PNEUMECH

DO NOT DESTROY

OPERATORS MANUAL &

PARTS LIST

PNEUMECH
AIR COMPRESSORS
MODELS
PM-70HH / PM-80HH
5.5 & 3 & 1-5/8
(THREE STAGE, HIGH PRESSURE INDUSTRIAL AIR COMPRESSOR)

Head Office: 435/436, Kaliandas Udyog Bhavan, Prabhadevi, Mumbai 400 025
Factory: D-29/8, T.T.C. Industrial Area, Turbhe, Navi Mumbai 400 705
Telefax: +91-22-24225958 / 24303032
Email: sales@pneumech.com
Website: www.pneumech.com

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INDEX
SECTION I
Safety Instructions. 3
Safety Undertaking... 4
Safety Precautions 4
Application..... 5
TW O-Stage OPERATION.. 5

SECTION II
INSTALLATION & START-UP Recommendations.. 6
-

LOCATION & FOUNDATION 7

Inlet Piping 7
ELECTRICALS 8
Recommended Cable Size.. 9
Recommended HRC Fuse Rating AMD. 9
Magnetic Starter. 10
Compressor Startup.. 11,12
Pressure Regulation. 12,13

SECTION III
REGULATION. 14
-

Automatic Start & Stop Control

Constant Speed Control
Dual Control

Pressure Switch Adjustment... 15

Auxiliary Valve Adjustment. 15
Intermittent Duty Formula 16

SECTION IV
OPERATION. 13
-

Operation Checks
Compressor Lubrication
Frame Oil Change
Oil Viscosity Table
Air Inlet Filter / Silencer 18,19
Intercooler

Starting & Unloading System.. 20

-

Operation
Pilot Valve Adjustment

Breather Unloader Bypass 21

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Operation

SECTION V
TROUBLESHOOTING.. 22-24
SECTION VI
MAINTENANCE. 25-32
SECTION VII
TYPICAL W IRING DIAGRAM. 33
PARTS LIST...... 34-44
HOW TO ORDER SPARES 45
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SAFETY INSTRUCTIONS
HAZARADOUS VAPOURS: Can cause severe nausea, fainting or even death.
Compressed air or gas from this compressor may contain poisonous vapours or gases.
Certain sprayed material such as paints, insecticides, weed killers, sand etc. may be harmful if inhaled or used
in a closed area.
Never directly inhale the compressed air or gas produced by this compressor.
Always read the container labels when spraying paints or poisons.
Always use the compressor in a well-ventilated area.
Use a respirator or mask whenever there is a chance that you might inhale any sprayed material. If a mask is used
read all the instructions provided with the mask to ensure that it will protest you from materials you are spraying.
HAZARADOUS VOLTAGE: Can cause sever injury or death.
Always disconnect the power supply cord before performing any maintenance or repair work.
Always connect the power supply cord to a grounded electrical circuit with the specified voltage and fuse protection.
Never use the compressor in rain, in a wet area or near an explosive environment.
FLAMMABLE VAPOURS: Can cause a fire or explosion and result in sever injury or death.
Sparks from the motors electrical contacts can ignite flammable vapours from gasoline, natural gas or solvents.
Do not operate the compressor in any area where explosives or flammable substances or vapours may exist.
Never smoke or use an open flame in the vicinity of the compressor or any gas bottle or source.
COMPRESSED AIR / GAS HAS GREAT FORCE
Over-pressurizing the bottle, tank or receiver which does not meet the design limits of this compressor, can cause them
to rupture or explode and result in severe injury or death. Changes to the bottle, tank or receiver structure will cause it
to weaken and can rupture or explode and result in severe injury or death.
Internal rusting in the bottle, tank or receiver will cause it to weaken and cause it to rupture or explode and result in
severe injury or death.
Pressure beyond design limits can cause the bottle, tank or receiver to rupture or explode and result in death.
Improper use of air tools or attachments can cause an explosion and result in severe injury or death.
The bottle, tank or receiver is equipped with a relief valve to protect against over pressurization. DO NOT REMOVE,
ADJUST OR MAKE SUBSTITUTIONS FOR THE RELIEF VALVE. Periodically pull the ring on the relief valve to ensure
that it operates freely. If the valve is stuck or does not operate freely, it must be replaced.
Never drill into, weld to or after the bottle, tank / receiver in any manner.
Drain water / condensate from the air receiver daily or before each use.
Pressure switch and unloader valve operation is related to motor / engine horsepower, air receiver rating and relief
valve setting. DO NOT ATTEMPT TO ADJUST, REMOVE OR BYPASS THE PRESSURE SWITCH, OR CHANGE OR
MODIFY ANY PRESSURE CONTROL RELATED DEVICE.
Do not use any air tools or air attachments without first determining the maximum air pressure recommended for that
particular piece of equipment.
MOVING PARTS: Can cause severe injury.
Always disconnect the power supply before attempting to perform any maintenance or repair work.
Always ensure the pressure is released from the compressor, bottles, tanks, receiver and air attachments before
performing any maintenance or repair work.
Always disconnect the power supply on the electric motor, if the compressor is to be left unattended.
HOT PARTS: Compressors get hot while running and cause severe burns if touched
Never touch the compressor, motor / engine, or tubing during or shortly after compressor operation.

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SAFETY UNDERTAKING
We have ensured that our equipment is safe and without risk to the
health of the workers when properly used in accordance with the
information and advice relating to its use contained in the Instruction
Book / Operation Manual.
It will be, therefore, of utmost importance that you use our equipment
only after going through the Book / Manual thoroughly, which has, inter
alia, detailed instructions, information and advice for the safety of
operators.
The equipment is supplied to you on the basis of your express
undertaking that you will take the steps specified in the Book / Manual
in order to ensure that the equipment sold and supplied by us will be
safe and without risk to the health of your personnel when properly
used.

SAFETY PRECAUTIONS
WHERE LUBRICATING OIL IS PRESENT IN THE COMPRESSOR
DISCHARGE, AN AFTERCOOLER SHOULD BE INSTALLED IN THE
FINAL COMPRESSOR DISCHARGE LINE; IT SHOULD BE MOUNTED
AS CLOSE AS POSSIBLE TO THE COMPRESSOR.
THOSE RESPONSIBLE FOR INSTALLATION OF THIS EQUIPMENT
MUST PROVIDE SUITABLE GROUND, MAINTENANCE CLEARANCE
AND LIGHTING ARRESTORS FOR ALL ELECTRICAL COMPONENTS
AS STIPULATED IN O.S.H.A. 1910.208 THROUGH 1910.329
ALL ELECTRICAL INSTALLATION MUST BE IN ACCORDANCE WITH
RECOGNIZED ELECTRICAL CODES. BEFORE WORKING ON THE
ELECTRICAL SYSTEM, BE SURE TO CUT OFF THE ELECTRICAL
SUPPLY FROM THE SYSTEM BY USE OF A MANUAL DISCONNECT
SWITCH. DO NOT RELY ON THE STARTER TO CUT OFF THIS
ELECTRICAL SUPPLY.
FAILURE TO HEED TO ANY OF THESE WARNINGS MAY RESULT IN
AN ACCIDENT CAUSING PERSONAL INJURY OR PROPERTY
DAMAGE.

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APPLICATION
PNEUMECH High Pressure Air Compressor models PM-70HH & PM-80HH are three stage, two cylinder
& one cross head cylinder, single acting, air-cooled compressor that do not require installation on a special
foundation. They can be furnished compact, self-contained, receiver mounted compressors, automatically
regulated and driven by electric motor. An air-cooled aftercooler or water-cooled aftercooler can be furnished
as optional equipment.
These compressors may be used for compressed air application requiring air pressure upto 1000 PSIG (i.e.
from 35 kg/cm2 to 65 kg/cm2).
Application for high pressure models as a primary or supplementary source of air is virtually unlimited in
industrial plants, service stations and auto repair shops. Supplementary service includes furnishing air at
pressure not carried in regular shop lines, air at isolated locations, standby service for air when larger
compressors are shut down.
In addition to the many advantages offered by compact, air-cooled construction, moderate compressor
speeds, large-area plate valves, solid-end connecting rods and positive-acting starting unloading provide
long-life dependability. These compressors are equipped with highly efficient intercooler tubes that provide
maximum heat dissipation between stages of compression, resulting in more air horsepower and less trouble
from oil carbonization. Simplified design permits rapid access to any part of the unit for inspection or
replacement of parts.

THREE-STAGE OPERATION
PNEUMECH High Pressure models are three-stage machine consisting of three cylinders having different
bore sizes.
The basic principle of operation of these three-stage compressors is as follows: On the suction stroke of the
first stage piston, air at atmospheric pressure enters the cylinders through the inlet filters and the valve
located in the air head. On the compression stroke of the first stage piston, air is compressed to an
intermediate pressure and discharged through the valve into a common manifold. From the manifold the air
passes through the intercooler tubes, where the heat of the first stage compression is removed by the action
of the fan passing cool air over the intercooler tubes. On the suction stroke of the second stage piston, this

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cooled air enters the second stage cylinder through the inlet valve. The compression stroke of the second
stage piston compresses the air to the final discharge pressure and forces it our through the valve into the
receiver or system. If cooling of the discharges air is required, a water-cooled or air-cooled aftercooler should
be installed between the compressor discharge and the receiver or system.
For maintaining the receiver or system, air pressure within predetermined limits, the compressor may be
operated with one of the two types of regulation. The type of regulation used depends upon the application.
Loadless starting is accomplished by the application of the centrifugal unloader operating a pilot valve which
opens a line from the compressor discharge to atmosphere, relieving pressure throughout the compressor.

