Hale Rear Mount User Manual

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MAINTENANCE MANUMAINTENANCE MANU

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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.

TING ANDTING AND

TING AND

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ALAL

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.

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HALE PRODUCTS INC. A Unit of IDEX Corporation 700 Spring Mill Avenue 610/825-6300 www.haleproducts.com Rev 1, 6/2002

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 normal 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

OPERATION

The following instructions apply when the pump is to be put into operation immediately after arrival at the fire. If standing by without pumping, the pump should not be engaged.

WORKING FROM HYDRANT

1. Close all discharge valves and drain valves.

2. Open and flush hydrant. Attach hose from pump to hydrant. Open hydrant.

3. Bleed air from supply hose

4. With engine at idle, engage pump.

5. Open discharge valve.

6. Increase engine throttle gradually until desired pressure is reached. If the compound gauge

shows a vacuum before the desired pressure is reached, it is an indication that you are getting all the water the hydrant will supply. In this case, the only way to get more pressure is to reduce flow.

7. Open the valve to the heat exchanger to cool the engine (if so equipped)

8. To maintain the desired pump discharge pressure, set the relief valve or engine governor

according to the instructions on the applicable cross-sectional drawing or manual.

Caution: For the sake of the hydrant water system, it is not good practice to reduce the pressure on the compound gauge below zero. Disregarding this could result in serious damage to the water mains.

Another good guide is to watch the pressure gauge as you open the engine throttle. If the engine speed increases without a corresponding increase in pressure, the pump is “running away” from the water or cavitating. In this case, close the throttle slowly until the pressure begins to drop and the engine speed becomes reasonable. There is nothing to be gained by going beyond this point.

WORKING FROM DRAFT

Get as close to the water as possible. The pump will do better than its rated capacity at its rated vertical lift. As the vertical lift increases, the pump capacity will decrease. This rule applies to all makes and types of pumps.

1. Attach Suction hose to pump, put strainer on the opposite end and submerge strainer in

water. It is very desirable to have two feet or more water over the strainer. Keep the strainer off the bottom and keep sand, leaves or other foreign matter away from strainer. No pump has ever been built which will pump water with foreign matter without causing some damage or excessive wear to the pump. Your Hale pump will handle such water with as little damage resulting to the pump as any fire pump on the market - possibly less damage - but we do not recommend such abuse unless there is no other way to stop a fire. Be sure all suction hose couplings and suction tube caps are tight.

2. Close all discharge valves, drain valves and drain cocks.

3. With engine at idle, engage pump. Keep engine speed below fast idle, not more than

approximately 1000 RPM. Nothing can be gained by running the engine at high speed while priming.

4. Start the priming pump by pulling the priming handle. In 10 to 30 seconds water will enter

the main pump and the pressure will rise. Open the discharge valve slowly and lock in position.

DO NOT RELEASE THE PRIMING HANDLE UNTIL A FULL, STEADY STREAM IS FLOWING THROUGH THE DISCHARGE HOSE. If the

priming pump does not discharge water in 30 seconds, do not continue to run. Stop and look for air leaks.

5. Open throttle gradually until the desired pressure is reached. Regulate valve for

cooling engine and set the pressure governor or relief valve. As the throttle is opened, the pressure should build up as the engine speed increases. Should the engine speed go up without a corresponding increase in pressure, the pump is

cavitating or “running away” from the water. There are two possibilities that can lead to this condition.

a. The first can occur only on high vertical lifts with several short lines. Having large tips and thereby pumping large volumes. The remedy for this is to reduce flow.

b. The second occurs when pumping air with water due to air leaks. Even though primed, air leaks can cause rough operation and an increase of engine speed without a corresponding increase in the pressure. If this is the case, eliminate air leak as described under maintenance.

If a shutdown is needed when working from draft – for changing discharge hose or for any other reason – simply lower the pressure to about 30 Psi and close discharge valves. Closing the discharge valves will prevent pump from losing its water if there are no air leaks. To resume pumping, simply open the discharge valves and throttle. If the pump gets hot from continued churning without flow, open a discharge valve periodically to release hot water or disengage pump.

