Hale DSD User Manual

OPERATING AND

MAINTENANCE MANUAL

MODEL: DSD

SERIAL NO._______________

Failure to follow the operating, lubrication, and maintenance requirements set forth in the operating and instruction manual may result in serious personal injury and/or damage to equipment.

A Hale pump is a quality product; ruggedly designed, accurately machined, carefully assembled and thoroughly tested. In order to maintain the high quality of your pump and to keep it in a ready condition, it is important to follow the instructions on care and operation. Proper use and good preventive maintenance will lengthen the life of your pump.

ALWAYS INCLUDE THE PUMP SERIAL NUMBER IN CORRESPONDENCE

HALE PRODUCTS INC. A Unit of IDEX Corporation 700 Spring Mill Avenue 610/825-6300 www.haleproducts.com

Fax: 610/825-6440

Fire Suppression Division

Conshohocken, PA 19428

Limited Warranty

EXPRESS WARRANTY: Hale Products Inc. (Hale) hereby warrants to the original buyer that products manufactured by it are free of defects in material and workmanship for two (2) years or 2000 hours usage whichever shall first occur. The Warranty Period commences on the date the original buyer takes delivery, of the product from the manufacturer.

LIMITATIONS: HALES obligation is expressly conditioned on the Product being:

 Subjected to nominal use and service.  Properly maintained in accordance with HALES Instruction Manual as to recommended services and

procedures.  Not damaged due to abuse, misuse, negligence or accidental causes.  Not altered, modified, serviced (non-routine) or repaired other than by an Authorized Service Facility.  Manufactured per design and specifications submitted by the original Buyer.

THE ABOVE EXPRESS LIMITED WARRANTY IS EXCLUSIVE. NO OTHER EXPRESS WARRANTIES ARE MADE. SPECIFICALLY EXCLUDED ARE ANY IMPLIED WARRANTIES INCLUDING WITHOUT LIMITATIONS, THE IMPLIED WARRANTIES OF MERCHANTABILITY OF FITNESS FOR A PARTICULAR PURPOSE OR USE; QUALITY; COURSE OF DEALING; USAGE Of TRADE; OR PATENT INFRINGEMENT FOR A PRODUCT MANUFACTURED TO ORIGINAL BUYERS DESIGN AND SPECIFICATIONS.

EXCLUSIVE REMEDIES: If Buyer promptly notifies HALE upon discovery of any such defect (within the War-

ranty Period), the following terms shall apply:

 Any notice to HALE must be in writing, identifying the Product (or component) claimed defective

and circumstances surrounding its failure.  HALE reserves the right to physically inspect the Product and require Buyer to return same to

HALES plant or other Authorized Service Facility.  In such event, Buyer must notify HALE for a Returned Goods Authorization number and Buyer

must return the Product F.O.B. within (30) days thereof.  If determined defective, HALE shall, at its option, repair or replace the Product, or refund the

purchase price (less allowance for depreciation).  Absent proper notice within the Warranty Period, HALE shall have no further liability or obligation

to Buyer therefore.

THE REMEDIES PROVIDED ARE THE SOLE AND EXCLUSIVE REMEDIES AVAILABLE. IN No EVENT SHALL HALE BE LIABLE FOR INCIDENTAL OR CONSEQUENTIAL DAMAGE INCLUDING, WITHOUT LIMITATION, LOSS OF LIFE; PERSONAL INJURY; DAMAGE TO REAL OR PERSONAL PROPERTY DUE TO WATER OR FIRE; TRADE OR OTHER COMMERCIAL LOSSES ARISING, DIRECTLY OR INDIRECTLY, OUT OF PRODUCT FAILURE.

Hale Products Inc.  A Unit of IDEX Corporation

700 Spring Mill Avenue  Conshohocken, PA. 19428

Phone: 610-825-6300  Fax: 610-825-6440

IDEX CORPORATION

www.haleproducts.com

CSP4

Rev: 03/01/2000

Material Return Procedure

• A Material Return Authorization (RGA) number must be requested from Hale Products Inc., prior to returning any merchandise.

• Replacement parts, complete items or accessories must be in new condition or are able to be resold, properly identified with Hale part numbers.

• Any material that is returned that does not reflect the original purchase will be accepted upon Hale’s discretion and evaluation fee.

• Special order items are not returnable for credit.

• Hale will accept no product without a valid RGA number.

• Complete items or accessories that are beyond Hale’s warranty period will

receive an inspection fee of $100.00.

• Material that is acceptable for re-stocking will receive a minimum evaluation fee of $25.00 or 20% of material valued over $125.00.

• Merchandise received at Hale that does not meet the above criteria will be returned at senders cost

Hale Products, 700 Spring Mill Avenue Conshohocken, Pa. 19428

Revised March 1, 2000

PRINTED COPIES OF THIS DOCUMENT ARE UNCONTROLLED

1. INTRODUCTION

OVERVIEW

Hale single-stage and two-stage midship pumps are favorites of firefighters throughout the world. Covering a range of capacities from 750 Gallons Per Minute (GPM) to 2000 GPM, Hale pumps offer the versatility, dependability, reliability, and ease of operation so necessary to effective fire fighting. This section reviews the principles of operation of Hales single-stage and two-stage midship pumps.

CENTRIFUGAL FORCE

A centrifugal pump operates on the principle that centrifugal force is heated by a rapidly spinning disk. Figure 1-1 shows that an amount of water has been placed at the center of a disk. The disk is rotated at some speed, and the water is thrown outward from the center toward the outer circumference of the disk. The distance that the water travels from the center directly relates to the diameter of the disk and the speed of rotation.

Figure 1.1 Centrifugal Force From a Rotating Disc

When water is confined in a closed container (such as the pump body), its pressure rises to a level that depends on the speed of rotation. There are three interrelated factors that regulate the performance of a centrifugal pump:

Speed (RPM) If the speed of rotation increases with flow held constant, the water



pressure increases.

Pressure. If pressure changes with speed held constant. The flow (measured in GPM)



will change inversely. That is, if pressure increases, flow decreases.

Flow. Flow is usually measured in the number of gallons of water per minute (GPM) that



a pump can deliver when supplied from draft If the pressure is held constant, the flow will increase with an increase in the speed of rotation.

The centrifugal pump is preferred by the fire protection service due to its ability to fully utilize any positive suction inlet pressure, reducing the amount of work done by the pump. For example, if the required discharge pressure is 120 PSIG, and the inlet pressure is 45 PSIG, the pump must only produce the difference in pressures of 75 PSIG. This contributes to low engine and pump speeds with reduced maintenance. Decreased maintenance is aided by the fact a centrifugal pump has basically only two moving parts: the impeller and the shaft

BASIC PARTS OF A HALE Midship CENTRIFUGAL PUMP

Figure. 1-2 shows the basic parts of a Hale midship centrifugal pump. These parts are briefly described in the following text

IMPELLERS (TWO STAGE)

BALL BEARINGSBALL BEARINGS

SLEEVE BEARING

AUTO-LUBE

PACKING

CLEARANCE RINGS

SLINGER RING

Impeller

The impeller provides velocity to the water. This part is mounted on a shaft that is rotated by the drive. Water enters the rotating impeller at the intake (or eye), and is confined by the shrouds and the vanes mounted in the impeller to build pressure The vanes guide water from the inlet to the discharge and reduce the turbulence of the spinning water. Vanes curve away from the direction of rotation so water moves toward the outer edge. The shrouds form the sides of the impeller and keep the water confined to centrifugal acceleration.

Figure 1-3 traces a drop of water from the intake of the impeller to the discharge outlet The impeller is mounted so that the discharging tribe is widest at the pump outlet. The increasing discharge path, known as the volute, collects the water at a constant velocity. A further increase in pressure and a decrease in velocity takes place in the diffuser.

Figure 1-3. Impeller Operation

Clearance Rings

Clearance rings prevent the water that is pressurized and leaving the pump volute from returning to the intake of the impeller. Centrifugal pumps have clearance rings at the impeller intake to prevent leakage. This is accomplished by limiting the radial clearance between the spinning impeller and the stationary clearance ring. Refer to Figure 1-2.

A clearance ring usually has a radial clearance of about 0.0075-inch per side, or a 0.015-inch diameter. However, the clearance will increase over time as the pump is operated. Wear is due to foreign material found in the water. Clearance rings are designed for replacement as the clearance increases from usage and wear.

If a pump is operated without water for extended periods or without discharging water, it may overheat. This may damage the pump and the drive mechanism.

Bearings

Bearings support and align the impeller shaft for smooth operation. See Figure 1-2.

Pump Body

The standard pump body (Figure 1-2) and related parts are constructed from fine grain alloy cast iron, with a minimum tensile strength of 30,000 PSI. All moving parts subject to water contact are of high quality bronze with stainless steel shafts.

The body is split horizontally on a single plane in two sections for easy removal of the entire impeller assembly, including clearance rings and bearings. The impeller assembly is removed from the bottom of the pump to avoid interference with the rounding piping and pump mounting on the apparatus chassis.

The pump has two large suction inlets, on the left and right side. Additional front and rear inlets may be added as requested by the customer. Impeller inlets are on opposite sides of the pump to balance axial forces; discharges are on opposite sides to balance radial forces.

Two tank suction on valve locations are available to allow higher flows from the booster tank Optional built-in check valves we available to prevent tank overpressurizations.

Discharge valves in the basic pump configuration are mounted at either side of the pump body. However, the pump body provides several additional discharge locations (facing front, back, or up) that can accommodate optional discharge valves.

Packing

Packing forms a nearly watertight seal at the point where the shaft passes from the inside to the outside of the pump. See Figure 1-4. Packing material is lubricated with pump water. The packing gland should not be excessively tightened or the material will lose us built-in lubricant and dry out, which may result in damage to the pump.

The single packing gland is located on the low pressure side of the pump. Its split design promotes ease of repacking The packing gland is a full circle thread type to exert uniform pressure on packing and to prevent cocking and uneven packing load. The packing is easily adjusted with a rod or screw driver. The packing rings are made of a combination of unique materials and have sacrificial zinc separators to protect the pump shaft from galvanic corrosion.

Packing material may also deteriorate if the pump is kept dry for long periods of time during winter months (for example, to prevent freezing). In this case, charging the pump with water at least once weekly will lubricate the packing. See the Maintenance Instructions in Section 3 for details.

SPLIT PACKING GLAND

PACKING LANTERN

(4) 7/16 SQUARE PACKING RINGS

PACKING HOUSING

IMPELLER END

SLOTTED PACKING GLAND

PUMP SHAFT

(3) .005 THK. FOIL PACKING SEPARATORS PER JOINT (TOTAL 12 REQUIRED)

PACKING COOLING PASSAGE

Figure 1-4. Pump Packing

PACKING GLAND LOCK

Mechanical Seal

The mechanical seal is an option to pump packing. As shown m Figure 1-5, a stationary seal seat is in constant contact with a rotating carbon face to prevent high pressure leakage. The sealing boot is made of a rubber elastomer that is specifically designed for high temperature operation.

MECHANICAL SEAL

Auto-Lube

A miniature centrifugal pump (A) is built into the shaft of Hale midship pumps (see Figure 1-6). This miniature pump continuously forces oil from the reservoir (B), through the bearing (C), and back again.

A balancing chamber (D) behind the oil reservoir is connected by a passage to the inlet side of the pump. This chamber always keeps the pressure in the oil reservoir equal to water pressure

- whether you are pumping at high inlet pressure or pulling vacuum

The miniature pump adds enough extra pressure to constantly keep the flowing oil a few PSI higher than water pressure Thus, oil pressure inside the double lip-type seal (E) is always slightly higher than water pressure outside. Dirt and water are repelled by this higher pressure. Auto-Lube does more than just fight off dirt. It ensures continuous lubrication, even when you are pumping dry. It cools the bearing, because water chambers surround the water reservoir. It permits the use of a compact, double lip-type oil seal, and maintains a constant film of oil under this seal to prevent shaft wear. Because it is built into the main pump body, it completely eliminates the need for high pressure packing.

Figure 1.6 - Auto-Lube System

CENTRIFUGAL PUMP DRIVE

There are four common types of centrifugal pump drives used with fire fighting apparatus:

 Operation from the truck chassis drive shaft (split-shaft PTO).

 Operation from a separate engine.

 Operation from the front of the truck chassis engine (front engine PTO) crankshaft

 Operation from a PTO from the truck transmission. A PTO before the engine transmission or a PTO from the (four wheel-drive) transfer case.