SECTION II: INSTALLATION AND START-UP RECOMMENDATIONS

STEP 1:

Check compressor nameplate to be sure the unit is the model and size ordered. Do this
before uncrating.

STEP 2:

Check motor nameplate to be sure motor is suitable for your electrical conditions (Volts
Phase Hertz)

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STEP 3:

LOCATION & FOUNDATION

NOTE: Ideal ambient temperature is 350 C (950 F)
In cold climates, it is desirable to install the compressor within a heated building. Choose a
clean, relatively cool location, and provide ample space around the unit for cooling and
general accessibility. Place the beltwheel side towards the wall, leaving atleast 15 (380 mm)
for air circulation to the beltwheel fan and for ease of maintenance.
The location should also be near a source of water and a drain line to simplify piping
connections, if a water-cooled after cooler is to be used. (NOTE: If a detached receiver is to
be used, consider placing the receiver outdoors to provide more effective heat dissipation
keeping in mind that condensed water in the receiver may freeze.)
A well ventilated location should be selected for this machine when operating in very damp
climates or under conditions of high humidity. These atmospheric conditions are conducive for
to the formation of water in the crankcase and if adequate operating and ventilation are not
provided, rusting, oil sludging and rapid wear of running parts will result in. This is particularly
true when operating on very intermittent duty applications.
Provide adequate fresh air and exhaust ventilation from area in which compressors are
located. Provide 1000 cu. Ft. fresh air per minute per 5 horsepower ventilation by gravity or
mechanical means is approved.
INLET PIPING If the air in the vicinity of the compressor is unduly dirty or contains corrosive
fumes, we recommend piping the air cleaner to a source of cleaner air or use a special heavy
duty air filter. If it is found necessary to install inlet piping, make the line as short and direct as
possible and as large, or larger than the diameter of the inlet connection at the compressor.
The inlet piping must increase in diameter for every 50 ft (15.25 m) of length. If the total length
is between 50 ft and 100 ft, increase the pipe diameter at the mid-point in the length i.e. if the
total length is 80 ft., increase the pipe diameter at the 40 ft. point. Attach the air cleaner to the
end of the inlet airline, and if the inlet is piped outdoors, it should be hooded to prevent
entrance of rain or snow. See Figure Below. Fine airborne dust, such as cement and rock
dust, require special filtration equipment which is not furnished as standard equipment on
these compressors.
Contact PNEUMECH for procurement of such a filtration system.

A well ventilated location should be selected for machines operating in very damp climates or
under conditions of high humidity. These atmospheric conditions are conducive to the
formation of water in the frame and if adequate operation and ventilation are not provided,
rusting, oil sludging and rapid wear of running parts will result. This is particularly true for
compressors operating on very intermittent duty applications.
The unit may be bolted to any substantial, relatively level floor or base. If such a surface is not
available, an adequate base must be constructed. Should a concrete base be necessary,

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make certain foundation bolts are positioned correctly to accept the receiver feet, and that
these bolts project atleast 1 (25.4 mm) above the surface of the foundation.
The unit must be leveled and bolted in a manner which avoids pre-stressing the receiver in
order to prevent vibration and insure proper operation. The following technique is
recommended for anchoring the compressor to its base.

A. Tighten evenly and to a moderate torque. Check the unit for level. If the unit is not leveled,
insert metal shims, as shown in Figure below, under one or two of the feet to obtain level
and retighten the nuts.

B. Note the distance of the unanchored foot is elevated above the base and insert a metal
shim of equal thickness under this foot to provide firm support. Shims must be at minimum
the same dimension as bottom of the foot.
C. After all the shims are inserted and the unit is level, pull up the nuts on all receiver feet to
a moderate (not excessively right) torque.
D. Check for receiver stress by loosening nuts (one at a time) and note any upward
movement of the mounting foot. Any noticeable movement indicates that step B must be
repeated.
- IMPORTANT DO NOT OPERATE THE UNIT WHILE MOUNTED TO THE SHIPPING CRATE SKID
Severe vibration will result when nuts are pulled down tightly and feet are not level. This can
lead to welds cracking or fatigue or receiver. This is a very important part of the installation.
LOW OIL LEVEL SWITCH (Optional Equipment)
A float activated switch can be installed to protect your compressor against damage due to
insufficient oil level. The switch operates on a fail-safe principle and is mechanically actuated
for sealed friction-less operation. Low oil level in the frames causes the switch contacts to
open, thus shutting the unit down until the proper oil level has been restored.

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Proper protection against low oil levels depends on proper adjustment of the low oil level
switch.
During the initial run, stop unit and drain one quart of oil from the crankcase into clean can
and listen for switch to click or check with continuity tester.
This is a float type switch which sometimes gets cocked in shipping, if cocked or stuck, open
disconnect switch, drain remaining oil, remove crankcase cover and then free the float.
Reassemble and then reuse the same oil.
NOTE: If float is cocked in the low position, compressor cannot start.
STEP 4:

BASE-PLATE MOUNTED COMPRESSOR

The baseplate may be bolted to any substantial, relatively level floor or base. If such a surface
is not available, an adequate base must be constructed. Should a concrete base be
necessary, make certain the foundation bolts are positioned correctly to accept the baseplate
feet and that these bolts project at least 1 (25.4 mm) above the surface of the foundation.
The baseplate must be leveled and bolted in a manner which avoids pre-stressing the baseplate in order to prevent vibration & insure proper operation. The following technique is
recommended for anchoring the compressor to its base.
A. Tighten evenly, and to a moderate torque the nuts of any three of the four baseplate feet
& check for level if the baseplate is not leveled, insert metal shims under one or two of the
feet to obtain level & retighten the nuts.
B. Note the distance the unanchored foot is elevated above the base and insert a metal shim
of each thickness under this foot to provide firm support. Shims must be at minimum the
same dimension as bottom of foot.
C. After all the shims are inserted and the baseplate is leveled, tighten the nuts on all
baseplate feet to a moderate (not excessively tight) torque.
D. Check for baseplate stress by loosening nuts (one at a time) and note any upward
movement of the mounting foot. Any noticeable movement indicates Step B must be
repeated.
Severe vibrations will result when nuts are pulled down rightly & feet are not leveled. This can
lead to welds, cracking of fatigue failure of baseplate. This is a very important part of the
installation.

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STEP 5:

ELECTRICAL
To avoid invalidating your fire insurance, it is advisable to have the electrical work done by a
licensed electrician who is familiar with the regulations of the national electrical code and the
requirements of the local code.
The wire size recommended in the above table are suitable for the compressor unit. If other
electrical equipment is connected to the same circuit, the total electrical load must be
considered in selecting the proper wire sizes. A burned out motor due to low voltage may
result, unless it is properly protected.
Before wiring the compressor to the power supply, the electrical rating of the motor, as shown
on the motor nameplate, must be checked against the electrical supply. If they are not the
same, do not connect the motor.
It is important that the wire used is pf the proper size, and all connections secured
mechanically and electrically. The size of the wire shown in the table above is a safe guide.
If the distance is more than 100 feet (30.5 m), a larger wire will be necessary and your
electrical contractor or local electric company should be consulted for recommendations. The
use of too small a wire size results in sluggish operation, unnecessary tripping of the overload
relays or blown fuses.
RECOMMENDED CABLE SIZE (Sq. mm.)
H.P.

ALUMINIUM

COPPER

1
2
3
5
7.5
10
12.5
15
20
25
30
35
40
50

1.5
1.5
1.5
1.5
2.5
2.5
4
6
10
16
16
25
25
35

1.5
1.5
1.5
1.5
1.5
2.5
2.5
4
6
10
16
16
16
25

TYPE: PVC LOW CORE TENSION ARMOURED (PVC TROPEDORE

ARMOURED) 4 CORE CABLE

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STEP 5:

FUSES
Fuse failure usually results from the use of fuses of insufficient capacity. If fuses are of the correct
size and still fail, check for conditions that cause local heating, such as bent, weak or corroded
fuse clips.

RECOMMENDED HRC FUSE RATING AMD

STEP 6:

MAGNETIC STARTER (see electrical diagrams on page 22)

This compressor must be equipped with a magnetic starter. Note that the Pressure Switch, the Oil
Level Switch if incorporated and the On-Off Switch are wired to the operating coil of the magnetic
starter and serves to interrupt current flow to the motor.
All starters must include the thermal overload protection to prevent possible motor damage from
overloading. These starters are furnished with the manufacturers instructions for installation.
PNEUMECH cannot accept responsibility for damages arising from failure to provide adequate
motor protection.

STEP 7:

COMPRESSOR STARTUP
Do not connect the compressor piping to your system at this time.
A. Fill the crankcase to the proper level with the correct grade of lubricating oil. Use only
petroleum based oil for the initial start-up. Tighten the oil plug. HAND TIGHTEN ONLY.
B. Check compressor rotation by flicking Start-Stop switch. Rotation is shown by arrow on belt
wheel back. If rotation is incorrect, interchange two of the three leads on the 3 phase motors.
H.P.
1
2
3
5
7.5
10
15
20
25
30
35
40
50

D.O.L.
6
10
10
20
25
25
32
50
63
63
80
100
100

STAR DELTA
--6
10
16
20
25
32
32
50
63
63
80

C. Connect the condensate trap with necessary automatic supply (if supplied) and set the
operating time cycle.
A floor drain should be provided in a nearby location for condensate drainage. A floor drain is
desirable whether the compressor is equipped with an automatic condensate trap or not. All
compressors will have water condensate in the air receiver.
Your compressor should now be ready for the initial startup and checks. Close the service
valve and start the compressor.

