
assure that the aggregate will not settle below the base of the machine. Third, to
take advantage of its bonding characteristics to make an oil and water tight seal at
the edge of the frame or soleplates. Wax or mask off the compressor frame above
the grout finish line to prevent splatter and spillage from sticking to the frame.
2-18
WARNING
Because of the chemical nature of the grout hardener,
rubber gloves and goggles must be worn by those
handling or preparing the epoxy grout. Wash off any
spills on skin or clothing immediately. Also, because the
epoxy mix and solvents are volatile, place "NO SMOKING"
signs in the mixing and grouting area. Strictly enforce
this restriction. Avoid excessive breathing of vapors.
Before using an epoxy grout, thoroughly review and
adhere to all safety precautions specified by the grout
manufacturer.
Figure 2-7. Forming a Compressor Frame for Epoxy Grout
2. The working life and curing time of epoxy grout is affected by the ambient tempera-
ture. Shield the foundation and compressor from direct sun light for 24 hours prior to,
and 48 hours after, pouring the grout. In cold weather, supply auxiliary heat to
elevate and maintain a consistent foundation and compressor temperature as
required by the grout manufacturer's temperature application chart. If necessary,
build an overhead covering to help protect the frame and foundation from the
weather, and to prevent distortion due to uneven heating from the sunlight or an
artificial heating source. When applying heat, use only convection heat to prevent
excessive warming of any one area; never use direct radiant heat. Warming of the
foundation and compressor frame to the temperature specified by the grout
manufacturer's application chart may take from several days to weeks, depending on
the ambient temperature.
2-19
WARNING
All precautionary measures specified by the Occupational
Safety and Health Act of 1970 (OSHA) must be complied
with when storing, handling or using solvents.
3. To ensure proper bonding of the grout to the compressor frame (or skid surfaces),
clean these surfaces by sandblasting (as stated earlier) or wire brushing. After
sandblasting or wire brushing, apply solvent provided by the grout manufacturer. For
best results, complete the surface preparation just before grouting.
CAUTION
Grout must be "flowed" into place, otherwise voids will
result causing a reduction in the "keying" (adhesion)
ability of the grout.
4. After the grout has thoroughly set per the manufacturer's instructions, back out the
leveling screws, or remove wedges as applicable.
5. Torque the foundation bolt nuts to the value specified by selecting the proper bolt
size and pre-stress for Type 1 Jake Bolts or Type 2 J-Bolts, then check appropriate
standard torque table in CHAPTER 5, GENERAL DATA.
7. Recheck all leveling points to be sure that the compressor was not disturbed during
the grouting process.
2.13.3. Mixing and Pouring of Grout
Prior to grouting, all materials and equipment should be readily available such as:
• Low speed mixer or other container for mixing grout (Low speed mixing reduces
air entrapment)
• Containers for transferring and pouring of grout
• Caulking gun to seal any joints leaking grout
• Metal spouts or funnels to facilitate pouring of grout
• Protective gloves, clothing, goggles, air mask, etc.
• Cleaning solvent for cleaning equipment, tools and wiping up spilled grout
Grout material temperature, both epoxy and aggregate, must be maintained between
50º F and 90º F prior to mixing. Grout should be mixed according to the procedures
recommended by the grout manufacturer. Carefully read all mixing information on the
packages and any technical bulletins provided. If in doubt about the mixing procedures, call
the manufacturer.
Pour grout from one end of the compressor and work toward the other end in an
orderly fashion. Use wheelbarrows or buckets to transport grout to the placement area.
Placement should be rapid and continuous so as to avoid cold joints and voids under the
equipment. The grout should flow into place. Continue to fill with grout until it reaches the
2-20
top edge of the form. At this level, the grout should be 1/2 to 3/4 inches (13 to 19 mm) up
the sides of the compressor frame if full-bed grouting is used.
Epoxy grout cannot be trimmed after it has set. After initial hardening, a smooth
finish can be achieved by troweling with a steel trowel wetted with solvent. Bubbles can be
broken by LIGHTLY spraying with solvent or soapy water. All further finishing will require
grinding after cure period is complete.
2.13.4. Curing of Grout
Grout should be cured in accordance with the grout manufacturer's specifications

and recommendations. Read and follow directions printed on packages and technical
bulletins. The temperature of the frame/skid and foundation block or mat should be
maintained between 50º and 90º F (10º and 32º C) during grouting and for a minimum of 24
hours thereafter. Recheck all leveling points to be sure that the frame alignment was not
disturbed during the grouting period. If the unit is out of alignment, it will have to be re-
grouted.
2.13.5. Tightening Foundation Bolts
After the grout is cured, back out or remove the leveling screws. Place a dial
indicator near each foundation bolt so that it will read the flange deflection when the
foundation bolts are tightened. Tighten the foundation bolts to the proper torque by
selecting the proper bolt type (as indicated in Figure 2-1), size and pre-stress. Then select
the torque values from the appropriate Standard Torque Table in CHAPTER 5, GENERAL
DATA. If a deflection of 0.0015 (0.04 mm) or greater is indicated, there may be a pocket or
void under the frame, or defective grout material was used.
2-14. DRIVER INSTALLATION AND ALIGNMENT
There are three compressor drive arrangements possible. The standard drive
arrangement used on the PETStar 4 compressor is induction and V-belt. The following
information applies generally to the installation of this drive arrangement. Refer to the
instructions supplied by the manufacturers of the particular drive components for specific
information on installation and alignment.
NOTE
The driver is installed and aligned with the compressor by the

packager on skid-mounted units. However, it is a good
practice to recheck the alignment of the drive arrangement
before starting the machine for the first time.
2-21
2-14.1. V-Belt Drive
An adjustable base, or set of slide rails, must be provided under the motor to permit
adjusting the motor position for proper V-belt tensioning. The base must be leveled and
then grouted to the foundation or mounted on the skid so that the compressor and motor
sheaves are aligned and their shafts parallel. It is also important that the motor base be
correctly located with respect to the distance between the compressor and motor shaft
sheaves to provide adequate motor movement on the base for belt takeup. Motor location
with respect to the base must allow sufficient movement so that (1) the motor can be slid
toward the compressor to facilitate belt installation and (2) then be repositioned away from
the compressor to tension the drive belts. Refer to the Foundation Plan to determine motor
base location.
Adjustment screws are normally provided in the motor base to facilitate repositioning
the motor for drive belt adjustment. Take necessary measures to ensure that the grouting of
the base or mounting on the skid does not interfere with the free movement of these
adjustment screws. The grout under both the compressor frame and motor base must be
cured, and the foundation bolts securely tightened before installing and tensioning the drive
belts.
The compressor sheave is mated to a tapered sheave bushing as shown in Figure 2-

8 to secure the compressor sheave to the crankshaft. In most cases the compressor
sheave and sheave bushing are removed from the compressor for shipment to the
compressor site. They must be installed on the crankshaft as described in the following
instructions.
Figure 2-8. Compressor/Motor Sheave and Sheave Bushing
1. Thoroughly clean and inspect the crankshaft, compressor sheave bore and sheave
bushing. Any paint, dirt, oil, or grease MUST be removed. Carefully remove nicks,
burrs or other surface irregularities with a mill file or fine hone.
2. Place the sheave bushing and key onto the crankshaft, then position them for correct
axial alignment with the drive motor sheave. The face of the sheave bushing should
be flush with the end of the crankshaft (unless otherwise indicated on the General
2-22
Arrangement). If it is difficult to slide the sheave bushing onto the shaft, wedge a
screwdriver blade into the saw cut to relieve the fit.
3. Attach the compressor sheave to an overhead hoist, then place the sheave over the
sheave bushing and onto the crankshaft. Align the drilled holes in the compressor
sheave with the threaded holes in the sheave bushing.
4. Install the capscrews through the compressor sheave into the sheave bushing flange
and hand-tighten them. DO NOT lubricate the capscrews. Make sure a lockwasher
is placed under each capscrew head.
5. With the drive properly aligned, tighten all capscrews evenly and progressively in
rotation to the torque value listed in Table 2-2.
Table 2-2. Sheave Bushing Tightening Information

Bushing Size Size & Thread of Capscrew Torque, ft-lbs (N·m)
QT 1/4 x 1 9 (12)
JA No. 10–24 5 (7)
SH-SDS-SD 1/4–20 9 (12)
SK 5/16–18 15 (20)
SF 3/8–16 30 (41)
E 1/2–13 60 (81)
F 9/16–12 110 (149)
J 5/8–11 135 (183)
M 3/4–10 225 (305)
N 7/8–9 300 (407)
P 1–8 450 (610)
W 1-1/7–7 600 (814)
S 1-1/4–7 750 (1017)
CAUTION
The tightening force on the capscrews is multiplied many
times by the wedging action of the tapered sheave
bushing. If extreme tightening force is applied, or if a
lubricant is used, bursting pressures will be created in the
sheave hub.
6. Recheck the drive alignment. If the sheave bushing has setscrews over the key,
tighten them.
7. Install the motor sheave and motor sheave bushing in a similar manner.
2-14.1.1. V-Belt Tensioning
This method is recommended for V-band drives where larger deflecting forces make
the use of force deflection method impractical.
2-23
Elongation is related to the tension causing it; thus, tape measured V-band lengths,
both slack and tight, can be used to obtain proper V-band tension.
1. Decrease the center distance until the V-band(s) can be easily slipped into the
sheave grooves. Forcing the belts on can damage the load-carrying cords and cause
premature belt failure.
2. With the V-band(s) still on the drive at NO tension, measure the outside
circumference (slack O.C.) of the bands.
NOTE
If retensioning a used drive, decrease the center distance until

there is no tension on the band(s), then measure the outside
circumference (slack O.C.) of the band(s).
3. Determine the required Static Tension (Ts) per individual rib strand using the
following formula.
Ts = (K x DHP) / (N x S) + MS2/2
4. Find a range of recommended tensions.

Lower Tension = Ts
Upper Tension = 1.5 times Ts
5. Calculate minimum and maximum elongated band lengths for use in tensioning the
drive.
a. From Table 2-6, find length multipliers corresponding to the lower and upper
Ts values calculated per point 4 above.
b. Multiply the slack O.C. found in point 2 by the length multipliers to find the
minimum and maximum elongated band lenghts.
6. Increase the driver center distance until a tape measurement of the band(s) O.C. is
between the two values calculated for elongated band length mentioned in point 5b.
7. Retension as required. New V-bands may lose tension rapidly during the run-in
period and will probably require retensioning. V-bands that have been on a drive for
some time may also require retensioning due to tension decay from normal use and
wear.
Table 2-3. Explanation of Symbols

Symbol Description
K Value depending on D-d/C, Table 2-5

DHP Design Horsepower based upon the
recommended application service factor
N Number of belts or V-band ribs
S Belt Speed, FPM/1000
M Centrifugal constant, Table 2-4
Y Belt Constant, Table 2-4
Ac Arc of contact – smaller sheave degrees
2-24
Table 2-4. Belt Constant M And Y

Factors Narrow
3V 5V 8V
M 0.46 1.23 3.28
Single Belts
M 0.51 1.32 3.80
V-Band
Y 4.0 12.00 22.00
Table 2-5. K Factors and Arc of Contact

D-d/C Arc Factor D-d/C Arc Factor
Contact Contact
Degree Degree
Ac K Ac K
0.000 180 1.000 24.750 0.725 137 0.884 30.142
0.025 179 0.997 24.883 0.750 136 0.879 30.411
0.050 177 0.994 25.019 0.775 134 0.874 30.688
0.075 176 0.990 25.158 0.800 133 0.869 30.975
0.100 174 0.987 25.300 0.825 131 0.864 31.270
0.125 173 0.983 25.444 0.850 130 0.858 31.576
0.150 171 0.980 25.591 0.875 128 0.852 31.892
0.175 170 0.977 25.742 0.900 127 0.847 32.219
0.200 169 0.973 25.896 0.925 125 0.841 32.558
0.225 167 0.969 26.053 0.950 123 0.835 32.909
0.250 166 0.966 26.213 0.975 122 0.829 33.273
0.275 164 0.962 26.377 1.000 120 0.823 33.652
0.300 163 0.958 26.545 1.025 118 0.816 34.045
0.325 161 0.954 26.717 1.050 117 0.810 34.454
0.350 160 0.951 26.892 1.075 115 0.803 34.879
0.375 158 0.947 27.072 1.100 113 0.796 35.323
0.400 157 0.943 27.257 1.125 112 0.789 35.786
0.425 155 0.939 27.445 1.150 110 0.782 36.270
0.450 154 0.935 27.639 1.175 108 0.774 36.777
0.475 153 0.930 27.837 1.200 106 0.767 37.307
0.500 151 0.926 28.040 1.225 104 0.759 37.864
0.525 150 0.922 28.249 1.250 103 0.751 38.448
0.550 148 0.917 28.463 1.275 101 0.742 39.064
0.575 147 0.913 28.684 1.300 99 0.734 39.713
0.600 145 0.908 28.910 1.325 97 0.725 40.398
0.625 144 0.904 29.142 1.350 95 0.716 41.123
0.650 142 0.899 29.381 1.375 93 0.706 41.892
0.675 141 0.894 29.627 1.400 91 0.697 42.709
0.700 139 0.889 29.881 1.425 89 0.687 43.580
2-25
Table 2-6. Belt Length Multipliers For Tensioning Banded Belts

Ts Narrow Banded Ts Narrow Banded
Per Strand 8V Per Strand 8V
(lbs) 8V1700 & 8V1800 & (lbs) 8V1700 & 8V1800 &
under over under over
10 1.00013 1.00010 120 1.00164 1.00139
12 1.00016 1.00012 140 1.00192 1.00166
14 1.00019 1.00014 160 1.00220 1.00194
16 1.00021 1.00016 180 1.00249 1.00223
18 1.00024 1.00018 200 1.00277 1.00254
20 1.00027 1.00020 240 1.00335 1.00319
24 1.00032 1.00024 280 1.00395 1.00389
28 1.00037 1.00029 320 1.00454 1.00461
32 1.00043 1.00033 360 1.00515 1.00543
36 1.00048 1.00037 400 1.00575 1.00631
40 1.00054 1.00042 450 1.00652 1.00744
45 1.00060 1.00047 500 1.00732 1.00859
50 1.00067 1.00053 550 1.00813 1.00976
55 1.00074 1.00058 600 1.00896 1.01094
60 1.00081 1.00064 650 1.00982 1.01213
65 1.00088 1.00070 700 1.01071 1.01331
70 1.00095 1.00076 750 1.00163 1.01449
75 1.00101 1.00082 800 1.01257 1.01571
80 1.00108 1.00088 850 1.01354 1.01689
85 1.00115 1.00094 900 1.01454 1.01887
90 1.00122 1.00100 950 1.01561 1.01927
95 1.00129 1.00106 1000 1.01667 1.02049
100 1.00136 1.00113
2-14.1.2. Compressor/Motor Sheave Removal
1. Relieve drive tension by shortening the center distance between driver and driven
sheaves.
2. Lift of belts.
3. Loosen and remove all the capscrews. If the sheave bushing has keyway setscrews,
loosen them.
4. Reinstall the capscrews (three in JA through J bushings, two in QT and M through S

bushings) in the threaded holes in the outer piece of the assembly. Progressively
tighten the capscrews until the compressor/motor sheave is loose on the sheave
bushing.
5. Attach the compressor/motor sheave to an overhead hoist, then remove the sheave
and the bushing from the crankshaft/motor shaft. If the bushing will not slip off the
shaft, wedge a screwdriver blade in the bushing saw cut to relieve the fit; the bushing
can then be easily removed.
2-26
2-15. SAFETY VALVES
WARNING
Always install a pressure safety relief valve capable of
passing the full-load capacity of the compressor cylinder,
or cylinders, between the cylinder and the first line valve.
UNDER NO CIRCUMSTANCES is a shutoff valve allowed
in any discharge line before the safety relief valve. This
can defeat the purpose of the safety valve.
The compressor must be fitted with safety valves to limit suction pressure, interstage
pressure and final pressure to a safe maximum. For this application, the term "safety valve"
refers to an automatic, pressure-relieving device that is actuated by the static pressure
upstream of the valve and characterized by full opening pop action; these are also often
referred to as "pop safety valves".
When a bypass is furnished, or client installed, a suction pressure safety valve must
be installed immediately before the bypass valve, or on the inlet scrubber. This valve,
normally supplied by the client, must be located between the gas line suction shutoff valve
and the unit.
NOTE
The pressure at which any safety valve is set to operate must

include the effects of static head and constant back pressure.
Safety valves are selected for the required pressure setting
and also for expected air characteristics and temperature.
Safety valves will be set to blow at pressures somewhat above normal compressor
operating pressures. The maximum pressure setting for a safety valve is the maximum
allowable working pressure (MAWP) of the compressor cylinder which it is protecting.
Safety valve settings for a specific unit are given in the performance information that is
included with the job-specific Installation, Operation & Maintenance Manual. The pressure
ratings of all of the components of the air system are taken into account when selecting a
pressure setting for a safety valve. This includes the separators, bottles and valves.
Safety valves must be constructed, located and installed so that they are readily
accessible for inspection and repair and so that they cannot be readily rendered inoperative.
They must also meet any Federal, state or local regulations.
Discharge lines from safety valves must be designed to facilitate drainage, and such
lines must lead to a safe place of discharge. The size of the discharge line must be such
that any back pressure that may exist or develop will not reduce the relieving capacity of the
safety valve below that required to properly protect the compressor.
Further information pertaining to the selection, pressure settings, installation and

piping of safety valve and other relief devices will be found in one of the pressure vessel
codes.
2-27
2-16. INSTALLING CONTROL PANEL & ELECTRICAL WIRING
Install the control panel in accordance with the manufacturer's instructions and
drawings. A section within the compressor Installation, Operation & Maintenance Manual or
a separate Control Panel Manual is usually provided.
All motor and control panel wiring must be carefully installed in accordance with the
National Electric Code, the Occupational Safety and Health Act of 1970 (OSHA) and any
other code requirements at the installation site. Check all wiring against the nameplate
rating of each item. Connect leads as required to provide the correct rotation.
Most compressors are supplied with protective devices arranged so that it cannot be
started in the event that certain conditions would be detrimental to its operation. The
selection of switches for a given compressor depends on the degree of protection specified
by the customer. The interlocking control is typically arranged such that the main
compressor driver cannot be started if: (1) there is insufficient oil pressure in the frame
lubrication system; and/or (2) the barring device is engaged (if supplied).
2-28
PETSTAR 4
CHAPTER 3
OPERATION AND TROUBLESHOOTING
Paragraph Page

3-1.1. Inspections and Adjustments ..................................................................... 3-2
3-1.2. Preparing Prior to Initial start ...................................................................... 3-3
3-2. COMPRESSOR CONTROLS ........................................................................... 3-5
3-2.1. Capacity Regulation ................................................................................... 3-5
3-2.1.1. Constant Speed Control ....................................................................... 3-6
3-2.1.2. Manual Control ..................................................................................... 3-6
3-2.1.3. Auto Start / Stop Control ....................................................................... 3-6
3-3. FRAME LUBRICATION SYSTEM..................................................................... 3-6
3-3.1. Oil Pressure ................................................................................................ 3-6
3-3.2. Oil Pressure Relief Valve ........................................................................... 3-6
3-3.3. Low Oil Pressure Protection ....................................................................... 3-7
3-3.4. Oil Filter ...................................................................................................... 3-7
3-3.5. Oil Cooler ................................................................................................... 3-7
3-3.6. Oil Temperature ......................................................................................... 3-7
3-3.7. Frame Oil Capacity ..................................................................................... 3-7
3-3.8. Frame Oil Specifications ............................................................................ 3-8
3-3.9. Oil Change Schedule ................................................................................. 3-8
3-4. FRAME LUBE OIL PIPING FLUSHING PROCEDURES.................................. 3-9
3-4.1. Flushing Preparation .................................................................................. 3-9
3-4.2. Flushing Procedure .................................................................................... 3-10
3-5. CYLINDER COOLING....................................................................................... 3-12
3-5.1. Water-Cooled Cylinders ............................................................................. 3-12
3-5.2. Water-Cooled Packing ............................................................................... 3-13
3-5.3. Coolant Console ......................................................................................... 3-14
3-6. COOLANT RECOMMENDATIONS................................................................... 3-14
3-6.1. Scale .......................................................................................................... 3-14
3-6.2. Corrosion .................................................................................................... 3-14
3-6.3. Fouling ........................................................................................................ 3-15
3-7. INITIAL STARTUP AND BREAK-IN.................................................................. 3-18
3-7.1. Initial Startup and Break-in Checks ............................................................ 3-18
3-7.2. Frame and Running Gear Startup and Break-in Procedure ....................... 3-19
3-7.3. Non-Lubricated Cylinder Break-in Procedure ............................................. 3-21
3-8. INSPECTIONS AFTER BREAK-IN ................................................................... 3-21
3-9. ROUTINE OPERATION .................................................................................... 3-22
3-9.1. Startup ........................................................................................................ 3-22
3-9.2. Shutdown ................................................................................................... 3-24
3-10. ROUTINE OPERATION AND MAINTENANCE CHECKS ................................ 3-24
3-10.1. Hourly ......................................................................................................... 3-24
3-10.2. Daily ........................................................................................................... 3-24
3-10.3. Monthly ....................................................................................................... 3-25
3-10.4. Semi-Annually ............................................................................................ 3-25
3-10.5. Annually ...................................................................................................... 3-25
3-10.6. Periodically (As Dictated By Experience) ................................................... 3-26
3-11. EXTENDED SHUTDOWN PRECAUTIONS...................................................... 3-26
3-11.1. Non-Lubricated Cylinder.............................................................................. 3-27
3-12. TROUBLESHOOTING ...................................................................................... 3-28
Operation And Troubleshooting 80441553 Rev. A (PS - 4)
This chapter should be read carefully by the operating and maintenance personnel
prior to preparing the compressor for its initial startup. There are four objectives: (1) to fami-
liarize the operators and maintenance personnel with necessary operating requirements to
ensure safe and efficient operation of the unit; (2) to outline the recommended start/stop
procedures for the unit; and (3) to lend assistance in establishing an effective inspection and
routine maintenance program; and (4) to provide guidance in troubleshooting problems.
Due to the complexity there are many precautions that must be taken when starting
the unit for the first time. Carelessness or lack of knowledge can result in personal injury or
serious damage to the equipment. If at all possible, an Ingersoll-Rand Technical Service
Representative should oversee the initial startup and shutdown of the unit; even then, the
regular operators should be well acquainted with the details of the machine and with the
precautions to be taken, and the reasons for them, when starting or stopping the
compressor.
When a pre-start checklist is developed for the unit and the operators have gained
knowledge and experience through repetitive startups and shutdowns, startup should
become a safe and routine procedure.
WARNING
Compressor cylinders are carefully selected to fit the
specified operating conditions and the horsepower rating
of the machine. If it becomes necessary to vary the
operating conditions from those specified at the time the
machine was ordered, review the situation with our
nearest sales office. Changes to the equipment may be
required to avoid serious overload or other major
problems that could lead to a life-threatening accident or
damage to the equipment.
3-1.1. Inspections and Adjustments
WARNING
Air compressors require strict maintenance in order to
operate safely and efficiently. It must be understood that
the compression of ANY gas is an inherently hazardous
operation, and all pertinent safety precautions given in
this manual must be strictly followed. The proper tight-
ening, and periodic re-tightening, of fasteners must be
considered a top priority routine maintenance function.
Failure to follow correct and safe maintenance practices
can result in a serious, life-threatening accident or
damaged equipment.
3-2
80441553 Rev. A (PS - 4) Operation And Troubleshooting
Thoroughly inspect the entire machine, both inside and out, to be certain that there
are no loose parts or tools where they can cause damage or interfere with startup, and that
nothing has been tampered with since installing the unit.
Check, and tighten as required, all bolts and nuts to be sure that all is in readiness
for starting. Refer to CHAPTER 5, GENERAL DATA, for tightening requirements and torque
specifications. Some fastener locations require a specific torque, and these are listed in a
special table. All other fasteners are to be tightened to the torque indicated in the standard
torque table, based on the fastener size and its usage (with or without a gasket, etc.). All
fasteners must be tightened using the stretch method or a calibrated torque wrench; no
other method is approved by Ingersoll-Rand Company. The use of air-operated impact
wrenches for final tightening of fasteners shall be absolutely prohibited.
Prior to compressor startup, check compressor piston rod cold runout. Piston end
clearances should be checked. Detailed instructions for measuring and adjusting end
clearances and piston rod runout are given in CHAPTER 4, MAINTENANCE.
WARNING
All rotating power transmission products are potentially
dangerous and must be properly guarded in compliance
with OSHA standards. Failure to install proper guards can
result in a life-threatening accident.
3-1.2. Preparing for Initial Start
The following instructions for cleaning, inspecting and preparing the compressor for
its initial startup should be closely followed. These instructions are also applicable whenever
the unit has been extensively overhauled.
1. Be certain that all of the instructions given in CHAPTER 2, INSTALLATION, have