Midship pumps are so named because of their mounting location on the fire apparatus. They are normally driven through an integral transmission that has a sliding gear shaft and sliding gear that selectively directs the engine power to the pump or the rear axle. Figure 1-7 shows the midship pump split-shaft arrangements.

The midship transmission is capable of handling full engine horsepower enabling the pump to meet optimum performance levels as well as all torque requirements for over-the-road applications.

MIDSHIP PUMP SPLIT SHAFT DRIVE TRAIN

GEARBOX

Hale offers a variety of pump gear ratios to accommodate a wide range of apparatus manufacturer requirements.

The gearbox (Figure 1-8) consists of a gearbox, gear set, and input and output drive shafts that are both made of heat treated nickel steel. This unit can withstand the full torque of the engine in road operating conditions up to 16,000 pounds-feet.

If the gearbox is equipped with a power shift system, an in-cab control valve is provided for mode selection. This control locks in place for road or pump operation. Warning lights are provided to alert the operator when the gearbox has fully shifted from road to pump position.

Figure 1-8. Gearbox

DESCRIPTION OF HALE MIDSHIP PUMPS

SINGLE-STAGE

There are two series of single-stage pumps:

 750 GPM to 1250 GPM  1000 GPM to 2000 GPM

Hale single-stage pumps are of a size and design to attach to the chassis rails of commercial and custom chassis. The pump is driven from the truck main drive line. Generally, it consists of the following major components:

 Pump Body  Impeller and Shaft Components  Gearbox  Priming System  Pressure Control Device  Valves

The number of impellers on a common shaft determines the number of pump stages. The Hale series of single stage pumps provides the same normal operating and rating test pressures as the Hale series of two-stage pumps. The two-stage pump provides an additional level of operating pressures if required, but adds some operating complexity.

Single-Stage Pump Operation

Hale single-stage pumps use a single impeller with a double suction entry to develop the required volume and pressure. Dual cutwaters strip water from the rotating impeller and direct it to the discharge path. Figure 1-9 shows the flow of water through a Hale single-stage pump. Water enters the two suction channels and both sides of the impeller, thereby maintaining axial balance. The double suction impeller develops discharge pressure and directs the water to the dual cutwaters and then to the discharge valves. The impellers are radially and axially balanced. Radial hydraulic balance is maintained by the opposed discharge volute cutwaters The cutwaters are wedge shaped and divide the water between the volute and the pump discharge.

DUAL CUTWATERS

CROSS SECTION

END VIEW

Figure 1.9. Water Flow Through a Hale Single Stage Pump

TWO-STAGE PUMPS

There are two series of two-stage pumps:

 750 GPM to 1250 GPM  1000 to 2000 GPM

Hale two-stage pumps are of a size and design to mount on the chassis rails of commercial and custom trucks The pump is driven from the truck main drive line. Generally, the pump consists of the following major components:

 Pump Body  Impeller and Shaft Components  Gearbox  Priming System  Pressure control Device  Valves

Two-Stage Pump Operation

The primary difference between a single-stage and a two-stage pump is that the former has only one impeller and no transfer valve to switch between volume and pressure operation. A transfer valve is a two-position valve that permits the impellers in a two-stage pump to be operated in parallel (volume) or series (pressure). Both types of operation are explained in the following paragraphs.

Volume (Parallel) Operation

Volume operation, Figure 1-10, results in the pressure at the pump intake being added to the pressure developed by both impellers, and the amount of water delivered to the discharge being the sum of the flows of the two impellers. For example, if the inlet pressure is 30 pounds per square inch (PSI), and the flow of each impeller is 500 GPM at 150 PSI, the pressure and volume at the discharge is 1000 GPM at 180 PSI:

500 GPM per Impeller X 2 Impellers = 1000 GPM 30 PSI Inlet Pressure + 150 PSI Pump Pressure =180 PSI

TRANSFER VALVE

DISCHARGE MANIFOLD

SUCTION

CHECK VALVE (OPEN)

IMPELLERS

CHECK VALVE (OPEN)

Figure 1-10. Two-Stage Pump Volume Operation

SUCTION

Pressure (Series) Operation

Pressure operation, Figure 1-11, finds the impellers connected in series. That is, the output of the impeller supplied from the pump intake is supplied to the input of the next impeller. The pressure at the pump discharge is the sum of the pressures of the two impellers plus the pressure at the intake. The amount of water delivered to the discharge is the same amount that entered the first impeller. Using the example above when in series operation. The discharge pressure will be 330 PSI and the discharge volume will be 500 GPM.

SUCTION

TRANSFER VALVE

CHECK VALVE (CLOSED)

FIRST STAGE IMPELLER

DISCHARGE MANIFOLD

SECOND STAGE IMPELLER

CHECK VALVE (CLOSED)

SUCTION

Figure 1-11. Two-Stage Pump Pressure Operations

Volume Versus Pressure Operation

Selection of volume versus pressure operation is determined by three factors:

 Generally, the pump should be operated so that the pump gives the desired result at the lowest engine speed

 Transfer to volume (parallel) operation for higher flows (see below).

 Transfer to pressure (series) operation when higher water pressures are required (see below). .

Transfer Valve

A transfer valve, which is controlled from the apparatus pump

control panel, allows the operator of a two-stage pump to select volume or pressure operation. This valve is an all bronze waterway device that can transfer between pumping modes with two and one-half turns of its control hand wheel. The position of the valve is indicated on the apparatus pump control panel via a positive mechanical indicator. An optional power transfer valve is available.

Choosing Between Volume and Pressure Operation

In deciding which range to pump (pressure or volume), choose the one that gives the desired flow and pressure at the lowest engine speed. When a change of range is desired, slow down to idle speed, and shift the transfer valve to the desired range.

When shifting the transfer valve from volume to pressure operation, the pressure will be doubled. You may hear a metallic click or two clicks, which will be the check valves closing. If the clicks sound too harshly, you are changing the transfer valve while the pressure is too high. This happens when the truck engine is running at high speed.

Refer to your fire department policy for when to use volume operation and when to use pressure operation.

If your fire department does not have a policy to follow, here are general guidelines:

1. Hale pumps are designed to pump up to 200 PSI net pressure in volume operation at reasonable engine speeds.

2 Generally, volume operation should be used at any net pump pressure under 150 PSI, especially when pumping from a hydrant

3. When pumping from draft or a water tank, pressure operation may be used when the volume is less than one-half the pump capacity and when the desired pressure is over 150 PSI

4. Be certain to warn everyone involved before changing pump range.

Transferring Between Volume and Pressure Operation

Transferring between volume and pressure operation is evidenced by a metallic click, which results from the check valves closing. If the click is too loud or perhaps, somewhat violent, the pumping pressure is too high for switching. In this case, you should ease back on the engine throttle.

Switching between volume and pressure operation is generally governed by prevailing fire department policy. However, here are some general guidelines if your fire department does not have an established policy:

1. The pump should be operated so that engine speed is within its best operating range.

2 Transfer to volume (parallel) operation if the pump has to discharge more than 50 percent of its rated capacity. Be certain to warn everyone involved before switching between volume and pressure operation. 3 . While the switch can be done at any pressure, it is highly recommended to reduce the pump pressure to 50 to 60 PSI before switching. The engine speed should especially be reduced when switching from volume to pressure operation with hand held hoses in use.

BOOSTER PUMPS

Hale booster pumps offer the added dimension of low volume and high pressure for use with the midship pumps. The booster is ideal for high pressure, hose reel operation.

As shown in Figure 1-12, the booster pump is designed for direct mounting at the accessory port of the Hale gearbox. The booster pump is driven by the gearbox intermediate gear to provide a positive drive.

Water is directed to the booster pump through a pre-piped supply hose. The optional air clutch allows the water flow to the booster pump to be closed off.

Figure 1-12. Booster Pump Option

PRIMING PUMP\

Priming pumps are used to create a vacuum; they are designed to evacuate air through the suction hose and into the pump. The vacuum created allows atmospheric pressure to push water from the open body of water through the suction hose and into the pump. Hale centrifugal midship pumps use Rotary Vane Positive Displacement pumps for priming. A positive displacement pump moves a specified amount of air or fluid with each revolution.

As shown in Figure 1-13, the priming pump has a single rotor mounted off-center (eccentric) to the pump body housing. The vanes in the rotor slide in grooves and are held against the body housing by centrifugal force. As a vane turns toward the discharge, it recedes into the rotor. As the rotor continues past the discharge, the vane advances outward from its groove and against the body housing. During this cycle, the space between the rotor and housing case fills with air, and the vanes, acting as wipers, force air out of the discharge, creating a vacuum in the main pump allowing atmospheric pressure to push water into the suction side of the main pump, filling it with water.

While the rotor draws air from the main pump, lubricant is pulled in from the lubricant tank This lubricates the pump and the bearings and helps to create a better vacuum by scaling close tolerances in the priming pump. The pump should not be operated unless the lubricant tank is filled

A Hale priming pump has a single control that both opens the priming valve between the midship pump and the priming pump and starts the priming motor. The primer is automatically lubricated during operation.

Figure 1-13. Priming System

VANE

ROTOR

HOUSING

PRESSURE CONTROL DEVICES

Three basic types of pressure control devices are used with Hale Midship pumps:  Engine speed governor system (optional).  Relief valve system (standard).  Hale Total Pressure Master Relief Valve System (optional). Relief Valve System

As shown in Figure 1-14, the Relief Valve System is a single bronze, variable press= setting relief valve of sufficient capacity to prevent an undue pressure rise (NFPA Pamphlet No. 1901). The relief valve is normally closed; it opens against pump pressure. A control light signals when the valve is open.

Figure 1-14. Relief Valve System

Hale Total Pressure Master (TPM) Relief Valve System

This system, Figure 1-15, includes a sensing device connected to the inlet side of the pump that works in conjunction with a Pressure Master control on the pump panel to give complete control over the entire system. The operating point is set by the Pressure Master control. Small changes in pump pressure are normally handled internally by the recirculating relief valve. Large changes on either the inlet or discharge side of the pump are controlled by dumping excess pressure to atmosphere from the discharge side of the pump.

PUMP DISCHARGE PRESSURE

PUMP SUCTION VACUUM

ATMOSPHERE

SINGLE PORT DRAIN VALVES

WATER TANK

Figure 1-15. Hale Total Pressure Master Relief Valve System

CAVITATION

Often referred to as running away from the water supply. Cavitation simply means that the operator is trying to pump more water out of the pump than is going into the pump.

AUXILIARY COOLING

Model K Auxiliary Heat Exchanger/Cooler NFPA 1901 requires a supplementary heat exchanger cooling system for the pump drive engine during pumping operations. Hale model K heat exchangers meet the NFPA 1901 requirements. The units can be used with any size radiator and use water from the pump to help maintain the proper a temperature of the engine coolant. The cast-iron housing and copper tubing coil keep the water and coolant from contaminating each other. A valve is supplied on the operators panel to allow the operator to control the amount of water being supplied to the Model K heat exchanger This valve is needed to keep the apparatus from operating at a temperature below the recommended level

Pump Overheating Protection

An optional Thermal Relief Valve (TRV) can be attached to the main pump body. This valve prevents the Overheating of the pump under certain operating conditions The valve monitors and controls the temperature of the water in the pump. When the temperature exceeds 120°F, the valve automatically opens and discharges a small amount of water either to the ground or into the water tank, allowing cooler water to enter the pump. After the temperature reduces to a safe level, the valve closes until the temperature is exceeded again.

DISCHARGE, SUCTION, DRAIN, AND INLINE VALVES

Discharge and suction valves regulate the amount of water entering and leaving a pump. Each valve includes a locking device that permits operation in any position from fully opened to fully closed. Several types of valves are available for Hale midship pumps.

The suction and discharge valves are quarter-turn ball-type with a locking handle. As the valve handle is moved, the ball can rotate from being in-line with the waterway to a position 90 degrees to the waterway, or any position in between, thus reducing or stopping the flow of water. Inline valves are also quarter-turn ball-type valves. These valves can be used in either suction or discharge lines

The optional Hale tank-to-pump valve is a flanged, three-inch, full flow ball device that includes a three-inch NPT and four-inch flexible coupling inlet connection An optional built-in Hale bronze check valve is specifically designed for the purpose of avoiding accidental overpressure of the booster tank and is strongly recommended.

At least one full flow suction valve with locking handle can be provided on the pump. The body of each suction valve connects into the pump suction with a maximum of one long sweep 90° elbow between the valve and the pump suction.

The Hale drain valve is a sliding plug type valve used to relieve pressure from hose lines after pumping. To open, pull the knob out; to close, push the knob in. The valve must be seated completely to prevent leakage while priming and pumping.