WORKING FROM BOOSTER TANK

1. Close all pump discharges.

2. Open the valve between the tank and pump suction.

3. With engine at idle, engage pump.

4. Engage priming pump, prime and proceed as described under “Working from Draft”.

5. When pumping from tank, avoid cavitation. Small suction piping will not handle large volumes.

FINAL TEST BEFORE HOUSING PUMPER

After the instructions on maintenance and lubrication have been followed, close all discharge valves booster line valves and drain valves. Tighten suction caps. Engage pump and prime until compound gauge shows about 20 inches of vacuum. If vacuum falls more than 10 inches in 10 minutes, it is an indication of an air leak which must be eliminated before pump can be considered in serviceable condition. Air leaks may often be detected by ear if the engine is stopped.

It is advisable to test the suction hose by this same method at frequent intervals. This can be done by attaching the suction hose to the pump and placing suction tube caps on end of suction hose in place of strainer.

If air leaks can not be detected by the above vacuum test, it is advisable to test the pump hydrostatically. To do this, connect the pump to a source of water, such as a hydrant, and look for leaks

NOTES

Air leaks will cause high engine speed in relation to pressure.

Foreign matter in impellers will cause high engine speed and less than normal volume.

When working from draft, do not pump volumes large enough to cause a whirlpool at the strainer. This will allow air to get into the pump and result in rough operation and pulsation. If more water is needed, try to get a better submergence for the strainer.

LUBRICATION

PEDESTAL

The pump shaft bearings are supplied with oil from the pedestal housing. Use a premium grade of multirange SAE EP-90 oil. Fill to oil level plug. Do not use a heavier oil or too much oil. Drain oil and renew every six months.

MAINTENANCE

Except for lubrication, this pump requires very little attention. The little required, however, is important.

During freezing weather, be sure to drain all water out of the pump. This can be done in the following manner:

Open discharge valves, remove suction tube and discharge valve caps. Open all drain valves and cocks (gauge lines, valves and cooling lines, etc.). After the pump is completely drained, all the caps should be replaced and the valves closed. Do not put off closing the drains or valves until later, as forgetting to close them may result in failure to prime the pump when attempting to work from draft.

In some installations, the pump mounting angle may prevent complete draining of the drive unit cooling tube. If the pump cannot be protected from freezing temperatures, it is advisable to install a fitting in the cooling line so that the line can be blown out with air. After pumping salt water, connect the pump to a fresh water hydrant or other source of fresh water and pump for a few minutes to clean out the salt water. If you have been forced to pump water containing sand or other foreign matter, do the same as stated above for salt water, flushing out discharge valves, relief valve, gauge and cooling lines.

GASKETS AND WASHERS

Inspect the suction hose rubber washers and the washers and the washers in suction tube caps frequently. Foreign matter under these washers or faulty washers will cause air leaks which may prevent getting water when working from draft and even if you get water, will cause an irregular pulsating stream.

SEAL REPLACEMENT

RMB (Plate #726); RMC (Plate #725)

TO REPLACE PUMP SEAL

1. Disconnect heat exchanger line tubes (where applicable), priming line tube, and gauge line

tubes.

2. Remove the screws which hold the pump volute body to the pump head and tap casing free

with a soft hammer.

3. Remove cotter pin from impeller lock nut (where applicable).

4. Loosen impeller lock nut or capscrew (where applicable) several rotations. Do not remove it yet.

5. To remove impeller, put a flat pry bar on each side of impeller between it and pump head. The pry bars should bear against impeller disc opposite the impeller vanes. Tap end of shaft with a soft hammer, while maintaining pressure on pry bars, until impeller comes off. Do not put too much pressure on the pry bars. Application of heat may be necessary. Use a torch to slowly heat the impeller hub area until the impeller comes loose. Remove the impeller lock nut (or capscrew and washer) and impeller.

CAUTION: Impeller, nut and shaft may be hot and cause burns. Use proper protective gloves while handling the parts.

6. After the impeller and impeller key have been removed, the seal parts can then be removed for inspection. The seal should be replaced.

7. In replacing the seal, insert the stationary seal seat and the rubber seal with the seal surface toward you into the pump head using pac seal lubricant.

8. Wipe a little pac seal lubricant on the inside of the steel and rubber encased carbon sealing washer. Then, slide this assembly on the shaft with the carbon wearing lip toward the seal seat.

CAUTION: Se sure to keep the seat and sealing washer wearing surfaces clean, and be careful not to damage the lip on the sealing washer.