been complied with and that the foundation and grout are completely cured before
starting the unit.
2. To minimize the chance of dirt getting into the compressor while the covers are off
for inspections, wash down the foundation and area around the compressor. Wipe
dust and dirt off the frame and compressor drive, as well as the compressor cylinders
and any overhead piping.
3. Inspect the unit to make sure that all parts are properly installed, tightened and/or
adjusted in preparation for start-up. Also check the motor (or other driving
equipment) and that all auxiliary components are correctly adjusted and ready for
start-up.
4. If not already in place, install the piston rod packing and oil scrapers.
5. Remove at least one valve from each end of every cylinder and inspect the valve,
cylinder bore and cylinder gas passages for dirt or other foreign material. If there is
any doubt concerning the cleanliness of a particular cylinder or cylinders, all of the
valves must be removed from that unit and the cylinder thoroughly examined. Leave
3-3
out at least one valve from each end of every cylinder for the initial start-up and
break-in. This will help ensure a light load on the unit.
6. For critical non-lube applications, it is recommended that all compressor valves be

removed, disassembled, cleaned and reassembled prior to operating the
compressor, as there can be no assurance that there is no preservative oil within the
valve assemblies. Specific valve instructions can be found in the appropriate section
of the job-specific Installation, Operation & Maintenance Manual prepared for your
machine.
7. Turn on the cooling water and check for leakage. Make sure the cooling system is
filled by checking the vent valve(s) and that flow is indicated at the sight flow
indicators. Refer to Paragraph 3.5 for instructions on filling and regulating the
cooling water system.
WARNING
Compressor cylinders must be depressurized to
atmospheric pressure before barring. Compressor
pistons will move to bottom-dead-center as an equilibrium
condition due to the difference in piston surface area (by
piston rod cross sectional area) exposed to the system air
pressure. Failure to depressurize the compressor
cylinders prior to barring may result in unexpected
rollover that can cause personal injury.
WARNING
Before barring the unit over, the operator must ensure
that the driver will not start by locking out and tagging out
equipment, making sure that power cannot be turned on
accidentally. Failure to heed this WARNING could result
in a fatal accident if the unit starts over unexpectedly.
8. Bar over the unit several revolutions in the direction of rotation to make sure the
running gear is clear, that it works freely and that everything is clear and ready for
operation.
9. Check each protection device for proper operation. This testing should be done with
the compressor drive motor power disconnected. Reset the control panel after each
device is tested.
10. Thoroughly inspect the entire compressor, particularly overhead areas, to be sure
there are no loose parts, debris or tools where they can cause damage (by falling
into the motor or onto accessory equipment). Make sure nothing has been tampered
with since installation.
11. Inspect all piping for strain, misalignment or loose connections, and closed hand
valves or "blinds" which may not have been removed.
3-4
12. Air Piping installed at customer site or after extensive overhaul should be blown out
with nitrogen or with another inert dry gas. During this operation the cylinder flanges
should be blanked off to prevent contamination of the cylinder(s). When blowing out
the volume of the purging gas passed through the pipe must be great enough to
create a velocity that is capable of lifting and carrying out any foreign material. The
operation must be carried out until the piping is clean.
WARNING
Take necessary precautions to adequately protect the
lungs, skin and eyes against dust and flying debris when
using high volume or pressurized gases.
3-2. COMPRESSOR CONTROLS
Many installations include a large computer for plant wide or system wide process
monitoring and control. However, a local control panel is usually located in the operating
area of the compressor. The local control panel incorporates protective controls, start/stop
controls, auxiliary controls, status indicators, capacity regulation, pressure, temperature, and
other system indicators and signals interfacing with the main computer or control system.
Refer to the Control Panel section/manual for information on your particular installation.
In addition, electrical interlocks are usually installed to ensure that certain pre-startup
functions have been performed before the compressor can be started. Typically, these
include: (1) the frame oil system is pressurized; (2) the barring jack is disengaged (if
supplied).
3-2.1. Capacity Regulation
Capacity regulation is the process of temporarily changing the capacity of a

compressor by some planned and controlled means. A job-specific Piping and
Instrumentation Diagram is prepared for each compressor installation and is included in the
Installation, Operation & Maintenance Manual.
NOTE
Initial start up air of instrument quality to be provided. Once the

machine starts on full load customer has to close the supply of
start up air connection and let the regulation air take control.
Two basic methods for controlling capacity of a compressor are: (1) inlet valve/port
unloading; and (2) clearance pocket unloading. Sometimes both of these methods are used
together. The standard form of capacity control provided on the PETSTAR 4 compressor is
through inlet valve/port unloading. In either case, capacity is reduced in fixed increments or
steps. Depending on the number of cylinder ends utilized for capacity control and the
number and size of clearance pockets, the step changes in capacity can be large or
relatively small. On the PETSTAR 4 compressors we are providing three step control
through inlet valve/port unloading as the standard i.e. 0-50-100% capacity control.
3-5
3-2.1.1. Constant Speed Control
The compressor will load and unload automatically as long as there are no
trips or stops. Even when the machine is running unloaded for more than 30minutes
it will continue to run. It is the responsibility of the customer to stop the compressor if
the unit is running unloaded for more than 30minutes.
3-2.1.2. Manual Control
The compressor will run continuously in 0%, 50% or 100% capacity as per
selection from Control panel SETTINGS folder. Under this condition if the customer
decides to run the unit in 0% (unloaded) condition then it is the responsibility of the
customer to stop the compressor if it runs for more than 30minutes.
3-2.1.3. Start / Stop Control
The compressor will load and unload based on the air system requirement. In
this control mode if it runs unloaded for 30minutes the compressor will stop
automatically. The recommended unloaded shutdown timer setting should not be
less than 20minutes and not more than 30minutes.
3-3. FRAME LUBRICATION SYSTEM
The frame lubrication system utilizes positive pressure to supply oil to bearings and
running gear components. Refer to the job-specific Piping and Instrumentation Diagram for
details of your particular installation.
The compressor is equipped with a shaft-driven main oil pump and an auxiliary
motor-driven oil pump. The auxiliary oil pump is used to pressurize the lubrication system
prior to startup and is arranged to start automatically if the main oil pump fails. After the
compressor is started, the auxiliary oil pump is shut off and the main oil pump supplies lube
oil to the frame lube oil system while the compressor is in operation. A check valve located
in the auxiliary oil pump discharge line prevents oil flow through this line when the auxiliary
pump is not in operation.
3-3.1. Oil Pressure
When installed, the oil pressure control valve is normally set to maintain the oil
pressure downstream of the oil filter at 60 PSIG (414 kPa). This will result in an oil pressure
at the end of the main bearing oil header of approximately 50 PSIG (345 kPa). The
optimum crankcase oil pressure for the compressor is 45 to 55 PSIG (310 to 379 kPa).
3-3.2. Oil Pressure Relief Valve
The oil pressure relief valve is factory set at 90 PSIG and needs to be re-set to
approximately 70 PSIG oil pressure at the relief valve. This will provide the required 50 to 60
PSIG oil pressure at the end of the oil header pipe where the oil pressure is taken. This
3-6
valve is located on the discharge side of the frame oil pump and relieves excessive pressure
to the sump. Refer to the job-specific diagrams for details of your particular system.
3-3.3. Low Oil Pressure Alarm & Shutdown Protection
Main bearing oil header pressure is monitored by low oil pressure alarm and
shutdown switches/transducers. The alarm setting is at 35 PSIG (241 kPa) while the
shutdown setting is at 25 PSIG (172 kPa), unless otherwise noted on the job-specific
diagrams. The switches/transducers are normally electrically connected to a control panel
that produces an audible signal or an indicating light. In the event of a low oil pressure
alarm or shutdown, check the lube oil system components thoroughly and correct the cause
to restore normal pressure. Common causes of low oil pressure include:
1. Low oil level.

2. Excessive oil leakage.
3. Obstructed oil pump suction strainer.
4. Air leakage into pump suction line through breaks or loose fittings.
5. Worn pump elements.
6. Clogged filters.
7. Dilution of oil.
3-3.4. Oil Filter
A spin on type 10 micron full flow oil filter that is non-bypassing will be supplied as
standard. The filter is a spin on type where the filter elements have a collapse rating of
100psi differential pressure. The filter assembly can be also be equipped with an optional
differential pressure alarm switch set at 15 PSID (103 kPa) to indicate a clogged filter.
3-3.5. Oil Cooler
The oil cooler is normally a brazed plate type and is designed to maintain an oil
supply temperature at or below 130ºF (54ºC). The cooler is water-cooled. The cooler is
normally mounted on the compressor skid.
3-3.6. Oil Temperature
The oil supply temperature is normally controlled by an automatic 3-way thermostatic

valve in conjunction with the oil cooler. The thermostatic valve is normally set at a nominal
150ºF (66ºC). The 3-way thermostatic valve continually modulates the oil flow to maintain
the nominal temperature by diverting the flow of oil through and around the cooler. A
manual override may be provided to divert the entire flow of oil through or around the oil
cooler as needed.
3-3.7. Frame Oil Capacity
The frame oil sump is fitted with an oil level gauge at the pump end of the frame.
Maintain an oil level approximately half-way up the gauge while the compressor is operating.
3-7
Standard oil sump capacity is listed in Table 3-1. When the crankcase is first filled, the oil
level on the gauge glass should be slightly higher than half-way; this is normal. Placing the
compressor into operation will cause the oil level to drop somewhat, since a portion of the oil
will be filling the various pipes, components and header, resulting in less oil in the sump.
Check the oil level periodically as part of the normal operating routine, and maintain
the oil level (with the unit running) at the center of the oil level gauge. Oil can be added to
the frame sump while the unit is running by removing the breather cap (located on side of
the frame) and pouring the oil into the breather tube. Do not overfill the sump to a point
where the rotating parts will strike the oil surface; this will cause foaming and loss of oil
pressure from the frame oil pump. Too low an oil level also may result in air being entrained
in the oil, causing fluctuating or total loss of oil pressure to the bearings. When the
compressor is shutdown, the oil level will be well above the line on the gauge glass.
Table 3-1. PETSTAR 4 Standard Frame Oil Sump Capacity

No. of Crank Throws 4
Oil Capacity, gal (L) 22.12 (84)
3-3.8. Frame Oil Specifications
The frame oil must be a well-refined petroleum product. It should not contain fats or
fixed oil compounding. Oil containing rust and oxidation inhibitors, and foam depressant is
preferred. It must be substantially non-corrosive to the common bearing metals. The pour
point of the oil should be at least 10°F (6°C) below ambient starting temperature with the
following additional physical and chemical properties listed in Table 3-2. DO NOT use multi-
grade oils or viscosity improvers.
Table 3-2. Frame Oil Specifications

Flash Point (Open Cup) 380º F (193º C) Minimum
Viscosity @ 100º F (40º C) 780 SSU (175 cSt) Maximum
Viscosity @ 210º F (100º C) 60 SSU (10 cSt) Minimum
Carbon Residue 0.45% Maximum
Strong Acid Number 0.00 Maximum
3-3.9. Oil Change Schedule
Our recommendation is that the frame oil be changed and the oil filter cartridge (or
filter elements) be replaced after the initial 24 to 72 hours of operation on a new or rebuilt
unit. Thereafter, it should not be necessary to change the oil more often than every 4000 to
8000 hours, depending on the local operating conditions. Where the compressor is
operated intermittently, or where the oil reaches high temperatures due to very hot ambient
temperatures, it will be necessary to change the oil more often. Most reputable oil
companies offer laboratory analysis of oil samples if requested to do so. We highly
recommend the use of this service.
3-8
3-4. FLUSHING THE FRAME LUBE OIL PIPING
The purpose of flushing the frame lube oil piping of a new compressor is to remove
any foreign material that may have been left in the external piping after it was cleaned. The
piping within the frame itself has been flushed at the factory, and may have been used
during a mechanical run test. If the compressor has been overhauled, the cast-in oil header
and main bearing oil passages must be cleaned before the running gear is installed.
3-4.1. Flushing Preparation
Before flushing, the external oil piping must have been cleaned. If it is carbon steel, it
must have been acidized to remove any rust or scale. Ingersoll-Rand recommends that:
1. The frame lube oil filter(s) be located as close to the main bearing oil header inlet as
possible to minimize the length of lube oil piping downstream of the filter(s).
2. The frame lube oil piping downstream of the lube oil filter(s) be stainless steel.
3. The flushing oil flow must be at least 110% of the main oil pump flow. Most units
have auxiliary oil pumps that meet this requirement and can be used for flushing.
However, if the auxiliary oil pump does not have this capacity, a temporary flushing
pump of sufficient capacity must be used. If the unit has two electric oil pumps,
instead of a shaft- driven oil pump and an auxiliary oil pump, these two pumps can
be run simultaneously to obtain the required oil flow.
4. A light weight SAE 10 oil must be used for flushing. This is usually a rust and
oxidation inhibited (R&O) circulating oil or turbine oil.
5. The flushing oil must be preheated to a minimum 150ºF (66ºC). The frame oil heater
is usually insufficient for this purpose. This can usually be accomplished by passing
hot water or low pressure steam through the frame lube oil cooler tubes. If using low
pressure steam, take care to avoid steam hammer that may rupture the cooler tubes.
6. It will be necessary to flush both the lube oil cooler(s) and the cooler bypass line(s).
This can be accomplished in several ways:
a. If the lube oil temperature control valve (TCV) has a manual override, this can
be used to divert the oil through the cooler and then the bypass line. If this
option is available and the lube oil temperature control valve (TCV) is a
thermostatic type, care must be taken such that the oil temperature does not
exceed 25º F (14º C) over the design temperature of the thermostat elements
or “pills”.
b. Remove the thermostat elements or pills from a thermostatic type lube oil
temperature control valve. A skillet or blind can be placed in the oil cooler or
cooler bypass line connection as desired. However, be sure that the
necessary replacement gaskets and O-rings are available before
disassembling the temperature control valve.
c. Replace the lube oil temperature control valve with a temporary tee. A skillet
or blind can be placed in the oil cooler or cooler bypass line connection as
3-9
desired.
d. If an external pressure control valve (PCV) is used, the return line from this
pressure control valve to the compressor frame must be flushed. This can be
done by simply replacing the pressure control valve (PCV) with a spool piece,
or lowering the setpoint of the pressure control valve (PCV) until it is fully
open.
3-4.2. Flushing Procedure
1. Remove the frame top covers and frame extension/crosshead barrel covers. Closely
inspect the interior of the frame and all the running gear surfaces for dirt or other
foreign material which may have entered during the compressor installation or
overhaul.
2. Thoroughly clean the interior of the frame with a safety solvent, paying particular
attention to pockets or crevices where dirt and other foreign material can lodge. The
running gear parts of a new compressor are coated with an oil-soluble rust
preventative. This need not be removed, unless it has been contaminated with dirt or
other foreign material. The interior of the frame is coated with an oil-proof paint,
which should not be scraped or removed during cleaning.
3. Visually inspect the interior of the lube oil piping between the lube oil filter(s) and the
main bearing oil header inlet. If it contains rust or scale, or is dirty; it must be acidized
or cleaned prior to flushing.
4. DO NOT flush through the cast-in main bearing oil header and drilled passages at
this time.
5. Temporary piping or hoses must be installed from the external oil piping flange, that
normally connects to the main bearing oil header inlet, into the frame sump.
6. Install a temporary 100 mesh screen at the connection between the external oil
piping and the temporary piping or hoses. Ideally this should be a conical screen with
a perforated metal back-up (i.e. witch’s hat). If this is not available, use a flat 100-
mesh screen with a heavier 30-mesh screen or perforated metal skillet back-up to
prevent the 100-mesh screen from rupturing.
7. If possible, install a pressure gauge upstream of the screen to monitor the pressure
differential across the screen.
8. The cast-in main bearing oil header should be visually inspected to ensure that is
clean. This is best done by removing the flange from the blind end. If there is any
suspicion of dirt, the header should be cleaned by pulling lint free rags soaked in
safety solvent through the header until clean. Take great care not to leave any
portions of rag in the main bearing oil header.
9. Clean the lube oil filter casing(s) and install clean lube oil filter element(s). If it is a
duplex filter, it will be necessary to flush through both filter cases in-turn, thus clean
filter elements must be installed in both filter cases.
3-10
10. Ensure that drain valves have been installed on both the dirty oil and clean oil sides
of the oil filter case(s), and the oil side of the oil cooler(s).
11. Fill the oil sump with the light-weight SAE 10 flushing oil. As the pump fills the oil
piping, the oil level in the frame will drop. Ensure that oil covers the pump suction.
12. Begin flushing through the oil cooler and heat the oil until it reaches a minimum of
150ºF (66º C).
13. Bleed any air from the top of the oil filter case(s). An air pocket in the filter case will
reduce the effective filter element area.
14. Monitor the lube oil filter differential pressure. If it reaches the maximum differential
pressure recommended by the manufacturer, usually 20 PSI (1.4 kg/cm2), the
elements must be replaced before flushing continues.
15. When changing filter elements, take care to prevent dirty oil entering the clean oil
side of the filter case. First block off the lube oil filter, then drain the dirty oil side of
the filter case, and finally drain the clean oil side of the filter case. Only when both
sides of the filter case are completely drained, should the top of the filter case be
removed and the filter element(s) removed.
16. Monitor the pressure differential across the temporary screen. If necessary; stop
flushing, and remove and clean the screen.
17. Flush for approximately 4 hours, and then remove and inspect the temporary screen.
If the screen is dirty; clean and reinstall, and flush for an additional 4 hours.
Continue this process until the screen is clean after flushing for 4 hours.
18. Flush through both the lube oil cooler and cooler bypass line. If duplex lube oil
coolers are used, flush through both coolers and both cooler bypass lines. Vent air
from the oil side of the cooler as required.
19. If duplex lube oil filters are used, flush through both filters until the temporary screen
is clean after flushing for 4 hours.
20. If an external pressure control valve (PCV) is used, flush the return line from this
pressure control valve to the compressor frame.
21. After the temporary screen is clean after flushing for 4 hours, a white rag or white
sock should be wired over the end of the temporary piping or hoses.
22. Flush for an additional 4 hours, and then remove and inspect the rag or sock. If the
rag or sock is dirty, clean or replace and flush for an additional 4 hours. Continue
until the white rag or sock is clean after flushing for 4 hours.
23. After the white rag or sock comes clean, disconnect the temporary piping or hoses.
Reconnect the external oil piping to the main bearing oil header inlet, leaving the
temporary screen at this location.
24. Continue flushing through the main bearings and running gear for approximately 8
hours. Rotate the crankshaft approximately 1-1/4 turns every 1 to 2 hours. When
3-11
completed, drain the flushing oil from the frame, piping, oil cooler(s), oil filter case(s),
etc.
25. After draining the oil filter case(s); remove the elements and install new elements.
26. Remove, clean and reinstall the temporary screen at the main bearing oil header
inlet connection.
27. If the Ingersoll-Rand representative is released from the job site before the
temporary screen is inspected and/or removed, the client is responsible for the
inspection and ultimate removal of the screen.
28. Fill the frame, piping, etc. with the recommended frame lube oil.
29. Run the auxiliary oil pump and inspect the interior of the frame for any leaks, and to
ensure that the oil supply is reaching all the main bearings, crankpin bearings,
crosshead pin bushings and shoes.
3-5. CYLINDER COOLING
The method of cooling the compressor cylinders depends on the type of cylinder and
the operating conditions. The cylinder can be air cooled or cooled by water or a coolant
solution in either a closed-loop or open circulating type system. When a coolant (such as
ethylene glycol and water mix) is used, it can be circulated under pressure through the
cylinder jackets. In certain applications, the static or thermosyphon cooling methods may be
used. The method of cooling must be taken into consideration when initial engineering is
done for each compressor installation.
3-5.1. Water-Cooled Cylinders
Cooling water removes some of the heat generated by compression and friction
within the cylinders and also serves to distribute heat throughout the cylinder to maintain
dimensional stability within the cylinder bore. If it does not remove the heat effectively, wear
may be excessive and efficiency diminished. Use only clean, soft water and, if the proper
quantities are circulated through the cylinders, no trouble should be encountered.
When filling the cooling system, it is important that all air is removed from the
cylinder passages and jackets to assure complete and uniform cooling of the cylinder during
operation.
NOTE
To prevent condensation from developing on the cylinder walls

and gas passages on all cylinders compressing wet gas, the
water inlet temperature to the cylinder should be at least 10º F
(5.6º C) above the air suction temperature.
If the water inlet temperature is above the air inlet temperature to the cylinder, no
condensate will form in the cylinder bore.
3-12
Should condensate form on the cylinder walls and air passages, it will tend to break
down the lubricating oil (if lube compressor) and cause excessive wear to the cylinder bore,
piston rings and valves, and possibly result in valve breakage.
Should the coolant flow be reduced to a rate that is too low, the possibility of building
up deposits to the point of cutting off all flow exists. If this occurs, the cylinder will overheat
and the piston may seize or wear may be excessive and efficiency diminished. The only
insurance against scale or mud is the use of clean, soft water and periodic cleaning of the
cylinder water jackets. Prior to the initial starting, we recommend disconnecting water lines
at the cylinder and cooler outlets and thoroughly flushing the system.
PETSTAR 4 compressors normally use a temperature-controlled cooling system

where the coolant (soft water) is circulated continuously. Should the compressor be
inadvertently started without turning on the coolant flow, shut the unit down immediately. Do
not circulate the coolant until the cylinder walls have had a chance to cool, otherwise a
cracked cylinder wall may result. If non-temperature controlled coolant can be circulated
independent of the compressor operation, and where the compressor is to be shut down for
more than 10 minutes, do not allow the coolant to circulate through the system or it can
cause condensate to form on cylinder walls.
After the compressor has been started and operated long enough for operating
temperatures to stabilize, regulate the supply of cooling water to give the proper cooling.
Periodically vent the cylinder cooling system to remove any trapped air. Refer to the job-
specific cooling system diagrams supplied for your compressor.
CAUTION
If freezing of the coolant in the jacket is permitted to
occur, serious damage to the cylinder including cracking
of the cylinder barrel is likely.
Unless the system is protected by antifreeze, completely drain the cooling system
during shutdown periods if the unit will be exposed to freezing temperatures.
If circulating water is dirty, mud will be deposited in the cylinder wall jackets and will
eventually restrict the flow of water, unless special care is used to prevent such an
accumulation. The cylinder water jacket or hand hole covers should be removed and the
water jackets and passages inspected. If any mud or other deposit is found, clean it out
thoroughly and flush the jackets with water.
3-5.2. Water-Cooled Packing
Some piston rod pressure packing assemblies require water cooling, in which case
the following requirements must be noted:
1. The water supply must be clean, filtered to 125 microns and treated to prevent
corrosion or plugging of the water passages in the packing cups. The coolant
temperatures should not exceed 90º F (32º C).
2. A minimum supply of one gallon per minute (3.8 liters/minute) per inch of piston rod
diameter is required for each packing assembly. The required flow rate for a
3-13
particular packing is usually specified for each application, along with inlet pressure
requirement. Refer to the job-specific cooling system diagrams supplied for your
compressor.
3. Cooling is required at all times during operation, but must be turned off when the unit
is not operating.
4. Small O-rings are used between the packing cups to seal the water passages; these
rings must be correctly assembled and maintained in good condition to prevent
leakage. All packings currently supplied are equipped with O-rings, even though
water cooling is not required for all applications.
3-5.3. Coolant Console
Most compressors will use a separate coolant console to provide temperature-and

pressure-controlled coolant to the compressor. Refer to the job-specific instructions and
drawings for operating information.
3-6. COOLANT RECOMMENDATIONS
1. In general, the coolant used is water. 50/50 mixture of water and ethylene glycol can
also be used. Occasionally, propylene glycol will be used to combat certain
corrosives. Whenever coolant other than water is used please contact your nearest
Ingersoll-Rand office.
2. The cooling water supply must be filtered to 125 micron and treated to prevent
corrosion or plugging of the water passages in the packing cups.
3. A minimum supply of 1 GPM (3.8 LPM) per inch of rod diameter at 90ºF (32ºC)
maximum is recommended for each packing assembly.
4. "Hardness" should be less than 75 ppm; carbonates (such as CaCO3) should be less
than 45 ppm; dissolved solids should be less than 75 ppm.
3-6.1. Scale
Scale formation inhibits effective heat transfer, yet it does help prevent corrosion.
Therefore, a thin uniform coating of calcium carbonate is desired on the inner surfaces.
Perhaps the largest contributor to scale formation is the precipitation of calcium carbonate
out of the water. This is dependent on temperature and pH. The higher the pH value greater
the chances of scale formation. Scale can be controlled with water treatment.
3-6.2. Corrosion
Corrosion problems associated with cooling water are identified as several types of
impurity:
1. Hardness - causes scale formation.