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STEP 8:

PRESSURE REGULATION
Allow the air receiver to build up to pressure for which you ordered the machine. At this
pressure, the pressure switch should cause the unit to stop. Open the service valve and / or
drain valve to let the pressure in the receiver drop. Note the pressure at which the compressor
starts / reloads. If the unit does not Start and Stop/Load and unload at the correct required
pressure, you will need to adjust the Pressure Switch / Auxiliary Valve. (See Section,
Regulation III, if adjustments are necessary).
Run the compressor for about 10 minutes by bleeding air from the receiver to let the unit warm
up and observe for excess vibration or an unusual noise. While the compressor is running pull,
ring on all safety valves to be sure they relieve and reset properly. Do this several times.
Retorque all head bolts to 75 ft. Lbs. (10.4 kg. Meters). Dry torque.
IF YOUR COMPRESSOR DOES NOT OPERATE PROPERLY, SHUT-DOWN IMMEDIATELY
AND CALL PNEUMECH Service Center.

WARNING

HAZARADOUS VOLTAGE
Connecting pressure switch or low oil level switch directly to motor can
cause severe injury or death.
Always ensure the pressure switch or low oil level switch is connected
through the control circuit or a magnetic starter.

STEP 9:

DISCHARGE PIPING
The following general instructions cover only the installation of discharge piping and
placement of safety valves, pressure switch, pressure gauge, drain valves, shut-off valves etc.
in systems using a detached receiver. See Fig. below.

Discharge piping should be the same size as the compressor discharge connection or the
receiver discharge connection.
All pipe and fittings must be certified safe for the pressures involved.

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Pipe thread sealant is to be used on all threads and all joints are to be made up tightly, since
small leaks in the discharge systems are the largest single cause of high operating costs. If
your compressor runs more than you believe it should, the most likely cause is the leaky pipe
line. Leaks are easily located by squirting soap and water solution around the joints and
watching for bubbles.

The following precautions must be observed when installing the discharge line and the high
pressure air receiver.
A. The compressor discharge line may be high pressure tubing or pipe. The minimum size to
use for maximum capacity for your particular model is as indicated. Model PM-4HH : Use
a minimum (6.35 mm) I.D. Model PM-7HH : Use a minimum 3/8 (9.5mm) I.D. and
for Model PM-70HH / PM-80HH : Use a minimum (12.7 mm) I.D. The discharge line
fitting, high pressure air receiver, etc. must be certified safe for the pressure involved.
B. The line is to be short, direct and adequately braced. It is a good practice to install a shut
off valve / gate valve between the compressor discharge and the high pressure air
receiver and also between the high pressure air receiver and the point at which is the air is
used. Always install a high pressure coded / approved safety valve between the shut-off
valve and the air bottle.
C. Install the pressure switch and the gauge at a pulsation free point in the system that
registers actual air receiver pressure. Select a high point where condensate will not
accumulate. The pressure switch may be mounted in any position but both must be
securely mounted against solid surface. The connecting line is to be short and direct and
certified safe for the pressure involved. Wire the pressure switch according to the
schematic diagram.
D. The compressor drain valve discharge may be piped outdoors or to a suitable open drain.
The drain pipe or tubing must be as large or larger than the drain fitting and must be firmly
secured.

WARNING

This machine contains high pressure air. Can cause injury or death from flying parts.
If an aftercooler, check valve, block valve, or any other restriction is added to the compressor
discharge approved safety valve must be installed between the compressor discharge and the
restriction.

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SECTION III: REGULATION

TYPES OF REGULATION
Dual Control is accomplished by a combination of Auto-Start-And-Stop Control Regulation which consists of
a pressure switch that makes or breaks the electrical contacts to the motor at a predetermined pressure
setting and Constant Speed Control Regulation which unloads the compressor at a predetermined pressure
setting while the motor continues to run.
AUTOMATIC START AND STOP CONTROL

This type of regulation is used when the demand for air is small or intermittent, but where pressure must be
continuously maintained.
Automatic Start and Stop Control is obtained by means of a pressure switch which makes or breaks an
electrical circuit, starting and stopping the driving motor, thereby maintaining the air receiver pressure within
definite limits. The pressure switch is piped to the receiver and is actuated by changes in the air receiver
pressure.
Automatic Start and Stop should only be used when the motor starts not more than 6-8 times per hour.
CONSTANT SPEED CONTROL
This type of regulation is used when the demand for air is practically constant at the capacity of the
compressor.
Constant Speed Control is obtained by means of an auxiliary valve that controls the operation of the inlet
Unloaders, thereby loading and unloading the compressor in accordance with the air receiver pressure. This
action maintains receiver pressure within definite limits while the compressor continues to operate.
The auxiliary valve is piped directly to the receiver. When receiver pressure reaches the pre-set unload
pressure, the auxiliary valve actuates and compressed air from the receiver activates the inlet unloader
piston. This compressed air forces the unloader piston against the intake air seat in to unloader which blocks
the flow of intake air, through the filter / silencer. When receiver pressure falls to the pre-set load pressure,
the auxiliary valve closes, shutting off pressure to the unloader. With receiver pressure removed from the
unloader, vacuum within the inlet port retracts the piston. The air inlet opens and the compressor reloads.
DUAL CONTROL
Dual Control is accomplished by adjusting the locking knob on the top of the auxiliary valve. (See fig. III-1).
For constant speed operating turn the knob counter clockwise until fully open. This adjustment will allow the
valve to function, turning the knob clockwise locks-out operation of the auxiliary valve. Note the pressure
guage reading at which the compressor cuts-out and re-establishes this point if necessary.

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For proper dual control operation, the cut-out setting of the pressure switch must be atleast 5 PSIG. (0.35
kg/cm2) greater than the cut-out pressure of the auxiliary valve.

PRESSURE SWITCH ADJUSTMENT

The pressure switch has a Range Adjustment and a Differential Adjustment. (see fig. III-2). The Cut-out
(Compressor Shutdown) is the pressure at which the switch contact opens and the Cut-in (Compressor
Restart) is the pressure at which the switch contacts close.
The cut0out point may be increased by screwing the Range Adjustment clockwise. Screwing the Range
Adjustment counter-clockwise decreases the cut-out point. Note, the pressure guage reading at which the
compressor cuts-in and cuts-out and re-establishes pressure setting is necessary.
The differential pressure may be increased by screwing the Differential Adjustment clockwise. Backing off
the Differential Adjustment will narrow the span. It is advisable to have as wide a differential as possible to
avoid frequent starting and stopping of the compressor. Note the pressure guage reading at which the
compressor cuts out and re-establishes this point if necessary.
There is an interaction between these two adjustments i.e. if the cut-out is increased, the differential will also
increase or if the differential is narrowed, the cut-out will be reduced. These factors must be considered
when adjusting the switch and compensate for accordingly.
AUXILIARY VALVE ADJUSTMENT
The auxiliary valve is mounted on the receiver. The valve has a cut-out and a differential adjustment. The
cut-out point is the pressure at which the valve will open allowing the compressor to unload. The cut-in point
is the pressure at which the valve will close allowing the compressor to re-load and the differential is the
span between the cut-out and the cut-in points.
To adjust the cut-out pressure (see fig. III-2), loosen the range locknut and turn the range adjustment screw
clockwise for higher pressure and counter clockwise for lower pressure. Retighten the range locknut after
adjusting the cut-out pressure.
The differential pressure will vary with the change in cut-out pressure.
The differential pressure is preset at approximately 15% of the cut-out pressure and should not be readjusted unless absolutely necessary. Small differentials like 5PSIG or less, tends to produce internal
auxiliary valve chattering and should be avoided.

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To adjust the differential pressure (see fig. III-2), loosen the differential locknut and turn the differential nut
clockwise for greater differential and counter clockwise for lesser differential. While adjusting the differential
nut, the range locknut should be loosened and the range adjustment screw must be held from turning to
avoid changing the cut-out pressure. Retighten the differential locknut and the range locknut after adjusting
the differential pressure.

INTERMITTENT DUTY FORMULA

Pump-up time should not ordinarily exceed thirty (30) minutes or be less than ten (10) minutes.
Shutdown periods between cycles of operation should be atleast equal to the pump-up time.
NOTE: When the compressor is regulated by constant speed control, the shut-down period is the
time the compressor is operating unloaded.
A pump-up time limit with the following cool-down period is recommended to protect the valves and heads
against stabilized high operating temperatures, which could rapidly build up carbon in these areas.