9. Spray loctite primer N on the mating surfaces of the shaft and impeller. Allow to dry.

10. Place the seal spring, smaller diameter end, on pilot of sealing washer.

11. Apply loctite #640 to entire mating surface of shaft (where contacts the impeller) and to the threads on the shaft.

12. Insert impeller key into shaft and apply loctite #640.

13. Push impeller onto shaft, making certain the seal spring seats in the spring bore of the impeller.

14. Replace the impeller, lock nut and the 5/32" x 2" cotter pin or the capscrew and washer (where applicable). Follow torquing instructions on appropriate cross-section plate.

15. Using a greased gasket and new sealing capscrews, bolt the Volute body to the pump head.

CLEARANCE RINGS

There are two replaceable clearance rings or wear rings in these pumps. One is pressed into the pump head, and the other is pressed into the pump body.

CHECKING PUMPER PERFORMANCE

Periodic checks should be made to determine if the pumper performance has dropped from its original efficiency. Every fire pump has an underwriters rating as shown:

RATING EXAMPLE

Rated capacity at 150 PSI 750 GPM at 150 PSI Rated capacity at 165 PSI 750 GPM at 165 PSI 70% Capacity at 200 PSI 525 GPM at 200 PSI 50% capacity at 250 PSI 375 GPM at 250 PSI

The current underwriters rated capacities covering all pumps are 500, 750, 1000, 1250, 1500, 1750, 2000, 2500 and 3000 GPM.

GAUGES & LAYOUTS

To accurately test a pumper for performance, a pitot gauge and a pump pressure gauge, both gauges tested for accuracy, are required. Gauge testing can be done with a dead weight gauge tester. Pumpers should be tested from draft at not over a 10 foot lift with 20 feet of suction hose. 1500 GPM and higher rated pumpers frequently require two separate 20 foot lengths of suction hose and larger pumps utilize lower lifts down to 6 feet.

Smooth bore nozzles of accurate size should be used with the pitot gauge. The volume pumped is then determined by referring to tables which show GPM flow in relation to nozzle size and the pitot gauge reading. Nozzles should preferably be used on a siamese deluge gun for greatest accuracy. A stream straightener, just upstream of the nozzle, is advisable.

For the 500 and 750 test, two 2-1/2" lines should preferably be laid from the pumper to the nozzle. Since deluge guns are not always available, other hose layouts may be made such as one 2-1/2" line to a 1-3/8” tip for 500 GPM. In general, the nozzle used on one 2-1/2" hose should not be larger than 1-1/2" for accuracy of measuring GPM. For another example, two separate 2-1/2" lines with a 1-1/4” nozzle on one and a 1-1/2” nozzle on the other would pass 1000 GPM flow. The sum of the flow from both nozzles is, of course, the GPM delivered by the pump. For good pitot gauge accuracy the nozzle pressures should be between 40 and 85 PSI.

Since the underwriters ratings specify both GPM and pressure, it is usually necessary to restrict the flow somewhat in order 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 pumper at 250 GPM and 250 PSI requires 72 PSI nozzle pressure on a 1" tip. To reduce the pressure from 250 PSI at the pump to 72 PSI at the nozzle would require over 1300 feet of 2-1/2" hose. Therefore, it is common practice to use 50 feet or 100 feet of hose and gate the discharge valves as required.

TESTING AT CAPACITY

The pumper should first be tested for capacity, for instance, 750 GPM at 150 PSI. It is best to run at capacity for 20 to 30 minutes to be sure there will be no overheating or loss of power. If the pumper will not reach capacity at the rated pressure, it needs a thorough check-up.

Assuming the pumper does reach capacity, it is then desirable to know how much reserve is available. If there is some reserve at capacity the engine throttle will not have been wide open. Now open the throttle wide. The pump pressure will increase, and the flow will also increase. Gate the discharge valves slightly until the nozzle pressure (and flow) is the same as during the capacity run. A 10% increase in pressure (150 to 165 PSI) indicates that the pumper has reasonable reserve and that the engine is delivering ample power and that the pump is in good condition. No increase, or a one to two percent increase in pressure when the throttle is opened wide may indicate that performance has dropped.

Test performance should be compared to the performance at the time of delivery. Test records should be on file with the pumper delivery papers. If not, they may be procured from the manufacturer of the apparatus or from the local Underwriters. If the pumper performance has dropped appreciable compared to its original performance, it is in need of service.

TESTING PRESSURE

The pumper should now be checked at 7/10 capacity at 200 PSI, and 1/2 capacity at 250 PSI. If the apparatus fails to pump its required volume at either 200 or 250 PSI, it should be thoroughly checked.