3-14
2. Silica - causes scale formation.

3. Oils - interfere with corrosion inhibitors and reduce heat transfer efficiency.
4. Dissolved gases - cause corrosion.
5. Suspended materials - cause deposits and scale.
6. Microbiological matter - reduces heat transfer and leads to corrosion.
7. Iron - can lead to deposits.
8. Dissolved ions - accelerate corrosion rates.
In contrast to scale formation is the problem of corrosion. Chlorides cause problems

because of their size and conductivity. Low pH levels promote corrosion, as well as high
levels of dissolved oxygen.
The first step in preventing corrosion is to obtain the cleanest water from the best
possible source, ideally deionized water or steam condensate. Treatment of the cooling
water can be divided into two types: (1) anti-foulants to prevent deposits; and (2) inhibitors
to prevent corrosion. A large number of proprietary inhibitors and anti-foulants, as well as
anti-freezes, are available. Usually the manufacturers will not disclose the basis of their
products. However, most offer comprehensive technical services for specific applications
and have follow-up test services.
3-6.3. Fouling
Biological and organic substances (slime) can also cause problems, but in elevated
temperature environments such as cooling processes they are not a major concern. If they
create problems with clogging, commercial chemical shock treatments are available.
To ensure good operation life and performance of the compressor cooling system,
the recommended acceptable ranges for water constituents are indicated in Table 3-3.
Table 3-3. Range for different water constituents

PARAMETER CONCENTRATION FREQUENCY OF
ANALYSIS
Corrosivity ( Hardness, pH, Langelier Index Monthly –if stable for 3 to 4
Total Dissolved Solids, 0 to 1 months, analyze quarterly
Temperature at Inlet
Alkalinity)
Iron <2 ppm Monthly
Sulfate <50 ppm Monthly
Chloride <50 ppm Monthly
Nitrate <2 ppm Monthly
Silica <100 ppm Monthly
Dissolved Oxygen 0 ppm (as low as possible) Daily – if stable, analyze
weekly
Oil and Grease <5 ppm Monthly
Ammonia <1 ppm Monthly
In addition to being chemically correct, suspended solids must be filtered to ensure

they do not build up and/or coat water piping or internal water passages of the compressor
cylinders or coolers.
3-15
Recommended equipment for on-site analysis includes a thermometer, pH meter,

and dissolved oxygen meter. Dissolved oxygen and temperature must be measured on-site
and it is recommended that pH be measure on-site. All other analyses should be performed
by a professional water quality analyst. The Langelier Index (LI) is calculated using the
following equation and the Table 3-4.
LI = pH – (9.30 + Total Dissolved solids chart value + Temperature chart value) +

(Hardness chart value + Alkalinity chart value)
The LI is zero when the water is in chemical balance. If the LI is greater than zero,
there is a tendency to form scale. If the LI is less than zero, the water tends to be corrosive.
Dissolved oxygen may be controlled in closed cooling towers. Several types of

treatments are commercially available to remove dissolved oxygen. For open cooling
towers, dissolved oxygen is not an easily controlled parameter. Also, a filtration system is
recommended for the water going into the air compressor when using an open cooling
tower.
It should be noted that Ingersoll-Rand’s guideline and recommendations should be

used in evaluating the water systems and the problems that may occur in the normal
operation of our air compressors. If water problems persist or are not covered above, you
should consult a professional.
Table 3-4. LANGELIER INDEX CHART VALUES
Total Dissolved Solids (ppm)

50 .07
75 .08
100 .10
Ppm Total Solids
150 .11
200 .13
300 .14
400 .16
600 .18
800 .19
1000 .20
Temperature (ºF)
UNITS
0 2 4 6 8
30 2.60 2.57 2.54 2.51
40 2.48 2.45 2.43 2.40 2.37
50 2.34 2.31 2.25 2.26 2.22
60 2.20 2.17 2.14 2.11 2.09
70 2.06 2.04 2.03 2.00 1.97
80 1.95 1.92 1.90 1.88 1.86
90 1.84 1.82 1.80 1.78 1.76
TEMP
100 1.74 1.72 1.71 1.69 1.67

110 1.65 1.64 1.62 1.60 1.58
120 1.57 1.55 1.53 1.51 1.50
130 1.48 1.46 1.44 1.43 1.41
140 1.40 1.38 1.37 1.35 1.34
150 1.32 1.31 1.29 1.28 1.27
160 1.26 1.24 1.23 1.22 1.21
170 1.19 1.18 1.17 1.16
3-16
Hardness (ppm)
UNITS
0 1 2 3 4 5 6 7 8 9
0 0.08 0.20 0.30 0.38 0.45 0.51 0.56
10 0.60 0.64 0.68 0.72 0.75 0.78 0.81 0.83 0.86 0.88
20 0.90 0.92 0.94 0.96 0.98 1.00 1.02 1.03 1.05 1.06
30 1.08 1.09 1.11 1.12 1.13 1.15 1.16 1.17 1.18 1.19
40 1.20 1.21 1.23 1.24 1.25 1.26 1.26 1.27 1.28 1.29
50 1.30 1.31 1.32 1.33 1.34 1.34 1.35 1.36 1.37 1.37
60 1.38 1.39 1.39 1.40 1.41 1.42 1.42 1.43 1.43 1.44
70 1.45 1.45 1.46 1.47 1.47 1.48 1.48 1.49 1.49 1.50
80 1.51 1.51 1.52 1.52 1.53 1.53 1.54 1.54 1.55 1.55
90 1.56 1.56 1.57 1.57 1.58 1.58 1.58 1.59 1.59 1.60
100 1.60 1.61 1.61 1.61 1.62 1.62 1.63 1.63 1.64 1.64
110 1.64 1.65 1.65 1.66 1.66 1.66 1.67 1.67 1.67 1.68
120 1.68 1.68 1.69 1.69 1.70 1.70 1.70 1.71 1.71 1.71
130 1.72 1.72 1.72 1.73 1.73 1.73 1.74 1.74 1.74 1.75
140 1.75 1.75 1.75 1.76 1.76 1.76 1.77 1.77 1.77 1.78
150 1.78 1.78 1.78 1.79 1.79 1.79 1.80 1.80 1.80 1.80
160 1.81 1.81 1.81 1.81 1.82 1.82 1.82 1.82 1.83 1.83
170 1.83 1.84 1.84 1.84 1.84 1.85 1.85 1.85 1.85 1.85
180 1.86 1.86 1.86 1.86 1.87 1.87 1.87 1.87 1.88 1.88
190 1.88 1.88 1.89 1.89 1.89 1.89 1.89 1.90 1.90 1.90
200 1.90 1.91 1.91 1.91 1.91 1.91 1.92 1.92 1.92 1.92
TENS
0 10 20 30 40 50 60 70 80 90
200 1.92 1.94 1.96 1.98 2.00 2.02 2.03 2.03 2.06
300 2.08 2.09 2.11 2.12 2.13 2.15 2.16 2.17 2.18 2.19
400 2.20 2.21 2.23 2.24 2.25 2.26 2.26 2.27 2.28 2.29
500 2.30 2.31 2.32 2.33 2.34 2.34 2.35 2.36 2.37 2.37
600 2.38 2.39 2.39 2.40 2.41 2.42 2.42 2.43 2.43 2.44
700 2.45 2.45 2.46 2.47 2.47 2.48 2.48 2.49 2.49 2.50
800 2.51 2.51 2.52 2.52 2.53 2.53 2.54 2.54 2.55 2.55
900 2.56 2.56 2.57 2.57 2.58 2.58 2.58 2.59 2.59 2.60
Alkalinity (ppm)
UNITS
0 1 2 3 4 5 6 7 8 9
0 0.00 0.30 0.48 0.60 0.70 0.78 0.85 0.90 0.93
10 1.00 1.04 1.08 1.11 1.15 1.18 1.20 1.23 1.26 1.29
20 1.48 1.49 1.51 1.52 1.53 1.54 1.56 1.57 1.58 1.59
30 1.48 1.49 1.51 1.52 1.53 1.54 1.56 1.57 1.58 1.59
40 1.60 1.61 1.62 1.63 1.64 1.65 1.66 1.67 1.68 1.69
50 1.70 1.71 1.72 1.72 1.73 1.74 1.75 1.76 1.76 1.77
60 1.78 1.79 1.79 1.80 1.81 1.81 1.82 1.83 1.83 1.84
70 1.85 1.85 1.86 1.86 1.87 1.88 1.88 1.89 1.89 1.90
80 1.90 1.91 1.91 1.92 1.92 1.93 1.93 1.94 1.94 1.95
90 1.95 1.96 1.96 1.97 1.97 1.98 1.98 1.99 1.99 2.00
100 2.00 2.00 2.01 2.01 2.02 2.02 2.03 2.03 2.03 2.04
110 2.04 2.05 2.05 2.05 2.06 2.06 2.06 2.07 2.07 2.08
120 2.08 2.08 2.09 2.09 2.09 2.10 2.10 2.10 2.11 2.11
130 2.11 2.12 2.12 2.12 2.13 2.13 2.13 2.14 2.14 2.14
140 2.15 2.15 2.15 2.16 2.16 2.16 2.16 2.17 2.17 2.17
150 2.18 2.18 2.18 2.18 2.19 2.19 2.19 2.20 2.20 2.20
160 2.20 2.21 2.21 2.21 2.21 2.22 2.22 2.23 2.23 2.23
170 2.23 2.23 2.23 2.24 2.24 2.24 2.24 2.25 2.25 2.25
180 2.26 2.26 2.26 2.26 2.26 2.27 2.27 2.27 2.27 2.28
190 2.28 2.28 2.28 2.29 2.29 2.29 2.29 2.29 2.30 2.30
200 2.30 2.30 2.30 2.31 2.31 2.31 2.31 2.32 2.32 2.32
3-17
TENS
0 10 20 30 40 50 60 70 80 90
200 1.92 1.94 1.96 1.98 2.00 2.02 2.03 2.03 2.06
300 2.08 2.09 2.11 2.12 2.13 2.15 2.16 2.17 2.18 2.19
400 2.20 2.21 2.23 2.24 2.25 2.26 2.26 2.27 2.28 2.29
HUNDREDS
500 2.30 2.31 2.32 2.33 2.34 2.34 2.35 2.36 2.37 2.37
600 2.38 2.39 2.39 2.40 2.41 2.42 2.42 2.43 2.43 2.44
700 2.45 2.45 2.46 2.47 2.47 2.48 2.48 2.49 2.49 2.50
800 2.51 2.51 2.52 2.52 2.53 2.53 2.54 2.54 2.55 2.55
900 2.56 2.56 2.57 2.57 2.58 2.58 2.58 2.59 2.59 2.60
3-7. INITIAL STARTUP AND BREAK-IN
The compressor is usually given a mechanical run test at the factory prior to
shipment, during which time it is checked mechanically to ensure that bearings, seals, oil
temperature and oil pressure are satisfactory. The internal components are inspected for
overheating and/or scoring, and piston rod runout is checked. The compressor cylinder
rider bands and oil scraper rings are installed for the test, while the compressor valves,
piston rings and packings are removed for the test, unless these items are to be installed for
shipment (see CHAPTER 2, Table 2-1).
CAUTION
During the initial startup and break-in period of the
compressor it may be necessary to "block out" certain
switches in the control system in order to keep the unit
running; this depends on the type of panel and degree of
control. DO NOT, under any circumstances, completely
remove the panel from operation during startup. Should
some malfunction occur in the compressor or its driver
during the break-in run, serious damage might occur
before the unit could be manually shut down by the
operator.
When starting the compressor for the first time, it is extremely important that the
operators are alert for unusual or abnormal pressures, temperatures, noises and other
conditions. Indicating gauges and thermometers must be closely monitored while the
compressor is in operation.
If the unit is equipped with a control panel, a thorough inspection and review of the
panel operation logic should be made prior to starting the unit. The typical panel can
provide starting and load control of the machine as well as providing alarm and shutdown
devices for monitored functions of the compressor and drive arrangement. Refer to the
separate instructions that are supplied to cover the control panel and related
equipment.
3-7.1. Initial Startup and Break-In Checks
1. Check for proper rotation of all auxiliary motors (oil pump, coolant pump, lubricator,
etc.).
3-18
2. Check the trip setting of the frame low oil pressure shutdown switch/transducer. The
shutdown switch/transducer should be set at 25 PSIG (172 kPa) falling. Also, check
the settings of all other alarm and shutdown switches.
3. Check that all "blinds" have been removed from piping and that no pipe strains have
been introduced during installation and hookup of the air piping.
4. Check all line and compressor valves for proper location, flow direction and
open/close position. Also, make certain that the compressor is properly protected by
safety valves or rupture discs, which must be located between the compressor
cylinder and the first block valve downstream from the cylinder. Check settings of all
safety devices against those specified on the drawings prepared for the compressor.
5. Thoroughly inspect the entire machine, particularly overhead areas, to be sure there
are no loose parts, debris or tools where they can cause damage (by falling into the
motor or onto accessory equipment). Make sure nothing has been tampered with
since installation.
6. Check that all exterior nuts and bolts are torqued to specification. Examine all piping
for loose connections, closed hand valves or "blinds" which may not have been
removed.
WARNING
that the driver will not start by making sure that driver
motor power cannot be turned on. Failure to heed this
warning can result in a life-threatening accident if the unit
rolls over unexpectedly.
3-7.2. Frame and Running Gear Startup and Break-in Procedure
WARNING
Be sure barring device is disengaged before starting!
NOTE
The compressor cylinders should prepared for break-in

concurrent with running gear. Refer to the applicable cylinder
break-in procedure (paragraph 3-7.3).
1. If supplied, turn on the frame oil heater to pre-heat the frame oil.
2. If supplied, start the auxiliary motor-driven oil pump (or use the hand-operated pre-
lube pump) to pre-lube all bearing surfaces.
3. If applicable, open the cooling water supply to the cooler and compressor cylinders.
Where the cylinders are intended for static or thermosyphon cooling, it is
3-19
only necessary to make sure the cylinder jackets are properly filled with a suitable
coolant.
4. If an auxiliary oil pump is not supplied, it is necessary to "lock out" the frame low oil
pressure shutdown switch to allow the unit to be started. A momentary low oil
pressure switch bypass is usually incorporated into the control circuitry for this
purpose.
5. "Bump" the main drive motor (quickly close and open the controller switch) to see if
the motor is turning in the proper direction. Motor leads may have to be reversed if
rotation is incorrect.
WARNING
The machine must be immediately shut down if an
abnormal condition exists, and the cause found and
corrected before restarting the unit. Running the
equipment with known faults can result in equipment
damage and a life-threatening accident.
6. Start the compressor driver. Run the compressor for three minutes; record
temperatures and pressures. When the compressor has achieved full speed, turn off
the auxiliary oil pump (if used). If the oil pressure does not come up to pressure
within 15 seconds, shutdown the unit and troubleshoot the oil system. After three
minutes, stop the driver and record the compressor coast down time.
WARNING
The machine must immediately be shut down if any
evidence of severe overheating, such as smoke being
emitted from frame breather, or other distress appears. If
severe overheating is suspected, the inspection covers
MUST NOT BE OPENED until the machine has been given
sufficient time to cool. Premature opening of the
inspection covers on a severely overheated unit can
result in an explosion due to air rushing into the hot,
vapor-filled crankcase.
7. Remove the frame top cover and distance piece covers; check for excessive heating
around the main bearings, crankpin bearings, crosshead pin bushing and the
crosshead. If everything appears to be normal, reinstall the inspection covers.
8. Repeat the compressor runs for 10 and 30 minutes. While running continuously,
monitor the unit for oil pressure and temperature, excessive heating and unusual
noises. Each time the machine is stopped, time the roll or coast down time (the
same or longer roll each time is a good indication that the parts are running free).
Continuously check the various parts for overheating.
9. Run the compressor continuously with no load for at least 4 hours. Record
lubricating oil pressures and temperatures after they have stabilized. During this
3-20
period, closely observe the unit and shut it down immediately if an abnormal
condition develops.
10. Inspect the condition of the cylinder bore for scratches, gouges or nicks.
11. When the main driver and compressor running gear are determined to be operating
satisfactorily, the compressor cylinder can be gradually loaded and broken in. Refer
to the applicable cylinder break-in procedures that follow.
3-7.3. Non-Lubricated Cylinder Break-In Procedure
NOTE
Special materials are selected for the piston rings and rod
packings that are specifically designed to perform without
lubrication. Mini-lube systems or intermittent lubrication will
result in high ring wear which is indicated by a black, greasy
residue.
Before initially starting the compressor, remove at least one inlet valve from each
end of the cylinder and make a visual inspection of the cylinder bore for rust, dirt, or other
foreign material (including VPI crystals). If any contamination of the cylinder bore is found,
the piston must be removed and all parts thoroughly cleaned. If necessary, the cylinder
bore should be honed and/or polished to a fine finish (equivalent to 20AA or better). Under
unusual circumstances, such as replacing rings after the cylinder has been damaged, it may
be beneficial to hand polish, or burnish, the cylinder bore with a used PTFE rider ring.
Particular attention should be given to the lower half of the bore.
Generally, an initial run of at least 4 hours with no load on the cylinder is recom-
mended. Successive 4 hour runs at 25% increments in pressure rise can be implemented
with a shutdown and inspection of the piston rings and rod packings, cylinder bore and
piston rod, and sealing surfaces before and after each run. During this period the cylinder
should be closely monitored for signs of overheating or other distress.
NOTE
It is extremely important that a wear rate be established on a

non-lubricated cylinder so that the rider rings can be replaced
on a planned schedule when the wear of these rings becomes
excessive.
3-8. INSPECTIONS AFTER BREAK-IN
1. Check all bearings for overheating or other signs of distress.
WARNING
3-21