Each suction and discharge valve on a Hale pump may be equipped with a drain. Opening the drain before uncoupling the hose relieves the pressure in the line. Also, water must be drained from the pump during freezing conditions through the master drain valve.

2. OPERATING PROCEDURES A. Overview

This section supplies information and procedures for the operation of Hale single-stage and twostage pumps. Included in this section are procedures for pumping from a hydrant, pumping from draft, pumping from a booster tank, pumping in relay, tandem pumping from a hydrant, and post-operation proc edures.

B. Operating Procedures

THE PROCEDURES IN THIS SECTION ARE GENERAL OPERATING PROCEDURES. THEY DO NOT REPLACE THE PROCEDURES AND POLICIES ESTABLISHED BY YOUR FIRE DEPARTMENT, NOR DO THEY REPLACE THE RECOMMENDATIONS AND PROC EDURES PROVIDED BY THE FIRE TRUCK MANUAL.

Pumping From a Hydrant, General Operation

1. Position the truck for the best hydrant hookup and discharge hose layout.

REFER TO THE FIRE DEPARTMENT PROCEDURES ON SETTING WHEEL CHOCKS AS WELL AS LAY OUT AND CONNECTION OF SUCTION AND DISCHARGE HOSES.

ALL VALVES, DRAIN COCKS, AND CAPS SHOULD BE CLOSED.

NEVER ATTEMPT TO SHIFT THE PUMP TRANSMISSION WHILE THE TRUCK TRANSMISSION IS IN GEAR. ALWAYS SWITCH THE TRANSMISSION TO “N” AND VERIFY THE SPEEDOMETER IS “0” BEFORE MAKING PUMP TRANSMISSION SHIFT.

2. Bring the truck to a complete stop before you attempt to shift from road to pump.

3. Apply the truck parking brake.

4. Shift the truck transmission to the NEUTRAL position.

5. Move the in-cab pump shift control valve from the ROAD position to the PUMP position. The shift warning lights should come on in a second or two, indicating a complete shift.

If the truck manufacturer has used another in -

cab valve to achieve pump shift or has an electric switch, follow the instructions supplied with that valve.

6. After pump shift is completed, put the truck transmission in the proper pump operating range or gear. For most pumpers this will be direct drive (1:1) ratio. In addition, the speedometer should read 5 to 15 MPH after the shift has been completed. If the shift does not seem to be completed, shift truck transmission to “N” and repeat the entire procedure. Note that some vehicles drive the speedometer from the front wheel of the chassis. In this case, the speedometer will not read 5 to 15 MPH after shifting to the pump position. See the chassis manual for details.

DO NOT LEAVE THE CAB OR ATTEMPT TO PUMP UNTIL ALL THE GREEN PUMP LIGHTS IN THE CAB AND PANEL ARE ON.

7. Exit the driving compartment only after all the above steps are completed and you are sure that the shift completed lights in the cab and panel are on.

DO NOT OPEN THROTTLE UNLESS ALL GREEN PUMP INDICATOR LIGHTS ARE ON.

8. Verify that the pump panel shift indicator green "OK TO PUMP" light is on.

9. Open the hydrant.

10. If necessary, open the suction valve.

11. If applicable, set the transfer valve to either vol ume or pressure, as required.

12. If necessary to eliminate air pockets open valve to let air out or prime the pump: see “Pumping From Draft” for instructions.

13. Note the intake and discharge pressures then open the engine throttle gradually until the master discharge gauge indicates the desired pressure.

14. Set the automatic relief valve according to your fire department policy. If your fire department does not have a policy to follow, see the “Relief Valve or TPM Procedures” later in this section

DO NOT REDUCE THE PRESSURE ON THE INTAKE GAUGE TO ZERO; SERIOUS DAMAGE TO THE WATER MAIN COULD RESULT.

If the master intake gauge shows a vacuum before the desired discharge pressure or flow is reached, this is an indication that you are getting all the water that the hydrant will supply. To increase the pressure when this occurs, reduce the pump flow. The master intake gauge reading must be maintained at 5 PSI (.5 BAR), minimum.

As the throttle is opened, the pressure gauge reading increases with the engine speed. If the engine speed increases without an increase in pressure, the pump may be cavitating. In this case, close the throttle slowly until the pressure begins to drop, and the engine returns to an idle. If this does not correct the problem you are trying to pump more capacity than is available from the hydrant.

15. Open the discharge valves.

16. If the pump overheats and is not equipped with the Hale TRV valve, open the valve to access

the pump auxiliary cooling system, or slightly

open the tank fill line.

17. After completion of pumping procedures, gradually reduce the pump pressure until the engine is at an idle speed. Use the “Pump to Road Shift Procedure” and “Post Operation Procedure” provided later in this section.

TPM Operation from a Hydrant

When operating from a positive inlet pressure, during some operational conditions, it may be necessary to adjust the TPM Relief Valve to a point where water is dumping to the ground. The internal relief valve will always open first, and if it cannot handle the pressure rise, the external relief valve will dump water on the ground. When the internal relief valve opens, the panel light will be on, and when the external dump valve opens, the pilot light on the panel will flash.

Pumping From Draft, General Operation.

1. Get as close to the water source as possible. The pump can do better than its rated capacity with less than a 10-foot vertical lift. As the vertical lift increases to above 10 feet, the maximum pump capacity will be reduced.

REFER TO THE FIRE DEPARTMENT PROCEDURES IN SETTING WHEEL CHOCKS AS WELL A S LAY OUT AND CONNECTION OF SUCTION AND DISCHARGE HOSES.

ALL VALVES, DRAIN COCKS, AND CAPS SHOULD BE CLOSED.

2. Bring the truck to a complete stop before you attempt to connect suction hoses or shift from road to pump.

3. Apply the truck parking brake.

4. Shift the truck transmission to the NEUTRAL position.

5. Move the in-cab pump shift control valve from the ROAD to the PUMP position. The shift warning light should come on in a second or two, indicating a completed shift. If the truck manufacturer has used another in -cab valve to achieve pump shift, follow the instructions supplied with that valve

6. After pump shift is complete, put the truck transmission in the proper pump operating range or gear. For most pumpers this will be direct drive (1:1) ratio. In addition, the speedometer should read 5 to 15 MPH after the shift has been completed. If the shift does not seem to be completed, shift truck transmission to “N” and repeat the entire procedure. Note that some vehicles drive the speedometer from the front wheel of the chassis. In this case, the speedometer will not read 5 to 15 MPH after shifting to the pump position. See the chassis manual for details.

DO NOT LEAVE THE CAB OR ATTEMPT TO PUMP UNTIL ALL THE GREEN PUMP LIGHTS IN THE CAB AND PANEL ARE ON.

7. Exit the driving compartment only after all the above steps are completed and you are sure that the shift completed lights in the cab and panel are on.

DO NOT OPEN THROTTLE UNLESS ALL GREEN PUMP INDICATOR LIGHTS ARE ON.

8. Verify that the pump shift indicator light is on.

9. Activate the priming pump by pulling the control handle located on the pump panel or depressing the push button.

The departmental manual for pumping should

specify the correct RPM for priming, but in general, for priming the pump should be operated at idle with an engine speed of about 1,000 to 1,200 RPM.

10. Watch the intake and discharge master gauges. When the pump is primed, the intake indication reading falls below zero, and the discharge pressure starts to increase. You may also hear water discharging on the ground, indicating that the pump is primed.

Running the engine at speeds higher than

1,200 RPM during priming is not recommended, because it will not improve priming operation. Running the pump at higher RPM will increase wear.

IF THE DISCHARGE GAUGE READING DOES NOT INCREASE, THE INTAKE GAUGE READING DOES NOT FALL BELOW ZERO, OR THE PRIMING PUMP DOES NOT DISCHARGE WATER ON THE GROUND IN 30 SECONDS, DO NOT CONTINUE TO RUN THE PRIMING PUMP. STOP THE PUMP, AND CHECK FOR AIR LEAKS OR POSSIBLE PUMP TROUBLE.

11. After priming, select the desired transfer valve position (for two-stage pumps).

12. Gradually open the discharge valve until the water emerges as a steady stream. Then open the other discharge valves to the desired setting.

13. Open the engine throttle gradually until the desired pressure or flow is reached.

DO NOT PUMP ENOUGH WATER TO CAUSE A WHIRLPOOL AT THE STRAINER. THIS ALLOWS AIR INTO THE PUMP, RESULTING IN ROUGH OPERATION AND PULSATION. REPOSITION THE STRAINER OR REDUCE FLOW TO CORRECT THE SITUATION.

As the throttle is opened, the pressure gauge reading increases with the engine speed. If the engine speed increases without an increase in pressure, the pump may be cavitating.

If the pump is cavitating, warn personnel that the pressure is being dropped. In this case, close the throttle slowly until the pressure begins to drop, and the engine returns to an idle. If this does not correct the problem, here are two possibilities that can also lead to this condition:

a. Cavitation can occur with large nozzle

tips. Solve this problem by reducing flow.

b. Cavitation can also occur when you are

pumping if air enters with the water. Even though the pump may be primed, air leaks can cause rough operation and an increase of engine speed without an increase in pressure or flow. If an air leak is suspected, discontinue pumping and refer to Section 4 for maintenance.

14. If a pump shutdown is desired while pumping from draft, reduce the engine speed to idle, and close the discharge valves. To resume pumping, open the throttle and discharge valves. If the pump overheats from continued churning without water flow, open the discharge valves peri odically to release hot water.

15. Set the automatic relief valve according to your fire department policy. If your fire department does not have a policy to follow, see the “TPM or Relief Valve Procedures” later in this section.

16. If the pump overheats and is not equipped with the Hale TRV valve, open the valve to access the pump auxiliary cooling sys tem, or slightly open the tank fill line.

17. After completion of pumping procedures, gradually reduce the engine RPM until it is at an idle speed. Use the “Pump to Road Shift Procedure” and “Post Operation Procedure” provided later in this section.

Pumping From the Onboard Water Tank

1. Position the truck for convenient discharge hose layout, and bring the truck to a complete stop.

REFER TO THE FIRE DEPARTMENT PROCEDURES ON SETTING WHEEL CHOCKS AS WELL AS LAY OUT AND CONNECTION OF SUCTION AND DISCHA RGE HOSES.

2. Bring the truck to a complete stop before you attempt to shift from road to pump.

3. Apply the truck parking brake.

4. Shift the truck transmission to the NEUTRAL position.

5. Move the in-cab pump shift control valve from the ROAD position to the PUMP position. The shift warning light should come on in a second or two, indicating a completed shift. If the truck manufacturer has used another in-cab valve to achieve pump shift, follow the instructions supplied with that valve.

6. After pump shift is complete, put the truck transmission in the proper pump operating range or gear. For most pumpers this will be direct drive (1:1) ratio. In addition, the speedometer should read 5 to 15 MPH after the shift has been completed. If the shift does no t seem to be completed, shift truck transmission to “N” and repeat the entire procedure. Note that some vehicles drive the speedometer from the front wheel of the chassis. In this case, the speedometer will not read 5 to 15 MPH after shifting to the pump position. See the chassis manual for details.

DO NOT LEAVE THE CAB OR ATTEMPT TO PUMP UNTIL ALL THE GREEN PUMP LIGHTS IN THE CAB AND PANEL ARE ON.

7. Exit the driving compartment only after all the above steps are completed and you are sure that the shift completed warning lights in the cab and panel are on.

12. Open the engine throttle gradually until the desired pressure or flow is reached. As the throttle is opened, the discharge pressure gauge reading increases with the engine speed. If the engine speed increases without an increase in pressure, the pump may be cavitating.

If the pump is cavitating, warn personnel that the

pressure is being dropped. In this case, close the throttle slowly until the pressure begins to drop, and the engine returns to an idle. If this does not correct the problem, reduce flow.

DO NOT OPEN THROTTLE UNLESS ALL GREEN PUMP INDICATOR LIGHTS ARE ON.

8. Verify that the pump panel shift indicator light is on.

9. Open the tank suction valve.

10. For two-stage pumps, select the desired transfer valve position.

11. Check the master discharge gauge to see if priming is necessary. If necessary, start the priming pump by pulling the control handle located on the pump panel or depressing the prime push button or just crack the tank fill valve.

Watch the intake and discharge pressure gauges. When the pump is primed, the compound gauge i ndication falls below zero, and the pressure starts to increase. You may also hear water splashing on the ground, indicating that the pump is primed.

DO NOT OPEN THROTTLE UNLESS ALL GREEN PUMP INDICATOR LIGHTS ARE ON.