Compare results with performance of the pumper when new. An appreciable drop indicates need for service.

ENGINE SPEED

Engine speed is important on all four tests and should be recorded, and compared to the original speeds at time of delivery. Engine RPM should not exceed the engine manufacturers recommended no load governed speed. Engine speed can, to some extent, be a guide to the condition of the pump.

A substantially higher engine speed on any one of the tests, compared to the speed on the same test when the pumper was new, can indicate air leaks, a restricted suction hose or strainers, foreign matter within the pump, especially impellers, or too high a lift. A low engine speed, together with poor pump performance indicates lack of engine power, worn clearance rings and/or bypassing. Relief valves, booster tank plumbing and valves, and sometimes central drains can all allow bypassing.

MISCELLANEOUS

During the tests the priming system should be checked. See instructions under “Final Test Before Housing Pumper”.

The relief valve should also be checked.

PUMP TEST TROUBLESHOOTING

WHAT IS WRONG IF THE PUMPER DOES NOT MEET ITS CAPACITY AT ANY ONE OF THE FOUR TESTS

1. Low Engine Horsepower. This is especially true when engine speeds tend to be lower than the

original speeds when you are approaching or near, but can not obtain performance at the four test spots. Possible causes of low engine power:

! Throttle linkage or wiring not opening engine throttle fully. ! Ignition timing incorrect. ! Restricted fuel flow due to clogged filter bowl or other restriction. ! Engine running too hot.

The above causes are relatively simple to correct and sometimes can be adjusted immediately so the test can proceed.

These causes are more serious and indicated a thorough engine tune-up or other repairs are necessary:

! Slipping Clutch or lack of transmission lockup ! Exhaust restricted. ! Leaking or sticking valves.

2. Air Leaks. A frequent cause of low performance, recognized by excess motor speed, hose

pulsation and unsteady pressure gauge. Remedy - check pump for holding vacuum, find leaks. Sometimes these leaks are in the booster tank plumbing. Leaks can usually be heard when the motor is stopped. See instructions. Priming will be delayed by an excessively leaking packing gland.

3. Suction obstructions. These cause higher than normal engine speed and reduced capacity.

They also cause fluctuation of the pressure gauge and a high vacuum reading on the compound gauge.

The obstructions may be foreign matter such as grass or leaves on the suction hose strainer or in the pump suction tube strainer. To check the strainers, shut down and open a discharge valve very slightly, letting the water run back down the suction hose slowly. This will prevent the foreign matter from being flushed out so that it can be observed and the cause of the trouble determined.

The obstruction may be caused by a collapsed suction hose lining. Old or defective suction hose may have a loose lining that is pulled inward by a vacuum, substantially reducing the flow through the hose. It is difficult to see because the lining usually goes back into place when the hose is removed. Usually, however, there appears to be a low blister on the lining where it has pulled away from the carcass of the hose.

Remedy - replace the defective hose.

4. Foreign Matter in the impeller. This causes higher than normal engine speed and reduced

capacity. However, it does not cause an abnormally high vacuum on the compound gauge. To clean foreign matter out of the impeller, remove the suction tube and push the obstruction out of the impeller with a rod by hand. When the pump is open, it is well to check the “clearance” or “sealing” rings for abnormal wear. See “Worn Clearance Rings and Impeller Hubs”.

5. Lift too High. This will cause high engine speed, high vacuum, pump roughness and a pulsating

pressure gauge. Remedy - do not test at over 10 feet lift, with not more than 20 feet of suction hose.

NOTE: Larger pumps are rated at 6 feet of lift. Check pump rating chart.

6. By-Passing Around Pump. Recognized by reduced capacity and greater than normal throttle

opening.

Cause - relief valve control set at too low a pressure allowing main relief valve to bypass. Remedy: Reset control so relief valve closes. Booster tank fill line open. (Close this). Leaking valves in plumbing.

7. Worn Clearance Rings and Impeller Hubs. Since clearance ring replacement requires pump

disassembly, it is advisable to thoroughly check other possible causes of low-performance before assuming that clearance ring wear is the cause.

Clearance rings or “sealing” rings allow a negligible amount 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 they continue to effectively seal for hundreds of hours of pumping. In dirty or sandy water, the impeller hub and clearance ring will wear faster than in clean water. The more they wear the greater the bypass and the lower the performance. Also,

the greater the pressure at which the pump is operating, the larger will be the bypass and the more the performance will be reduced. When new, the clearance between the impeller hubs and the ring is approximately five to nine thousandths of an inch per side (.005-.009). Any increase will allow more bypass and 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 15 to 20 thousandths or more.