2. Inspect the crossheads and crosshead guides by barring the compressor over and
visually checking top and bottom guide surfaces for any signs of distress. A manual
bar and fulcrum has been provided as a means of rotating the compressor
crankshaft during installation and maintenance (prior to motor driven start-up). When
barring the compressor for maintenance or as a preliminary start-up precautionary
procedure, the compressor cylinders must be depressurized to atmospheric pressure
to prevent accidental roll over.
3. Measure rod runout (see CHAPTER 4); take correction action as required.
4. Inspect cylinder bores and piston rods for scratches, gouges, nicks or burrs.
5. Drain crankcase. Check frame sump for any metal chips. Clean and flush interior of
frame with safety solvent and dry with clean, lint-free rags.
6. Refill crankcase to proper level. Replace oil filter cartridge or filter elements.
7. Retorque all bolts and nuts, including the foundation bolts. (Gasket materials crush
when first subjected to full load and temperature conditions; if joints are not re-
tightened at this time, oil or water leaks may develop and fastener breakage may
occur.
8. Check alignment of the compressor driver. (see CHAPTER 2).
3-9. ROUTINE OPERATION
3-9.1. Startup
The local operating conditions and compressor configuration may dictate some
modification of the following procedure, however, it is recommended that a standard starting
and loading sequence be established and followed consistently.
1. Make sure the oil level gauge glass is completely full with oil. Normally, when the
unit is shut down, the oil will fill up the sight glass. When the unit is operating, the oil
level will fill up half (to the mid line) of the sight glass.
2. If supplied, make sure the frame oil heater is on.
3. Start the auxiliary motor-driven lube oil pump or operate the hand oil pump to pre-
lube the bearing surfaces.
4. Make sure the compressor is completely unloaded.
3-22
5. If circulated cooling is used, turn on the cooling water supply and check to be sure
the cooling system is operative. If static or thermosyphon cooling is used, ensure the
system is filled with the proper coolant.
WARNING
that the driver will not start by making sure that power
cannot be turned on with electric motor driven units.
Failure to heed this WARNING could result in a fatal
accident if the unit starts unexpectedly.
WARNING
6. Bar the compressor through at least one complete revolution to ensure that
everything is clear and no mechanical blocks exist. This is especially important
when the unit has been dismantled and reassembled.
WARNING
Disengage the barring device before starting the
compressor.
7. Bar the compressor through at least one complete revolution to ensure that
everything is clear and no mechanical blocks exist. This is especially important
when the unit has been dismantled and reassembled.
8. Start the driver. Make sure the compressor is running properly without any unusual
noises with proper oil pressure and temperature. After the oil pressure has
stabilized, shut off the auxiliary oil pump (if applicable).
9. After the compressor has been determined to be operating satisfactorily, the

cylinder(s) can be loaded. A standard loading procedure should be established for
each installation. Build up the discharge pressure gradually, if possible, noting the
air temperatures. (Abnormal temperatures are often the first indication of trouble.)
10. Adjust coolant flow rate as required to maintain the proper temperature spread (10º
F, 6º C) across the cylinder and 10º to 15º F (6º to 8º C above the gas inlet
temperature.
3-23
11. When operating temperatures and pressures have stabilized, record them for future
reference as operation and maintenance guidelines.
3-9.2. Shutdown
1. Unload the compressor cylinders.
2. Shut off power to the main driver motor.
3. Allow the compressor to stop completely.
4. If applicable, shut off the water supply to the oil cooler, intercoolers, aftercoolers and
cylinder.
5. If applicable, engage the barring wheel lock device.
3-10. ROUTINE OPERATION AND MAINTENANCE CHECKS
Every compressor requires a certain amount of supervision and care if it is to give

continued satisfactory performance and long service life. EVEN IF THE COMPRESSOR IS
PROTECTED BY AN AUTO SEQUENCE AND SHUTDOWN PANEL, WE SUGGEST
THAT A QUALIFIED OPERATOR BE IN ATTENDANCE AT ALL TIMES WHEN THE
COMPRESSOR IS RUNNING. Any established time schedule of duties the operator must
perform are subject to alteration by experience to fit actual conditions. The following
minimum schedule is suggested, based on continuous duty of 720 hours per month.
3-10.1. Hourly
1. If not controlled automatically, manually open all drains. Because of the variable
operating conditions at different compressor sites, the operator must establish the
frequency of draining off the various drain points. The frequency will be determined
by the amount of liquid which collects at each point.
2. Record all air, oil, and water temperatures and pressures. One of the principal
means of keeping track of the physical condition of a compressor and its
components is by these hourly readings. Watch carefully for any marked changes
which may indicate that further attention is warranted.
3. Check cooling water temperatures and adjust the cooling water flow to compensate
for changes in inlet water temperature, ambient temperature, and for changes in
compressor loading. Always maintain cooling water 10º F (6º C) higher than air inlet
temperature to prevent condensation from forming in the cylinder.
4. Listen to the compressor for unusual noises. This is often the first indication of major
trouble.
3-10.2. Daily
1. Check the oil level in frame and add oil as necessary to maintain the proper level.
3-24
2. Check the packing vent air leakage (where applicable). Corrective action should be
taken when the vent air leakage is excessive or when there is a sudden increase in
the leakage rate.
3. On units equipped with dual filters, check the pressure drop (Delta-P) across the
filter. An alarm switch is usually set at 15 PSID (103 kPa) rising, at which time the
operator should switch to the other (standby) filter and replace the dirty filter element.
3-10.3. Monthly
1. Perform a frame oil analysis; change oil when required by results of analysis. When
the compressor is being operated in an extremely dirty atmosphere, or where it is
installed outdoors, operated intermittently or operating with high oil temperatures in a
very hot atmosphere, it may be necessary to change the oil more often. Most
reputable oil companies offer laboratory analysis of oil samples.
3-10.4. Semi-Annually
1. After the first six months, and annually thereafter, check compressor running gear
clearances and compare them with the figures in CHAPTER 5. Generally, all of the
clearances listed in CHAPTER 5 should be checked.
2. Inspect the cylinder bores, pistons, piston rings, rider rings, and packing rings for
excessive wear or indications of inadequate lubrication (if applicable). Refer to
CHAPTER 4 for cylinder bore, piston ring and rider ring maintenance.
3. Inspect the compressor valves for excessive wear or damage. Refer to the separate
valve maintenance instructions located in the job-specific Instruction, Operation and
Maintenance Manual.
3-10.5. Annually
1. Check all bearing clearances as specified in CHAPTER 5; service as required.
2. If used, inspect and clean the oil cooler as recommended by the manufacturer.
3. If installed, inspect separators, dampeners and similar equipment for accumulation of

dirt, rust and other foreign material; clean as necessary.
4. Clean electric motor windings. If the operating conditions are poor, clean the
windings at more frequent intervals. Service the main driver according to the
manufacturer's instructions located in the ACCESSORIES section of the job-specific
Instruction, Operation and Maintenance Manual.
5. Remove all inlet and discharge valves; clean and inspect the valves for excessive
wear or broken parts. Refer to the compressor valve instructions contained in the
job-specific Instruction, Operation and Maintenance Manual.
3-25
6. Inspect cylinder inlet and discharge passages; remove any accumulation of foreign
material.
7. Inspect the cylinder water jackets and passages for scale and other deposits; clean
as required.
3-10.6. Periodically (As Dictated By Experience)
1. Change the oil filter cartridge (or filter elements).
2. Change or clean and service the air filter element.
3. Clean and service the mechanical lubricators, oil pumps and other accessory
equipment.
4. Clean the oil suction screen(s) in the frame oil sump. This is normally done
whenever the frame oil is changed.
5. Clean the frame breather.
6. Clean the sight glasses of all level gauges and flow indicators.
7. Check all oil scraper and piston rod packing rings for wear and leakage. Renew if
necessary.
8. Check the piston-to-bore clearance and the piston rider rings for excessive wear.
This is especially important on non-lubricated cylinders.
3-11. EXTENDED SHUTDOWN PRECAUTIONS
Conditions at the compressor site must be given careful consideration when the
compressor is to be removed from service for an extended period. The following procedure
is generally recommended when the compressor may be shut down for up to three weeks.
NOTE
Additional measures may be required to protect the equipment

depending on the length of shutdown and the local
environmental conditions.
If possible, run the unit for 10 to 15 minutes each day with no load. An alternate
method is to operate the auxiliary motor-driven oil pump (if supplied) and compressor
cylinder lubricator (if applicable) for 10 to 15 minutes while manually barring the unit to
ensure complete oil distribution.
WARNING
3-26

WARNING
that the driver will not start by making sure that power
cannot be turned on with electric motor driven units.
Failure to heed this WARNING could result in a fatal
accident if the unit starts unexpectedly.
If the compressor shutdown is to exceed three weeks, the recommendations in the

following paragraphs should be observed to keep the cylinder in good condition. Refer to
the manufacturer's recommendations for the driver and other accessory equipment when
planning an extended shutdown.
3-11.1. Non-Lubricated Cylinder
The primary damage to "NL" cylinder during long shutdowns is caused by rust.
When the compressor is to be inoperative for an extended period, we recommend the
following measures be taken:
1. Drain the cylinder coolant jackets, if not protected by antifreeze.
WARNING
De-pressurize the cylinder before removing the outer
head. Opening a pressurized cylinder or section of piping
without venting residual pressure can cause a violent
release of air, the ejection of compressor parts and result
in severe personal injury or death.
2. Remove the cylinder outer head and frame end valves.
3. With a lint-free cloth, or sponge of synthetic material, wipe the cylinder dry of any
condensate. Move the piston so that the entire bore can be dried.
4. Pack the cylinder bore loosely with desiccant bags or volatile corrosion inhibitor (VCI)
paper.
5. After the bore of the cylinder has been wiped dry and the desiccant bags or VCI
paper inserted, reinstall the outer head and the frame end valves.
6. To prevent circulation of air through the cylinder, which could cause rusting, blank off
the inlet and discharge passages. (Consideration should be given to placing a slight
3-27
charge of dry nitrogen on the compressor cylinder.) If rust should form, remove it
completely before the compressor is placed back into service. Rust will cause un-
necessary wear of the piston and/or rider rings.
7. Before restarting the compressor, be sure to remove all desiccant bags or VCI paper,
open the inlet and discharge passages, and thoroughly inspect cylinder internals.
3-12. TROUBLESHOOTING
Major trouble can usually be traced to long periods of operation with unsuitable
coolant or lubrication, careless operation and maintenance, operating the compressor on a
service for which it was not intended.
Lack of proper care for any machine will usually result in a succession of minor
troubles and eventually can lead to a major breakdown. Minor trouble can normally be
expected at various times during the routine operation of the compressor; these troubles are
most often traced to process conditions, improper adjustments, or operators being unfamiliar
with the function of various compressor parts and systems. Difficulties of this type can
usually be corrected by cleaning, proper adjustment, elimination of an adverse condition or
quick replacement of a relatively minor part.
Troubleshooting is largely a process of elimination based on a thorough knowledge

of the interrelated functions of the various parts and the effects of adverse conditions. A
complete list of possible troubles with their causes and corrections is impractical, but the
following list (Table 3-5) of the more frequently encountered troubles and their causes is
offered as a guide. You may wish to add to this list for your particular unit.
3-28
Table 3-5. Compressor Troubleshooting Chart
TROUBLE PROBABLE CAUSE SOLUTION
FRAME KNOCKS 1. Loose crosshead pin caps 1. Tighten/replace loose parts.

or crosshead shoes.
2. Loose or worn main, 2. Tighten/replace bearings;

crankpin or crosshead check clearances.
bearings.
3. Low oil pressure. 3. Increase oil pressure; repair

leaks.
4. Cold oil. 4. Warm oil before loading

unit; reduce coolant supply
to oil cooler.
5. Incorrect oil. 5. Use proper oil per

specifications.
6. Knock is actually from 6. Refer to "Noise in Cylinder".

cylinder.
COMPRESSOR 1. Power supply failure. 1. Restore power supply.
WILL NOT START
2. Switch gear or starting 2. Check circuitry, interlocks,
panel. relays. See manufacturer's
literature.
3. Low oil pressure 3. Check oil pressure at

shutdown switch. header; adjust switch if
O.K. Otherwise, refer to
"Low Oil Pressure".
4. Control panel. 4. Check electrical

connections and settings.
5. Cylinders pressurized. 5. Unload cylinders.
6. Running gear blocked. 6. Unblock to allow rotation.
7. Barring device /lock 7. Disengage barring rig or

engaged. lock.
3-29
Table 3-5. Compressor Troubleshooting Chart (Continued)
TROUBLE PROBABLE CAUSE(S) REMEDIES
MOTOR WILL NOT 1. Low voltage. 1. Correct source of low

SYNCHRONIZE voltage.
2. Excessive starting torque. 2. Unload compressor for

starting.
3. Incorrect power factor. 3. Adjust rheostat.
4. Excitation voltage failure. 4. Correct exciter problem.

See manufacturer's
literature.
CRANKSHAFT OIL 1. Faulty seal installation. 1. Reset seal per Instruction
SEAL LEAKS Book.
2. Clogged drain hole. 2. Clear obstruction.

LOW OIL 1. Oil pump cavitation. 1. Replace worn oil pump.
PRESSURE
2. Oil foaming from rotating 2. Reduce oil level in sump.
parts hitting oil surface.
3. Cold oil. 3. Utilize frame oil

immersion heater or
steam-trace piping.
4. Dirty oil filter. 4. Replace elements; clean

filter case.
5. Excess oil leakage at main 5. Excessive bearing

bearings. clearance; replace.
6. Worn pump bushing. 6. Replace pump bushings.
7. Low relief valve setting. 7. Adjust/replace valve.
8. Defective gauge. 8. Replace gauge.
9. Plugged sump suction 9. Clean suction strainer.

strainer.
3-30
NOISE IN CYLINDER 1. Loose piston. 1. Disassemble cylinder and

tighten piston nut.
2. Piston hitting outer head 2. Adjust end clearance to

or frame head. specifications.
3. Broken or leaking valve. 3. Repair or replace valves.
4. Piston rings broken. 4. Replace piston rings.
5. Valve seat gasket 5. Replace gasket; check

damaged or valve not seating surface for
seated. damage and repair as
necessary.
6. Unloader plunger 6. Replace unloader plunger

chattering. spring(s).
OIL SCRAPER 1. Worn scraper rings. 1. Replace rings.
LEAKAGE
2. Scraper rings incorrectly 2. Assemble per instruction
assembled. book, section 4-16.
3. Worn or scored piston 3. Replace piston rod.

rod.
4. Ring side clearance 4. Replace rings.

excessive.
PACKING 1. Lubrication failure. 1. Replace lubrication check
OVERHEATING valve or lubricator pump.
2. Improper lube oil or feed 2. Use correct oil; increase

rate. feed rate.
3. Insufficient cooling. 3. Clean coolant passages,

(Especially with water- install water filter, increase
cooled packing.) supply pressure or rate.
Reduce coolant
temperature at inlet.
4. Inadequate side 4. Replace packing rings.

clearance.
3-31
PACKING LEAKAGE 1. Worn packing rings. 1. Replace packing rings.
2. Improper lube oil or lube 2. Use correct oil or

oil feed rate. (Piston rod increase feed rate.
turns blue hot in color.
3. Dirt in packing. 3. Clean packing, piping.
4. Gas pressure increased 4. Reduce pressure and

too fast. increase at lower rate.
5. Rings incorrectly 5. Reassemble per

assembled. Instruction book section
4-15.
6. Improper end or side 6. Check and adjust

clearance. clearances.
7. Packing vent plugged. 7. Unblock and provide

low-point drains.
8. Scored piston rod. 8. Replace piston rod.
9. Excessive rod runout. 9. Replace shoes. Ensure

crosshead jam nut is
square with crosshead
nose.
EXCESSIVE CARBON 1. Too much cylinder lube 1. Adjust supply rate.
ON VALVES oil.
2. Wrong cylinder lube oil, 2. Use correct oil for

too light; high carbon application.
residue.
3. Oil carryover from inlet of 3. Install separator/drain

previous stage. system.
4. Broken or leaking valves; 4. Replace or repair

high temperature. valves.
5. Excessive pressure ratio 5. Clean intercoolers;

across cylinder; high valves. Look for failed
temperature. valve in adjacent
cylinder, upstream or
downstream.
3-32
HIGH DISCHARGE 1. Excessive ratio across 1. Replace leaking inlet

TEMPERATURE cylinder. valves or piston rings.
2. Fouled intercooler or 2. Clean intercooler or

piping. piping; reduce lube
feed rate.
3. Leaking discharge 3. Repair/replace parts as

valves or piston rings. necessary.
4. High inlet air 4. Clean intercooler;

temperature. adjust coolant
flow/temperature.
5. Fouled cylinder water 5. Clean water jackets.

jackets.
6. Improper cylinder lube 6. Use correct lube oil and

oil or lube feed rate. correct the feed rate.
RELIEF VALVE POPPING 1. Faulty relief valve. 1. Test valve and reset
per manufacturer's
instructions.
2. Leaking inlet valves or 2. Repair/replace

piston rings on next defective parts.
higher stage.
3. Obstruction, blind 3. Relieve obstruction;

flange or valve closed open valve.
in discharge line.
3-33
PETSTAR 4
CHAPTER 4
MAINTENANCE
Paragraph Page

4-1.1. Stud Replacement ...................................................................................... 4-3
4-1.2. Stud Installation Using Anaerobic Adhesive ............................................... 4-3
4-2. SAFETY PRECAUTIONS ................................................................................ 4-4
4-3. FRAME ALIGNMENT........................................................................................ 4-5
4-3.1. Checking Foundation Bolt Tightness .......................................................... 4-6
4-4. FRAME OIL PUMP............................................................................................ 4-6
4-4.1. Removing The Main Oil Pump .................................................................... 4-9
4-4.2. Installing The Main Oil Pump ...................................................................... 4-10
4-5. FRAME BREATHER ........................................................................................ 4-12
4-6. CHANGING THE FRAME OIL ......................................................................... 4-12
4-7. DRIVE END COVER & CRANKSHAFT OIL SEAL .......................................... 4-13
4-7.1. Crankshaft Oil Ring and Oil Seal Removal ................................................. 4-15
4-7.2. Crankshaft Oil Ring and Oil Seal Installation .............................................. 4-15
4-8. CRANKSHAFT THRUST ................................................................................. 4-15
4-9. MAIN BEARINGS ............................................................................................. 4-16
4-9.1. Main Bearing Removal ............................................................................... 4-16
4-9.2. Main Bearing Installation ............................................................................ 4-17
4-10. CONNECTING RODS ...................................................................................... 4-18
4-10.1. Crankpin Bearings ...................................................................................... 4-20
4-10.2. Crosshead Pin Bushing .............................................................................. 4-22
4-11. CROSSHEAD ................................................................................................... 4-23
4-11.1. Replacing Crosshead Shoes ...................................................................... 4-23
4-12. COMPRESSOR CYLINDERS .......................................................................... 4-25
4-12.1. Removing The Outer Head ......................................................................... 4-26
4-12.2. Removing The Piston And Rod Assembly .................................................. 4-27
4-12.3. Disassembling The Piston And Rod ........................................................... 4-27
4-12.4. Inspecting The Cylinder Bore ..................................................................... 4-27
4-12.5. Removing The Cylinder .............................................................................. 4-29
4-12.6. Installing And Aligning The Cylinder ........................................................... 4-29
4-12.7. Assembling The Piston and Rod ................................................................ 4-30
4-12.8. Installing The Piston And Rod Assembly .................................................... 4-33
4-12.9. Installing The Outer Head .......................................................................... 4-35
4-13. PISTON END CLEARANCE ............................................................................ 4-35
4-14. PISTON ROD ALIGNMENT (RUNOUT) .......................................................... 4-36
4-14.1. Factors That Influence Piston Rod Runout ................................................. 4-37
4-14.2. Measuring Piston Rod Runout ................................................................... 4-37
4-15. PRESSURE PACKING .................................................................................... 4-39
4-16. OIL SCRAPPERS ............................................................................................ 4-43
4-17. V-BELT DRIVE ................................................................................................. 4-45
Maintenance 80441553 Rev. A (PS-4)
This chapter provides the recommended procedures for servicing the frame and
running gear components, and cylinder components, except that valves and regulation
devices are covered by separate instructions in the job-specific Instruction, Operation and
Maintenance Manual. A general description and illustration of the frame and running gear
components are located in CHAPTER 1.
NOTE
Maintenance instructions for accessory equipment (such as

motors, coolers) are furnished by the respective
manufacturers. These instructions are located in the
ACCESSORIES section of the job-specific Instruction,
Operation and Maintenance Manual.
Good working habits are essential to the performance of satisfactory maintenance

work on the compressor. Since all frame maintenance is conducted through the top and
side openings of the unit, it is essential that every precaution be taken to prevent dirt and
other debris from entering the compressor. Cover exposed openings to keep dirt from
falling into the frame interior. Scratches, nicks and burrs must be removed from machined
surfaces prior to reassembly. This can be done using fine emery cloth, a fine hone or a mill
file. (Do not use emery cloth, or any other finishing method employing abrasives, when
working on soft bearing surfaces; such abrasive material can become embedded in the
bearing metal.) To ensure reassembly in their original positions, most parts are stamped to
identify their original location. Mark or tag all other parts as they are disassembled so that
they, too, can be reinstalled in their original location. Replace all composition gaskets that
are torn, dried or cracked.
Original parts should be thoroughly cleaned, inspected and measured for wear or
other visible defects before re-using them, and except on NL cylinder parts or unless
otherwise stated, should be covered with a thin coating of clean lubricant before
reassembly.
WARNING
Air compressors require strict maintenance in order to
operate safely and efficiently. It must be understood that
the compression of ANY gas is an inherently hazardous
and all safety precautions given in this manual must be
followed. The proper tightening and periodic re-tightening
of nuts and bolts must be considered a top priority
routine maintenance function. Failure to follow correct
and safe maintenance practices can result in a serious
life-threatening accident or damage to the equipment.
Always advance nuts in the tightening direction to align cotter pin openings once the
required torque or bolt stretch is obtained. Refer to CHAPTER 5, GENERAL DATA AND
CLEARANCES, for tightening requirements and torque specifications. Some fastener
locations require a specific torque, and these are listed in Table 5-10 or 5-11, or in a
4-2
80441553 Rev. A (PS-4) Maintenance
supplement prepared for your compressor. All other fasteners are to be tightened to the
torque indicated in the standard torque table (Table 5-8 or 5-9), based on the fastener size
and its usage (with or without a gasket, etc.). All fasteners must be tightened using a
calibrated torque wrench or by stretch measurement; no other method is approved by
Ingersoll-Rand Company. The use of air-operated impact wrenches for final
tightening of fasteners shall be absolutely prohibited.
Lockwire must always be arranged so that it pulls on the bolt head or nut in the
tightening direction. When reassembling, ensure that all locking devices are new and in-
stalled properly to prevent loosening of parts during operation.
All clearances and fits listed in CHAPTER 5 should be checked during maintenance
work involving those parts. Unless otherwise stated, these are for parts that are at room
temperature and are generally referred to as "cold" clearances. Some slight changes in the
clearances can be expected when the parts are at operating temperature. These are
referred to as "hot" clearances. It is recommended that running clearances be checked with
the parts in their assembled positions, wherever possible, since bearing crush, interference
fits and other factors can affect the clearance measurement.
4-1.1. Stud Replacement
Normal maintenance activities do not require removal and reinstallation of studs;

they have been set with anaerobic adhesive at the factory and are not intended for removal.
However, there may be instances where it is necessary to replace a damaged or
overstressed stud. The following procedure ‘Stud Installation Using Anaerobic Adhesive’ is
recommended:
4-1.2. Stud Installation Using Anaerobic Adhesive

(Class 3A, ASTM A193, Grade B7/B7M)
This instruction describes the installation procedure for anaerobic set studs used in
Ingersoll-Rand PETStar 4 reciprocating compressors. Anaerobic set studs are bonded to
a set depth with a threadlocking material that hardens when confined in the absence of air
between close-fitting metal parts. Loctite® 262 anaerobic adhesive shall be used for all
applications, except pure oxygen and/or oxygen-rich applications. These applications will
have special procedures established for the type of anaerobic adhesive required.
Preparation: For best results, parts must be clean and dry. Grease, oil or protective
coatings should be removed with approved safety solvents. Blow out stud holes with
compressed air to remove any metal chips or foreign material.
Application of Anaerobic Adhesive: Anaerobic adhesive can be applied directly from the
applicator and should be applied to the stud in sufficient quantity to fill all engaged threads.
Installation of Stud: Determine proper stud engagement based on stud diameter (see Table
4-1). Measurements are to be made from the first thread. Chamfered portion is not to be
included in the measurement. Install the stud by hand until fully engaged using a stud driver
or other suitable method.
Cure Time: Studs must remain undisturbed for a minimum of ½ hour to achieve handling
strength. Any jiggling, twisting or testing for handling strength before this time will not be of
4-3
any benefit and will increase cure time substantially. Full cure is achieved after
approximately 8 hours.
Table 4-1. Stud Engagement
Stud Diameter, Engagement, Stud Diameter, Engagement,