SECTION IV: OPERATION

OPERATING CHECKS
Satisfactory operation of any piece of mechanical equipment depends to a large degree, upon adherence to
a preventive maintenance schedule.
To obtain optimum performance at minimum cost, observe the Maintenance guide on page no. 20.
COMPRESSOR LUBRICATION
Check the oil level in the bare compressor before each use by removing the oil filler plug. The oil level should
be at the bottom thread of the oil filler opening at all times. If level drops below this point, add oil to bring
level back to the bottom thread. Tighten oil filler plug HAND TIGHTEN ONLY.
FRAME OIL CHANGE
Oil changes should be made every 500 hours of operation or every 90 days, whichever occurs first. For
maximum removal of impurities, drain only when frame oil is hot. After the operator has observed the
condition of the oil from a number of changes, the length of time between changes may be extended if so
wanted. Frame oil capacity for model PM-70HH / PM-80HH is 4.73 litres

- 16 -

PNEUMECH

WARNING
FLUSHING COMPRESSOR FRAME
Flushing compressor frame with gasoline, kerosene or any flammable fluid can
cause severe injury or death.
Use a regular flushing oil to flush out compressor frame.

OIL VISCOSITY TABLE

Viscosity at 100 0 F (37.8 0 C)

Temperature Range
SUS
150
500
750

40 0 F & below (4.4 0 C & below)

40 0 F to 80 0 F (4.4 0 C to 26 0 C)
80 0 F to 125 0 F (26 0 C to 51 0 C)

Centistrokes
32
110
165

The viscosities given in this table are intended as a general guide. Only Heavy-duty operating conditions
require heavier viscosities and where borderline temperature conditions are encountered, the next viscosity
index of the oil should be considered. Always refer your specific operating conditions to your industrial
lubricant supplier for recommendations.
MOTOR LUBRICATION & CARE
Depending upon the type of electric motor driving your unit, the following lubricating schedule should be
observed.
BALL BEARING MOTORS WITH GREASE FITTING: Ball bearing motors that have grease fittings and plugs
near the bearings are to be re-packed with grease once a year. Use a very good grade of ball bearing grease.
BALL BEARING MOTORS PRELUBRICATED FOR LIFE: These motors have no grease fittings or plugs
near the bearing and do not require lubrication.
Several major points contributing to proper motor operating and care are given in the following paragraphs.
1. It is a good practice to monthly blow off the motor windings with a et of air to prevent any
accumulation of dirt. An occasional re-varnishing of the windings will greatly prolong the life of the
motor.
2. If the motor is located in an atmosphere where it is exposed to appreciable quantities of water, oil, dirt
or fumes, it must be specially constructed.
AIR INLET FILTER / SILENCER
It is very important that the air inlet filter / silencer be kept clean at all times. A dirty inlet filter reduces the
capacity of the compressor. (See Fig. IV-1)
The filtering element should be taken out atleast once a month and cleaned by vacuuming or washing in mild
detergent and water. Allow to dry and then reinstall.

- 17 -

PNEUMECH
`
WARNING
This machine contains high pressure air.
Can cause injury or death from flying parts.
Do not remove, change or make substitutions
for the safety valves.
They should be replaced only by genuine
PNEUMECH replacement parts.

The standard inlet air filter is suitable only for normal industrial applications. Should the compressor be
located in an area where the atmosphere contains a heavy concentration of dust and dirt, an air filter utilizing
a specially designed, heavy duty (4 micron) element should be used.

WARNING
Cleaning air inlet filter with gasoline, kerosene or flammable fluid can cause an
explosion or fire which can result in injury or death.
Use warm soapy water for cleaning air inlet filter.

AIR COOLED INTERCOOLER (Two-Stage Units only)

The compressor is equipped with an intercooler between the first-stage and second-stage.
The purpose of the intercooler is to remove most of the heat of the first-stage compression from the air
before it enters the second-stage, thus improving efficiency and decreasing the final discharge air
temperature.
The intercooler consists of finned tubes connecting the discharge of the first-stage to the inlet of the secondstage. The compressed air flows through these tubes and its heat is transferred to the cooling fins, where the
airs from the belt wheel, passing over the fins dissipate the heat to the atmosphere.
Never permit the air flow to these tubes to become obstructed and clean the surfaces of the tubes whenever
deposits of oil, dirt or grease are observed. Use a non-flammable safety solvent for cleaning purposes.
During regular overhaul periods, the tubes should be removed from their headers and inspected internally. If
the interior of the tubes require cleaning, cap one end and fill it with the non-flammable safety solvent to help
loosen internal deposits of oil, dirt and carbon. Always flush the tubes with warm water and permit them to
dry thoroughly before replacing.
Two-stage compressors have one intercooler located between the discharge of the first stage and the intake
to the second stage.

- 18 -

PNEUMECH

WARNING
This machine contains high pressure air. Can cause injury or death from
flying parts. Do not remove, change or make substitutions
for the safety valves.
DO NOT OPEN AN INTERCOOLER DRAIN VALVE WHILE THE
COMPRESSORE IS RUNNING.
Three-stage compressors have two intercoolers, only located between the discharge of the first-stage and
the intake to the second stage cylinder and the second intercooler between the discharge of the second
stage and the intake to the third stage cylinder.
When necessary the intercooler will be fitted with a condensate drain leg and valve. When these valves are
provided, the condensate should be drained off at periodic intervals.
The intercooler gauge pressures are a true indication as to the correct operation of the compressor. The
cooler pressure will vary with individual machines, with operating temperatures, and with elevation above sea
level. Note the pressure when the machine is new, and any marked deviation thereafter requires
investigation of the cause; thus, possible troubles may be discovered before serious damage results.
If the intercooler pressure is abnormally high, one or more of the following conditions may be present in the
next stage of compression.
1.
2.
3.
4.

Inlet or discharge valve broken, stuck or leaking badly.

Inlet or discharge valve springs broken or weakened enough to allow air slip.
Carbonized valves or passages which restrict air flow.
Air leaking past valve seat.

If the intercooler pressure is abnormally low, one or more of the following conditions may be present in either
preceding stage of compression.
1.
2.
3.
4.
5.

Piston rings broken or stuck in grooves.

Head gasket blown or head not bolted tightly to cylinder.
Inlet valve leaking or stuck, spring broken or weakened.
Discharge valve broken, stuck or leaking.
Leaks in intercooler around the tube fittings or a cracked and leaking tube.

SAFETY VALVE
A safety valve is provided in each intercooler. If an intercooler safety valve blows and continues to blow
for more than a minute, the compressor should be stopped at once. It indicates a leaky, broken or
carbonized discharge valve in the next high pressure cylinder. A discharge safety valve is furnished as
standard equipment on all models. See safety valve chart below:
SAFETY VALVE SETTING PSIG
MODEL

DISCHARGE

PM-4HH
PM-7HH
PM-70HH
PM-80HH

500 PSIG
500 PSIG
1000 PSIG
1000 PSIG

FIRST STAGE
INTERCOOLER
160 PSIG
160 PSIG
80 PSIG
80 PSIG

- 19 -

SECOND STAGE
INTERCOOLER

260 PSIG
260 PSIG

PNEUMECH

WARNING
This machine contains high pressure air. Can cause injury or death from
flying parts. Do not remove, change or make substitutions
for the safety valves.
DO NOT REMOVE, CHANGE, OR MAKE SUBSTITUTIONS FOR THE
SAFETY VALVES. THEY SHOULD BE REPLACED ONLY BY
GENUINE PNEUMECH REPLACEMENT PARTS.

STARTING UNLOADING SYSTEM

OPERATION OF STARTING UNLOADING SYSTEM
The purpose of the system is to relieve cylinder pressure when the compressor stops, permitting it to start
against a light load, increasing the life of the prime mover and belts and also reducing the possibility of
tripping the overload relay. The system operates in the following manner:

As shown in the Fig. IV-2, the centrifugal unloader is attached to the end of the crankshaft, thus when the
compressor is in operation, centrifugal force acts upon the unloader weights and they swing outward. (See
fig. IV-3). When the compressor stops, these weights retract. (Fig. IV-2). Permitting the thrust pin spring to
move the plunger and thrust pin outwards. The thrust pin opens the pilot valve and the trapped air pressure

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PNEUMECH
escapes from the cylinder and the intercooler through a passage in the frame end cover (See fig. IV-3)
through the unloader tube and to atmosphere through the inlet filter / silencer.
When the compressor starts, centrifugal force acts upon the unloader weights and they swing outward. This
permits the plunger and the thrust pin to move inward and the pilot valve to close the escape path to
atmosphere from the cylinder pressure is now closed and the compressor pumps air in a normal manner.
If the pilot valve tube line is excessively hot, it is a good indication that the pilot valve is leaking and
adjustment is required.
PILOT VALVE ADJUSTMENT
To adjust the pilot valve, proceed as follows:
1.
2.
3.
4.

Stop the compressor. (Disconnect the electrical supply main switch to prevent accidental startup).
Remove the pilot valve tube and tube fittings.
Remove the pilot valve body and all existing shims.
Screw the pilot valve body into the frame end cover (without any shims) until contact with the thrust
pin is felt. Advance the pilot body to turn more.

If the contact with the thrust pin cannot be felt, the following steps may be necessary to locate the contact
point:
1. Insert a small instrument (Punch, rod, nail etc.) into the end of the pilot valve until is contacts the
valve stem.
2. While inserted in the pilot valve, make a mark on the instrument even with the outside edge of the
pilot valve body.
3. Keeping the instrument pressed tightly against the valve stem, screw the pilot valve body into the
frame end cover when the mark on the instrument start moving out away from the edge of the pilot
valve body, contact has been made with the thrust pin.

4.
5.
6.
7.
8.

Advance the pilot valve body turn more.