If the clearance rings wear faster than the impeller hubs, it is necessary to replace only the clearance rings. This will largely reduce the bypass and restore the pump to near original performance. A complete restoration requires that the impellers also be replaced. Undersize clearance rings and replacement impellers are available through Hale Service Department.

SERVICE – PARTS – INFORMATION

If you have any questions concerning the pump or require service or replacement parts, contact the apparatus manufacturer or Hale Products, Conshohocken, Pennsylvania, 19428, telephone 610-825-6300, web address: www.haleproducts.com. Be sure to include the pump serial number which is recorded on the face of this manual. It is also stamped on the name plate attached to the drive unit.

ADDITIONAL TROUBLESHOOTING CHARTS

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 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

Clutch not fully disengaged or malfunction in shift linkage

Automatic transmission not in neutral position

Insufficient air supply in shift system

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.

Automatic Transmission With Power Shift System

Automatic transmission not in neutral position

Pump shift attempted before vehicle was completely stopped

Premature application of parking brake system (before truck comes to a complete stop

Insufficient air in shift system

Check system for loss of air supply.

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. Repeat recommended shift procedures with transmission in neutral position.

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

Repeat recommended shift procedures.

CONDITION POSSIBLE CAUSE SUGGESTED CORRECTION

Automatic Transmission With Power Shift System (continued)

Air leaks in shift system 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

Electric Priming System

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

NOTE: Weekly priming

initial pumping operation pump operation is recommended to provide good operation.

Defective Priming System

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.

Suction lifts too high

Blocked suction strainer

Suction connections

Primer not operated long enough.

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

Avoid placing any part of the suction hose higher than the suction 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.

Pump Pressure too low when nozzle is opened

Air Leaks

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

Insufficient engine power

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

Transfer Valve not in proper “Volume” position

Relief Valve improperly set

Engine Governor set incorrectly

Truck transmission in wrong gear or clutch is slipping

TWO STAGE PUMPS ONLY. Place transfer valve in “Volume” position (parallel) when pumping more than 2/3 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.

INSUFFICENT PRESSURE

Air Leaks

Check similar causes for insufficient capacity

Transfer Valve not in “Pressure” position

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

Packing out of adjustment or worn.

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.

REMOTE CONTROL DIFFICULT TO

Lack of lubrication Lubricate the remote control linkages and

collar with oil.

OPERATE ENGINE SPEEDS TOO HIGH FOR REQUIRED CAPACTICTY OR PRESSURE

Impeller blockage

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 half of the pump body may be required (this is considered a major repair).

RELIEF VALVE DOES NOT RELIEVE PRESSURE WHEN VALVES ARE CLOSED

Worn pump impeller(s) and clearance rings

Blockage of suction hose entry

Defective suction hose

Lift too high, suction hose too small

Truck transmission in wrong range or gear

Incorrect setting of Control (Pilot) Valve

Relief Valve inoperative

Installation of new parts required.

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.

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.

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

Check recommended procedures for correct transmission selection; see Section 3 and truck manual. 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 RECOVER AND RETURN TO

Dirt in system causing sticky or slow reaction

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

ORGINAL PRESSURE SETTING AFTER OPENING VALVES RELIEF VALVE OPENS WHEN

Drain hole in housing, piston, or sensing valve blocked

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.

CONTROL VALVE IS LOCKED OUT UNABLE TO OBTAIN PROPER SETTING

Wrong procedure

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

ON RELIEF VALVE

Blocked strainer

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.

WATER IN PUMP GEARBOX

DISCHARGE VALVES DIFFICULT TO OPERATE

Foreign matter in the Control Valve

Hunting condition

Leak coming from above pump

Lack of lubrication

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.

Foreign matter in the control valve. 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.

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.

Valve in need of more clearance

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.

EXPLANATION OF TERMS

CENTRIFUGAL PUMP

A centrifugal pump consists of an impeller with an intake at the center, so arranged that, when rotated, it will discharge water by centrifugal force into a casing or volute body which surrounds the impeller. The water exits from the impeller at high velocity into the diverging passages of the volute body, where the velocity, energy is converted into pressure.

A centrifugal pump differs from other types of pumps in that its impeller can be rotated freely even though the discharge is closed, because the pressure developed is entirely the result of the velocity imparted to the water by the rotating impeller and is not due to any impact or displacement.