± 0.06”, Inches ± 0.06”, Inches
Inches (mm) Inches (mm)
(± 1.5, mm) (± 1.5, mm)
0.250 (06.4) 0.38 (09.7) 1.375 (34.9) 1.62 (41.2)
0.375 (09.5) 0.50 (12.7) 1.500 (38.1) 1.75 (44.5)
0.500 (12.7) 0.62 (15.8) 1.750 (44.5) 2.00 (50.8)
0.625 (15.9) 0.81 (20.6) 2.000 (50.8) 2.25 (57.5)
0.750 (19.1) 0.94 (23.9) 2.250 (57.4) 2.50 (63.5)
0.875 (22.2) 1.00 (25.4) 2.500 (63.5) 2.75 (69.9)
1.000 (25.4) 1.25 (31.8) 2.750 (69.9) 3.00 (76.2)
1.125 (28.6) 1.38 (35.1) 3.000 (76.2) 3.25 (82.6)
1.250 (31.8) 1.50 (38.1)
4-2. SAFETY PRECAUTIONS
Follow all safety precautions listed in the SAFETY SUMMARY section that precedes
CHAPTER 1, with additional attention to the following:
• Be sure the main driver is locked out, preventing accidental start-up. In addition,
post a sign stating: WORK IN PROGRESS-DO NOT START, whenever any work is
to be conducted on the compressor.
• Engage the barring lock device or block the crankshaft to prevent accidental rollover
of the equipment.
4-4
• Service on the compressor should always start with cleaning the foundation and
surrounding area to remove oil, dirt or debris which could cause maintenance
personnel to slip and fall.
• Close suction and discharge line valves, and bleed off any pressure between the
compressor and the shutoff valves. If extensive work is to be conducted on a
cylinder, when pressure exists upstream or downstream of the cylinders, make
absolutely sure that blinds, double valves and bleeders are installed between the
pressure containing piping or parts, and the equipment being serviced.
• Minor adjustments may be performed without installing blinds provided that adequate
precautions, such as de-pressurizing, are taken to protect personnel. Check valves
must not be relied upon for isolating the compressor.
• Never open a compressor cylinder or any other part of the compression system
without completely relieving all pressures to atmosphere. Take all necessary
precautions to prevent accidental re-pressurizing of the system.
• Precautionary measures specified by the Occupational Safety and Health Act of

1970 (OSHA) must be complied with when storing, handling or using solvents.
• Volatile flammable liquids, such as alcohols, gasoline, kerosene, or naphtha must not
be used as cleaning agents for compressor parts. Use a suitable nonflammable
safety solvent approved for use on site. Thoroughly dry parts for reassembly.
Carbon tetrachloride, perchlorethylene, methylene chloride or methylethylketone

must NEVER be used as cleaning solvents. Strictly follow manufacturer's instructions when
using any halogenated or organic solvents. THESE SOLVENTS ARE DANGEROUS. Most
solvents of this type are now prohibited in the United States.
4-3. FRAME ALIGNMENT
Frame alignment can change due to a variety of reasons and therefore it is important
that the alignment be checked on a regular basis so that corrective action can be taken
before serious damage occurs. The same alignment checks made during installation should
be used and compared with the original installation data. Typical reasons for frame
misalignment are:
1. Foundation distortion due to soil compacting under the mat.
2. Thermal humping due to the temperature differential between the top and bottom of
the foundation block.
3. Cracking of the foundation block.
4. Compressor loose on grout, allowing fretting of the grout.
5. Grout and/or concrete deterioration due to impregnation of oil.
6. Incorrectly torqued foundation bolts.
4-5
4-3.1. Checking Foundation Bolt Tightness
The importance of properly tightening foundation bolts is critical in maintaining true

alignment of the crankshaft and main bearing saddles. By measuring the amount of pull-
down or pull-up of the frame foot, an indication of the foundation's condition can be
determined and corrective action taken before serious damage to the bearings occur.
Before re-torquing any foundation bolt, it is recommended to take main bearing

clearances. This will provide a record of the machine's condition prior to any necessary
corrective action, and will be of value when troubleshooting.
1. Collect the appropriate tools and material (torque wrench, socket, marking pen, and
dial indicator with magnetic base).
2. Visually inspect the foundation and frame-to-soleplate/foundation joint line.
3. Determine the bolt size, correct torque value and the recommended lubricant. Refer
to CHAPTER 5, GENERAL DATA AND CLEARANCES.
4. Match mark the foundation bolt nut and frame foot (or stud). This temporary
reference mark will indicate an under- or over-torqued nut during re-torquing.
5. Mount the dial indicator magnetic base on the frame foot. Position the dial indicator
to indicate off the sole plate and/or foundation. Zero the indicator and check for a
solid and fixed position of the magnetic base.
6. Loosen the foundation bolt nut and observe the dial indicator for any movement.
Maximum allowable pull-up or pull-down is 0.0015 inch (0.038 mm).
7. Remove the foundation bolt nut and make sure the bolt threads are clean and free of
dirt, debris and burrs.
8. Apply the recommended lubricant to the bolt threads and nut face. Foundation bolt
nuts should turn freely by hand over the full length of thread.
9. Torque the foundation bolt nut to the specified value and observe the dial indicator
for any movement. Any further rotation (past original match mark) or pull-down in
excess of 0.0015 inch (0.038 mm) must be noted and the condition investigated.
4-4. FRAME OIL PUMP
A shaft-driven, gear-type frame oil pump (Figure 4-1) is fitted to the end of the
compressor frame opposite the flywheel. The pump is directly driven by a hub oil pump that
is bolted onto the oil pump shaft. The hub oil pump is driven by a pressed in dowel pin
located in the end of the crankshaft.
It is normally not necessary to disassemble the pump body itself, as the internal parts
rarely require maintenance. However, in the event the pump needs to be removed or
replaced, use the following procedures:
4-6
1. Cover Pump End

2. Gasket Frame End
3. Capscrew
4. Stud
5. Nut
6. Pin Roll
7. Oil Pump & Cover
8. Bolt Hex
9. O-ring
10. Rotation Nameplate
11. Drivescrew
Figure 4-1. Frame Oil Pump & Cover Assembly
4-7
4-8
Maintenance
1. Adapter Housing
2. Ring Eccentric
3. Plate Weaer & Stop
4. Cover Oil Pump End
5. O-ring
6. Seal Oil Pump Shaft
7. Shaft Main Oil Pump
8. Capscrew
Figure 4-2. Frame Oil Pump Assembly

9. Threadseal
10. Washer
11. Gerorotor
12. Key square
13. Bearing Thrust
14. Cover Lubricator
15. Capscrew
16. Sealant Gasket
17. Hub oil pump
18. Setscrew
19. Key square
80441553 Rev. A (PS-4)
4-4.1. Removing the Main Oil Pump
1. First drain the oil from the compressor. Then disconnect the oil pump suction and
discharge piping as shown in Figure 4-3. Loosen the capscrews that fasten the
suction pipe to the frame and disconnect the threaded joint to oil pump. Bump the
suction pipe connection to free the gaskets. Use care here, because the oil pump is
a made of a cast iron stick and it can be broken if abused.
Figure 4-3. Oil Pump Location on Frame
2. Loosen the capscrews that fasten the discharge pipe to the frame and disconnect the
threaded joint to oil pump and from wherever it is convenient to separate the pipe
from the cooler. Support the oil cooler piping first if required then bump the
discharge pipe to free the gaskets.
NOTE
When the pump is removed, it must be removed in conjunction

with the frame pump cover. This must be done before work
can be done on the oil pump drive hub.
3. Rig the suction piping assembly and remove. Then rig the discharge piping
4-9
assembly and remove. Finally attach a sling from an overhead hoist to support the
pump and frame pump cover assembly when it is unbolted.
4. Remove the seven capscrews (#3) Figure 4-1, along with the nuts (#5) from the
studs (#4).
5. Remove the top plate cover (See Figure 4-3) that allows access to the oil pump
drive.
CAUTION
When pulling the oil pump and frame pump cover away
from the frame, be careful not to move the oil pump up or
down or left to right until the oil pump drive hub is clear of
the dowel pin.
6. Pull the oil pump and frame pump cover with its protruding drive shaft and hub oil
pump (#17) Figure 4-2 straight away from the compressor.
7. Move the pump and frame pump cover assembly to a clean work area. Take care
that the protruding drive shaft and hub oil pump is not bent or damaged in the
process.
8. The hub oil pump (#17) Figure 4-2 is now accessible for service.
WARNING
When removing the hub oil pump (#17) Figure 4-2 from the
oil pump shaft, ensure it is supported to prevent it from
falling when it comes free. Failure to follow this warning
may result in personal injury.
9. Remove the setscrew from the hub oil pump (#17) Figure 4-2. Loosen it until the hub
oil pump loosens on the pump drive shaft.
10. Remove the hub oil pump (#17) Figure 4-2 from the lube oil pump drive shaft.
11. Remove the capscrews (#8) Figure 4-1 that fasten the pump to the frame pump
cover (#1) Figure 4-1. Bump the pump loose from the frame pump cover and pull it
straight away from the frame pump cover.
4-4.2. Installing the Main Oil Pump
1. Replace all O-rings and gaskets with new ones when reassembling.
2. Place the new O-ring (#9) Figure 4-1 on the pump drive shaft housing. Clean the
bore in the frame pump cover and remove any burrs, gouges and/or nicks.
4-10
3. Use a hoist and sling to support the pump as it is moved into position to attach. Take
care that the protruding drive shaft is not bent or damaged in the process.
4. When fitted properly, attach the oil pump (#7) to the frame pump cover (#1) and
secure with eight capscrews (#8) Figure 4-1. Use Loctite® 242 on the capscrew
threads. Torque evenly as specified in CHAPTER 5, General Data.
5. Loosely fit the hub oil pump (#17) Figure 4-2 on to the pump shaft.
6. Install the setscrew but do not tighten.
7. Place the square key (#19) Figure 4-2 into the oil pump drive shaft.
8. Align the hub oil pump keyway with the installed key and tighten the setscrew,
drawing the hub oil pump onto the shaft.
9. Rig the oil pump and frame pump cover assembly for lifting. Install a new gasket
(#2) on the frame pump cover (#1) Figure 4-1.
CAUTION
When putting the oil pump into the frame, be careful when
moving the oil pump up or down or left to right to be sure
the hub oil pump enters smoothly. Once entry begins, if
necessary make only small, precise adjustments to avoid
damaging the coupling.
NOTE
When the pump is installed, it must be installed in conjunction

with the frame pump cover (#1) Figure 4-1. This must be done
after work on the pump is completed or the pump is replaced.
10. Carefully lift the oil pump and frame pump cover with its protruding drive shaft and
hub oil pump (#17) Figure 4-2. Carefully adjust its position, so no damage is done to
the pump drive shaft, until the hub oil pump hub is fitted onto the dowel pin on the
crankshaft and the cover studs (#4) Figure 4-1.
11. Start the nuts (#5) Figure 4-1 on the studs to keep the cover in place.
12. Start the seven capscrews (#3) Figure 4-1. Torque the capscrews and nuts evenly as
specified in CHAPTER 5, General Data.
13. Remove the support rigging from the oil pump and frame pump cover.
WARNING
4-11

WARNING
14. Bar the compressor over to make sure the oil pump is running freely and not
jammed. If clear, rig the discharge and inlet piping assembly for lifting and
installation. Reconnect the pump suction and discharge piping along with the top
plate cover using new gaskets on all connections that were disconnected. If oil
pump is not clear, install a new oil pump.
4-5. FRAME BREATHER
1. Examine the breather element at regular intervals and service it as required.
2. Clean the element by washing it thoroughly in a nonflammable solvent. Allow the

filter to air dry, then apply oil to the filter before reinstalling it in the breather cap.
4-6. CHANGING THE FRAME OIL
The method of completely draining oil from the frame lubricating system will vary
between each installation because of piping configurations. However, the following
procedure can be used as a guide for most compressors equipped with an auxiliary oil
pump. Refer to Figure 4-3 for connections.
Ingersoll-Rand recommends that the frame oil and oil filter cartridge be changed after
the initial 24 to 72 hours of operation for a new or overhauled unit. Thereafter, it should not
be necessary to change the oil more often than every 4000 to 8000 hours, depending on the
local operating conditions and as determined by monthly oil analysis. When the compressor
is operated intermittently, or where the oil reaches high temperatures in a very hot
atmosphere, it may be necessary to change the oil more often.
1. The best oil temperature for completely draining the lubricating system is between
120º and 150º F (48º and 65º C). Operate the auxiliary motor-driven oil pump in
conjunction with the frame oil heater to circulate the oil while it is being heated.
Continue to run the auxiliary motor-driven oil pump during the following drain and
flush operation.
4-12
CAUTION
Make sure the frame oil heater is de-energized before
draining the frame oil. Failure to do so can result in the
heater element burning out.
2. Connect a hose to drain that is long enough to reach to each end of the compressor
frame; then, install a valve and a three-foot length of pipe in the free end of the hose.
Remove the covers from the frame to gain access to the frame interior. Starting at
the driver end (using the hose and pipe nozzle connected into the lubricating system
at the drain), and with the auxiliary oil pump running, wash the frame interior to
dislodge debris and residue from the sides and corners of the frame. Then agitate
the oil in the bottom of the sump to assist in the removal of all foreign particles in the
frame sump.
3. Stop the pump and completely drain the system from the oil cooler, filters and sump.
Remove hoses used to assist in the draining and flushing procedure.
4. Service the oil filter(s) and install new filter.
5. When changing the lubricating oil, the oil strainer on the end of the pump suction
pipe must be cleaned. The frame interior should be thoroughly wiped out to remove
puddles of the old oil and any accumulation of dirt or debris on the walls of the frame
sump using clean, lint-free rags, NOT waste or lint rags. Use a light to examine
corners, pockets and other areas where dirt might lodge. The inside of the frame
has been painted to facilitate the examination for dirt; DO NOT scrub or sand off this
oil-proof paint when cleaning the frame interior.
6. Close all the drain valves in the sump and cooler. Reconnect any piping that was
disconnected.
7. Refill the system with new oil through the fill connector on the oil pump end of the
frame. When sufficient oil has been added to cover the oil pump suction, start the
auxiliary oil pump to completely fill the external system and vent any trapped air.
Add oil to the system until the oil level is centered in the oil level gauge glass.
Approximate oil capacity is listed in CHAPTER 3, Operation.
8. Reinstall all frame covers.
4-7. DRIVE END COVER & CRANKSHAFT OIL SEAL
The drive end cover and crankshaft oil seal assembly is located at the drive end of
the compressor to prevent oil leakage where the crankshaft extends through the frame drive
end cover. The crankshaft oil seal arrangement shown in Figure 4-4 consists of a
crankshaft oil ring clamped around the crankshaft, a retaining ring and a shaft seal. The
crankshaft oil ring acts as a weather seal.
The oil seal should require little or no maintenance after proper initial installation. If
leakage occurs, replace the oil seal as follows:
4-13
WARNING
WARNING
Figure 4-4. Drive End Cover & Crankshaft Oil Seal Assembly
4-14
4-7.1. Crankshaft Oil Ring and Oil Seal Removal
1. Bar the compressor positioning the crankshaft oil ring (#2) to allow access to the
socket head capscrews (#3).
2. Remove the capscrews (#3) and lift both halves of the crankshaft oil ring off of the
crankshaft.
3. Remove the flathead capscrews (#25) from the retaining ring (#24) and lift both
halves of the retaining ring from the end cover (#18).
4. Pry out the shaft seal (#23) and discard.
5. Examine the sealing surfaces of the drive end cover for corrosion and possible
damage that could prevent proper sealing between the shaft seal and drive end
cover. Clean as required.
4-7.2. Crankshaft Oil Ring and Oil Seal Installation
1. Push the crankshaft toward the oil pump until all thrust clearance has been removed.
2. Insert the new oil seal (#23). (Ensure the lip of the seal is toward the crankcase and
the split/seam located at the top.) The ends of the seal should be glued together
using an adhesive.
3. Clean the threads of the retaining ring mounting screws (#25) and the sealing
®
surfaces of the retaining ring (#24). Then apply Loctite 242 Anaerobic Sealant (or
equivalent) to the threads.
4. Attach the retaining ring (#24) to the drive end cover (#18) with capscrews (#25).
5. Assemble the crankshaft oil ring (#2) around the crankshaft. Fasten loosely with
capscrews (#3).
6. Push the oil ring up against the drive end cover, then pull away 0.06 inch (1.5 mm).
7. Hold the oil ring in the position noted above and uniformly tighten the capscrews to
secure the oil ring to the end cover.
4-8. CRANKSHAFT THRUST
The two main bearing caps, located at the drive end, are supplied with bronze thrust
shoes. The function of these shoes is to permit axial (lengthwise) positioning of the
crankshaft within the frame; they are not used to adjust thrust. The compressor drive train
will control axial position of the crankshaft during operation.
Any thrust imparted to the thrust shoes by the crankshaft is originated by the drive
train. The only internal compressor adjustment that can be made to compensate for this is to
move the main bearing cap in the same direction as the thrust. The amount that the cap
can be moved is limited to one-half the tolerance between the main bearing cap bolts and
4-15
the bolt holes through the cap. In some cases, shims may be installed behind the thrust
shoes. If this is the case, shim thickness can be adjusted accordingly.
4-9. MAIN BEARINGS
The main bearings consist of top and bottom shells that fit into machined bores in the
main bearing caps and frame. The main bearings are located by raised tangs located at
one of the split lines in the bearing shells and by the corresponding machined grooves in
both the frame and main bearing cap. Main bearings are precision-type (shimless) sized to
the correct running clearance and therefore require no fitting or shimming.
The main bearing caps are match marked to the frame. Whenever a main bearing
cap is removed, it is important that it is returned to its original location in the frame. Always
check the stamping on a bearing cap when installing it to be sure that it matches the
stamping on the frame.
The bearings are made of steel backed up with bronze with a very thin babbitt
overlay. DO NOT attempt to scrape or file the babbitt lining nor attempt to build up the ends
of these bearing shells. The special self-fit surface on new bearing shells will quickly
conform to the crankshaft journal and load distribution when the unit is started. The
diametral journal-to-bearing running clearance will normally increase about 0.001 inch
(0.025 mm) due to the self-fitting feature of the shells.
Improper bearing-to-shaft clearance can lead to one of two problems: (1) If the
bearing clearance is too small, insufficient oil film thickness will result allowing heat buildup
and metal-to-metal contact; (2) If the bearing clearance to too large, oil pressure will fall,
failing to adequately lubricate the bearing surface.
4-9.1. Main Bearing Removal
1. Unbolt and remove the frame top cover(s) and gasket(s) above the main bearing(s).
2. Loosen and remove one of the tie rod cap nuts that is above the main bearing(s)
being replaced, then pull the tie rod(s) from the frame. Bump out (using a brass bar
or lead hammer) the spacer bar. The spacer bar has a an interference fit within the
frame.
3. If applicable, unscrew the thermocouple or RTD connector from the main bearing
cap and disconnect the tubing from the coupling where it enters the frame.
4. Remove the main bearing cap stud nuts. The bearing cap has a 0.001 to 0.003 inch
(0.025 to 0.08 mm) interference with the frame. If supplied, thread the main bearing
cap lifting tool into the top of the cap to assist in removal. Carefully lift out the cap
using an overhead hoist while tapping it lightly with a soft (lead or bronze) hammer.
The bearing cap and top shell can then be removed.
5. Insert a roll-out tool which projects far enough out of the oil hole to bear on the edge
of the shell as shown in Figure 4-5. Then rotate the crankshaft slowly in the required
direction to force the bottom shell out of its saddle in the frame.
6. Wipe the saddle, crankshaft journal and main bearing cap with clean lint-free rags.
New bearing shells must fit the saddle and bearing cap perfectly so that they will be
4-16
uniformly supported at all points. An imperfect fit caused by burrs, nicks, or dirt
between the shells and saddle or cap will result in stress concentration and probable
premature failure of the bearing (caused by flexing of the shell).
CAUTION
The preferred method for removing the lower bearing
shell is to sling the crankshaft to an overhead hoist and
lift the crankshaft slightly so that the bearing can be rolled
out by hand. If a hydraulic jack is used, make sure the
jack is supported by wooden blocking across the entire
width of the frame. Failure to adequately support the jack
and distribute the loading can force the jack through the
bottom of the frame. Mount a dial indicator on the
crankshaft to observe the amount of movement relative to
the frame. It is only necessary to raise the crankshaft
until the lower bearing shell is loose. The crankshaft
should never be raised more than the recommended top
clearance (0.006 inch or 0.15 mm) unless all main bearing
caps have been removed.
TP-5009
Figure 4-5. Main Bearing Installation/Removal
4-9.2. Main Bearing Installation
The main bearings used on PETStar 4 compressors are precision made. The
bearings are inspected for conformance to all dimensions, including crush, before they are
delivered. Bearing crush (or draw) is the difference in height between the bearing and its
housing at the parting line. This crush is actually an interference fit between the bearing and
it’s housing to prevent flexing of the bearing shell and to aid in transferring heat from the
bearing. It is generally not necessary nor recommended to recheck bearing crush at
assembly. If a bearing crush problem is suspected, contact Ingersoll-Rand.
4-17
1. Wash off any dirt or rust preventative from the new bearings with a safety solvent.
Do not scrape the bearing or remove any metallic flashing that may be applied to the
bearing faces. Apply clean lube oil to the journal and bearing faces only.
NOTE
The bearings shells must be inserted with the locating tang in

the correct position and the bearing end without the tang must
be inserted first when installing new bearings.
2. Start with the bottom shell by placing it into the bearing cap as shown in Figure 4-6,
with the roll-out tool inserted into the oil hole in position against the shell.
3. Slowly rotate the crankshaft until the shell is located in its saddle. If resistance is felt,
sling or jack up on the crankshaft to provide additional clearance. Align the shell
both horizontally (side-to-side) and vertically (the ends must be flush with the saddle)
in the saddle. Remove the bearing cap and lower the crankshaft (if applicable).
4. Apply anti-seize to the ends of the main bearing cap, then install the upper bearing
shell into the cap and lower the cap over the journal. The cap has a 0.001 - 0.003
inch (0.025 - 0.08 mm) interference with the frame. (Main bearing caps are match
marked to the frame and must be reinstalled as indicated.)
5. Reinstall and torque the main bearing cap stud nuts two at a time, following a
diagonal sequence, as specified in CHAPTER 5, GENERAL DATA AND
CLEARANCES.
6. If applicable, reinstall the thermocouple or RTD to the main bearing cap and
reconnect the tubing.
7. Apply anti-seize lubricant to the ends of the spacer, then install the spacer into the
frame. Spacers have a 0.004 - 0.006 inch (0.10 - 0.15 mm) interference with the
frame. (Spacers are match stamped to the frame and must be reinstalled as
indicated.)
8. Insert the tie rod through the frame and spacer. Apply anti-seize lubricant to the tie
rod washer and nut face. Install and tighten the tie rod until the frame is pulled up to
within 0.001 inch (0.025 mm) of the dimension stamped near the end of each spacer
on the frame top. Check this dimension with an inside micrometer while tightening.
9. Reinstall the frame top cover(s) and gasket(s).
4-10. CONNECTING RODS
The connecting rods incorporate a full floating bronze crosshead bushing contained
in the small end (eye) of the rod and two-piece, shell-type, full floating aluminum bearings in
the crankpin end of the connecting rod. The connecting rods are drilled from the crankpin
bearing end to the bushing end to carry lubricating oil to the pin bushing and crosshead pin.
If the bearing clearances become excessive or otherwise noisy, they should be replaced. It
is not necessary to remove the connecting rods to change the crankpin bearings.
4-18
If it is necessary to remove the connecting rod from the unit, the following steps are
recommended:
1. Lock out and tag the driver starting equipment with a sign “WORK IN PROGRESS
DO NOT START”.
2. Remove the top cover from the compressor frame.
3. Rotate the crankshaft to place the connecting rod in a convenient position to remove
the cap bolts.
4. Be sure the connecting rod is well supported before continuing with the following
steps.
5. Disconnect the connecting rod from the crankshaft according to the instructions
given in section 4-10.1
6. Remove the crosshead pin according to the instructions given in section 4-10.2
WARNING
atmospheric pressure before beginning work.
Compressor pistons will move to bottom-dead-center as
an equilibrium condition due to the difference in piston
surface area (by piston rod cross sectional area) exposed
to the system air pressure. Failure to depressurize the
compressor cylinders prior to barring may result in
unexpected rollover that can cause personal injury.
WARNING
Before beginning work, the operator must ensure that the
driver will not start by locking out and tagging out
in a fatal accident if the unit starts unexpectedly.
CAUTION
Protect the crosshead guide and crankpin to prevent
damage to these finished surfaces.
7. Reposition the crankshaft as required so that it will provide the least interference with
removal of the rod.
8. Keeping the connecting rod well supported at all times, carefully remove it through
the top opening in the frame.
4-19
The bushing to pin clearance can be checked with feelers or by comparing

micrometer measurements of the pin and bushing diameters. The bushing is non-adjustable;
it must be replaced with a new one when the clearance becomes excessive or the bushing
is otherwise defective. Refer to CHAPTER 5, GENERAL DATA AND CLEARANCES for a
complete list of assembly fits and clearances.
Install the connecting rod in the compressor using the reverse of the removal
procedure. Be sure the rifle drilled oil passage in the rod is clear of any obstruction before
installing the rod. Refer to the appropriate instructions when assembling the rod on the
crankshaft and when installing the crosshead pin.
If new parts are being used, check for sufficient side clearance between the
connecting rod and adjacent crank webs. This clearance can be measured with feelers and
compared with the listed assembly clearance limits. As a final check of proper connecting
rod installation, it is suggested that the unit be turned through one or more complete
revolutions while watching the connecting rod to see that it runs true on the crankpin.
Reinstall the top cover on the frame.
4-10.1. CRANKPIN BEARINGS
The crankpin bearings are two-piece, shell type, full-floating aluminum bearings to
allow assembly on the crankpin (see Figure 4-6). These are precision bearings that require
no adjustment. If the bearing-to-shaft clearance becomes excessive and the bearings are
noisy, they can be replaced as follows. It is not necessary to remove the connecting rods to
change the crankpin bearings.
WARNING
to the process gas pressure. Failure to depressurize the
WARNING
1. Lock out and tag the driver starting equipment with a sign "WORK IN PROGRESS -
DO NOT START".
2. Remove the frame top cover(s).