Measure the gap between the pilot valve body and the frame end cover.
Remove the pilot valve body and add enough shims to fill gap measured in step five.
Screw the pilot valve body back into the frame end cover until the body is tight on the shims.
Reconnect the pilot valve tube and tube fittings.

BREATHER / UNLOADER BY-PASS

OPERATION OF THE BREATHER /UNLOADER BY-PASS

The breather / unloader by-pass tube lines eliminate air pressure build-up n the compressor frame by
providing a passage for the air to escape through the inlet unloader (if opened) or (if closed) through the
check valve (See Fig. IV-4) therefore, by-passing the inlet unloader and escaping to atmosphere through the
inlet filter / silencer.

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PNEUMECH

SECTION V: TROUBLESHOOTING
TROUBLE-SHOOTING CHART
TROUBLE

Oil / Lubricant

Reduction in air delivery

PROBABLE CAUSE
Clogged or dirty suction filter

Clean the filter element as per the

instructions given in the maintenance
section

Lubricant Oil viscosity too low

Drain the existing lubricant and refill with

proper one.

Lubricant Oil level too high

Check for the optimum level of oil

Detergent type lubricant being used

Replace the lubricant with a nondetergent lubricant having rust and

oxidation inhibitors

Piston Rings damaged or worn (broken,

rough, scratched, excessive end gap or
side clearance)

Replace piston rings

Piston Rings not seated, stuck in grooves

or end gaps not staggered

Clean and adjust the piston rings.

Replace as required.

Cylinders or Pistons scratched, worn or

scored

Repair or replace the cylinders or the

pistons as required.

Clogged or dirty suction filter

Clean the filter element as per the

instructions given in the maintenance
section

Valve leaking, broken, carbonized or

loose. Air passages restricted.

Moisture in frame or rusting in cylinders

Safety / Relief Valve pops

Knocks or Rattles

Check valve, clean or replace as

required.

Air leaks in piping (on machine or external

piping)

Detect the leakage and solve it

Piston Rings damaged or worn (broken,

rough, scratched, excessive end gap or
side clearance)

Replace piston rings

Piston Rings not seated, stuck in grooves

or end gaps not staggered

Clean and adjust the piston rings.

Replace as required.

Cylinders or Pistons scratched, worn or

scored

CORRECTIVE ACTION

Repair or replace the cylinders or the

pistons as required.

Detergent type lubricant used

Replace the lubricant with a nondetergent lubricant having rust and

oxidation inhibitors

Extremely light duty cycles

Run compressor for longer duty cycles

Compressor located in damp or humid

area

Relocate the compressor or add

crankcase heaters

Valve leaking, broken, carbonized or

loose. Air passages restricted.

Check Valves. Clean or replace as

required

Defective Safety / Relief Valve

Replace Safety / Relief Valve

Loose beltwheel or motor pulley or

excessive end play in the motor shaft.
Cylinders or pistons scratched, worn or
scored

Check beltwheel, motor pulley and shaft.

Repair or replace as required.
Repair or replace the cylinders or the
pistons as required.

- 22 -

PNEUMECH
TROUBLE

Knocks or Rattles

Motor does not run

PROBABLE CAUSE

CORRECTIVE ACTION

Carbon on top of piston

Use proper solvent to remove it or apply

emery paper of fine grade and clean the
surface of the piston

Valve leaking, broken, carbonized or

loose. Air passages restricted.

Check Valves. Clean or replace as

required.

Worn or scored connecting rod, piston pin

or crank pin bush.

Inspect all. Replace the parts which are

defective.

Improper Line Voltage

Check Line Voltage & change lines as

required

Poor contacts on motor or starter

terminals.

Ensure proper contacts on motor and

starter terminals.

Improper Starter heaters

Install proper starter heaters

Poor power regulation (unbalanced line)

Consult with local power company

Engine does not run

No fuel in the tank

See manufacturers manual for refueling.

Motor overloads or draws excessive

current

Lubricating oil viscosity too high

Drain the existing lubricant and refill with

proper one.

Poor contacts on motor or starter

terminals.

Ensure proper contacts on motor and

starter terminals.

Improper Line Voltage

Check Line Voltage & change lines as

required

Improper Starter heaters

Install proper starter heaters

Valve leaking, broken, carbonized or

loose. Air passages restricted.

Check Valves. Clean or replace as

required.

Worn or scored connecting rod, piston pin

or crank pin bush.

Inspect all. Replace the parts which are

defective.

V-belt is pulled too tight

Adjust proper belt tension

Defective ball bearing on crankshaft or

motor shaft

Replace the crankshaft assembly

complete with bearings (refer
maintenance section for details)

Cylinders or Pistons scratched, worn or

scored

Repair or replace the cylinders or the

pistons as required.

Air leaks in piping (on machine or external

piping)

Detect the leakage and solve it

Receiver Check Valve leaking

Tighten or Replace check valve

Excessive condensate in receiver

Drain the receiver

Inadequate ventilation around beltwheel

Relocate the compressor for adequate

air-flow

Lubricant Oil Level too low

Check for optimum level of oil

Receiver check valve leaking

Tighten or replace the check valve

Valve leaking, broken, carbonized or

loose. Air passages restricted.

Check Valves. Clean or replace as

required

Excessive starting / stopping

Compressor runs

- 23 -

PNEUMECH
TROUBLE

Compressor runs excessively hot

Compressor doesnt come up to speed

Abnormal piston, ring or cylinder wear

Lights flick or dims when compressor is

running

Vibration & Noise

High Discharge temperature

PROBABLE CAUSE

CORRECTIVE ACTION

V-Belt is pulled too tight

Adjust proper belt tension

Wrong beltwheel direction of rotation

Check motor wiring for proper

connections.

Loose beltwheel or motor pulley

Check beltwheel, motor pulley and shaft.

Excessive end play in the motor shaft

Repair or replace as required

Improper Line Voltage

Check Line Voltage & change lines as

required

Poor contacts on motor or starter

terminals.

Ensure proper contacts on motor and

starter terminals.

Clogged or dirty suction filter

Clean the filter element as per the

instructions given in the maintenance
section

Lubricating oil viscosity too high

Drain the existing lubricant and refill with

proper one.

Lubricant Oil level too low

Check for the optimum level of oil

Detergent type lubricant used

Replace the lubricant with a nondetergent lubricant having rust and

oxidation inhibitors

Extremely dusty or polluted environment

Route air inlet filter to a clean air course.

Use heavy duty filter element.

Improper Line Voltage

Check Line voltage & change lines as

required.

Poor contacts on motor or starter

terminals.

Ensure proper contacts on motor and

starter terminals.

Improper Starter heaters

Install proper starter heaters

Poor power regulation (unbalanced line)

Consult with local power company

Loose beltwheel or motor pulley

Check beltwheel, motor pulley and shaft.

Excessive end play in the motor shaft

Repair or replace as required

Clamping bolts are loose

Tighten the bolts to the optimum torque

level as per torque chart

Suction Filter open or loose assembly

Close it and apply sealant for leak-proof

assembly

Intercooler fins are deposited with dust or

dirt.

Clean the intercooler fins externally

Prolonged operation

Operate the compressor with intermittent

duty cycle

Lubricant oil level too low

Check for the optimum level of oil

- 24 -

PNEUMECH

SECTION VI: MAINTENANCE

ROUTINE INSPECTION SCHEDULE

CAUTION: Before attempting any repair work on the unit, be certain the isolation switch is in the OFF
position, or the wiring is disconnected from the line. Blow down the pressure from the reservoir and isolate
the unit from any outside source of air pressure. These simple precautions will prevent accidents.

DAILY OR BEFORE EACH OPERATION

Check lubrication oil level in the crankcase. Fill as needed.

Drain condensate from the receiver tank (if automatic drain valve is not provided, open the manual
valve dispose the condensate accordingly.)
Check for existence of any unusual noise and vibration.
Examine visually earth connections, overall condition of the motor and cable.
Check motor windings for over heating.
Ensure beltguards and covers are securely in place.
Ensure area around the compressor is free from rags, tools, debris and flammable or explosive
materials.

WEEKLY

Inspect and clean the air inlet filter.

Clean the cooling fins and exterior of cylinder, intercooler and aftercooler.
Check safety / relief valves by pulling rings and replace whichever do not operate freely.
Blow out and clean windings of protected type motors, situated in dusty locations.
Examine starting equipment for burnt / pitted contacts where motor is started and stopped frequently.
Blow out debris by opening manual drain valve (if automatic drain valve is not provided) and dispose
condensate accordingly.

MONTHLY

Inspect the air leak. Squirt soapy water around the joints during the compressor operation and watch
for bubbles.
Check tightness of crews and bolts. Tighten as needed.
Check the belt tension. Tighten the belt as needed.
Inspect the lubrication oil for contamination. Change if necessary.
Check, clean and lubricate the motor bearings.
Clean exterior of the compressor.

3 MONTHS / 500 HOURS OF OPERATION (WHICHEVER IS EARLIER)

Change the lubricating oil with recommended oil only.

Tighten all the bolts with optimum torque value indicated in torque chart.
Check piston rings and wearing surfaces
Check the condition of oil seal for wear out. Replace the seal if necessary.
Re-tighten intercooler and aftercooler tube fittings.
Tighten the clamping bolts for intercooler, aftercooler and guard.