13. Gradually open the discharge valves until the water emerges as a steady stream. Then open the discharge valves to the desired setting.

14. Set the automatic relief valve according to your fire department policy. If your fire department does not have a policy to follow, see the “TPM or Relief Valve Procedures” later in this section.

15. If the pump overheats and is not equipped with the Hale TRV valve, open the valve to access the pump auxiliary cooling system, or slightly open the tank fill line.

16. After completion of pumping procedures, gradually reduce the engine RPM until it is at an idle speed. Use the “Pump to Road Shift Procedure” and “Post Operation Procedure” provided later in this section.

Pumping In Relay

Relay operations are necessary when the water source is too far away from the fire to be pumped efficiently by one pumper. Relay pumping is the movement of water through a number of consecutive pumpers, from suction to discharge. The number of pumpers is determined by how far the water source is from the fire.

In some cases, when you are on the receiving end of a relay, it may help to set the suction dump or

TPM (if available) very low in order to limit the incoming pump pressure by dumping water on the ground before you have discharge hose lines connected and are flowing water. Then, as you are able to use the incoming water, the relief valve control can be moved up to the desired operating pressure and set as instructed. This technique will also help you to purge the air from the incoming hose and the pump before it can get to a dangerously high pressure.

Use this procedure after the hose is laid, the apparatus are in position, and the pumps are engaged. See the “Pumping from a Hydrant” procedure for setup and engagement instructions for apparatus receiving pressurized water.

1. Open two discharge gates on all pumps, except on the pump at the source, to get rid of air from hose lines and pumps.

2. On each pump, attach the hose lines to one of the discharges, and leave the other discharge uncapped (only for trucks without a relay valve).

3. Watch the intake gauge for a high-pressure reading. If this is reached, open the gate controlling the uncapped discharge to remove excess water.

4. Supply the pump at the water source with water; prime if necessary. The discharge pressure must not be over 150 PSI (10 BAR) or the maximum pressure rating of the relay hose to start water moving. Use either the “Pumping From Hydrant” or “Pumping From Draft” procedures that appear earlier in this section.

5. When the water reaches the second pump, close the uncapped discharge gate. Repeat this step for all pumps until the water reaches the fire ground.

6. Adjust the throttle on the pump at the water source for the required operating pressure. Watch the gauges to avoid cavitation. (The pump operator at the fire scene will advise all other pump operators of the amount of water needed at the fire ground).

7. Adjust the discharge pressure or flow at the fire scene to supply the lines being used.

8. Observe the gauges carefully, and adjust the pressure or flow as needed.

9. Shutdown starts from the fire ground pump and works toward the water source. Gradually reduce pressure at the fire ground pump until you can disengage it. Follow this procedure for every pump in the relay until the pump at the water source is shut down.

LOCAL TRAINING PROCEDURES MAY VARY SLIGHTLY FROM ABOVE.

Tandem Pumping Operation From a Hydrant

1. Using the large intake hose, connect the first pumper to the hydrant steamer. Open the hydrant until the pump is primed, then partially close the hydrant.

2. Position the second pumper intake-to-intake with the first pumper.

3. Open a discharge to flow water.

4. With the hydrant partially closed, adjust the throttle on the first pumper until the intake gauge reads about 5 PSI (.5 BAR)

5. Remove the unused intake cap.

6. Connect the second pumper to the unused steamer intake of the first pumper, using a large intake hose.

7. Open the hydrant completely. Both pumpers pump water to the fire, (refer to the procedure on “Pumping From a Hydrant”).

LOCAL TRAINING PROCEDURES MAY VARY FROM ABOVE.

Pump To Road Shift Procedures

1. Verify that the operator’s hand throttle or governor control has returned to idle speed.

2. Shift the truck transmission into the NEUTRAL position, and wait four seconds. Check to make sure the speedometer reads 0.

3. Moving pump shift control valve lever to the ROAD position. The in-cab and panel pump i ndicator lights should go out when the pump transmission starts to shift into the ROAD position.

REFER TO THE FIRE DEPARTMENT PROCE DURES ON REMOVING WHEEL CHOCKS AS WELL AS LAY OUT AND CONN ECTION OF SUCTION AND DISCHARGE HOSES.

Standard Relief Valve Procedures

These procedures are for setting the operating point of the standard relief valve.

1. Increase the engine RPM to reach the desired pump operating pressure while reading the di scharge pressure gauge.

2. Turn the hand wheel slowly counterclockwise until the relief valve opens, the pilot light comes on, and the master pressure gauge drops a couple of PSI (BAR).

3. Turn the hand wheel slowly clockwise until the master pressure gauge rises to the desired pressure and pilot light goes out. The relief valve will now operate at the set pressure.

4. When the pump is not in operation, turn the hand wheel clockwise so that the control is set slightly above the normal operating pressure. When the pump is put into operation again, reset the control valve to the desired operating pressure.

TPM Relief Valve Procedures

These procedures cover the Hale TPM Relief Valve System. Be sure to select the correct procedure, according to relief valv e.

TPM System (only)

1. Set the pressure indicator on the PMD control valve to a position slightly above the normal operating pressure (even before water starts to flow).

2. After normal operating pressure has been achieved (as indicated on the master pressure gauge and with the pump discharging water), slowly move the adjusting handwheel counterclockwise until the relief valve opens, the amber pilot light comes on, and the master pressure gauge reading drops a couple of PSI (BAR).

3. Turn the handwheel slowly clockwise until the master pressure gauge reading is at the correct operating pressure and the pilot light goes out. The relief valve will operate at the set pressure.

THE INDICATOR ON THE PANEL IS ONLY A ROUGH INDICATION OF TPM SETTING. ALWAYS USE THE ABOVE PROCEDURE TO PROPERLY SET THE TPM RELIEF VALVE SYSTEM.

TPM System with Engine Governor

1. Set the pressure indicator on the PMD control valve to a position slightly above the normal operating pressure (even before water starts to flow).

2. Power on the governor control.

3. Set the discharge pressure using the RPM mode of the pressure governor control.

4. Move the TPM handwheel counterclockwise until the relief valve opens and the amber pilot light comes on.

5. Turn the hand wheel slowly clockwise, until the amber light just goes out. Then turn the hand wheel one additional full turn clockwise for proper operation.

THE TPM PRESSURE CONTROL VALVE MUST BE SET SLIGHTLY HIGHER THAN THE GOVERNOR CONTROL FOR PROPER OPERATION.

6. Put the governor control in the Pressure Governor mode; the system is now set.

7. Use the following procedures to change the set pressure while running:

Increasing Pressure

a. Set the TPM to a pressure (by the

indicator) slightly higher than the desired new pressure.

b. Put the governor control in the RPM

mode, and increase the speed to the new pressure.

c. Move the TPM handwheel counterclockwise

until the relief valve opens and the amber pilot light comes on.

d. Turn the handwheel slowly clockwise,

until the amber light just goes out. Then turn the handwheel one additional full turn clockwise for proper operation.

THE TPM PRESSURE CONTROL VALVE MUST BE SET SLIGHTLY HIGHER THAN THE GOVERNOR CONTROL FOR PROPER OPERATION.

e. Put the governor control in the Pressure

Governor mode; the system is now set.

Decreasing Pressure

a. Put the governor control in the RPM

mode, and reduce the speed to the new pressure.

b. Move the TPM handwheel counterclockwise

until the relief valve opens and the amber pi lot light comes on.

c. Turn the handwheel slowly clockwise,

until the amber light just goes out. Then turn the handwheel one additional full turn clockwise for proper operation.

THE TPM PRESSURE CONTROL VALVE MUST BE SET SLIGHTLY HIGHER THAN THE GOVERNOR CONTROL FOR PROPER OPERATION.

d. Put the governor control in the Pressure

Governor mode; the system is now set.

Emergency Pump Shift Procedures

Before implementing manual override shift procedures, repeat recommended procedures. If the shift fails to take place, follow these procedures.

1. Bring the truck to a complete stop.

2. Apply the truck parking brake, and chock the wheels.

3. Shift the truck transmission to the NEUTRAL position.

4. For Pump or Road position, put the in -cab shift control in the Neutral position. (Neutral position is exactly in the middle of the road and pump position.

5. Shut down the engine.

DO NOT ATTEMPT EMERGENCY SHIFT PROCEDURES WHILE THE ENGINE IS RUNNING.

6. Employ manual override procedure at the shift cylinder on the pump gearbox as follows:

An eyebolt is provided in the shift shaft to accept a drift punch or screwdriver. By inserting this tool into the hole provided, it will enable you to pull or push the shaft manually. Pull the shift shaft Out for Pump Position (after in-cab control valve selection), or push shift shaft for Road Position (after in-cab control valve selection). If the shift stroke cannot be completed manually, turn the driveshaft slightly by hand to realign the internal gears and repeat the manual shift effort.

Post Operation Procedures

1. If you have been pumping seawater, dirty water, alkaline water, or using an around the pump proportioner, flush the pump with clean water.

2. After using the pump, drain the pump as follows (especially important in freezing weather):

a. Open discharge valves, remove suction

tube caps, and discharge valve caps.

b. Open the pump body drain cocks or Hale

multiple drain valve. If a multiple drain valve is used, all pump drain lines should be connected to this valve.

c. On two-stage pumps, move the transfer

valve back and fourth to both the volume and pressure positions.

d. If installed, drain the gearbox cooler.

e. After the pump is completely drained,

replace all caps and close all valves.

3. Fill out the pump run log, indicating total pumping time and total out-of-station time.

4. Report all pump, vehicle equipment malfunctions, and irregularities to the proper authority.

3. PREVENTATIVE MAINTENANCE

A. Overview

Hale Midship Pumps require very little care and maintenance. However, the little required is extremely important. Preventive maintenance tasks require very little time to accomplish and consist mainly of testing for leaks, lubrication, and cleaning.

The procedures supplied in this section are for normal use and conditions. Extreme conditions may indicate a need for increased maintenance. The procedures in this section identify some extreme conditions and the additional measures needed to ensure lengthened pump life and continuing dependability.

The first part of this section includes some extreme condition maintenance guidelines. Sections with recommended activities to be accomplished on a weekly, a monthly, and an annual basis follow this. A separate maintenance checklist is provided to record completed maintenance actions.

B. Procedures

Post Operation Maintenance

1. If necessary, follow the procedures in the Extreme Maintenance Conditions paragraph.

2. On two-stage pumps, remove the suction tube strainers, and reach in to ensure that check valves are free to swing. Also, verify that no foreign matter is caught between the valve and the seat.

3. Inspect the suction hose rubber washers and washers in the suction tube caps. Remove foreign matter from under these washers. Replace worn, damaged, or dry washers.

4. Verify that all discharge valves, booster line valves, drain valves, and cocks are closed.

5. Tighten suction caps.

Extreme Conditions Maintenance Guidelines

Extreme conditions occur when the pump has been operated during freezing weather and as a result of pumping from a water source that contains material that will be harmful to the pump if not purged.

During Freezing Weather

In freezing weathe r, drain the pump as follows:

1. Open all discharge and suction valves, remove suction tube caps, and discharge valve caps.

2. Open pump body drain cocks and/or Hale multiple drain valve.

3. On two-stage pumps, move the transfer valve back and forth to both the volume and the pressure positions.

4. After the pump is completely drained, replace all caps and close all valves.

After Pumping from Salt Water, Contaminated Water, or With Foam Solution

After drafting from sea water, contaminated, sandy or dirty water, flush the pump and suction hoses by using water from a hydrant or other clean water source. After pumping foam through the pump, flush as above until all residues of foam have gone.

Weekly Maintenance

Weekly maintenance consists of testing the relief valve system or governor, the transfer valve on two-stage pumps, the priming system, and the pump shift warning indicator lights. If testing criteria is not met, refer to Section 4 for corrective maintenance.

Relief Valve and TPM Test

When the relief valve is not in operation, maintain a setting above the normal operating pressure.

1. Set up to pump from the onboard water tank with the discharge valve back to the water tank open less than 1/2 way. See the procedures in Section 2 for assistance.

2. Bring the pump pressure up to 150 PSI (10 BAR) per normal operating procedures.

3. Turn the control valve handwheel counterclockwise until the relief valve opens and the pilot light is lit. Master pressure gauge should drop at least 5 to 10 PSI (0.5 to 1 BAR).

4. Turn the control valve handwheel clockwise then counterclockwise a few times to ensure that the handwheel turns freely. Master pressure gauge should increase and pilot light should go out. This action also ensures proper valve operation.

5. Reset the relief valve to its normal operational setting.

Governor Test

If your apparatus is equipped with an electronic governor, follow the manufacturer’s instructions for weekly preventive maintenance.