IMPELLER

The working parts of a centrifugal pump consist of two round discs separated by curved vanes. When rotating, it imparts energy to the water as the vanes force the water between the discs so that it is thrown outward at increasing velocity by centrifugal force.

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 PUMP

A positive displacement pump which creates a vacuum to prime the main pump. The main pump, being a centrifugal pump, is not a positive displacement pump. The priming pump is driven by an electric motor which is engaged by a switch on the priming valve.

PRIMING VALVE

A pull type shut-off valve located in the priming line between the priming pump and the main pump. It is normally closed and is open only during priming to allow air to pass from the main pump to the priming pump.

RELIEF VALVE

An automatic valve, actuated by the relief valve control, which will hold pump pressure and engine speed steady when the pump discharge is shut off or partially closed. The relief valve maintains its given pressure by diverting the pump discharge flow into the pump suction.

RELIEF VALVE CONTROL

A hand adjustment valve mounted on the pump control panel which controls the relief valve to maintain the desired pump discharge pressure.

PRESSURE GOVERNOR

A pressure activated automatic control, with manual adjustment, that maintains constant pump pressure by regulating the engine throttle.

PRESSURE GAUGE

The pressure gauge is usually graduated in pounds per square inch and/or bar. It is connected to the pump discharge manifold, thus indicating the pump discharge pressure.

COMPOUND GAUGE

The compound gauge is graduated to read pressure in pounds per square inch and/or bar with the vacuum in inches of mercury and/or bar. It is connected to the pump suction thus indicating the suction pressure when pumping from a hydrant or the vacuum when pumping from draft.

HOSE DRAIN

A push-pull valve designed to be installed at the discharge valve. Used to drain a charged nose when the discharge valve is closed.

MULTIPLE OR MASTER DRAIN VALVE

A valve to which all the drain cavities are piped for the purpose of a single drain valve

Truck Manufacturer________________________________

Pump Maintenance Check List

Pump Model & Serial Number_______________________ Year_________Unit#_______________________________

RECOMMENDED WEEKLY PROCEDURES (Not applicable to HFM, PSD or CSD pumps)

¨ Test relief valve system or governor at 150, 200, 250. If pump is equipped with TPM you will need to have positive

pressure.

¨ Test transfer valve (if applicable) ¨ Test the priming system and check lubrication level in priming tank. ¨ Operate all valves, discharge, suction, hose, drain, and multi drain. ¨ Check pump shift warning indicator lights.

RECOMMENDED WEEKLY PROCEDURES JAN FEB MAR APR MAY JUNE JULY AUG SEPT OCTNOV DEC

Complete Weekly Checks Lubricate threads on PM relief valve panel control

and check light. DO NOT USE GREASE Lubricate remote valve controls

Lubricate valves Check controlled packing leakage and adjust if

necessary (8 to 10 drops per minute @ 100 - 150 PSI)

Perform dry vacuum test Check drive flange bolts to ensure tightness.

Lubricate U-Joint Lubricate suction tube threads. DO NOT USE

EXCESSIVE GREASE. Clean strainer. Examine for loss of zinc. Inspect cap gaskets. Replace if cracked or

damaged. Check oil level in pump gear box; add oil if

necessary If necessary, replace oil with SAE EP 90 oil

Check clapper valves (2-stage pump)

*Per NFPA-1911, para 3-32, 22 inches minimum vacuum; loss not to exceed 10 inches vacuum in 5 minutes.

Recommended Annual Procedures

¨ Complete all previous checks on all questions. ¨ Check gauge calibration. ¨ Check oil level in AutoLube assembly (SAE-EP 90); Pump must be drained of water prior to changing oil. See operation

and maintenance manual for details

¨ Lubricate power transfer cylinder, power shift cylinder, and shift control valve with vacuum cylinder oil, if applicable. ¨ Drain pump gear box oil and refill (SAE-EP 90 oil). Examine magnetic plug. ¨ Check individual drain lines from pump to multi-drain to ensure proper drainage and protection from freezing. ¨ Lubricate transfer valve mechanism on two stage pumps. Dry moly spray is preferred. ¨ Run yearly standard pump test (per NFPA-1911) to check pump performance levels - chart provided below. ¨ Repacking of pump is recommended every two or three years.

NOTE: The above general recommendations are provided 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 operators manual for detailed information.