4-20
3. Bar over the compressor to position the connecting rod for easy access to the
connecting rod bolts. A manual bar and fulcrum has been provided as a means of
rotating the compressor crankshaft during installation and maintenance (prior to
motor driven start-up). When barring the compressor for maintenance or as a
preliminary start-up precautionary procedure, the compressor cylinders must be
depressurized to atmospheric pressure to prevent accidental roll over.
4. Engage the barring lock device or block the crossheads (or crankshaft) to prevent
accidental rollover.
5. Cut the lockwire to the connecting rod bolts, then loosen the bolts and remove the
cap and bearing half.
6. Support the connecting rod and move it away from the crankpin so that the
remaining bearing half can be removed.
7. Clean the new bearings and make sure the oil holes and grooves are not obstructed.
Clean the connecting rod and cap, and inspect the crankpin journal for any
roughness which must be carefully removed.
8. Install the bearing halves in the rod and cap, then assemble the parts on the
crankpin. The cap and connecting rod are match marked for proper assembly. Make
sure the alignment bushings are installed between the rod and cap.
9. Install and tighten the cap bolts to the torque specification in CHAPTER 5,
GENERAL DATA AND CLEARANCES. After tightening, wire the cap bolts together
as a safety precaution.
1-connecting rod
2-cap bolts
3-alignment
bushings
4-lockwire
5-bearings
6-pin bushing
TP-5045
Figure 4-6. Connecting Rod, Crankpin Bearings and Pin Bushing
4-21
10. Remove all tools and any blocking, then bar over the compressor to check for proper
assembly.
11. Reinstall the frame top cover(s).
4-10.2. CROSSHEAD PIN BUSHING
The crosshead pin bushing is a one-piece, full-floating bronze bushing (see Figure 4-
6). Access to the crosshead for pin and/or bushing replacement is gained by removing the
side covers from the frame extension/crosshead guide.
WARNING
WARNING
1. Lock out and tag the driver starting equipment with a sign "WORK IN PROGRESS -
DO NOT START". Block the crosshead and/or crankshaft to prevent further
movement.
2. The crosshead pin is held in the crosshead by two, spiral type retainer rings located
at both ends of the pin. Bar over the compressor to position the crosshead as
required to gain access to these rings and then remove the ring from one end of the
pin. This type retainer ring is removed by first prying one end out of the pin groove
and then unwinding the ring from the groove. A manual bar and fulcrum has been
provided as a means of rotating the compressor crankshaft during installation and
maintenance (prior to motor driven start-up). When barring the compressor for
maintenance or as a preliminary start-up precautionary procedure, the compressor
cylinders must be depressurized to atmospheric pressure to prevent accidental roll
over.
3. Block under connecting rod, then slide the pin out of the crosshead. If the pin is
"frozen" in the crosshead, it may be necessary to attach a puller. If this happens,
remove the pipe plug from one end of the pin and attach the puller into the pipe plug
threads.
4-22
4. Bar over the compressor to withdraw the connecting rod from the crosshead and
move the crosshead toward the cylinder so that the bushing can be removed from
the rod eye.
5. Clean the parts and inspect the bearing surfaces for excessive wear or damage.
Check the crosshead pin and bushing clearances against the original assembly
clearances given in CHAPTER 5, GENERAL DATA AND CLEARANCES. There is
no adjustment to these parts and they must be replaced when excessively worn or
otherwise defective.
6. Apply clean lube oil to the parts as they are assembled. Install the crosshead pin
bushing in the eye of the connecting rod. The bushing should turn easily in the rod
eye.
7. Realign the connecting rod eye with the crosshead pin bore. Lubricate the
crosshead pin then insert the pin into the crosshead and through the pin bushing.
8. Reinstall the spiral type retainer ring into the pin groove. Make sure the pin is seated
completely in the groove.
9. Remove any blocking, then bar over the compressor to check for correct assembly.
10. Reinstall the side cover(s) onto the frame extension/crosshead guide.
4-11. CROSSHEAD
The standard crosshead is provided with bolt-on replaceable aluminum shoes as

shown in Figure 4-7. Each shoe is attached to the crosshead with a single capscrew and
lockwasher. The proper running clearance between the crosshead shoes and the crosshead
guide is established at the factory.
The crosshead shoes are not adjustable and should be replaced if they become
worn to a point where they are causing excessive piston rod runout.
4-11.1. Replacing Crosshead Shoes
The crosshead shoes can be removed from the crosshead and replacement shoes
installed while the crosshead in the crosshead guide.
WARNING
4-23
1-crosshead
2-shoes
3-capscrews
4-lockwashers
5-pin
6-cap
7-retainers
TP-5048
Figure 4-7. Standard Crosshead
WARNING
1. Unbolt and remove the frame extension/crosshead guide covers.
2. Bar over the compressor to position the crosshead for easy access to the crosshead
shoe capscrews. A manual bar and fulcrum has been provided as a means of
rotating the compressor crankshaft during installation and maintenance (prior to
motor driven start-up). When barring the compressor for maintenance or as a
preliminary start-up precautionary procedure, the compressor cylinders must be
depressurized to atmospheric pressure to prevent accidental roll over.
3. Remove the bottom crosshead shoe capscrew
4-24
4. Using a pry bar as a lever under the connecting rod, raise the crosshead and hold it
against the top guide then block under the connecting rod to support the crosshead
in this position.
5. Slide out the worn shoe from under the crosshead and then slide a replacement
shoe into place.
6. Reinstall the capscrew and lockwasher and tighten the capscrew securely to fasten
the shoe to the crosshead.
7. Make sure the shoe is well seated against the crosshead by probing along the
mating line of the shoe and crosshead with a 0.0015 inch (0.4 mm) feeler.
8. Remove the blocking and lower the crosshead to the bottom guide.
9. Replace the top shoe in a similar manner. Repeat Step 7 to ensure a good seat
between the shoe and crosshead.
10. Measure the top shoe to guide clearance at all four corners and at the center using a
feeler gauge. Refer to CHAPTER 5, GENERAL DATA AND CLEARANCES for
assembly clearance.
11. Make sure the crosshead is resting squarely on the lower guide by checking for
clearance under the bottom shoe; a 0.0015 inch (0.04 mm) feeler should not enter
between the center of the bottom shoe and guide at either end of the shoe.
12. As a final check for proper shoe assembly, bar over the compressor while observing
the crosshead for proper travel.
13. Reinstall the frame extension/crosshead guide covers.
4-12. COMPRESSOR CYLINDERS
Good working habits are essential to the performance of satisfactory maintenance

work on the compressor cylinder. When disassembling a cylinder, use every means to keep
dirt and other foreign material away from the cylinder internals. Cover exposed openings to
keep dirt and debris out of the cylinder. Scratches, nicks or burrs must be removed from
machined surfaces. This can be done with fine sand paper, a fine hone or a mill file.
Whenever honing, grinding or any other type of work is conducted that creates abrasive dust
particles, all cylinder surfaces and ports exposed must be thoroughly washed with soap and
hot water (the only correct way to remove such particles, as solvent alone will not clean
them out of the pores in the metal).
Mark or tag parts as they are disassembled so that they can be reinstalled in their
original positions. Replace all gaskets that are torn, dried or cracked.
Instructions for servicing the compressor valves and regulation devices are covered
separately in the job-specific Installation, Operation & Maintenance Manual.
The compressor cylinder can be opened and the various cylinder components
serviced as described in the appropriate maintenance instructions. If the cylinder is to be
4-25
removed, it is necessary to disconnect all of the connecting air, oil, water and control piping,
as applicable. The piston and rod assembly must also be removed from the cylinder.
Parts should be thoroughly cleaned in a site-approved safety solvent and inspected

for wear and other visible defects before re-using them. Generally, unless otherwise stated,
parts should be covered with a thin coating of clean lubricant before reassembly, except
non-lubricated (NL) cylinders.
WARNING
Observe all safety precautions contained in the safety
summary that precedes CHAPTER 1 of this instruction
manual and particularly those at the beginning of this
chapter when working on the compressor cylinders. Add-
itionally, before working on the cylinder, make sure the
compressor is blocked against accidental rollover and
that the power to the compressor is locked out and
tagged with a sign "WORK IN PROGRESS - DO NOT
START". Make absolutely sure to close intake and
discharge line valves and BLEED OFF AND VENT ANY
RESIDUAL PRESSURE that may be trapped in the
compressor cylinders.
4-12.1. Removing The Outer Head
1. If applicable, shut off the cooling water.
2. Close inlet and discharge block valves and vent any air pressure from within the
cylinder bore and passages to atmosphere. Closely observe all applicable safety
precautions as stated in the beginning of this chapter.
3. Drain the coolant from the cylinder and outer head water jackets.
4. Place an eyebolt in the available bolt hole in the top of the outer head and attach the
head to an overhead hoist.
5. Loosen the outer head stud nuts and back them off about 1/4-inch (6 mm).
6. If jackscrew holes are provided, install screws tighten evenly to jack the outer head
away rom the cylinder. If no holes are provided, use a pry bar to pry the outer head
loose.
7. With the outer head attached to an overhead hoist, the stud nuts can be removed
and the head can be pulled from the cylinder. Make sure the head is supported at
all times
8. Remove and discard the outer head gasket.
9. Clean the outer head-to-cylinder gasket surfaces and install a new gasket.
4-26
10. To reinstall the outer head, attach the outer head to an overhead hoist, then place
the head over the cylinder studs. Install the stud nuts, then gradually and evenly
tighten the nuts to draw the head against the cylinder. Torque the outer head stud
nuts as specified on the job-specific Cylinder Instructions located in the Installation,
Operation & Maintenance Manual.
4-12.2. Removing the Piston and Piston Rod Assembly
The following instructions apply specifically to conventional, double-acting cylinders.
1. If not already done, remove the cylinder outer head as described previously.
2. Remove the side inspection covers from the crosshead guide and distance piece(s)
that will provide access to the crosshead jam nut, pressure packing and oil scraper
rings.
3. Remove the pressure packing and oil scraper rings. Always remove the packing and
scraper rings before removing or installing the piston rod; never slide the threaded
end of the piston rod through these rings.
4. Temporarily reassemble the packing case and scraper ring assemblies without the
rings.
5. Loosen the crosshead jam nut.
6. Unscrew the piston rod from the crosshead, using a strap wrench. Never use a pipe
wrench to turn the piston and rod assembly.
7. Pull the piston and rod assembly through the outer end of the cylinder. If used, slide
the oil slinger off the piston rod. Support the piston until the rod is clear of the bore
to prevent damaging either the piston rod or bore surfaces.
8. Set the piston and rod in a safe place and protect the finished surfaces from
damage. If the piston is to be separated from the piston rod, continue with the
following procedure.
4-12.3. Disassembling the Piston and Piston Rod
1. Clamp the piston rod in a suitable holding device, such as a set of V-blocks. Use a
soft bearing material next to the rod surface and clamp the rod behind the rod collar,
close to the piston.
2. Unscrew the piston nut (using the nut adapter if necessary). If available, a suitable
size impact wrench is ideal. If it is necessary to either sledge or use a cheater on the
wrench, support the piston to prevent bending the piston rod, then slide the piston off
the rod.
4-12.4. Inspecting the Cylinder Bore
The cylinder bore is designed with sufficient thickness to allow reboring if excessive
wear requires truing-up of the bore. When the cylinder is rebored, an oversize piston and/or
rings will be necessary to match the new bore size.
4-27
The approach to repairing a cylinder bore depends on the extent of wear or damage
sustained and the amount of material that can be safely removed. Final bore dimensions
will determine whether oversize rings and/or piston are required.
1. Wipe the cylinder bore clean with lint-free rags. It may be necessary to use an
OSHA approved safety solvent to remove some deposits.
2. Shine a light into the cylinder bore and visually inspect for scratches, gouges and
nicks.
3. Using an inside micrometer, measure and record the cylinder bore diameter at the
frame end, center and outer end in both the horizontal and vertical planes.
4. By comparing frame end, center and outer end cylinder bore measurements, both
cylinder taper (end-to-end in the same plane) and out-of-roundness (same end, but
different plane) can be determined.
5. If the limits in Tables 4-2 or Table 4-3 are exceeded, it indicates that re-boring and
re-ringing with oversize rings is required. In any event, it is recommended that
Ingersoll-Rand be contacted for technical advice.
6. If required, remove the cylinder and hone the cylinder bore when surface scratches,
burrs, or minor scuffing are present. However, the hone is not a corrective measure
for out-of-round, tapered, or barrel-shaped bores; the hone in these cases would
follow the shape of the bore and not be effective in correcting these conditions.
7. When reconditioning a cylinder, it is important to achieve a 20AA surface finish to

ensure adequate ring seat and longevity. After honing, clean cylinder using soap
and hot water.
Table 4-2. Maximum Allowable Bore Wear Before Reconditioning

Max Out-of-Round Before
Nominal Bore Max Bore Size Before Reconditioning (in.)
Diameter (in.) Reconditioning (in.)
Teflon Rings Metallic Rings
2 2.008 0.003 0.001

3 3.011 0.0045 0.0015
4 4.014 0.006 0.002
5 5.017 0.0075 0.0025
6 6.020 0.009 0.003
7 7.023 0.0105 0.0035
8 8.026 0.012 0.004
9 9.029 0.0135 0.0045
10 10.033 0.015 0.005
11 11.036 0.0165 0.0055
12 12.039 0.018 0.006
13 13.042 0.0195 0.0065
14 14.045 0.021 0.007
15 15.048 0.0225 0.0075
16 16.048 0.024 0.008
17 & Over Nominal + 0.048 0.024 0.008
4-28
Table 4-3. Maximum Allowable Taper Before Reconditioning

Stroke (in.) Taper (in.)
9 0.0045
4-12.5. Removing the Cylinder
1. Prepare the cylinder for removal by disconnecting all water piping, pneumatic tubing,
etc. Use an overhead hoist or other suitable means to support the weight of the
cylinder.
CAUTION
On cylinders that have bolted on water jackets, ensure
that the lifting slings are not in contact with the jackets.
The weight of the cylinder may be heavy enough to
collapse the jacket wall.
2. Remove the suction and discharge piping.
3. Loosen the cylinder-to-frame head/yoke stud nuts. Take up the weight of the
cylinder with the lifting equipment.
4. Unbolt the outer end cylinder support, then remove all stud nuts and separate the
cylinder from the frame head/yoke.
5. Remove and discard the frame head gasket.
6. Clean the frame head-to-cylinder gasket seating surfaces in preparation for re-
assembly.
4-12.6. Installing and Aligning the Cylinder
1. Clean the frame head/yoke-to-cylinder gasket seating surfaces, then install a new
gasket.
2. Attach the cylinder to the overhead hoist or other suitable means to support the
weight of the cylinder.
CAUTION
On cylinders that have bolted on water jackets, ensure
that the lifting slings are not in contact with the jackets.
The weight of the cylinder may be heavy enough to
collapse the jacket wall.
3. Lift and place the cylinder studs through the clearance holes in the frame head/yoke
and snug only one or two nuts at the top of the stud circle. The cylinder is centered
on the frame head/yoke by a shoulder which fits closely into the cylinder bore.
4-29
4. Clean the gasket surface for the inlet/discharge connection on top of the cylinder and
place a precision machinist's level (Starrett® 98) on this surface parallel to the
crankshaft. Rotate the cylinder until the inlet flange is level.
5. Tighten the cylinder-to-frame head stud nuts evenly and progressively. Refer to the
job-specific Cylinder Instructions for special cylinder bolting torque values located in
the job-specific Installation, Operation & Maintenance Manual.
6. Use a precision machinist’s level having a cross level and check that the bottom of
the cylinder bore in the piston travel area runs parallel with the bottom of the
crosshead guide. Locate the cause of any misalignment and make adjustments.
7. The cylinder bore and crosshead guide need not be perfectly level, but must run in
the same plane. Do not use the cylinder inlet/discharge connection as an alternative
to the cylinder bore for checking parallelism. If the crosshead guide is level but the
cylinder is not, the most likely cause is dirt or raised material in the joint where the
cylinder fits the frame head/yoke.
8. Reattach the suction and discharge piping.
9. Reconnect all water piping, pneumatic tubing, etc. as required.
10. Reattach the outer end cylinder support and adjust accordingly.
4-12.7. Assembling the Piston and Piston Rod
1. Clamp the piston rod in a suitable holding device, such as a set of V-blocks. Use a
soft bearing material next to the rod surface. Clamp the rod behind the rod collar,
close to the piston.
2. Inspect the seating surfaces of the piston rod collar, piston faces and piston rod nut
for dirt, burrs and general condition. Clean up the part as required.
3. Place the piston on the rod and check the seating surfaces by "bluing" between the
piston rod shoulder and piston to assure that at least 75% of evenly distributed
contact is made on all seating surfaces. This is also true for multiple-piece pistons.
Check that the contact area is uniform around the circumference and across the
piston rod to piston seating surface. If necessary, lap the faces with lapping
compound; remove all traces of lapping compound with soap and water.
4. Check the seating surface between piston nut and the piston for adequate contact as
in Step 3. If the contact area is insufficient, check the squareness of the nut threads.
If necessary, scrape or lap the faces with lapping compound; remove all traces of
lapping compound using soap and water.
5. Assemble the piston onto the piston rod.
6. Apply an anti-seize lubricant, such as Dow Corning® G-n or FEL-PRO® C5-A, on

both the rod and nut threads. (These lubricants are available through most
commercial suppliers.) Run the nut back and forth to ensure an even distribution of
lubricant.
4-30
Figure 4-8. Piston Nut Tightening Diagram
4-31
7. Apply lubricant to the nut face and piston face.
8. Screw the nut onto the piston rod. Hand-tighten the nut to seat the piston on the rod
shoulder, then loosen the nut and re-tighten to a snug condition, approximately 100
ft-lbs (135 N·m).
9. Referring to Figure 4-8, determine the number of degrees the piston nut must be
tightened.
10. Referring to Figure 4-9, scribe a line (A) across the face of the piston nut, then scribe
a line (B) across the end of the piston rod to mark the clockwise distance the nut
must tightened.
Figure 4-9. Scribing Tightening Angle
11. Tighten the piston nut so that the line on the nut corresponds to the line on the piston
rod. The nut face should be flush with the end of the piston rod, if not, the piston is
not assembled properly on the rod; reposition the piston and/or collars to obtain the
proper arrangement.
CAUTION
It is important that the piston nut is fully tightened two
times, loosened, then retightened a third time. This
ensures good contact and seating between the rolled
threads on the rod and the machined threads on the nut.
If these instructions are not followed, the nut may come
off the piston rod causing severe damage to the
compressor.
4-32
12. Loosen the piston nut and repeat Steps 8 through 11 two more times. Because of
the new parts seating under the tightening pre-stress, it is anticipated that the nut will
be turned further at each re-tightening step. It is important to re-establish tightening
markings each time the nut is re-tightened.
13. Prick-punch four places between the piston nut and the rod threads to prevent the
nut from loosening.
4-12.8. Installing the Piston and Rod Assembly
1. If required, install new piston and rider rings in their ring grooves and check them for
proper side clearance and end gap
NOTE
Prior to installing the piston and rod, make sure the packing
case and scraper plate are installed. However, DO NOT
install the packing, partition or scraper rings at this time.
2. Bar the compressor to position the crosshead at maximum frame end stroke.
3. Rig the piston and rod assembly to an overhead hoist, then lift and guide the piston
rod into the cylinder, using a band or other suitable means to compress the rings to
start them into the counterbore.
4. Continue to push the piston and rod into the cylinder. The end of the counterbore is
beveled to guide the rings the cylinder bore. Guide the piston rod through the
pressure packing. Install the oil stop plate over the piston rod before the rod enters
the oil scrapper partition.
5. Screw the crosshead jam nut onto the piston rod as far as possible.
NOTE
It maybe helpful to utilize a small screw jack under the piston

rod to support the weight of the rod and facilitate installation.
Mount a dial indicator to observe the rod movement. Jack the
rod up noting the distance moved as shown on the dial
indicator, then lower the rod half the total indicated distance.
This will take the weight of the rod off the crosshead, help
center the rod in the crosshead and prevent galling of the
mating threads. Use a wood block under the jack and heavy
cloth around the piston rod for protection.
6. Engage the lead end of the piston rod into the crosshead.
CAUTION
NEVER USE A PIPE WRENCH, OR ANY OTHER TOOL
THAT CAN SCRATCH OR OTHEERWISE DAMAGE THE
PISTON ROD. Most pistons are drilled and tapped which
4-33
will allow a tee bar-type wrench to be attached to the outer