Transfer Valve Test (Two Stage Pumps Only)

1. For manual transfer valves:

a. With the apparatus engine turned off, turn

the handwheel between the volume and pressure positions a few times to verify that the valve operates freely.

b. Set the truck up for pumping per the

procedure in Section 2, with the transfer valve in the volume position.

c. Leave the engine at idle speed, and move

the transfer valve to the pressure position.

d. Verify that the discharge pressure gauge

readings have approximately doubled.

2. For power transfer valv es:

a. With the apparatus engine turned off, use

either a 3/8-inch socket on the indicator hex nut or a rod in the hole in the indicator hex nut to manually transfer the valve to verify that the valve operates freely.

b. Set the truck up for pumping per the

procedures in Section 2, with the transfer valve in the volume position. Note the discharge gauge readings.

c. Leave the engine at idle speed, and move

the transfer valve to the pressure position.

d. Verify that the master intake gauge

readings have approximately doubled.

Priming System Test

1. Tighten all pump caps, and close all pump valves.

2. Pull the primer control while you watch for a below-zero reading on the master intake gauge.

3. Verify that the master intake gauge readings hold for approximately 5 minutes after you release the primer control. A drop of 10 inches hg in this 5 minute period is anticipated per NFPA 1901.

Pump Shift Warning Indicator Lights

BE SURE THAT THE PARKING BRAKE IS SET AND EVERYONE IS CLEAR OF THE TRUCK BEFORE SHIFTING TO THE PUMP POSITION. THE WHEELS MUST BE BLOCKED TO PREVENT ANY MOVEMENT OF THE TRUCK.

1. Follow the operating procedures in Section 2 to engage the pump.

2. Verify that the warning indicators in the cab and the pump control panel are on.

3. Switch to non-pumping operations, and verify the warning indicators are off.

Valve Lubrication

1. Spray all moving parts of the suction, discharge, hose drain, and multi drain valves with a good grade of lithium base grease.

2. Lubricate all of the valve linkages.

Monthly Maintenance

Monthly maintenance includes the Weekly Maintenance procedures plus lubrication, the packing gland adjustment, dry vacuum testing, and checking the drive line bolts. The Weekly Maintenance includes testing the relie f valve system or governor, the transfer valve on two-stage pumps, the priming system, and pump shift warning indicator lights.

Suction Check Valve Testing

On two-stage pumps remove the suction tube strainers, and reach inside the pump to ensure that the check valves are free to swing. Also, verify that no foreign matter is caught between the valve and the seat.

Lubrication

1. On handwheel-type valves, including PM, PMD, and Transfer Valve Controls, if necessary, first remove old grease and paint, use a dry lubricating spray on gears.

2. Remove the gearbox oil fill plug (refer to the Hale Service Chart), and check the level of the oil in the gearbox. The level should be up to the plug hole. If necessary, add oil, using only a good grade of SAE EP 90 (oil should meet GL -5 requirements).

3. Lubricate suction threads with a light coat of grease.

Packing Gland Adjustment

The packing gland is adjusted for a leakage of about 8 to 10 drops per minute at 150 PSI (10 BAR). This slight leakage will lubricate and cool the shaft and packing to prevent burning and scoring the shaft. First, check the leakage rate, and adjust the packing gland only if necessary. If the leakage rate cannot be adjusted within satisfactory limits, replace the packing per the instructions under Repacking in this section, page 3-6. Packing should be replaced every three years. The packing gland is adjusted as follows.

1. Connect the pump to a hydrant or some other source of water of about 150 pounds of pressure. If this is not possible, operate the pump at about 150 pounds from draft or from the booster tank discharging through the booster line, another small nozzle, or circulating back to the tank. Count the drops per minute.

2. Shut down engine to make adjustments.

DO NOT RUN ENGINE WHILE MAKING PACKING ADJUSTMENTS.

3. Loosen the packing nut lock. The lock is either a spring-loaded pin or a screw and locknut. The end of the lock fits into a slot in the gland.

4. To loosen or tighten the packing gland:

a. Insert a screwdriver or rod into one of the

slots. Refer to the Hale Service Chart.

b. To loosen the nut, turn it in the direction

of engine rotation.

c. To tighten the nut, turn it in the direction

that is opposite to engine rotation.

5. Repeat step 1 and verify that leakage is correct. Tighten for less leakage, loosen for more leakage.

Drive Line and Flange Bolts

Check all drive line and flange bolts to ensure:

1. No bolts are missing.

2. All bolts are tight.

3. Bolts used are “Grade 8” strength.

Pump Mounting Bolts

1. No bolts are missing.

2. All bolts are tight.

Priming System Test (Dry Vacuum Test)

IN THE FOLLOWING PRIMING SYSTEM TEST, IF LEAKS CANNOT BE DETECTED BY FOLLOWING THE PROCEDURE BELOW, IT IS ADVISABLE TO TEST THE PUMP HYDROSTATICALLY. TO DO THIS CONNECT THE PUMP TO A SOURCE OF WATER, AND LOOK FOR LEAKS.

1. Close all valves and drains. Cap all suction openings and the outlet of the suction side relief valve (if so equipped).

2. Connect a test vacuum gauge or manometer to the intake test gauge connection on the pump panel.

3. Engage the priming pump until the gauge indicates 22 inches or more mercury vacuum.

4. Watch the gauge. If the vacuum falls more then 10 inches in 5 minutes, it is a certain indication of at least one air leak. Vacuum leaks may often be detected by ear if the apparatus engine is turned off. Correct leaks immediately to return the pump to a serviceable condition.

5. Test the suction hose as follows:

a. Attach the suction hose to the pump.

b. Place the suction tube cap on the end of

the hose in place of a strainer.

c. Close all valves and drains. Cap all

suction openings and the outlet of the suction side relief valve (if so equipped).

d. Connect a test vacuum gauge or

manometer to the intake test gauge connection on the pump panel.

e. Engage the priming pump until the gauge

indicates at least 22 inches mercury.

f. Watch the gauge. If the vacuum falls more

then 10 inches in 5 minutes, it is a certain indication of at least one air leak. Vacuum leaks may often be detected by ear if the apparatus engine is turned off. Correct leaks immediately to return the pump to a serviceable condition.

Relief Valve System Check

1. Place apparatus out of service in accordance with departmental procedures.

2. Test relief valve system in accordance with Weekly Maintenance Check. If the relief valve is not working, clean the strainers as follows:

a. Open pump compartment panel and locate

the relief valve system strainer(s). (On all relief valve systems the strainer is located in one of the pump pressure taps. On TPM an additional strainer is located in one of the pump vacuum taps).

b. Disconnect tubing then remove strainer

from respective tap.

c. Clean any debris from strainer and check

strainer for damage.

d. Using a suitable thread sealant (Loctite

PST or equal) reinstall strainer.

e. Reconnect tubing.

f. Test apparatus and check for leaks around

strainer fittings

3. Place apparatus back in service.

Indicator Light Test

1. Operate component with indicator lights and observe the respective indicator lights. If the indicator light fails to light replace the bulb and test again.

Annual Maintenance

Annual maintenance consists of post-operation, weekly, and monthly maintenance. Maintenance for extreme conditions ma y also apply. In addition, the annual maintenance includes the following tasks.

• Gauge calibration check.

• Autolube® assembly oil level check: fill or

replace with SAE EP 90 or 80W90 weight oil.

• Lubricating the power transfer cylinder, power shift cylinder, and shift control valve with air cylinder oil.

• Replacing the pump gearbox oil: use SAE EP 90 or 80W90 weight oil (GL -5 equivalent).

• Checking individual drain lines from the pump to the multi-drain to ensure proper drainage and protection from freezing.

• Running the yearly pump test to check performance levels. (See NFPA 1911 pamphlet for more details).

• Repacking the pump at three-year intervals.

Performance Testing Overview

The yearly standard performance test consists of checking the pumper, according to rating, at three capacities and comparing the results to when the pump was new. This provides some measure of performance deterioration, if any. For performance

testing criteria refer to the latest version of NFPA 1911 pamphlet. Pumpers are rated at capacities of 500, 750, 1000, 1250, 1500, 1750, 2000, or 2250 GPM (1892, 2839, 3785, 4731, 5678, 6624, 7570, or 8516 LPM). See Table 3-1.

Performance Testing Equipment and Materials

To accurately test pumper performance, you will require a pitot gauge, a pump master pressure gauge, and a master vacuum gauge or manometer. ALL gauges must be carefully tested for accuracy. Gauge testing is appropriately accomplished with a dead weight gauge tester, which is usually available at the local water works.

Pumpers should be tested from draft at not over a 10-foot lift with 20 feet of suction hose. Pumpers rated at 1500 GPM and over often require two separate 20-foot lengths of suction hose and a lower lift height.

Use smooth bore test nozzles of accurate size wit h the pitot gauge. The volume pumped is then determined by reference to discharge tables for smooth nozzles. Refer to Table 3-2 for Nozzle Flow Rates. Preferably, nozzles will be used on a Siamese deluge gun for greatest accuracy. A stream straightener, ju st upstream of the nozzle is advisable.

The amount of discharge hoses required for the service tests is dependent on the flow requirements and capacity test point. The most common discharge hose used is 2-1/2 inches in diameter 100 feet long. The number of hoses and length should be sufficient to reduce nozzle pressure to between 30 and 85 PSIG (2 and 6 BAR). In general refer to the hose friction loss chart in Table 3-3 for a determination as to the friction loss in 100 feet of hose. Refer to Table 3-4 for suggested nozzle sizes for service testing of common size pumps.

TABLE 3-1.

PUMP RATING GPM (LPM)

CAPACITY

FULL 150 (10)

FULL 165 (11)

70% 200 (13)

50% 250 (17)

PRESSURE PSI (BAR)

500 750 1000 1250 1500 1750 2000 2250

500

(1892)

500

(1892)

350

(1325)

250

(946)

750

(2839)

750

(2839)

525

(1987

375

(1419)

1000

(3785)

1000

(3785)

700

(2650)

500

(1893)

1250

(4731)

1250

(4731)

875

(3312)

625

(2366)

1500

(5678)

1500

(5678)

1050

(3974)

750

(2839)

1750

(6624)

1750

(6624)

1225

(4637)

875

(3312)

2000

(7570

2000

(7570

1400

(5299)

1000

(3785)

TABLE 3-2.

NOZZLE GPM AT VARIOUS NOZZLE SIZES

PRESS ½” 5/8” ¾” 7/8” 1" 1 1/8" 1 ¼” 1 3/8”

30 41 64 92 125 163 206 254 308 35 44 69 99 135 176 222 275 332 40 47 73 106 144 188 238 294 355

2250

(8516)

2250

(8516)

1575

(5961)

1125

(4258)

45 50 78 112 153 199 252 311 377 50 53 82 118 161 210 266 328 397 55 55 86 124 169 220 279 344 417 60 58 90 130 176 230 291 360 435 62 58 91 132 179 234 296 366 442 64 59 93 134 182 238 301 371 449 66 60 94 136 185 241 305 377 456 68 61 96 138 188 245 310 383 463 70 62 97 140 190 248 315 388 470 72 63 99 142 193 252 319 394 477 74 64 100 144 196 255 323 399 483 76 65 101 146 198 259 328 405 490

TABLE 3-2. (Continued)

NOZZLE GPM AT VARIOUS NOZZLE SIZES

PRESS ½” 5/8” ¾” 7/8” 1" 1 1/8" 1 ¼” 1 3/8”

78 66 103 148 201 262 332 410 496 80 66 104 150 203 266 36 415 502 85 68 107 154 210 274 347 428 518 90 70 110 159 216 282 357 440 533

95 72 113 163 222 289 366 452 547 100 74 116 167 228 297 376 464 562 105 76 119 171 233 304 385 476 575 110 78 122 175 239 311 394 487 589 115 80 125 179 244 319 403 498 602 120 81 127 183 249 325 412 509 615

NOZZLE

PRESS

30 366 430 498 572 651 824 1017 1464

35 395 464 538 618 703 890 1098 1581

40 423 496 575 660 751 951 1174 1691

45 448 525 610 700 797 1009 1245 1793

50 473 555 643 738 840 1063 1313 1890

55 496 582 675 774 881 1115 1377 1982

60 518 608 705 809 920 1165 1438 2071

62 526 618 716 822 935 1184 1462 2105

64 535 628 728 835 950 1203 1485 2138

1 ½” 1 5/8” 1 ¾” 1 7/8” 2” 2 1/4" 2 ½" 3"

GPM AT VARIOUS NOZZLE SIZES

66 543 637 739 848 965 1222 1508 2172

68 551 647 750 861 980 1240 1531 2204

70 559 656 761 874 994 1258 1553 2236

TABLE 3-2. (Continued)

NOZZLE GPM AT VARIOUS NOZZLE SIZES

PRESS 1 ½” 1 5/8” 1 ¾” 1 7/8” 2” 2 1/4" 2 ½" 3"

72 567 666 772 886 1008 1276 1575 2268

74 575 675 783 898 1022 1293 1597 2299

76 583 684 793 910 1036 1311 1618 2330

78 590 693 803 922 1049 1328 1639 2361

80 598 702 814 934 1063 1345 1660 2391

85 616 723 839 963 1095 1386 1711 2465

90 634 744 863 991 1127 1427 1761 2536

95 651 765 887 1018 1158 1466 1809 2605 100 668 784 910 1044 1188 1504 1856 2673 105 685 804 932 1070 1217 1541 1902 2739 110 701 823 954 1095 1246 1577 1947 2803 115 717 841 976 1120 1274 1613 1991 2867 120 732 859 997 1144 1301 1647 2034 2928

TABLE 3-3.