6 MONTHLY / 1000 HOURS OF OPERATION (WHICHEVER IS EARLIER)

Inspect and if necessary clean the compressor valves.

Clean the external surface of the cylinder, intercooler and aftercooler with a jet of air.
Clean the winding of the motor subjected to corrosive or other elements. Also apply a coat of air
drying varnish or epoxy paint if necessary.
Check grease in ball bearing and make it up where necessary taking care to avoid over filling.

- 25 -

PNEUMECH
12 MONTHS / 2000 HOURS OF OPERATION (WHICHEVER IS EARLIER)

Inspect and replace the filter element.

Inspect and replace the sealing gaskets.
Inspect and replace the worn out parts.
Clean the valve assembly and top face of the piston if carbon deposits are found on it.
Check all high speed bearings and renew if necessary.
Blow out all windings thoroughly with clean dry air.
Clean all the dirty and oily windings.
Renew switch and fuse contacts if badly pitted.
Check alignment between motor and compressor.
Take out the aftercooler and intercooler tubes and clean the dirt and deposits on the internal surfaces
with the safety solvent.

GENERAL
The maintenance section of this manual covers only those operations with which maintenance personnel
may not be too familiar. If is expected that the average mechanics training and experience will permit
him to perform the more common maintenance functions without the need for detailed instructions.
AIR VALVE CLEANING (Model PM-4HH & PM-7HH)
PNEUMECH Stainless Steel finger valves are quick-acting, durable, reliable and easily serviced. Valves
are readily accessible and may be removed without disturbing the existent compressor piping.
To clean the valves, take out the air head cap screws and remove the head and valve plate from the
cylinder. Remove the valves from the valve plate and clean both the valve and seat by brushing with a
stiff bristle brush (not wire). If necessary, use a non-flammable safety solvent to loosen dirt, oil or carbon
deposits. Should it be necessary to scrape, do so lightly to prevent marring the valve or seating surface.

Handle the valves with care and be careful not to nick or scratch them. When replacing a valve, make
certain it will lie flat against the seating surface surround the port hole; otherwise, the valves will leak air
resulting in carbonization and reduced compressor output.

- 26 -

PNEUMECH
AIR VALVE CLEANING (Model PM-70HH & PM-80HH)
To remove and clean a concentric ring valve, observe the following step-by-step procedure.
1. If the air heads are equipped with unloaders, disconnect the tubing to the unloaders, remove the
unloader capscrews and lift the unloaders off the air head.
2. Loosen the valve acorn nuts, then take out the air head capscrews and remove the air head from the
cylinder.
3. The valve itself may now be disassembled. To facilitate the valve disassembly, screw two bolts part
way into the two threaded ports located in the valve seat. Clamp these bolts firmly in a vice and
remove the locknut and hex nut. NOTE the manner in which the valve parts are assembled and
replace them in the same order and position.

CONCENTRIC RING TYPE VALVE

NOTE: Handle the valve parts with care. Do not lock, scratch or bend them.
4. The valve parts may be cleaned by light scraping or still bushing (do not use a wire brush). If
necessary, use a non-flammable safety solvent to loosen dirt, oil or carbon deposits.
5. Reassemble the valve parts in their proper sequence and position. Make absolutely certain that stopplate is centered properly on its guide, otherwise the valve will be damaged when it is pulled up tight
in the air head. Replace the valve hex nut and washer on the valve bolt. Tighten the valve hex nuts to
the following torque.
High Pressure Valve Assembly 65 ft. lbs. (88 Nm.) dry torque.
Low Pressure Valve Assembly 110 ft. lbs. (149 Nm.) dry torque.
6. Before replacing the valve in the air head, scrape the old shellac off the valve bolt steel washer and
coat it with new shellac to prevent air from leaking under the washer. Replace the acorn nut and
tighten it to the lower limit of the torque value, recommended below. Do not over tighten this nut,
since this will distort the springs and plates, causing the valve to leak. After the valve has been
replaced in the air head, make certain that the valve operates freely by lifting at its edges with a knife
blade.
7. Replace the air head gasket on the cylinder, then replace the air head. Tighten the air head
capscrews to the torque recommended below and replace the unloader if the unit is so equipped.

- 27 -

PNEUMECH
TORQUE VALUE TABLE

BOLT SIZE
NATIONAL COARSE
Dia. Pitch
20
1/16 18
3/8 16
7/16 14
13
9/16 12
5/8 11
- 10

TORQUE
GRADE 2
Ft. Lbs
Kg. Meters
4
0.55
8
1.10
15
2.10
24
3.32
37
5.12
53
7.33
68
9.40
131
18.12

GRADE 5
Ft. Lbs
Kg. Meters
6
0.82
12
1.65
23
3.18
36
4.98
56
7.74
81
11.20
113
15.63
203
28.07

GRADE 8
Ft. Lbs
Kg. Meters
9
1.24
18
2.49
31
4.29
51
7.05
80
11.06
116
16.04
160
22.12
286
39.55

We recommend the use of Torque Wrench on all bolts, capscrews and nuts using the values in the above
table. The values given are for threads lubricated with oil or grease.
To determine the grade of the bolt or capscrew being tightened, use the following information:
Description
HP Head Bolt
LP Head Bolt
Cylinder Flange Bolt
Frame Cover Bolt
Shaft Cover Bolt
Crank Pin Cap Bolt
Cover Unloader Bolt

Torque Value (Lb.-Ft)

75 Lb.-Ft
75 Lb.-Ft
50 Lb.-Ft
17 Lb.-Ft
17 Lb.-Ft
11 Lb.-Ft
11 Lb.-Ft

Description
HP Inlet Valve
LP Inlet Valve
HP Outlet Valve
LP Outlet Valve
Belt Wheel
Centre HP Air Head Bolt
Centre LP Air Head Bolt

Torque
11-15 Lb.-In
25-30 Lb.-In
11-15 Lb.-In
25-30 Lb.-In
60 Lb.-Ft
10 Lb.-Ft
14-16 Lb.-Ft

BELT INSTALLATION AND ADJUSTMENT

It is important that belts be properly adjusted. A belt that is too loose will slip and cause heating and wear
and a belt that is too tight may overload bearings. A quick check to determine if the belt adjustment is proper
may be made by observing the slack side of the belt for a slight bow when the unit is in operation. See. Fig.
VI-1. If a slight bow is evident, the belt is usually adjusted satisfactorily. However, the recommended method
of checking belt tension is by the more accurate spring scale measurement method as follows:
A. Measure the belt span (l) as shown in Fig. VI-2.
B. At the centre of the span (I), apply a force (perpendicular to the span, by attaching a spring scale to
the two outside belts. The force applied to the spring scale should be sufficient to defect the belts
1/64 (0.396 mm), thus, the force applied to the spring scale should defect the belts to 1.9 /16 (39.6
mm).

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PNEUMECH
C. When the belts are deflected the necessary distance, compare the spring scale reading (in Lbs.
Force) with the value given in the following table.

If the reading is between the value for normal tension and 150% normal tension, the belt tension should be
considered satisfactorily. A reading below the value for the normal tension indicates the belt slack should be
reduced and conversely, a reading exceeding the value for 150% normal tension indicates that the belt slack
should be increased. Experience has shown that a new drive can be tightened initially to two times normal
tension to allow for any drop in tension during run in.
PISTON RING REPLACEMENT
Piston ring replacement is usually considered necessary when a compressor does not meet its normal air
delivery or when its oil consumption is considered to be too great. If the compressors normal air delivery has
dropped off or if the oil consumption of the compressor is considered to be excessive, it may be an indication
of several possible causes of trouble, one of which may be that the piston rings could either be broken or
worn. Worn piston rings can often be a contributing factor or a decline in performance of a compressor that
has been in service for a long period of time.
A general rule in determining if a compressors oil consumption is excessive, is to consider a minimum oil
consumption to be approximately 50 horse-power-hours per 25 ml. To apply this rule, consider the size of a
compressor, for example, a five horse-power unit uses 100 ml of oil in 20 hours of operation. 5 horse-powers
multiplied by 20 hours equals 100 horse-power hours, divided by 100 equals 1 horse-power per ml. Any
compressor using more than 50 ml of oil per 100 horse-power-hours would be classified as not meeting
commercial standards and would require corrective action, such as replacement of piston rings. If it has been
determined that replacement of the piston rings is necessary, it is recommended that a complete new set of
rings be installed and that these instructions be used as a guide for piston ring replacement.
New replacement piston rings are of the quick-sealing-type; they are distinguished by their narrow seating
edge where they contact cylinder wall. Compression rings are classified as O type rings and are a single
piece, taper-faced style in that they have a slight taper machined on their outer surface to provide line
contact with the cylinder wall for quicker seating and better oil control.
One or several of these compression rings may be used depending on the pressures involved. Oil rings are
classified as S type or D type rings. The S type ring is a single-piece, non-ventilated, beveled scraper
style which allows it to act as a combination of oil scraper and compression sealing ring.
Either one or two of these oil rings may be used on a piston.
The D type ring is a three piece, ventilated, chrome plated, steel rail style ring. This style ring utilizes an
expander which exerts uniform pressure all the way around two independent, this, cylinder contacting rails,
the rails being held apart by an open separator. This style of ring provides maximum oil drainage with the
utmost uniform and positive conformability.
The D style ring may be used in conjunction with an S type ring when two oil control wiper rings are
required.