face of the piston to screw the piston and rod assembly in
or out of the crosshead. Where this is not possible, a
mechanical strap (Parmalee) wrench is recommended to
turn the rod. Take every precaution to avoid scratching or
nicking the piston rod surface. Even a slight nick in the
rod can ruin the pressure packing or oil scraper rings.
7. Thread the piston rod into the crosshead using a strap wrench until the piston
contacts the frame head, then rotate the piston rod ½ turn out of the crosshead. This
should yield the required frame end clearance of 0.062 inches (+0.030/-.010) since
the piston rod has 8 pitch threads at the crosshead end (one revolution = 0.125
inch).
8. Lower and remove the screw jack if used.
9. Install a new outer head gasket, then lift the outer head and place it onto the cylinder
studs. Reinstall and tighten the stud nuts evenly and progressively to the torque
specifications given on the Cylinder Instructions located in the job-specific
Installation, Operation & Maintenance Manual.
SERVICE NOTE
Verify frame end and outer end piston clearances by removing

valve assemblies from both ends of the cylinder, then bar the
compressor over to position the piston at each end and insert
feeler gauges between the piston and each cylinder head.
10. Reset the piston end clearances as described in paragraph 4-13 if required.
11. Tighten the crosshead jam nut as shown in Figure 4-10.
a. Snug up (hand tight) the crosshead jam nut against the crosshead.
b. Scribe a line (A) across the nut and a line (B) 13º past line (A) across the
crosshead indicating the distance the nut must be advanced.
c. Tighten the crosshead jam nut until line (A) meets line (B).
12. It is recommended to mark the position of the piston and rod assembly to the
crosshead at this time so that the piston can be readily returned to its correct position
should it be removed at some later time.
13. Install the packing and oil scraper rings as outlined in paragraph 4-15 and 4-16.
However, do not install the rings if there will be a delay in operating the unit, as the
rings may corrode the piston rod.
14. Check the piston rod alignment (runout) as outlined in paragraph 4-14.
4-34
Figure 4-10. Tightening Crosshead Jam Nut
4-12.9. Installing the Outer Head
1. Clean the outer head-to-cylinder gasket seating surfaces, then install a new gasket.
2. Attach the outer head to on overhead hoist, then lift and place the outer head onto
the cylinder studs.
3. Reinstall the outer head stud nuts and torque to the specification given on the job-
specific Cylinder Instructions located in the Installation, Operation & Maintenance
Manual. Tighten the stud nuts evenly and progressively following a crisscross
pattern.
4. Reconnect water piping as applicable.
4-13. PISTON END CLEARANCE
Specific end clearances for a particular cylinder are set for the factory-assembled
airends. The piston end clearances need to be set and checked once the airends are
reassembled. After being correctly set at the time of installation, should rarely require
adjustment. It should, however be checked occasionally.
If a knock or pound develops in a compressor cylinder and worn connecting rod

bearings have been ruled out, the cause may be due to a loose piston or insufficient piston
to head clearance at one end of the piston stroke. If the cause is determined to be a loose
piston, retighten the piston nut as instructed in paragraph 4-12.7. If it is determined that the
knock is due to the piston hitting one of the heads, it will be necessary to reset the clearance
at both ends of the stroke, as follows:
4-35
WARNING
Lock out and tag power to compressor and relieve all
pressures to atmosphere before entering the cylinder.
Failure to heed this warning could result in severe
personal injury or death.
1. Remove a valve from each end of the cylinder.
2. Measure the piston end clearance as follows:
a. Hang a soft lead wire between the piston and the inside face of each cylinder
head, then bar the compressor over. When the frame (crank) end and outer
(head) end stroke positions are reached, the wire will be flattened out equal
to the amount of clearance.
OR ....
b. Using feeler gauges, measure the clearance between the face of the piston
and the outer head. Note this measurement and then bar over the
compressor to bring the piston to the opposite (frame) end of the cylinder.
Again using feelers, measure the clearance between the face of the piston
and the frame head.
CAUTION
Set clearances carefully to avoid overtravel or expansion
into the counterbore at the ends of the cylinder. Improper
setting can result in a knock and/or ring breakage.
3. In general, the outer (head) end piston clearance should be approximately 2/3 or
0.060” (1.52mm) more than the frame (crank) end piston clearance. This difference
compensates for thermal growth of the piston rod resulting from operating
temperatures.
4. Make piston end clearance adjustments as follows:
a. Loosen the crosshead jam nut.
b. Screw the piston rod in or out of the crosshead the required amount.
Standard piston rods have 8-pitch threads, therefore, one revolution of the
piston rod equals 0.125 inch (3 mm) change in end clearance.
c. Retighten the crosshead jam nut per paragraph 4-12.8.
4-14. PISTON ROD ALIGNMENT (RUNOUT)
Vertical and horizontal (side-to-side) movement of the compressor piston rod as it

reciprocates during compressor operation is referred to as piston rod runout. The ideal
condition is zero rod runout when the compressor is operating at normal pressures and
4-36
temperatures. Perfect alignment is difficult to achieve. Therefore, a small amount of runout

is allowed (see Table 4-4).
Table 4-4. Piston Rod Runout Limits

Maximum Allowable Vertical Maximum Allowable Horizontal
Rod Runout Rod Runout
Non-Adjustable ± 0.008 in. (0.20 mm) ± 0.003 in. (0.08 mm)

Crosshead
An important procedure during compressor installation and maintenance is checking

piston rod runout and making necessary adjustments. A crosshead without shim-adjustable
shoes (standard) must have the shoes replaced or other corrective action to maintain
acceptable rod alignment.
Horizontal rod runout is affected by the alignment of the frame to the distance
piece(s) and the distance piece(s) to the cylinder. Excessive horizontal rod runout is
corrected by realignment and/or squaring of the distance piece(s) and cylinder flanges.
4-14.1. Factors That Influence Piston Rod Runout
• Excessive piping strain on the cylinder, or distorted cylinder supports pulling the cylinder
out of alignment.
• Cylinder-to-distance piece joint burrs, or debris in the joint, causing the cylinder to be
misaligned.
• Excessive piston rider ring or cylinder bore wear. This can be checked by measuring the
parts.
• If installed, one-piece rider bands can be worn on the bottom side. Rotating the piston
will place a new rider band wear surface against the bore.
• A Worn crosshead or crosshead shoes. If crosshead or crosshead shoes are worn

excessively, close evaluation of the crosshead guide should be made.
• A worn piston rod; check rod diameters along the full length of the rod if this is suspect-
ed. Also, check for bending; a worn or bent rod should be replaced.
• A crosshead jam nut not seating squarely against the crosshead nose; mis-machined
parts, burrs (usually on the crosshead nose) or debris can cause this situation.
4-14.2. Measuring Piston Rod Runout
1. For vertical piston rod runout, a dial indicator with a magnetic base is mounted on the
packing case flange so that the indicator reads on top of the piston rod at the 12:00
position as shown in Figure 4-11. The dial indicator must be perpendicular to the
piston rod.
4-37
WARNING
WARNING
2. For horizontal piston rod runout, the dial indicator must read on the side of the piston
rod at 3:00 or 9:00 position, next to the pressure packing case, depending on
accessibility.
Figure 4-11. Dial Indicator Location and Piston Rod Length Measurement (L)
3. The crosshead jam nut must be properly tightened and the crosshead must be in full
contact with the lower guide. Check this by making sure a 0.0015 inch (0.04 mm)
feeler will NOT fit between the crosshead and lower guide at 6:00 position.
4. Bar over the compressor until the piston is at crank (frame) end stroke position.
Depress the indicator button causing the dial indicator pointer to rotate one revolution
on the dial face. Set the dial face zero mark to align with the pointer. (This is known
as preloading and zeroing the indicator.)
5. Bar over the compressor through 180º, moving the piston from crank (frame) end to
head (outer) end. The largest reading seen during this 180° traverse to the head
4-38
end, whether plus or minus, is the total runout. Record this measurement. In order to
check the accuracy of this reading, continue barring over the compressor an
additional 180º (in the same direction of rotation) to crank end position. The dial
indicator pointer should now be at zero; if not, the indicator has moved and the
procedure must be repeated.
6. If the runout exceeds the limits specified in Table 4-4, corrective action must be
taken (see paragraph 4-14.1 for possible causes).
NOTE
If the dial indicator pointer "jumps" at the extreme ends of the

stroke it can be an indication of a loose crosshead jam nut, a
nut face that is not square to the crosshead nose, or
(particularly on large bore/small rod applications) simply the
change in rod motion and associated change in the friction
force between the rider ring and cylinder bore at the end of the
stroke.
A positive (+) rod runout measurement indicates that the

crosshead is high relative to the piston. A negative (-) rod
runout measurement indicates that the crosshead is low
relative to the piston. This relationship is based on the piston
stroked from crank (frame) end to head (outer) end.
4-15. PRESSURE PACKING
The pressure packing should be removed, cleaned and inspected for wear on a
regular basis. Experience and operating conditions will dictate the amount of time between
inspection intervals.
When disassembling the packing case, do not use a chisel or sharp instrument to
separate the cups.
Packing rings must be free to float laterally in the cups and have the proper side
clearance. The cups must be free of nicks, burrs or scratches on the seating surfaces. If
necessary, lap the cups to renew the seating surfaces.
Some causes for packing wear or leakage are listed below:
● Excessive temperature due to failure of cooling system, excessive temperature of

cylinder, or sticking of the rings causing excessive friction.
● Moisture resulting from shutdowns causing corrosion, leading to abrasive conditions

and excessive wear/leakage.
● Dirt or debris from process causing excessive wear/leakage.
● Improper break-in of rings causing rapid wear/leakage.
● Improper assembly or excessive side clearance causing leakage.

4-39
● Piston rod damage causing abrasive conditions leading to excessive wear/leakage.
● Packing cup wear or damage caused by dirt, debris, or corrosion.
Removal:
It is not necessary to completely remove the packing case to service the packing
rings, however, if limited space is available inside the distance piece and it will be difficult to
obtain accurate clearance measurements, the packing case will have to be removed from
the cylinder.
1. Remove the side covers from the distance piece that is adjacent to the cylinder.
2. Disconnect and plug the coolant and vent lines as applicable. If used, disconnect and
remove the rod drop device.
3. Loosen and remove the packing flange stud nuts, then pry the packing case out of
the frame head counterbore or "packing box" as far as possible.
4. Remove the tie bolt nuts and separate the flange from the cups, then slide the cups
off the tie rods. Separate the cups along the piston rod.
Inspection:
1. To determine if replacement rings are required, measure the packing cup depth and
the ring set width, then subtract the ring set width from the cup depth. This will give
the ring side clearance as shown in Figure 4-12 and should not exceed the limits
specified in Table 4-5. The maximum allowable packing ring radial wear is limited by
the ring segment end gaps. When the end gap is zero (except in case of backup
rings and zero end gap pressure breakers), new rings should be installed. When
backup rings wear to a point 0.030 inch (0.76 mm) larger than the piston rod
diameter, they should be replaced.
2. If excessive cup wear or damage is found, the cup will have to be replaced or re-
machined to original specifications. The cups must be free of nicks, burrs or
scratches on the sealing surfaces. If necessary, lap the cups to renew the sealing
surfaces.
Installation:
Ingersoll-Rand does not recommend using an entering sleeve to plunger a piston rod
through a completely assembled packing case because certain ring materials and certain
ring types (tangent) can be damaged. If possible, rings should be assembled over the rod on
a piece-by-piece basis. New packing rings must be free to float in the cups and have the
proper side clearance as specified in Table 4-5.
4-40
Table 4-5. Packing Ring Side Clearance

Original (New) Side Maximum Side Clearance, in. (mm) @
Clearance, in. (mm) Cylinder Discharge Pressure, PSIG
Ring (MPa)
Material
Cast Iron 0 - 999 1000-4999 5000-9999
Cups Steel Cups (0 - 6.89) (6.9 - 34.5) (34.5 - 69)
Bronze or 0.007 - 0.009 - 0.023 0.018 0.016

Cast Iron 0.009 0.011 (0.58) (0.46) (0.41)
(0.18 - 0.23) (0.23 - 0.28)
PTFE 0.017 - 0.020 - 0.053 0.042 0.037

(Teflon®) 0.021 0.023 (1.3) (1.1) (0.94)
(0.43 - 0.54) (0.51 -
0.59)
Figure 4-12. Side Clearance Measurement Diagram
4-41
Figure 4-13 Design Details of Radial and Step-Tangent Ring Set
1. Three common methods for matchmarking ring segments use numbers, letters or
dimples. The ring segment matchmarks and radial-cut rings must always face
maximum pressure (toward cylinder). Radial and step-tangent rings must be
doweled together to prevent a direct leakage path through the radial gaps (see
Figure 4-13.
2. Assemble the packing rings in accordance with the parts list drawing and these
instructions. Connect the garter spring around the piston rod, then place each ring
segment under the spring separately, making sure the segment identification
markings match and face the pressure. After the rings are assembled on the rod,
slide them into their cup, then slide the cup over the tie rods.
Figure 4-14. Typical Packing Ring Arrangements
a. Double-acting ring sets can be installed in either direction, with the exception
that adjacent rings must be properly aligned by the dowel pin and mating
hole.
4-42
3. New packing rings should have side clearance in the cup as specified in Table 4-5.
4. Continue the procedure in Step 2 for all rings. If used, make sure that the coolant
passage O-rings are in place (the use of a silicone type lubricant will help keep the
O-rings in position).
5. Install tie rod nuts and tighten securely.
6. Ensure the packing case gasket is in good condition, then slide the packing case into
the frame head counterbore or "packing box". If a new gasket is needed, the piston
rod will have to be removed (see instructions for removing the piston rod).
7. Reinstall the packing flange stud nuts and torque to specification; refer to the job-
specific Cylinder Instructions. Make sure the flange is centered around the piston
rod; shift the packing case on the studs as required.
8. Reconnect the coolant and vent tubing as applicable. If used, install and reconnect
the rod drop device.
9. Reinstall the distance piece side covers and gaskets.
4-16. OIL SCRAPERS
The oil scrapers should be removed, cleaned and inspected for wear on a regular
basis. Experience and operating conditions will dictate the amount of time between
inspections.
When oil scraper rings have worn to a point where the ends of ring segments butt
they should be replaced. The condition of the piston rod is also important factor for oil
control. Damaged or out-of-round piston rods will contribute to oil leakage regardless of
scraper ring condition. Springs should be washed clean of carbon and sludge, and then be
checked for proper tension and replaced as required.
Never slide the scraper rings over the threaded end of the piston rod which can
score the scraping edges of the rings.
A stuffer is bolted to a partition rib in the integral crosshead guide and distance piece
on the standard unit. The stuffer houses three oil wiper rings which prevent frame oil being
carried out of the frame along the piston rod.
A typical stuffer and oil wiper ring arrangement is shown in Figure 4-15.
Removal:
1. Unbolt and remove the crosshead guide/distance piece guide side cover(s).
2. Unbolt and remove the capscrews that fasten the wiper ring gland or retainer plate to
the stuffer. Carefully slide the gland back over the piston rod so that the rod surface
is not damaged.
4-43
3. Pull each oil wiper ring assembly back onto the rod and unfasten the garter spring to
permit removal of the ring segments. Disassemble and remove all three oil wiper
rings in this manner.
NOTE
Observe the arrangement and position of the wiper rings as

they are being removed. This will facilitate proper reinstallation
of rings.
Inspection:
1. To determine if replacement rings are required, measure the side clearance as

shown in Figure 4-12. If there is too much side clearance, the rings may cock and
damage the rod. If there is not enough side clearance, the rings may bind. Refer to
Table 4-6 for original (new) and recommended maximum allowable scraper ring side
clearance.
2. If the scraper ring segments are touching (zero end gap), the rings need to be
replaced.
3. The condition of the piston rod is also an important factor for oil control. Damaged or
out-of-round piston rods will cause oil leakage regardless of scraper ring condition.
Table 4-6. Oil Scraper Ring Side Clearance

Ring Original (New) Side Clearance Maximum Side Clearance
Material
Bronze or 0.005 - 0.0085 in. (0.18 - 0.22 mm) 0.021 in. (0.53 mm)
Cast Iron
Installation:
1. The three scraper rings are bi-directional with scraping edges and drain slots on both
sides. Orient the rings so that the oil drain holes face the frame (see Figure 4-15).
2. Fasten the gland to the stuffer, centering it with respect to the piston rod.
NOTE
If the wiper ring stuffer (partition) has been removed and then
reinstalled, be certain that the oil drain opening is located at
the bottom.
3. Liberally oil the scraper rings before starting the compressor when new rings have
been installed. The oil within the frame and crosshead guide will then keep the rings
lubricated during normal operation and subsequent starts.
4-44
Figure 4-15. Standard Oil Scraper Assembly
4-17. V-BELT DRIVE
Protect V-belts against temperatures above 130º F (54º C). Avoid tight fitting guards
or other obstructions which prevent free circulation of air. Three elements especially hard on
V-belts are : grit, oil and sunlight. Belts should be kept clean, free of oil and protected from
sunlight as much as possible. Mineral oil is especially destructive, as it will penetrate deep
into the belt and cause separation of the cover from the carcass. Oil is the greatest enemy
of any rubber product because it causes swelling and rapid disintegration.
Do not use any belt dressing, resins or other adhesive substance on the belt running
surfaces. Such material may temporarily improve traction between the belts and the sheave
grooves, but the belts surfaces will soon become glazed and the belts will slip more than
before the application.
If it is necessary to renew the V-belts, install a complete new set. Otherwise, the
new unstretched belts, being shorter than the old ones, will have to carry most of the load
until their initial stretch has taken place. This excessive uneven load will shorten belt life.
V-belts should saddle in the sheave grooves so that the top surface rides above the
highest point of the sheave. Stresses are then distributed properly throughout the belt
section and good contact is assured. A low-riding belt may "bottom" on the sheave groove,
relieving the wedging action of the sides. This causes slipping and burring. If a belt rides
too high, it loses its contact area.
4-45
If the compressor is to be idle for any length of time, V-belts should be removed from
sheaves and stored in a cool, dry, dark place, preferably uncoiled, and hung over pegs on a
wall or rack. If left on equipment, V-belts acquire a permanent "set" which greatly increases
possibility of failure.
V-belts not in use should be stored in a cool, dark, dry place. If belts become water
soaked, or are piled on a damp floor, undue shrinkage may occur.
4-46
PETSTAR 4
CHAPTER 5
GENERAL DATA AND CLEARANCES
Paragraph Page
5-1. PETSTAR 4 GENERAL AND OPERATING DATA ........................................ 5-2

Table 5-1. General PETSTAR 4 Specifications ..................................... 5-2
Table 5-2. Component Dimensions ......................................................... 5-3
Table 5-3. Component Materials.............................................................. 5-3
Table 5-4. Operating Parameters............................................................. 5-4
Table 5-5. Frame Lube Oil Specifications ................................................ 5-4
5-2. ASSEMBLY FITS & CLEARANCES ................................................................ 5-5
Table 5-6. Assembly Clearances (Inches) ............................................... 5-5
5-3. TIGHTENING REQUIREMENTS ...................................................................... 5-7
5-3.1. Preparation of Thread and Seating Surfaces ............................................. 5-7
5-3.2. Recommended Tightening Sequence ........................................................ 5-7
5-3.3. Closely Observe The Following .................................................................. 5-7
5-3.4. Checking Fastener Tightness ..................................................................... 5-8
5-3.4.1. When To Check Fastener Tightness .................................................... 5-8
5-3.4.2. How to Check Fastener Tightness ....................................................... 5-9
5-3.5. Fastener Pre-Stress ................................................................................... 5-9
5-3.6. Compressor Cylinder Bolting ...................................................................... 5-10
Table 5-7. Pre-Stress Levels ................................................................... 5-10
5-3.7. Torque Values ............................................................................................ 5-11
Table 5-8. Torque Table k=0.13 Anti-Seize ............................................. 5-11
Table 5-9. Torque Table Common Mineral Oil Lubricant ......................... 5-12
Table 5-10. Torque Wrench Values Anti-Seize.......................................... 5-13
Table 5-11. Torque Wrench Values Common Mineral Oil Lubricant.......... 5-14
General Data And Clearances 80441553 Rev. A (PS - 4)
5-1. PETStar 4 GENERAL AND OPERATING DATA
The specifications in this Chapter apply to the standard 9-inch stroke PETStar 4
compressor. Contact your Sales Representative or the nearest Sales Support Office when
there is a question about any specification or recommendation.
Table 5-1. General PETStar 4 Specifications
Frame Size 4-Throw
MACCRL1, lbs. (kg) 21,600 (9,806)
MACGL2, lbs. (kg) 24,800 (11,259)
Stroke, in. (mm) 9 (228.6)
No. of Main Bearings 5
BHP3 (kW) at Rated Speed 786 (586)

Frictional BHP at Rated Speed 16
Maximum / Rated Speed 514

Minimum Operating Speed 350
Piston Speed at Rated Speed 771 ft/min
Type of Oil Pump Crankshaft Driven Gear
Oil Pump Output,

22 (83)
GPM (L/min) @ max RPM
Frame Oil Capacity,

22.12 (83)
gals. (L)
Lube Oil Filter 10 Micron Spin-On

Pre Lube Pump Auxilliary Motor Driven
NOTES:
1
MACCRL (Maximum Allowable Continuous Combined Rod Load).
2
MACGL (Maximum Allowable Combined Gas Load) based on internal cylinder pressure.
3
Horsepower ratings vary with the cylinder construction, operating conditions and location of the
most heavily loaded cylinders on the crankshaft. The maximum allowable horsepower for a given
compressor under specific conditions may be higher or lower than the nominal horsepower.
5-2
80441553 Rev. A (PS - 4) General Data And Clearances
Table 5-2. Component Dimensions for PETStar 4

Crankshaft Pin 5.50 in. (139.7 mm) O.D.
Main Bearing 5.50 in. (139.7 mm) I.D. x 4.062 in. (103.2 mm) W
Crankpin Bearing 5.50 in. (139.7 mm) I.D. x 4.00 in. (101.6 mm) W
Connecting Rod Bushing 4.25 in. (107.95 mm) I.D. x 4.188 in. (106.38 mm) W
Crosshead 11.00 in. (279.4 mm) Diameter
Crosshead Pin 4.25 in. (107.95 mm) O.D. x 8.75 in. (222.25 mm) L
Crosshead Shoes 6.30 in. (160.02 mm) W x 8.75 in. (222.25 mm) L
Piston Rod 2.00 in. (50.8 mm) Diameter
Table 5-3. Component Materials for PETStar 4

Frame Gray Cast Iron
Frame Extensions / Distance Piece Gray Cast Iron
Main Bearings Steel Backed Bronze with

Babbitt overlay
Crankshaft Forged Alloy Steel
Connecting Rod Forged Alloy Steel
Crankpin Bearings, Full-Floating Aluminum
Connecting Rod Bushing (Small End), Full-Floating High Leaded Tin Bronze
Crosshead Gray Cast Iron
Crosshead Shoes Cast Aluminum
Crosshead Pin Surface Hardened Alloy