HOSE FRICTION LOSS (PSI PER 100 FEET)

GPM Flowing

10 13.5 3.5 95 14 8 500 9.5 3

20 44 6 125 24 13 750 20 11 5

30 99 14 150 35 18 1000 34 20 8

40 176 24 4 175 47 25 6 1250 53 31 13

50 38 7 200 62 32 8 1500 74 45 18

60 54 9 225 10 1750 61 25

70 12 250 13 5 4 2000 32

80 15 275 15

95 22 300 18

¾” Booster

1” Booster

1 1/2” Hose

GPM Flowing

1 ¾” Hose with

1 1/2” Couplings

2” Hose with

1 1/2” couplings

2 1/2” Hose

3" Hose with

2 1/2" Couplings

3" Hose

GPM Flowing

3 1/2" Hose

4" Hose

5" Hose

125 38 325 22 8

150 54 350 25 8

500 20 17

750 45 38

1000 80 68

NOTE: Add 5 PSI for each story of building and each wye or siamese. Friction Loss Calculations courtesy of IFSTA.

TABLE 3-4.

SUGGESTED NOZZLE SIZE (INCHES)

PUMP RATING FULL CAPACITY 70% CAPACITY 50% CAPACITY

750 1-3/4 1-3/8 1-1/4 1000 2 1-5/8 1-3/8 1250 (2) 1-1/2 or 2-1/4 1-7/8 1-1/2 1500 (2) 1-3/4 or 2-1/4 2 1-3/4 1750 (2) 2 (2) 1-1/2 or 2-1/4 1-7/8 2000 (2) 2 (2) 1-3/4 or 2-1/4 2 2250 (2) 2-1/4 (2) 1-3/4 or 2-1/4 2

The following general guidelines should be used when testing the apparatus.

For 750 GPM (2839 LPM) test, two 2-1/2-inch lines should be laid from the pumper to the nozzle. For 1000 GPM (3785 LPM) test, three lines are required, and for the 1250 (4731 LPM) and 1500 GPM (5677 LPM) tests, four or more lines are required between the pumper and the nozzle. For 1750 (6624 LPM) and 2000 GPM (7570 LPM) tests four or more hose lines and two nozzles are required. For testing a 2250 GPM (8516 LPM) pumper up to six hose lines into two separate nozzles should be used.

Because deluge guns are not always available, other hose layouts may be used, such as one, 2 1/2inch line to a 1-3/8-inch nozzle for 500 GPM (1892 LPM). Generally, the nozzle used on one, 2 1/2-inch line should not be larger than 1 1/2 inches for accuracy in measuring GPM (LPM). Another alternative when a deluge gun is not available consists of a 1 1/4 inch nozzle on one and a 1 1/2 inch nozzle on the other to pass 1000 GPM (3785 LPM). The sum of the flow from both nozzles is the GPM (LPM) delivered by the pump. For good pilot gauge accuracy, the nozzle pressures should be between 30 and 85 PSIG (2.1 and 5.8 BAR).

Because NFPA standards specify both GPM (LPM) and pressure, it is usually necessary to restrict the flow somewhat to build up the pump pressure. In normal pumping, this restriction would be caused by the friction loss in the lines. However, depending on line loss alone would require a large amount of hose for some tests. For example, testing a 500 GPM (1892 LPM) Class A pumper at 250 GPM (946 LPM) and 250 PSI (17.2

BAR) requires 72-PSI (5 BAR) nozzle pressure on a one-inch tip. To reduce the pressure from 250 PSI (17.2 BAR) at the pump to 72 PSI (5 BAR) at the nozzle would require approximately 1100 feet of 2 1/2-inch hose. Therefore, it is common practice to use 50 to 100 feet of hose and gate the discharge valves as required.

Performance Testing

Note that the NFPA standards require a 10 percent reserve in pressure at the capacity run when the apparatus is delivered.

1. Check the relief valve according to the Relief Valve Testing procedure under Weekly Maintenance.

2. Perform steps 1 and 2 of the Post Operation Maintenance procedures in this section.

3. Run the standard pump test in accordance with NFPA standards to check pump performance.

4. Run the engine for 20 to 30 minutes to stabilize the engine temperature. Then run the pump for 20 minutes at capacity, 10 minutes at 70 percent capacity, and 10 minutes at 50 percent capacity.

5. If the apparatus does not reach performance levels, refer to the Hale diagnostic/service chart (Section 4).

6. Compare the results of this test to those from when the apparatus was delivered. It maybe that the apparatus did not show the 10 percent reserve at delivery. If the apparatus

performance has dropped appreciably

compared to its original performance, it needs to be serviced. (Apparatus test results should be on file with the delivery documents. If not, they may be obtained from the apparatus manufacturer or from the original certifying authority).

Repacking

Refer to figure 1-9 for a cross -section showing the packing arrangement and number of packing rings. The three rings adjacent to the packing gland can be replaced without disassembling the pump. The ring in front of the lantern does not need to be replaced. Repack the pump as follows.

DO NOT RUN ENGINE WHILE MAKING PACKING ADJUSTMENT.

1. Loosen the packing nut lock.

2. Loosen the packing gland. If necessary, soak the threads with penetrating oil and work the nut back and fourth to loosen it. Loosen the adjusting gland just eno ugh to remove the split glands. If the front part of the gland is of the split type, remove the two halves.

3. Remove the old packing rings with a packing hook. The hook can be made from a bent piece of stiff wire or small pointed rod. Another type of packing hook consists of a corkscrew on the end of a flexible shaft. Be sure to remove all shreds of old packing, and clean out the packing housing as much as possible.

4. Remove all old packing, dirt, and foreign matter from the bearing housing under the gl and.

5. Repack using the Hale packing kit recommended for your particular pump. For most pumps, the packing is 7/16 inch square cut to the proper length. Wrap one length of packing around the shaft to form a ring, and push the ring into the packing housing. Install the second ring the same way, but stagger the

joint one-third ofthe way around from the

firstjoint. Put a foil separator between each packing ring. The foil separator must be cut tofit the shaft. Install the other rings, again staggering the joints.

6. Replace the gland and adjust it according to the Packing Gland Adjustment procedure in this section.

7. Operate the pump normally for about 15 minutes at 130 PSI (9 BAR), and check the packing gland. If necessary, adjust the packing nut again according to the Packing Gland Adjustment procedure in this section.

Annual MIV and 40BD Relief Valve Test and Adjustment

NEVER SET RELIEF VALVE ABOVE HOSE MANUFACTURERS RATED WORKING PRESSURE. ALWAYS USE THE LOWEST POSSIBLE RELIEF VALVE SETTING TO ENHANCE OPERATOR AND EQUIPMENT SAFETY.

PER NFPA 1962 REQUIREMENTS, LARGE DIAMETER HOSE MARKED “SUPPLY HOSE” 3-1/2 TO 5 INCHES (89 TO 127 MM) DIAMETER SHALL NOT BE USED AT OPERATING PRESSURES EXCEEDING 185 PSI (13 BAR).

PER NFPA 1962 REQUIREMENTS, LARGE DIAMETER HOSE MARKED “SUPPLY HOSE” 6 INCHES (152 MM) DIAMETER SHALL NOT BE USED AT OPERATING PRESSURES EXCEEDING 135 PSI (9 BAR).

The 40BD MIV relief valve is factory set to open at 125 PSI (9 BAR). The relief valve can be adjusted to open from 75 to 250 PSI (5 to 17

BAR). Test and set relief valve as necessary using the following procedures and figure 3-1.

1. Open operator panel and gain access to the relief valve adjustment cap screw.

2. Make sure the valve is closed and install a pressure test cap on the suction tube or discharge fitting.

8. Lock the pressure setting by turning the adjustment locking screw until tight. Lock screw in place with Loctite #290 or equivalent.

9. Turn off water source and relieve pressure through the air bleeder allowing relief valve to reset.

10. Reenergize water source and return the

3. Connect a pressurized water source or hydrostatic test pump and water supply to the pressure test cap fitting.

4. Open water supply valve and air bleed valve. Fill suction tube or discharge connection until water flows from air bleed. Close air bleed.

5. Pressurize to desired set pressure in accordance with the above warnings. Observe whether relief valve opens or remains closed at the desired pressured.

6. Using a 3/16 inch allen wrench loosen, BUT DO NOT REMOVE, the set screw that locks the pressure adjustment cap screw.

7. Using 7/8 inch open end wrench, turn pressure adjustment cap screw to set relief valve pressure (clockwise to increase opening pressure or counterclockwise to decrease opening pressure). Turn cap screw until relief valve just opens or closes.

Once relief valve opens or closes turn pressure

adjustment cap screw 1/4 turn in the clockwise (increase pressure) direction.

pressure to the relief valve set point to verif y valve-opening point. Repeat adjustment procedures as necessary to verify relief valve operation.

11. Open drain valve and drain water from suction tube or discharge connection.

12. Disconnect water supply and remove test cap from suction tube or discha rge connection.

13. Close operator panel and return apparatus to normal ready condition.

Worn Clearance Rings and Impeller Hubs

Because clearance ring replacement requires pump disassembly, it is advisable to thoroughly check other possible causes (see Table 4-1) of low performance before assuming that clearance ring wear is at fault.

Clearance (that is, sealing) rings limit the internal bypass of water from the discharge side of the pump back to the suction. The radial clearance between the impeller hub and the clearance rings is only a few thousandths of an inch when new, effectively preventing a large bypass.

In clear water, the clearance rings continue to effectively seal for hundreds of hours of pumping. In dirty or sandy water, the impeller hub and clearance rings will wear faster than in clear water. The more the wear, the greater the bypass and the lower pump performance. Also, the greater the pressure at which each stage is operated, the larger will be the bypass and the more the performance will be lowered.

When new, the radial clearance between the impeller hubs and the clearance ring is from 0.005 to 0.007 inch per side. Any increase will allow more bypass and result in lower performance. But when the pump is adequately powered, it should not be necessary to replace clearance rings and impellers until the average radial clearance reaches

0.015 to 0.020 inch or more per side, as measured by a feeler gauge.

Often, replacement of the clearance rings is all that is necessary. This will largely reduce the bypass and restore the pump to near original performance. A complete restoration requires that oversize clearance rings be installed and the impeller turned or the impeller may also be replaced.

Anode Check

The zinc anodes should be inspected every 12 months. Replace when over 75% of the zinc has been consumed (Refer to figure 6-15 for original dimensions). Performance of the anode life will vary with water quality and pH. Anodes conform to MIL Spec A180001.

TRV Test

The TRV should be tested every 12 months. The following procedure should be used to test the TRV. Before testing, make sure a clear view is available to the TRV discharge.

DO NOT RUN PUMP FOR LONGER THAN IS SHOWN IN THE TABLE, AS OVERHEATING COULD OCCUR AND SERIOUS DAMAGE TO PUMP WILL RESULT.

1. Close all discharge valves including pump and engine coolers so there is no flow through the pump.

2. Use care that engine does not overheat, set the pump discharge pressure to one of the pressures listed.

Time in Minute s

PRESSURE

TRV120

TRVM120

TRV170

TRVM170 200 PSIG (13.8 Bar) 10 20 400 PSIG (27.6 Bar) 4 8 600 PSIG (41.4 Bar) 2 4

3. The thermal relief valve should discharge water through the 1/8 NPT or metric discharge line approximately within the time specified.