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PNEUMECH
SEPARATING THE PISTON FROM THE ROD
To separate the piston from the connecting rod, proceed as follows:
A. Disconnect any assemblies or piping that may prevent removing the cylinder. Now take out the cap
screws securing the cylinder to the frame and pull the cylinder over the piston.
B. To avoid bending the connecting rod when driving out the piston pin, we recommend removing the
piston and the rod assembly from the crankshaft. To do this, drain the oil from the frame and remove
the frame end cover. Then take off the end of the crankshaft and pull the connecting off its throw.
C. Remove the piston pin lock rings from their grooves and with a dowel of approximate size and soft
hammer, drive out the piston pin. Important: To prevent piston distortion during this operation, play
between the piston pins bosses and connecting rod must be eliminated by inserting fork-type shims
of the necessary thickness between the rod and the boss.
D. Before installing the new pin, oil the walls of the piston aligning the connecting rod in the piston and
drive in the new pin using an appropriate dowel and soft hammer.
E. When the piston pin is in place, pull the lock rings back in their grooves.
F. Put the connecting rod back on the crankpin and replace the crankpin cap and frame end cover.
G. Oil the cylinder bore and replace the cylinder. Replace the air head and any other assemblies or
piping that were removed.

CRANKPIN BUSHING REPLACEMENT

To replace the crankpin bushing:
A. Drain oil from the frame.
B. Remove the frame end cover.
C. Remove the air head and cylinder to frame cap screws.
D. Pull the cylinder over the piston.
E. Remove the crankpin cap from the end of the crankshaft and pull the connecting rods of the crankpin
bushing.
F. Remove the old crankpin bushing from the crankshaft throw and place a new bushing on the crankpin.
G. Replace the connecting rods, crankpin, cap and frame end cover.
H. Oil the cylinder bore and replace the cylinder.
I.

Replace the air head and any other assemblies or piping that was removed.

J. Refill the frame with oil.

- 30 -

PNEUMECH
CRANKSHAFT ASSEMBLY REPLACEMENT
A new crankshaft assembly includes bearings, spacers, crank disc, etc. all of which are installed as a unit. To remove
the old crankshaft and install a new one, proceed as follows:
A. First remove the belt wheel, belt wheel key and shaft end cover. Next, drain the frame oil and remove the frame
end cover.
B. Remove the cylinder to frame cap screws and pull the cylinders over the pistons. Remove the connecting rods
from the end of the crankshaft and take the snap ring from the outer bearing. It may be necessary to drive the
crankshaft endwise before removing the snap ring.
C. The crankshaft assembly is a moderate press fit in the frame and may be forced out by trapping the belt wheel
end of the shaft with a lead hammer.
D. Prepare the new crankshaft assembly for installation by removing the snap ring from the outer bearing grasping
it near the end and springing it from the groove.
E. The new crankshaft may be inserted into the frame from the frame end cover side. Since the assembly is a
moderate press fit, it may be forced into position by tapping it with a lead hammer. (Be careful to strike the
centre of the shaft since an off centre blow may spring it).
F. The assembly must be driven in until the snap ring groove in the outer bearing clears the end of the frame by
about 1/6 (1.59 mm). Replace the snap ring by putting one end in the groove and springing the ring into place.
G. Tap the crankshaft back until the snap ring is right against the frame.
H. Before replacing the shaft end cover (includes oil seal), make certain that there are no burrs on the belt wheel
end of the crankshaft and that the edges of the key-way are smooth and slightly rounded to prevent damage to
the oil seal. When satisfied that the crankshaft is smooth, replace the shaft end cover. As an added precaution
against cutting the oil seal, an assembly tool can easily be made in the form of a truncated cone of 0.003 (0.76
mm) brass shim stock. See Fig. VI-3.
I.

Re-assemble the rest of the compressor, using caution when replacing the cylinders over the pistons. We
recommend that use of a piston ring compressor in this operation.

J.

Fill the frame with oil.

OIL SEAL REPLACEMENT

A. Remove the belt wheel, key and shaft end cover. The oil seal may be removed from the cover by
prying under the inside lip with a pinch bar or driving it out with a metal rod.
B. Insert the new seal with the sealing lip facing towards the inside of the frame and coat the outside
diameter of the seal with shellac or pipe compound. Press the seal into the shaft end cover with a
vice or in a press. Note: Protect the parts from damage by serrated vice jaws by padding vice jaws.
C. After the seal has been installed in the shaft end cover, it is returned to its original location by sliding
it over the end of the crankshaft, as described (H) of Crankshaft Assembly.

- 31 -

PNEUMECH

PRECAUTIONS FOR EXTENDED SHUTDOWN

Whenever the unit is taken out of service for long periods of time, certain precautions must be taken to
prevent general deterioration.
A. All interior surfaces of the unit should be protected against rust by draining the frame and refilling it
with inhibiting oil. The unit should now be operated for fifteen minutes and the oil should be fogged
into the units intake, thus coating all internal surfaces. Leave the rust inhibiting oil in the frame. Note:
When putting the unit back into service, replace the rust inhibiting oil with conventional lubricating oil.
B. After this operation, all openings are to be taped shut to prevent moisture from entering the unit.
C. Drain the air receiver of all moisture and store the unit in a dry sheltered location.
D. Follow the manufacturers instructions for storing the electric motor or gasoline engine, if used.
GENERAL INFORMATION
The following is an illustration list description of the parts required to maintain and repair your unit. Also
included is a list of cost saving kits which are designed for maintenance and repair tasks.
DESCRIPTION
The parts list contains a breakdown of the unit into assemblies, subassemblies and detail parts. Each assembly is followed by its
subassemblies and component parts, which are indented with bullet (.) symbols to show the relationship to the next higher
assembly. Assemblies which are broken down in separate lists reference after the item description.

ORDERING INSTRUCTIONS
All parts listed in this section can be ordered through us, when ordering, always provide the following
information:
The MODEL NUMBER and SERIAL NUMBER stamped on the compressor nameplate
The QUANTITY, DESCRIPTION & PART NUMBER of the part (s) you are ordering.

- 32 -

PNEUMECH

SECTION VII

- 33 -

PNEUMECH

PARTS LIST

PART NO.
70800001
70800002
70800003
70800004
70800005
70800006
70800007
70800008
70800009
70800010
70800011
70800012
70800013
70800014
70800015
70800016
70800017
70800018
70800019
70800020
70800021
70800022
70800023
70800024
70800025

DESCRIPTION
Plug, Pipe 1/2"
Oil Filler Plug (Complete)
O-Ring, Oil Filler Plug
Capscrew Hex 3/8" x 1"
Copper Washer
Cover, Frame End
Gasket, Frame End
Nut - Hex 1x3/8"
Lockwasher, Spring 1-3/8"
Wheel, V-Belt
Key, Woodruff
Valve, Pilot
Thrust Pin Complete
O-Ring, Thrust Pin
Lockwire
Capscrew 3/8"
Crankpin Cap Assembly Complete
Rod, Connecting LP
Rod, Connecting HP
Cover, Shaft End
Oil Seal, Crankshaft
Gasket, Frame End Cover
Crankshaft Assembly with Bearing, Key & nut / washer
Bushing, Crankpin
Body, Compressor

- 34 -

QTY.
1
1
1
8
8
1
1
1
1
1
1
1
1
1
1
2
1
2
1
1
1
1
1
1
1

PNEUMECH
Parts List
(Model PM-70HH / PM-80HH Bare Compressor)
Illustration
No.
1
2
5
6
7
8
9
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47

PART NO.
70800026
70800027
70800028
70800029
70800030
70800031
70800032
70800033
70800034
70800035
70800036
70800037
70800038
70800039
70800040
70800041
70800042
70800043
70800044
70800046
70800047
70800048
70800049
70800050
70800051
70800052
70800053
70800054
70800055
70800056
70800057
70800058
70800059
70800060
70800061
70800062
70800063
70800064
70800065
70800066
70800067
70800068
70800069
70800070

DESCRIPTION
Tube Assembly, 2nd Stage / Intercooler
Tube Elbow - 3/4" x 3/4"
Tube Assembly, 2nd Stage / Intercooler / Pilot Valve
Tube Assembly, 1st Stage Cylinder, top of Frame End
Tube Assembly, Breather
Tube Elbow - 1/2" x 3/8" npt
Valve Safety 1/2" x 600 psi
Valve, Drain 1/4"
Nipple Hex 1/4"
Drain Leg, Condensate
Connection, Drain Leg
Elbow, Tube - 5/16" x 1/4"
Connector, Male - 5/16" x 1/4"
Elbow, Tube - 5/16" x 1/8"
Tee, Male Branch 5/16" x 1/8"
Capscrew, Hex 1/2"
Airhead, H.P.
Gasket, Airhead
Capscrew, Hex 1/2"
Cylinder, Air 1-5/8"
Gasket, Airhead
Capscrew, Hex 1/2"
Copper WASHER
Cylinder, Air Crosshead
Gasket, Flange
Capscrew, Hex 1/2" x 3" H.T.
Airhead, Top
Gasket, Airhead Top / Bottom
Airhead, Bottom
Dowel
Gasket, Airhead
Plug pipe - solid square head -1/4"
Capscrew - Hex 1/2"
Copper WASHER
Cylinder, Air - 3"
Capscrew, Hex 1/2" x 3" H.T.
Airhead, Top
Gasket, Air head - TOP / BOTTOM
Airhead, Bottom
Dower
Gasket, Airhead
Capscrew - Hex 1/2"
Copper WASHER
Cylinder, Air - 5-1/2"

- 35 -

QTY.
1
2
1
1
1
1
1
2
1
2
1
4
1
1
1
6
1
1
6
1
1
4
4
1
3
6
1
1
1
1
1
3
4
4
1
6
1
1
1
1
1
4
4
1

PNEUMECH
Parts List
(Model PM-70HH / PM-80HH Bare Compressor)

- 36 -

PNEUMECH
Parts List
(Model PM-70HH / PM-80HH Piston, Rings & Cylinders)
Illustration No.

PART NO.

DESCRIPTION

1-01

70800048

Piston Pin Assembly, 1-5/8"

1-02

70800049

Lock Ring

1-03

70800050

Piston Pin

1-04

70800051

Piston Ring Set, 1-5/8"

2-01

70800052

Piston Pin Assembly, 3"

2-02

70800053

Lock Ring

2-03

70800054

Piston Pin

2-04

70800055

Piston Ring Set, 3"

3-01

70800056

Piston Pin Assembly, 5-1/2" L.P.

3-02

70800057

Lock Ring

3-03

70800058

Piston Pin

3-04

70800059

Piston Ring Set, 5-1/2" L.P.

- 37 -

QTY.

PNEUMECH

Parts List
(Model PM-70HH / PM-80HH Valve Assemblies)
Illustration
No.

PART
NO.

4-01

70800060

Valve, Complete 1-5/8"

4-02

70800061

Valve, Assembly w/o spring & valve plate

4-03

70800062

Bolt, Valve

4-04

70800063

Seat, Valve Discharge

4-05

70800064

Plate, Valve Discharge

4-06

70800065

Spring, Valve Discharge

4-07

70800066

Plate, Stop Discharge

4-08

70800067

Nut, Hex - 5/8"

4-09

70800068

Washer, Belleville - 5/8"

4-10

70800069

Nut, Acorn - 5/8"

4-11

70800070

Spring, Valve - Inlet

4-12

70800071

Plate, Valve - Inlet

5-01

70800072

Valve, Complete 3"

5-02

70800073

Valve, Assembly w/o spring & valve plate

5-03

70800074

Bolt, Valve

5-04

70800075

Seat, Valve Discharge

5-05

70800076

Plate, Valve Discharge

5-06

70800077

Spring, Valve Discharge

5-07

70800078

Plate, Stop Discharge

5-08

70800079

Nut, Hex - 5/8"

5-09

70800080

Washer, Belleville - 5/8"

5-10

70800081

Nut, Acorn - 5/8"

5-11

70800082

Spring, Valve - Inlet

5-12

70800083

Plate, Valve - Inlet

6-01

70800084

Valve, Complete 5-1/2"

6-02

70800085

Valve, Assembly w/o spring & valve plate

6-03

70800086

Bolt, Valve

6-04

70800087

Seat, Valve Discharge

6-05

70800088

Plate, Valve Discharge

6-06

70800089

Spring, Valve Discharge

6-07

70800090

Plate, Stop Discharge

6-08

70800091

Nut, Hex - 3/4"

6-09

70800092

Washer, Belleville - 3/4"

6-10

70800093

Nut, Acorn - 3/4"

6-11

70800094

Spring, Valve - Inlet

6-12

70800095

Plate, Valve - Inlet

DESCRIPTION

- 38 -

QTY.

PNEUMECH
Parts List
(Model PM-70HH / PM-80HH Valve Assemblies)

- 39 -

PNEUMECH

Parts List
(Model PM-70HH / PM-80HH Intercooler Assembly)

Illustration No.

PART NO.

DESCRIPTION

7-01

70800026

Tube Assembly, 3rd Stage / Intercooler

7-02

70800027

Elbow, Tube 3/4" x 3/4"

7-03

70800028

Connector, Tube - 3/4" x 3/4"

7-04

70800029

Valve, Safety - 60 PSIG

7-05

70800030

Valve, Safety - 260 PSIG

7-06

70800031

Gauge, Pressure - 0 to 100 PSIG

7-07

70800032

Gauge, Pressure - 0 to 300 PSIG

7-08

70800033

Dampener Assembly - Pulsation (optional)

7-09

70800034

Elbow, Tube - 1/4" (optional)

7-10

70800035

Tee, Pipe - 1/4" (optional)

7-11

70800036

Nipple 1/4" x 7/8" (optional)

7-12

70800037

Capscrew - Hex 1/4"

7-13

70800038

Shroud, Intercooler - Bottom

7-14

70800039

Shroud, Intercooler - Top

7-15

70800040

Capscrew - Hex 1/4"

7-16

70800041

Washer, Flat - 1/4"

7-17

70800042

Lockwasher, Spring - 1/4"

7-18

70800043

Brace, Intercooler Shroud

7-19

70800044

Tube Assembly, Finned 36"

7-20

70800045

Tube Assembly, Finned 38"

7-21

70800046

Tube Assembly, Finned 42"

7-22

70800047

Connector, Male 3/8" x 1/4"

38

7-23

70800048

Plug, Square Countershrunk 1-1/4"

7-24

70800049

Plug, Square Countershrunk 1"

7-25

70800050

Capscrew, Hex 5/8" x 2-1/4"

7-26

70800051

Capscrew, Hex 5/8" x 2-1/2"

7-27

70800052

Washer, Flat - 5/8"

7-28

70800053

Manifold, Intercooler

7-29

70800054

Manifold, Intercooler

7-30

70800055

Gasket, Manifold

7-31

70800056

Connection, Manifold

- 40 -

QTY.

PNEUMECH

- 41 -

PNEUMECH
Parts List
(Model PM-70HH / PM-80HH Aftercooler Assembly)

Illustration
No.

PART NO.

8-01

70800162

Tube, Finned - 42"

8-02

70800163

Tube, Finned - 38"

8-03

70800164

Tube Assembly, A/C Trap

8-04

70800165

Capscrew, Hex 3/8 x 1-1/4"

8-05

Clamp Aftercooler

8-06

Brace Aftercooler

DESCRIPTION

QTY.

2.7 ft.

8-07

70800166

Tubing Finned - A/C

8-08

70800167

Tube Elbow 1/2" x 3/8"

8-09

70800168

Connector Tube

8-10

70800169

Plug Pipe Sq. Head 3/8"

8-11

70800170

Connection A/C

8-12

70800171

Connection A/C

- 42 -

PNEUMECH
Parts List
(Model PM-70HH / PM-80HH Compressor Drive & Accessories)
Illustration No.

PART NO.

DESCRIPTION

9-01

70800172

Compressor Bare PM70HH / PM80HH

9-02

70800173

Base Plate

9-03

70800133

Belt Guard

9-04

70800134

Slide Rail

9-05

70800135

Distance Piece for Belt Guard

9-06

70800136

Vee-Belt, C-100

9-07

70800137

Pulley Motor for 900 RPM - PM70HH & PM-80HH

9-07

70800138

Pulley Motor for 900 RPM - 25 HP

9-07

70800139

Pulley Motor for 750 RPM - PM70HH &PM-80HH

9-07

70800140

Pulley Motor for 750 RPM - 25 HP

9-08

70800141

Motor Electric 20 HP

9-08

70800142

Motor Electric 15 HP

9-09

70800143

Pressure Switch, IPS400

70800144

Starter, 20 H.P. - STAR DELTA (STANDARD)

70800145

Auxillary Valve 600 PSIG (OPTIONAL)

70800146

Auxillary Valve 1000 PSIG (OPTIONAL)

- 43 -

QTY.

PNEUMECH

GENERAL ARRANGEMENT & FOUNDATION DRAWING

- 44 -

PNEUMECH

HOW TO ORDER SPARES

1) SPECIFY MODEL

2) SPECIFY SIZE

3) SPECIFY SERIAL NUMBER OF COMPRESSOR

(ABOVE INFORMATION IS STAMPED ON THE NAME PLATE OF THE COMPRESSOR)

4) SPECIFY DESCRIPTION

5) SPECIFY PART NUMBER

- 45 -

PNEUMECH

NOTES

- 46 -

PNEUMECH

What PNEUMECH can do for you!

EFFICIENT AFTER SALES SERVICE

Our service technicians are highly trained to service for preventive

maintenance and to assist you in case of any emergencies

COMPLETE REPAIR SERVICE

Our service technicians will repair or overhaul your compressor as per factory
specifications, using genuine spares.

SPARE PARTS

All the necessary spare parts of your air compressor are well stocked to avoid
costly delays and to ensure old compressors running in good-as-new condition.

COMPLETE STOCK OF EQUIPMENT

Besides spares for your compressor, we stock the complete line of air
compressors and accessories to meet your desired compressed air application
and ensure efficient delivery of these as well.

ENQUIRE TODAY!!!
FOR ALL YOUR AIR COMPRESSOR NEEDS

P
Head Office: 435/436, Kaliandas Udyog Bhavan, Prabhadevi, Mumbai 400 025
Factory: D-29/8, T.T.C. Industrial Area, Turbhe, Navi Mumbai 400 705
Branch Office: New No. 17 (Old No. 9) Post Office Street, Chennai 600 001
Telefax: +91-22-24225958 / 24303032
Email: sales@pneumech.com / pneumech@vsnl.com
Website: www.pneumech.com

- 47 -