Steel
Covers, Oil Pump & Drive End Carbon Steel Plate
5-3
Table 5-4. Operating Parameters for PETStar 4
Normal Oil Pressure (at Header) 50 psig (345 kPa)
Minimum Oil Pressure (at Header) 35 psig (241 kPa)
Shutdown Oil Pressure (at Header) 25 psig (173 kPa)
Minimum Start-up Oil Temperature 80º F (27º C)

Minimum Load Oil Temperature 90° F (32° C)
Normal Oil Operating Temperature 150º - 160º F (66º - 71º C)
Maximum Temperature Alarm Setting 180º F (82º C)
Maximum Temperature Shutdown 190º F (88º C)

Setting
Cylinder Coolant Inlet Temperature Minimum 10º F (6º C) above gas inlet temp.
Cylinder Coolant Outlet Temperature 120º F (49º C)
Packing Coolant Flow Rate 2.0 GPM (7.6 LPM) per packing
Nominal Cylinder Coolant Pressure 35 PSIG (241 kPa)
Maximum Cylinder Coolant Pressure 75 PSIG (517 kPa)
Table 5-5. Frame Lube Oil Specifications1
Flash Point (Open Cup) 380º F (193º C) Minimum
Viscosity @ 100ºF (40ºC) 780 SSU (170 cSt) Maximum
Viscosity @ 210ºF (100ºC) 60 SSU (10 cSt) Minimum
Carbon Residue 0.45% Maximum
Strong Acid Number 0.00 Maximum
1 The oil must be a well-refined circulating type oil/petroleum product. It should not contain fats or fixed oil
compounding. Oil containing rust and oxidation inhibitors, and foam depressant is preferred. It must be
substantially non-corrosive to the common bearing metals. DO NOT use multi-grade oils or viscosity
improvers. The pour point of the oil should be at least 10°F (6°C) below ambient starting temperature.
5-4
5-2. ASSEMBLY FITS AND CLEARANCES
Table 5-6. PETStar 4 Assembly Fits And Clearances

SYMBOL DESCRIPTION OF LOCATION MICROMETER FEELER
(Figure 5-1) (Inches) (Inches)
Main Bearing Clearance –
A Diametrical – Measured at Top of 0.005” – 0.008” 0.004” – 0.007”
Crankshaft and Main Bearing Shell
Main Bearing Cap Interference –
B Force Fit of Main Bearing Cap into (0.001” – 0.003”) ----------
Frame
Crankshaft Thrust Clearance –
C Axial -Total Crankshaft Movement 0.008” – 0.036” 0.007” – 0.035”
Between Thrust Shoes
Crankpin Bearing Clearance –
D Diametrical – Bearing Shell OD to 0.001” – 0.003” <0.002”
Connecting Rod Crankpin Bore
E Diametrical – Bearing Shell ID to 0.001” – 0.005” <0.004”
Crankshaft Crankpin
F Axial - Total Side Movement 0.008” – 0.020” 0.007” – 0.019”
Between Bearing and Crankweb
Connecting Rod Clearance – Axial
G - Total Side Movement Between 0.016” – 0.028” 0.015” – 0.027”
Connecting Rod and Crankweb
Crosshead Pin Bushing Clearance
H – Diametrical – Bushing OD to 0.001” – 0.0025” <0.0015”
Connecting Rod Wristpin Bore
J – Diametrical – Bushing ID to 0.002” – 0.003” <0.002”
Wristpin
K – Axial - Total Side Movement 0.063” – 0.079” 0.062” – 0.078”
Between Bushing and Crosshead
Connecting Rod Clearance – Axial
L - Total Side Movement Between 0.267” – 0.271” 0.266” – 0.270”
Connecting Rod and Crosshead
Crosshead Wristpin Clearance –
M Diametrical – Wristpin OD to 0.001” – 0.0025” <0.0015”
Crosshead Wristpin Bore
Crosshead Shoe Clearance –
N Diametrical – Measured at Top of 0.010” – 0.018” 0.009” – 0.017”
Crosshead Shoe and Guide
Main Bearing Tie Rod Spacer
P Interference – Force Fit of Tie Rod (0.004” – 0.006”) ----------
Spacer into Frame
5-5
Figure 5-1. Location of Assembly Fits and Bearing Clearances
5-6
5-3. TIGHTENING REQUIREMENTS
5-3.1. Preparation Of Thread And Seating Surfaces:
Preparation of thread and seating surfaces are equally important. In most torque
applications, more than 80% of the applied torque is used to overcome friction and the
balance to actually stress the fastener. It is therefore imperative that threads are clean and
free of nicks and burrs; that seating surfaces on the nut or bolt head and mating surface be
smooth, flat and parallel; and that the threads and contact surfaces be properly lubricated.
5-3.2. Recommended Tightening Sequence:
All fasteners used on multi-fastener joints require a tightening procedure that will
allow the fasteners to be evenly and sequentially tightened, in gradual increments, to the
specified torque. This prevents distortion of mating surfaces and "cocking" of flanged
connections.
5-3.3. Closely Observe the Following:
1. All torque values are for clean, well-lubricated (see Item 3 below) threads free of
nicks and burrs. For stud (or bolt) and nut combinations, the nut should turn freely on
the stud threads. Capscrews should run in freely at least up to the final assembled
depth. (Some thread interference is normal on certain self-locking fasteners.)
Lubricant should be evenly applied to both internal and external threads, and all
seating surfaces.
2. Wrench torques can produce fastener pre-stress variations of ±35%, depending on

the degree of lubrication or non-lubrication, and also on the condition of seating
surfaces. A properly calibrated torque wrench is essential in obtaining satisfactory
results. Under no circumstances is an air impact wrench to be used for tightening of
any fastener.
3. Thread lubricants with a nut factor (k) of approximately 0.13 are recommended. This
nut factor (k) is an average value of a commercially available copper based anti-
seize, known as FEL-PRO® C5-A, and a commercially available molybdenum
disulfide (MoS2) based lubricant, known as Dow Corning® G-n. Using other
lubricants having a different nut factor (k) can result in increased or decreased
fastener pre-stress when the torque values in the Torque Table for Anti-Seize Thread
Lubricant are applied.
4. Geared head wrenches (torque multipliers) will not produce the full mechanical ad-
vantage from the reduction gears. There are mechanical and friction losses of about
10% in the tool head. The tool manufacturer's instructions should be observed to
determine the exact reduction percentage for a particular torque multiplier. The
required input torque must then be increased by that percentage.
5. The torque values listed in either Torque Table should be used only on those
fasteners for which a specific torque is not given.
5-7
5-3.4. Checking Fastener Tightness
WARNING
The fasteners used in compressors must be correctly
tightened to the design pre-stress to ensure safe
operation. After startup, fasteners that were properly
tightened can loosen due to operating temperatures and
pressures, gasket crush, fastener and joint relaxation.
THEREFORE, IT IS IMPORTANT THAT FASTENERS BE
CHECKED FOR TIGHTNESS TO ENSURE FULL
MECHANICAL INTEGRITY. Particular attention should be
given to all bolts, studs and nuts on the compressor
cylinders and distance pieces and to the cylinder-to-frame
bolting.
WARNING
Never check fastener tightness or tighten fasteners with
the compressor in operation or pressurized. Potential
equipment damage and/or release of air could result,
causing severe personal injury or death. Always check
and/or tighten fasteners when the compressor is shut
down and de-pressurized.
5-3.4.1. When to Check Fastener Tightness
Maintaining fastener tightness is critical to fastener reliability. Ingersoll-Rand

recommends the following schedule for checking fastener tightness:
• Before start up for all joints that have gaskets and any joints not assembled at the
Ingersoll-Rand factory. (Consult the job-specific instruction manual parts list section to
locate joints containing gaskets.)
• One week after startup for joints with gaskets and all cylinder to frame bolting. Take note
of any fasteners that have loosened and pay close attention to these fasteners; then
increase periodic checking of those fasteners.
• Anytime a joint containing a gasket is opened. Replace the gasket and tighten fasteners
as prescribed and check again one week after start up.
• Periodically, based on experience, but annually is considered a typical interval.
• Anytime there is an incident, slugging event (liquid ingestion) or excessive vibration,

which has caused a compressor overload to occur.
5-8
5-3.4.2. How to Check Fastener Tightness
To check the tightness of a torqued fastener, first mark the position of the bolt head or nut
and then loosen it; clean and re-lubricate. The fastener should then be re-torqued to the
required value. Observe to see whether the bolt head or nut has advanced past its
reference position. If it has, then the fastener has loosened, or was not originally torqued
correctly. Inspect the fastener for fatigue or stress cracks; replace as required. Contact
Ingersoll-Rand for technical advice.
5-3.5. Fastener Pre-Stress
Fastener pre-stress (initial tightening) is calculated to prevent separation of the con-

nected members when they are subjected to operating forces and, in cases of cyclic
loading, to protect the fastener from the fatigue effects of the alternating tensile and
compressive stresses. Torque is the most widely used method of applying fastener pre-
stress. A properly calibrated torque wrench is essential in obtaining satisfactory results. An
accurate torque cannot be applied to fasteners using a commercial impact wrench. Under
no circumstances is an impact wrench to be used for final tightening of any fastener.
NOTE
Refer to the job-specific Instruction Book for specific bolting

torque values before applying these general guidelines.
In general, unless otherwise specified, the pre-stress level for a particular bolting
application can be determined as follows.
• For connections with metal-to-metal contact, use 30,000 PSI (207 MPa) stress level.
• For connections with non-metallic gaskets, use 20,000 PSI (138 MPa) stress level.
• For foundation bolts of the J type or bent bar use 25 000 PSI (172 MPa) stress level.
Note this type of anchor bolt should NEVER be used for locations that have to withstand
the dynamic loads from the compressor frame or cylinders.
• For foundation bolts which use plate type anchors (recommended for compressor frame
and cylinder anchor bolt locations) tighten to 30,000 PSI (207 MPa) stress level.
5-9
5-3.6. Compressor Cylinder Bolting
In many cases specific torque values are given in the job-specific instruction manual
for each fastener required for compressor cylinder bolting. If specific torque values are not
given, use the information in the following tables. Determine the application and fastener
pre-stress level, then apply the torque values listed in the Torque Table. (See Tables 5-8 &
5-9)
Table 5-7. Fastener Pre-Stress Levels For PETStar 4
Application Fastener Pre-Stress
Valve Cover Studs/Capscrews: Under 2000 psi MAWP1 25,000 psi (172 MPa)
2000 psi MAWP and Up 30,000 psi (207 Mpa)
Center Setscrews2 for Valves/Unloaders:

Under 2000 psi MAWP 25,000 psi (172 MPa)
2000 psi MAWP and Up 30,000 psi (207 MPa)
Outer Head & Clearance Bottle Studs (Standard Gasket) 25,000 psi (172 MPa)
Outer Head & Clearance Bottle Studs (Flexitallic®gaskets) 30,000 psi (207 MPa)
Cylinder to Frame Bolting3 40,000 psi (276 MPa)
All Other Cylinder Bolting 30,000 psi (207 MPa)
1
Pressure ratings refer to the cylinder MAWP (Maximum Allowable Working Pressure).
2
Oversize setscrews (used to accommodate through-hole for unloader actuating rod) must be
tightened by determining the correct torque for the discharge valve setscrew on the same
cylinder, then adding 25% to that value. Solid setscrews over 2-1/4 inches in diameter must
be torqued to only 85% of their listed value.
3
Cylinder to frame bolting includes the frame extension studs to the distance piece, the frame
head/yoke to distance piece studs, and cylinder to frame head/yoke studs. Note that all of
these bolting locations may not be applicable to a particular compressor.
5-10
5-3.7. Torque Values
Table 5-8. TORQUE VALUES BASED ON ANTI-SEIZE THREAD LUBRICANT

Torque Table For Nut Factor (k = 0.13)
20,000 psi 25,000 psi 30,000 psi 40,000 psi

Nominal (138 MPa) (172 MPa) (207 MPa) (276 MPa)
Thread Pre-Stress Pre-Stress Pre-Stress Pre-Stress
Size (in)
ft-lbs N•m ft-lbs N•m ft-lbs N•m ft-lbs N•m
0.250 1.7 2.3 2.2 2.9 2.6 3.5 3.4 4.7

0.312 3.5 4.8 4.4 6.0 5.3 7.2 7.1 10
0.375 6.3 8.5 7.9 11 9.4 13 13 17
0.438 10 14 13 17 15 21 20 27
0.500 15 21 19 26 23 31 31 42
0.562 22 30 28 37 33 45 44 60
0.625 31 41 38 52 46 62 61 83
0.750 54 74 68 92 82 111 109 147
0.875 88 119 109 148 131 178 175 237
1.000 131 178 164 222 197 267 262 356
1.125 193 261 241 327 289 392 385 522
1.250 271 367 338 459 406 551 542 734
1.375 367 498 459 623 551 747 735 996
1.500 485 657 606 822 727 986 970 1315
1.750 789 1070 987 1338 1184 1606 1579 2141
2.000 1201 1628 1501 2035 1801 2442 2401 3256
2.125 1451 1967 1814 2459 2177 2951 2902 3935
2.250 1734 2351 2168 2939 2601 3527 3468 4702
2.500 2406 3262 3008 4078 3609 4893 4812 6525
2.750 3232 4383 4041 5478 4849 6574 6465 8765
3.000 4229 5734 5286 7167 6344 8601 8458 11468
3.250 5412 7338 6765 9172 8118 11007 10824 14675
3.500 6797 9216 8496 11520 10196 13823 13594 18431
3.750 8400 11389 10500 14237 12601 17084 16801 22779
4.000 10238 13881 12797 17351 15357 20821 20476 27761
4.500 14679 19902 18348 24877 22018 29852 29357 39803
5.000 20248 27452 25309 34315 30371 41178 40495 54904
5.500 26665 36153 33331 45191 39997 54229 53330 72305
6.000 34794 47174 43493 58968 52191 70761 69588 94349
Observe the following when using this Torque Table [k = 0.13]:
● All information and instructions given under TIGHTENING REQUIREMENTS must be

thoroughly reviewed before applying specified wrench torques.
● Torque values are based on thread lubricants with a nut factor (k) of approximately 0.13.
This nut factor (k) is an average value of a commercially available copper based anti-seize,
named FEL-PRO® C5-A, and a commercially available molybdenum disulfide (MoS2) based
lubricant, known as Dow Corning® G-n.
● The wrench torques are applicable to both National Fine and National Coarse thread series.
Any difference in the torque values because of thread series is within the normal variation of
torque wrench accuracy.
● When tightening fasteners incorporating a self-locking feature, a certain amount of the

applied torque is lost because of the additional friction of the locking feature. Use a torque
wrench to measure the "run-down" torque and then add it to the listed value.
5-11
Table 5-9. TORQUE VALUES BASED ON A COMMON MINERAL OIL LUBRICANT

20,000 PSI 25,000 PSI 30,000 PSI 40,000 PSI
(138 Mpa) (172 Mpa) (207 Mpa) (276 Mpa)
Pre-Stress Pre-Stress Pre-Stress Pre-Stress
NOMINAL
BOLT SIZE Torque Torque Torque Torque
(inches)
Ft-lbs. N•m Ft-lbs. N•m Ft-lbs. N•m Ft-lbs. N•m
1/4 3 4 3 4 4 6 5 7
5/16 5 7 7 10 8 11 11 15
3/8 9 12 12 16 14 19 19 26
7/16 15 20 18 24 22 30 29 39
1/2 22 30 28 30 33 45 44 60
9/16 31 42 39 53 47 64 63 85
5/8 44 60 55 75 66 90 88 119
3/4 76 103 95 129 114 155 152 206
7/8 120 163 150 203 180 244 240 325
1 175 237 220 300 265 360 350 475
1-1/8 260 355 330 450 390 530 520 705
1-1/4 360 490 450 610 530 720 710 965
1-3/8 480 650 600 815 710 965 950 1290
1-1/2 620 840 770 1045 920 1250 1230 1670
1-3/4 950 1290 1190 1615 1420 1925 1890 2565
2 1470 1990 1830 2480 2200 2980 2930 3970
2-1/4 2130 2890 2670 3620 3200 4340 4270 5970
2-1/2 2950 4000 3650 4950 4400 5970 5850 7930
2-3/4 3950 5360 4900 6640 5900 8000 7850 10640
3 5150 6980 6400 8680 7700 10440 10250 13900
Observe the following when using this Torque Table:

● Torque values are based on common mineral oil lubricants.

5-12
Table 5-10. Torque Wrench Values Based on Anti-Seize Thread Lubricant

BOLT OR THREAD DISTANCE REQUIRED
STUD SIZE ACROSS PRESTRESS TORQUE TORQUE
LOCATION (in-thds/in) FLATS (in) (psi) (Ft-lbs) (N-m)
Frame Top Covers 0.375-16UNC 9/16 20,000 6.3 8.5

Drive End Cover 0.500-13UNC 3/4 20,000 15 21
Oil Seal Retainer 0.250-20UNC 7/16 25,000 2.2 2.9
Main Oil Header 0.500-13UNC 3/4 20,000 15 21
Cover
Main Bearing 0.750-10UNC 1 1/4 40,000 109 147
Caps
Thrust Bearing 0.250-20UNC 5/32 HEX 25,000 2.2 2.9
Shoes
Oil Pump End 0.500-13UNC 3/4 – 7/8 20,000 15 21
Cover
Oil Pump 0.375-16UNC 9/16 30,000 9.4 13
Assembly
Crankshaft Oil 0.312-18UNC 1/4 HEX 30,000 5.3 7.2
Slinger
Distance Piece 0.875-9UNC 1 5/16 40,000 175 237
Studs
Distance Piece 0.500-13UNC 3/4 20,000 15 21
Covers
Support
Connecting Rod 1.375-12UNF 2 1/16 26,550 520 705
Bolts
Crosshead Shoe 0.750-10UNC 1 1/8 30,000 82 111
Bolts
Oil Suction Header 0.500-13UNC 3/4 20,000 15 21
Observe the following when using this Torque Table [k = 0.13]:

● Torque values are based on thread lubricants with a nut factor (k) of approximately 0.13.
This nut factor (k) is an average value of a commercially available copper based anti-seize,
named FEL-PRO® C5-A, and a commercially available molybdenum disulfide (MoS2) based
lubricant, known as Dow Corning® G-n.

5-13
Table 5-11. Torque Wrench Values Based on a Common Mineral Oil Lubricant
BOLT OR THREAD DISTANCE REQUIRED
STUD SIZE ACROSS PRESTRESS TORQUE TORQUE
LOCATION (in-thds/in) FLATS (in) (psi) (Ft-lbs) (N-m)
Frame Top 0.375-16UNC 9/16 20,000 9 12

Covers
Drive End Cover 0.500-13UNC 3/4 20,000 22 30
Oil Seal Retainer 0.250-20UNC 7/16 25,000 3 4
Main Oil Header 0.500-13UNC 3/4 20,000 22 30
Cover
Main Bearing 0.750-10UNC 1 1/4 40,000 152 206
Caps
Thrust Bearing 0.250-20UNC 5/32 HEX 25,000 3 4
Shoes
Oil Pump End 0.500-13UNC 3/4 – 7/8 20,000 22 30
Cover
Oil Pump 0.375-16UNC 9/16 30,000 14 19
Assembly
Crankshaft Oil 0.312-18UNC 1/4 HEX 30,000 8 11
Slinger
Studs
Distance Piece 0.500-13UNC 3/4 20,000 22 30
Covers
Support
Connecting Rod 1.375-12UNF 2 1/16 26,550 720 975
Bolts
Crosshead Shoe 0.750-10UNC 1 1/8 30,000 114 155
Bolts
Oil Suction 0.500-13UNC 3/4 20,000 22 30
Header
Observe the following when using this Torque Table:

● Torque values are based on common mineral oil lubricants.

5-14

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INSTRUCTION MANUAL

the 9-Inch Stroke

© Ingersoll-Rand Company 2004 Printed in U.S.A.

Ingersoll-Rand welcomes inquiries regarding any phase of compressor practice,

A preventive inspection and maintenance schedule will help to ensure optimum

We stock standard replacement parts at strategically located parts warehouses. If

Ingersoll-Rand Field Service Technical Representatives, skilled in compressor work, are

Proper installation and operation of the compressor is extremely important. The

EQUIPMENT DESCRIPTION .............................CHAPTER 1

OPERATION AND TROUBLESHOOTING.........CHAPTER 3

GENERAL DATA AND CLEARANCES .............CHAPTER 5

REFER ALL COMMUNICATIONS TO THE NEAREST INGERSOLL-RAND COMPANY

SIGNAL WORDS ARE USED TO IDENTIFY LEVELS OF HAZARD SERIOUSNESS. THEIR

● DEGREE OF SEVERITY (minor injury, severe injury, death)

● THE PROBABILITY OF SEVERITY (will result, could result)

NOTES are used to highlight certain operating or maintenance conditions or

The installation, operation and maintenance of a compressor and auxiliary components

● Piping subject to temperatures in excess of 175ºF (80ºC) which may be touched by

● Whenever the compressor is shut down because overheating is suspected, a minimum

● If IN DOUBT as to whether a valve is inlet or discharge, or as to which cylinder valve

● Established operating and maintenance procedures, as well as basic safety precautions,

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

1-1. GENERAL INFORMATION

1-1.1. Serial Number

Figure 1-1. PETStar 4 Serial Numbering System

1-2. DRIVE ARRANGEMENT

1-3. FRAME AND RUNNING GEAR

1-3.1. Frame Spacer Bars

1-3.2. Frame Extensions

Figure 1-1A. PETStar 4 Frame & Running Gear

Figure 1-1B. PETStar 4 Frame

Figure 1-1C. PETStar 4 Frame

10. Plug pipe

Figure 1-2. Frame Extension

1-3.3. Frame Oil Sump

Figure 1-3. Crankshaft

1-3.5. Connecting Rods

Figure 1-4. Connecting Rod, Crankpin Bearings and Pin Bushing

1-3.7. Main Bearings

1-3.8. Connecting Rod & Crosshead Bearings

1-4. FRAME LUBRICATION SYSTEM

Carbon steel, seamless or welded schedule 40 pipe with threaded or non-threaded

Figure 1-6. Typical Lubrication System Schematic

Figure 1-7. Relief Valve and Piping

1-4.1. Frame Oil Pump

Shaft Main Oil Pump

Seal Oil Pump Shaft

Hub oil pump

Figure 1-8. Oil Pump

1-4.2. Auxiliary Motor-Driven Oil Pump

1-4.3. Oil Strainer and Filter

1-4.4. Low Oil Pressure Protection

The PETStar 4 compressor is equipped with an automatic safety shutdown

1-4.5. Frame Breather

1-5. COMPRESSOR CYLINDERS

Cylinders are available as lubricated or non-lubricated, depending on the

Figure 1-9. Typical Cylinder

1-5.1. Circulated Water Cooling

1-5.2. Water Piping

1-5.3. Compressor Valves

Various types of compressor valves are available to meet process requirements.

1-5.4. Capacity Control

1-5.5. Compressor Pistons

1-5.5.1 Piston Rings

Figure 1-1. PETStar 4 Serial Numbering System

Figure 1-1A. PETStar 4 Frame & Running Gear

Figure 1-1B. PETStar 4 Frame

Figure 1-1C. PETStar 4 Frame

The PETStar 4 compressor is equipped with an automatic safety shutdown

PETStar 4 compressors may be fitted with various types of pressure vessels.

Four Throw PETSTAR 4