4. The table is for midship type pumps. The thermal relief valve will open faster on smaller pumps, dependent on how close it is to the impeller.

5. The table is based on 70°F (21°C) water and 70°F (21°C) air temperature. The thermal relief valve will open faster in hotter conditions and slower in cooler conditions.

6. Units equipped with TRV-L kit will flow up to 1-2 GPM (3-7 LPM) of water before lamp turns on.

If unit fails to open in time allotted, remove TRV in accordance with Procedures in Section 5.

Place TRV-120 on work area with inlet facing up. Pour water of 120°-130°F (66° to 72°C) into opening of TRV. Element should open allowing water to flow out, if valve does not open replace valve. For TRV 170, use water at 170o to 180

(77 o to 82 o C).

Refer to figure 3-2 for a service chart including recommended service points and intervals.

Midship Pump Maintenance Check List

Truck Manufacturer ________________________

Pump Model & Serial Number ________________ Year __________ Unit# _____________________

RECOMMENDED WEEKLY PROCEDURES

q Test relief valve system or governor at 150, 200, 250 PSIG. q Test transfer valve (if applicable). q Test the priming system (check lubrication level in priming tank were installed). q Lubricate all valves, discharge, suction, hose, drain, and multi-drain. q Check pump shift warning indicator lights.

RECOMMENDED MONTHLY PROCEDURES

Complete weekly checks Lubricate threads on PM relief valve panel

control and check light Lubricate remote valve controls

Check controlled packing leakage and adjust if necessary (8 to 10 drops per minute) Perform dry vacuum test*

Check drive flange bolts to ensure tightness Lubricate suction tube threads Clean strainer Inspect gaskets Check oil level in pump gearbox; add oil if

necessary If necessary, replace oil with SAE EP 90 oil

*Per NFPA-1911, 22 inches Hg minimum vacuum: loss not to exceed 10 inches Hg vacuum in 5 minutes.

JAN

FEB

MAR

APR

MAY

JUN

JUL

AUG

SEP

OCT

NOV

DEC

RECOMMENDED ANNUAL PROCEDURES

q Complete all previous checks on all questions. q Check gauge calibration. q Check oil level in AutoLube® assembly (SAE-EP 90 or 80W-90); see operation and maintenance manual

for details.

q Lubricate power transfer cylinder, power shift cylinder, and shift control valve with vacuum cylinder oil, if

applicable.

q Change pump gearbox oil and refill (SAE-EP 90 oil or 80W-90). q Check individual drain lines from pump to multi-drain to ensure proper drainage and protection from

freezing.

q Lubricate transfer valve mechanism on two stage pumps. Dry moly spray is preferred. q Run yearly standard pump test (per NFPA-1911) to check pump performance levels – chart provided

below.

q Repacking of pump is recommended every two or three years.

NOTE: The above general recommendations are pr ovided for normal use and conditions. Extreme conditions or variables may indicate a need for increased maintenance. Good preventative maintenance lengthens pump life and ensures greater dependability. Consult service or diagnostic chart in operator’s manu al for detailed information.

ANNUAL PUMP TEST RESULTS

Hose Layout Nozzle Size Nozzle Pressure Gallons Per Minute Pump Pressure Current Engine Speed Engine Speed from Original Test Documents

Lift and Suction Hose Size and Number

Capacity @ 150 PSI 70% Capacity @ 200 PSI 50% Capacity @ 250 PSI

4. TROUBLESHOOTING

Table 4-1 lists the symptoms of some common problems and possible corrective measures. Before calling Hale or a Hale authorized parts service center for assistance, eliminate problem causes using Table 4-1. If you cannot correct a problem, please have the following information ready prior to calling the Hale Customer Service Technician Department for assistance. Customer Service Number: 610-825-6300.

q Pump Model and Serial Number q Pump Configuration Information q Observed Symptoms and Under What Conditions The Symptoms Occur

TABLE 4-1. HALE MIDSHIP PUMP TROUBLE ANALYSIS

CONDITION POSSIBLE CAUSE SUGGESTED CORRECTION PUMP WILL NOT ENGAGE

Standard transmission with Manual Pump Shift

Automatic Transmission with Manual Pump Shift

Standard Transmission with Power Shift System

Automatic Transmission With Power Shift System

Clutch not fully disengaged or malfunction in shift linkage

Automatic transmission not in neutral position

Insufficient air supply in shift system

Clutch not fully engaged or malfunction in shift linkage.

Repeat recommended shift procedures with

Check clutch disengagement. Drive shaft must come to a complete stop before attempting pump shift

Repeat recommended shift procedures with transmission in neutral position

Repeat recommended shift procedures.

Check system for loss of air supply. Check clutch disengagement. Drive shaft

must come to a complete stop before attempting pump shift

Turn the engine off and employ shift override procedures as follows:

1. Hole is provided in shift shaft to accomplish emergency shifting.

2. Complete shift of control in cab to neutral and proceed to complete shift of lower control manually.

transmission in neutral position.

Release braking system momentarily. Then reset and repeat recommended shifting procedures.

CONDITION POSSIBLE CAUSE SUGGESTED CORRECTION

Automatic Transmission With Power Shift System (continued)

Insufficient air in shift system

Air leaks in shift system

Repeat recommended shift procedures.

Check system for loss of air. Check of leak in system. Employ manual override procedures if necessary. See Standard Transmission with Power Shift System.

Attempt to locate and repair leak(s). Leakage, if external, may be detected audibly. Leakage could be internal and not as easily detected.

DO NOT LEAVE THE CAB AFTER PUMP SHIFTING UNLESS THE SHIFT INDICATOR LIGHT

IS ON, OR A SPEEDOMETER READING IS NOTED.

CONDITION POSSIBLE CAUSE SUGGESTED CORRECTION PUMP LOSES PRIME OR IT WILL NOT PRIME

NOTE: Weekly priming pump operation is recommended to provide good operation.

Electric Priming System

Defective Priming System

Suction lifts too high

Blocked suction strainer

Suction connections

Primer not operated long enough.

No recommended engine speed is required to operate the electric primer, however, 1,000 engine RPM will maintain truck electrical system while providing enough speed for initial pumping operation

Check priming system by performing “Dry Vacuum Test” per NFPA standards. If pump is tight, but primer pulls less than 22 inches of vacuum, it could indicate excessive wear in the primer.

Do not attempt lifts exceeding 22 feet except at low elevation.

Remove obstruction from suction hose strainer.

Clean and tighten all suction connections. Check suction hose and hose gaskets for possible defects.

Proper priming procedures should be followed. Do not release the primer control before assuring a complete prime. Open the discharge valve slowly during completion of prime to ensure same.

NOTICE: Do not run the primer over 45 seconds. If prime is not achieved in 45 seconds, stop and look for causes (for example, air leaks or blocked suction).

CONDITION POSSIBLE CAUSE SUGGESTED CORRECTION PUMP LOSES PRIME OR IT WILL NOT PRIME (CONTINUED)

Air Trap in Suction Line

Pump Pressure too low when nozzle is opened

Air Leaks

Avoid placing any part of the suction hose higher than the suc tion intake. Suction hose should be laid with continuous decline to water supply. If trap in hose is unavoidable, repeated priming may be necessary to eliminate air pocket in suction hose.

Prime the pump again and maintain higher pump pressure while opening discharge valve slowly.

Attempt to locate and correct air leaks using the following procedure.

1. Perform dry vacuum test on pump per NFPA standards with 22 inches minimum vacuum required with loss not to exceed 10 inches of vacuum in 5 minutes.

2. If a minimum of 22 inches of vacuum cannot be achieved, the priming device or system may be defective, or the leak is too big for the primer to overcome (such as an open valve). The loss of vacuum indicates leakage and could prevent priming or cause loss of prime .

3. Attempt above dry prime and shut off engine. Audible detection of a leak is often possible.

4. Connect the suction hose from the hydrant or the discharge of another pumper to pressurize the pump with water, and look for visible leakage and correct. A pressure of 100 PSI (6.9 BAR) should be sufficient. Do not exceed pressure limitations of pump, pump accessories, or piping connections.

5. Check pump packing during attempt to locate leakage. If leakage is in excess of recommendations, adjust accordingly following instructions in Section 3.

6. The suction side relief valve can leak. Plug the valve outlet connection and retest.

CONDITION POSSIBLE CAUSE SUGGESTED CORRECTION INSUFFICIENT PUMP CAPACITY

INSUFFICENT PRESSURE

Insufficient engine power

Transfer Valve not in prope r “Volume” position

Relief Valve improperly set

Engine Governor set incorrectly

Truck transmission in wrong gear or clutch is slipping

Air Leaks

Check similar causes for insufficient capacity

Transfer Valve not in “Pressure” position

Engine power check or tune up may be required for peak engine and pump performance.

TWO STAGE PUMPS ONLY. Place transfer valve in “Volume” position (parallel) when pumping more than 1/2 rated capacity. For pressure above 200 PSI (13.8 BAR), pump should be placed in “Pressure” (series) position.

If relief valve control is set for too low a pressure, it will allow relief valve to open and bypass water. Reset Relief Valve control per the procedures in Section 3. Other bypass lines (such as foam system or inline valves) may reduce pump capacity or pressure.

Engine governor, if set too low a pressure when on automatic, will decelerate engine speed before desired pressure is achieved. Reset the governor per manufacturer’s procedures.

Recheck the pumping procedure for the recommended transmission or gear range; see Section 3 for assistance.

Use mechanical speed counter on the pump panel to check speed against possible clutch or transmission slipping or inaccurate tachometer. (Check the truck manual for the proper speed counter ratio).

See air leaks under “PUMP LOSES PRIME OR WILL NOT PRIME”. Recheck pumping procedure for recommended transmission gear or range. Use mechanical speed counter on pump panel to

check actual speed against possible clutch or transmission slippage or inaccurate tachometer. (Check the truck manual for proper speed counter ratio).

TWO STAGE PUMPS ONLY. For desired pump pressure above 200 PSI (13.8 BAR), transfer valve should be in “Pressure” position.

CONDITION POSSIBLE CAUSE SUGGESTED CORRECTION LEAK AT PUMP PACKING

REMOTE CONTROL DIFFICULT TO OPERATE

ENGINE SPEEDS TOO HIGH FOR REQUIRED CAPACTICTY OR PRESSURE

RELIEF VALVE DOES NOT RELIEVE PRESSURE WHEN VALVES ARE CLOSED

Packing out of adjustment or worn.

Lack of lubrication Lubricate the remote control linkages and

Truck transmission in wrong range or gear

Lift too high, suction hose too small

Defective suction hose

Blockage of suction hose entry

Worn pump impeller(s) and clearance rings

Impeller blockage

Incorrect setting of Control (Pilot) Valve

Relief Valve inoperative

Adjust the packing per the procedure in Section 3 of this manual (8 to 10 drops per minute leakage at 150 PSI (10 BAR) preferred).

Replace pump packing per Section 3 of this manual. Packing replacement is recommended every 2 or 3 years depending on usage.

collar with oil.

Check recommende d procedures for correct transmission selection; see Section 3 and truck manual.

Higher than normal lift (10 feet) will cause higher engine speeds, high vacuum and rough operation. Use larger suction hose.

Inner line of suction hose may collapse when drafting and is usually undetectable. Try a different suction hose on same pump; test for comparison against original hose.

Clean suction hose strainer of obstruction and follow recommended practices for laying suction hose. Keep off the bottom of the water supply but a least 2 feet below the surface of the water.

Installation of new parts required.

Blockage in the impeller can prevent loss of both capacity and pressure. Back flushing of pumps from discharge to suction may free blockage. Removal of one ha lf of the pump body may be required (this is considered a major repair).

Check and repeat proper procedures for setting relief valve system. (see Section 3)

Possibly in need of lubrication. Remove relief valve from pump; dismantle; clean and lubricate. Weekly use of the Relief Valve is recommended.

CONDITION POSSIBLE CAUSE SUGGESTED CORRECTION RELIEF VALVE DOES NOT RECOVE R AND RETURN TO ORGINAL PRESSURE

SETTING AFTER OPENING VALVES RELIEF VALVE OPENS WHEN CONTROL VALVE IS LOCKED OUT UNABLE TO OBTAIN PROPER SETTING ON RELIEF VALVE

WATER IN PUMP GEARBOX

DISCHARGE VALVES DIFFICULT TO OPERATE

Dirt in system causing sticky or slow reaction

Drain hole in housing, piston, or sensing valve blocked

Wrong procedure

Blocked strainer

Foreign matter in the Control Valve

Hunting condition

Leak coming from above pump

Lack of lubrication

Valve in need of more clearance

Relief valve dirty or sticky. Follow instructions for disassembling, cleaning, and lubricating.

Blocked relief valve. Clean the valve with a small wire or straightened paper clip. Clean the hole with a small wire or straightened paper clip.

Dismantle and clean the sensing valve. Check instruction for setting the relief valve and reset.

Check and clean the strainer in the supply line from the pump discharge to the control valve. Check the truck manual for the exact location. Check and clean tubing lines related to the relief valve and control valve.

Remove the control valve and clean.

Insufficient water supply coming from the pump to the control valve. Check the strainer in the Relief Valve system.

Remove the control valve and clean. Check all piping connections and tank overflow for possible spillage falling directly on the pump gearbox.

Follow the procedures in Section 3 of this manual for adjustment or replacement of packing. Excess packing leakage permits the flushing of water over the gearbox casing to the input shaft area. Induction of this excessive water may occur through the oil seal or speedometer connection.

If mechanical seal is installed, there should be no leaks. Inspect the oil seal and replace if necessary. Recommended weekly lubrication of discharge and suction valve, use a good grade of petroleum base or silicone grease.

Add gasket to the valve cover per the truck manual. Multi-gasket design allows additional gaskets for more clearance and free operation. NOTE: Addition of too many gaskets to the valve will permit leakage.

Glossary

Atmospheric Pressure caused by the elevation of air above the earth. Pressure

Auxiliary Permits water from a pump to cool the radiator water through a heat exchange. Cooling Valve

Capacity Pump flow rating.

Cavitation Caused by the pump attempting to deliver more water than is being supplied. This causes the

formation of water vapor, and liquid water, under pressure, rushes in to fill the empty space. This damages the pump.

Centrifugal Force that tends to make rotating bodies move away from the center of rotation. Force

Centrifugal A pump that uses a rapidly spinning disk to create the pressure for water movement. Pump

Certification Pumper test in accordance with NFPA standards to determine if a pump can deliver its rated

volume and pressure.

Check valve In two stage pumps, there are two swing check or flap valves in the suction passage of the

second stage. They are located in each side of the pump between the suction tube and the pump body. These valves swing open when pumping in parallel for volume. They are closed by first stage pressure when pumping in series for pressure.

Clearance Prevent discharge water from returning to the eye of the impeller. Rings

Compound A compound gauge is graduated to read pressure in pounds per square inch and vacuum in Gauge inches of mercury.

Double Water enters on both sides of the impeller. Suction Impeller

Dry prime Provides information on the ability of a pump to evacuate air and draft water. Test

Eye, Impeller Point where water enters the impeller.

Flow Meter Measures the volume of water flowing.

Friction Loss of pressure in hose, fittings, standpipes, and other appliances because of the Loss resistance between the water molecules and the inside surfaces of hoses, fittings,

standpipes, and other appliances.

Front-mount Pump mounted ahead of the engine. Pump

G - 1

Glossary

Gauge Pressure read from a gauge (PSIG). Pressure

Governor Minimizes pressure changes by controlling engine speed.

Horsepower A measure of mechanical work.

Impeller The working part of a centrifugal pump that, when rotating, imparts energy to water.

Essentially, an impeller consists of two disks separated by curved vanes. The vanes force the water to move outward between the disks so that it is thrown outward at high velocity by centrifugal force.

Net Pump The difference in pressure between discharge and suction pressure. Pressure

Packing Material that maintains an airtight seal at point where the impeller shaft enters and exits

the pump body.

Parallel Capacity position in which each impeller on a two-stage pump works independently into

the discharge.

Pitot Gauge Measures velocity head at the discharge of a nozzle.

Positive A pump with a fixed flow delivered to the discharge with each revolution. Displacement Pump

Positive Pressure above atmospheric. Pressure

Power Valve A valve that uses hydraulic pressure to transfer pump operation from volume to transfer

pressure and vice area.

Pressure Force per unit area.

Pressure The pressure gauge is usually graduated in pounds per square inch only. It is connected Gauge to the pump discharge manifold, thus indicating pump discharge pressure.

Priming Priming evacuates the air from the main pump and suction hose, thus creating a vacuum.

This allows atmospheric pressure on the source of water to push the water up into the suction hose and pump.

Priming A positive displacement pump that creates a vacuum to prime the main pump. Pump

Priming A valve located in the priming line between the priming pump and the main pump. It

Valve remains closed at all times except when priming. The control is located on the

pump panel.

G - 2

Glossary

Pump Shift A midship pump is usually mounted with a split gearbox installed in the drive shaft.

The pump shift moves a sliding gear in the gearbox that transmits power either to the pump or the rear axle. In road position, power is transmitted to the rear axle for driving; in pump position, the rear axle is disconnected, and power is transmitted to the pump shaft.

Relay Movement of water from apparatus at a water source to additional apparatus until water

Reaches the fire ground.

Relief Valve An automatic valve which, when activated by the relief valve control, will hold pump

pressure steady when discharge valves or shutoff nozzles are closed. The valve maintains its given pressure by dumping the pump discharge flow into the pump suction.

Relief Valve A handwheel adjustment valve which, set to control the desired pressure, will control the Control relief valve to maintain the working pressure.

Series Pressure position in which the first impeller’s discharge is fed to the eye of the second

Impeller in a two-stage pump which then discharges the water from the pump.

Service Test Pump test performed to determine if the apparatus can deliver its rated volume and pressure.

Shrouds Sides of an impeller that confine the water.

Slinger Ring Prevents water from continuing to travel down a shaft to the gears and ball bearings.

Stages The number of impellers in a pump that are used in series; that is, one following another

in terms of flow. Each impeller develops part of the total pump pressure.

Tachometer Indicates the speed of the engine crankshaft in revolutions per minute.

Torque The force that acts to produce rotation.

Transfer A two-position valve in a pump that changes the operation from parallel (volume) to series Valve (pressure) operation and vice versa (not used on single stage pumps).

Vanes Guides inside an impeller that direct water to the volute.

Volute Gradually increasing discharge waterway.

Water Amount of work that a pump can perform. Horsepower

Wear Rings See Clearance rings.

G - 3

Let Us Put Out A Few Fires For You.

IDEX CORPORATION

Fighting Fires Is Your Business. Looking Out For Your Pump Is Ours.

Few things in life are more reliable than your new Hale midship pump. We do our best to keep it that way, too, with our standard two-year/2,000-hour warranty.

Now we’re going ourselves one better, with an extended warranty that can keep your Hale midship pump covered for up to five whole years.

We call it the Pro•Tech Maximum Warranty. It’s an exceptional value in long-term protection and peace of mind.

Buy More, Pay Less.

With the Pro•Tech Maximum Warranty, you can choose your own coverage in one-year increments. And the longer your coverage, the lower your annual cost.

You can buy one year for $350, two years for $675, or three years for $1,000.

Whichever term you choose, you’ll get the same coverage that makes our standard warranty great — and lots more time to make the most of it. (For details, check the actual Limited Warranty text on the next page.)

There’s A Sixty-Day Deadline.

Strong as the Pro•Tech Maximum Warranty is, it’s only as good as your commitment to maintaining and caring for your new Hale pump. So we must ask you to begin that process by committing to an extended warranty within sixty days of placing your new pump in service.

Just complete the form on the opposite page, tear it off, fold it as indicated, and return it to us with your check. Keep the upper portion for your records.

And if you have any questions, please feel free to call us at 610/825-6300 — and ask for our Warranty Department.

Two Years/2,000 Hours

One Year/1,000 Hours Two Years/2,000 Hours

Three Years/3,000 Hours

Five Years/5,000 Hours

Keep This Portion For Your Records.

Pump Model #:______________________________________________

Pump Serial #: ______________________________________________

Dealer Purchased From: ______________________________________

Date: _______________________________________________________

Apparatus Manufacturer: _____________________________________

Date Placed In Service:________________________________________

Express Warranty: In addition to the standard two-year/2,000-hour limited warranty provided at no charge, Hale Products, Inc. (“Hale”) hereby warrants to the original buyer that split-shaft midship type pumps manufactured by it are free of defects in material and workmanship for the additional warranty period selected. The

extended warranty period commences two (2) years after the date the Product is first placed in service — that is, upon the date on which the standard warranty expires. The length of the extended warranty period (one year/1,000 hours, two years/2,000 hours, or three years/3,000 hours) shall be as selected and purchased by the original buyer of the product.

Limitations: Hale’s obligation is expressly conditioned on the Product being

• Subjected to normal use and service;

• Properly maintained in accordance with Hale’s Instruction Manual and the Hale Midship Recommended Maintenance List as to recommended services and procedures (documentation may be required);

• Not damaged due to abuse, misuse, negligence or accidental causes;

• Not altered, modified, serviced (non-routine) or repaired other than by an Authorized Service Facility;

• Manufactured per design and specifications submitted by the original Buyer.

(Continued on other side.)

Equipment Description

Pump Model #: ______________________________________

Pump Serial #: _______________________________________

Dealer Purchased From: _______________________________

Dealer Salesman: _____________________________________

Date: _______________________________________________

Apparatus Manufacturer: _____________________________

Engine Model: _______________________________________

Transmission Model:__________________________________

Date Placed In Service: ________________________________

Vehicle Type (check one):

■■ Pumper ■■ Aerial ■■ Tanker

■■ Tanker Pumper ■■ Mini Pumper ■■ Rescue Pumper

Purchasing Company/Department

Name: ______________________________________________

Street: ______________________________________________

City: ________________________ County: _______________

State: _______________________ Country: ______________

Zip/Postal Code:______________________________________

Authorized Signature: ________________________________

Today’s Date: ________________________________________

Extended Warranty Period/Payment Enclosed (check one):

■ Two years/2,000 hours — No Charge

■■ Additional One year/1,000 hours — $350

■■ Additional Two years/2,000 hours — $675

■■ Additional Three years/3,000 hours — $1,000

Midship Pump Registration Form

Complete and return (with your check payable to Hale Products, Inc.) to the address below.

✂

HALE PRODUCTS, INC. • 700 Spring Mill Avenue • Conshohocken, PA 19428

Printed in U.S.A. Bulletin #539 Rev. 3, 02/00

(Continued from other side.)

THIS EXPRESS LIMITED WARRANTY IS EXCLUSIVE. NO OTHER EXPRESS WARRANTIES ARE MADE. SPECIFICALLY EXCLUDED ARE ANY IMPLIED WARRANTIES, INCLUDING WITHOUT LIMITATION, THE IMPLIED WARRANTIES OF MERCHANTABILITY; FITNESS FOR A PARTICULAR PURPOSE OR USE; QUALITY; COURSE OF DEALING; USAGE OF TRADE; OR PATENT INFRINGEMENT FOR A PRODUCT MANUFACTURED TO ORIGINAL BUYER’S DESIGN AND SPECIFICATIONS.

Exclusive Remedies: If Buyer promptly notifies Hale upon discovery of any such defect (within the Warranty Period), the following terms shall apply:

• Any notice to Hale must be in writing, identifying the Product (or component) claimed defective and circumstances surrounding its failure;

• Hale reserves the right to physically inspect the Product and require Buyer to return same to Hale’s plant or other Authorized Service Facility;

• In such event, Hale will provide a Returned Goods Authorization and Buyer must return the Product F.O.B. within thirty (30) days thereof;

• If determined defective, Hale shall, at its option, repair or replace the Product, or refund the purchase price (less allowance for depreciation);

• Absent proper notice within the Warranty Period, Hale shall have no further liability or obligation to Buyer therefore.

THE REMEDIES PROVIDED ARE THE SOLE AND EXCLUSIVE REMEDIES AVAILABLE. IN NO EVENT SHALL HALE BE LIABLE FOR INCIDENTAL OR CONSEQUENTIAL DAMAGES INCLUDING, WITHOUT LIMITATION, LOSS OF LIFE; PERSONAL INJURY; DAMAGE TO REAL OR PERSONAL PROPERTY DUE TO WATER OR FIRE; LOSS OF TIME OR USE OF THE PRODUCT; INCONVENIENCE; TRADE OR OTHER COMMERCIAL LOSSES ARISING, DIRECTLY OR INDIRECTLY, OUT OF THE PRODUCT FAILURE.

700 Spring Mill Ave. Conshohocken, PA 19428

TEL: (610) 825-6300 FAX: (610) 825-6440

Hale Products, Inc.

700 Spring Mill Ave. • Conshohocken, PA • USA • 19428 TEL: (610) 825-6300 • FAX: (610) 825-6440

HALE PRODUCTS INC. A Unit of Idex Corporation

IDEX CORPORATION

Hale DSD User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual