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Sullair Compressor
Troubleshooting
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HISTORIC PROBLEM AREAS

Compressor Capacity Problems

Compressor Control Problems
Compressor Oil Blow By Problems
Compressor Overheating Problems
 DIAGNOSTIC METHODS
90% By Phone With 10% Expensive
Manufacturer or Distributor Service Call
It is important to note that screw compressors run relatively
trouble free and most problems that arise can be dealt with
over the telephone. A good percentage of service calls resulting
in down-time and expense to the
customer/distributor/manufacturer are caused because the
customer does not, or has not taken the time to understand the
compressor and its systems.

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The Customer Or His Employees Should Take The Time To
Thoroughly Understand:

Compressor Specifications
Capacity Operating Speed Operating Pressure
Compressor Cooling System
Fan Speed Oil Capacity Operating Temperature
Compressor Control System
Valve Function Valve Location Operating Pressures
Compressor Lubrication System
Oil Flow Valve Function/Location Filter Location Air/Oil Separation

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 ORIFICE SIZING@ 100 PSIG, SEA LEVEL
CFMRATINGS ORIFICE DIA DRILL SIZE
100 .244" 15/64"
125 .270" 17/64"
160 .304" 19/64"
185 .328" 21/64
250 .368" 3/8"
300 .421" 13/32"
375 .472" 15/32"
425 .505'' 1/2"
600 .599" 19/32"
700 .654" 5/8"
750 .669" 21/32''
800 .691" 11/16"
900 .735" 47/64"
1050 .793" 25/32"
1250 .867" 55/64"
1300H .750" 3 /4"
1600 .980" 31/32"
750/250 .514" (245 PSIG) 1 /2"
750/350 .433" (285 PSIG) 7/16"
900/300 .472" (295 PSIG) 15/32"
1000/350 .500" (330 PSIG) 1 /2"
1200/300 .551" (330 PSIG) 9/16"
1150/500 .4489" (500 PSIG)
1150/500 .472" (450 PSIG) 15/32"

****NOTE INTERSTAGE PRESSURE IS USALLY ABOUT 55 PSIG AT 350 PSIG

FULL LOAD. ..
 Customer complains that
compressor is not making full
volume of air

The only way to be sure the compressor is not making the rated
CFM is to do an orifice test.
If the orifice test shows low CFM the following are some things that
could cause this problem.

•·
 Compressor Speed

Many times the complaint of "My compressor is not making full

volume" has been traced back to the fact that the transmission is
in the wrong gear or in low range. This is so obvious that it is
sometimes overlooked until several hours have been wasted
exhausting other possibilities.
 Control lines

Just because you are sending a signal through a control line

doesn't mean it is making it to the other end of the line. Control
system lines are small and the control valves are sensitive and
susceptible to contamination. Due to the heat of compression, water
forms in the control system. The water, when mixed with the oil
and or dirt, can plug control lines, valves, and orifices. Keep the
system clean by changing filters on schedule and draining moisture
daily.
Air Filter
There should be a filter indicator located on the filter housing.
Filters should also be visually inspected. There is a inner and outer
filter. Many times the inner filter will have a colored eye that will
show restriction. Do not blow out filters and try to re-use. Filters
can be contaminated by compressor oil due to emergency or high
speed shut-downs.
On older compressors the rubber elbows, that connect the air filter
to the compressor, can become soft and collapse under suction
causing compressors to loose CFM
Butterfly inlet
ad·ustment

From High Low

Regulators

Oil Pressure
 Large Stage
As noted in the previous slide the inlet cylinder has two stages. The
bottom, or larger stage is stroked open by oil pressure. The top, or
smaller stage is opened by a spring.
If the larger, or bottom stage is not stroking open look for the
following.
Since it takes oil pressure to stroke open the large stage check the oil
pressure where it goes into the cylinder verses the other end of the
hose where oil pressure is supplied from the oil manifold. If there is
a loss of pressure from one end of the hose to the other check the
hose for obstructions or internal collapse.
If oil pressure is okay check the amount of pressure from the 60 psi
regulator. If this pressure is to high it could keep the large stage from
stroking open.
 COMPRESSOR CAPACITY
PROBLEMS
KNOW THE CAPACITY OF YOUR COMPRESSOR
KNOW THE NORMAL OPERATING SPEED OF THE
COMPRESSOR
AS A RULE OF THUMB, IF THE COMPRESSOR IS
RELATIVELY NEW, THE CAPACITY PROBLEM SHOULD NOT
BE WITH THE COMPRESSOR ITSELF
 Small Stage
There are a variety of problems that can keep the small stage of the
cylinder from opening.
The first thing to check if the small stage is staying stroked shut is to
look for a blockage in the orifice behind the muffler on the side of
the inlet cylinder. If the orifice is blocked this will not allow the
pressure from the High/Low regulators to bleed off and allow the
small stage to stroke open again when there is a demand for air.
Orific nd Muffler

Orifice with
Exhaust
Muffler
attached
 High/Low Regulators

If orifice is not plugged check the High/Low regulators to see if

there is a signal keeping the small stage stroked shut. The easiest
way to check this if you don't have a gauge available is to follow
this procedure.
With compressor running open the discharge line so there is a
demand for air.
Locate the High/Low regulators and crack open the fitting that tee's
off of them and goes to the inlet cylinder.
 If air pressure is present, this means one of the regulators is opening
and sending a signal to the inlet cylinder causing it to stay stroked
closed. Many times the running blowdown valve will exhaust air at the
same time. To determine which regulator is the problem, tum the high­
low selector valve to the high position, if the air signal is lost then it is
the low regulator, if the air signal remains then it is the high regulator.
Change out the regulator and reset for the appropriate pressure
 �-
Running Blowdown Valve
p

......,_._
,,

Running
Blowdown valve
 Discharge Check Valve
If the receiver tank pressure stays constant when the service
line is opened or compressor modulates but discharge air is
low cfm check the discharge check valve. Remove the plug on
the check valve body and visually inspect the flapper to make
sure it is still attached to the swing arm.
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1: Check Valve 2: Remove plug and inspect flapper

 Compressor Blows Safety Valve
Is the pressure in the receiver above 350 psi?
If the answer is no, the pressure is below 350 psi, change the safety
valve. Once the safety valve opens, for what ever reason, the
spring starts to get weak and the safety valve opens at a lower
pressure each time.

tyValv
If the safety valve is opening above 350 psi it is a control problem.
Check the High regulator to see at what pressure it is opening and
sending a signal to stroke the inlet cylinder closed. Start
compressor and open the service line. Close the service line valve
just enough so that the compressor maintains 350 psi. Crack open
the fitting between the high/low regulators that goes to the inlet
cylinder. Adjust the high regulator till it sends an air signal to the
inlet cylinder at 350 psi. If the regulator will not adjust, replace the
regulator with a new one and then set the pressure.
If the high regulator is opening at 350 psi and the small rod on the
inlet cylinder is stroking shut, check the running blowdown to
make sure it is opening and exhausting air through the muffler.

wdown Valve
If the inlet cylinder is stroked shut and the blowdown valve is open
and pressure continues to increase it may be necessary to adjust the
butterfly inlet valve.

Loosen Jam
Nut and back
Out set sere
Until pr
stab·
If no air is exhausting from the muffler, shut down compressor and
clean or rebuild the running blowdown valve.
On older compressors there is a possibility of wear in the linkage that
will cause this problem also. If this is occurring linkage will need to be
repaired or replaced.
If the inlet cylinder is exhausting air around the seals it may need to be
rebuilt or replaced.
 Compressor Oil Blow By
Problems
There are only two places compressor oil can go, on the ground or
down the drill pipe. The first situation we will address is oil on the
ground.
Emergency shut down: Shutdown from full speed does not allow the
oil stop valve to close fast enough. This causes foaming oil to flood
the compressor and separator, allowing oil to enter the air filter and
controls, resulting in blowing oil out the inlet filter and the
blowdown valve.
Quick Shutdown: This is similar to an emergency shutdown. Always
reduce the engine speed. Then unload the compressor by closing the
service line and putting the selector valve in the low position. Let the
compressor run for a few minutes to cool down, then slow engine
speed to@ 1200 rpm. Disengage the compressor clutch while at the
same time slowing engine speed to an idle.

Remember, do not restart the compressor until the receiver tank has
finished blowing down.
 When restarting compressor make sure the scavenger line sight glass
is free of oil before opening the service line or you will blow oil
down your drill pipe.

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Compressor oil blow by down the drill pipe can be caused by the
fallowing scenarios.
Engine speed: Running the compressor to slow may result in oil carry
over into the air line.
Low minimum pressure: The minimum pressure valve should maintain
approximately 100 to 140 psi on the receiver tank at all times. If
pressures fall below this compressor oil can be blown down the drill
pipe.
Faulty oil stop valve or Discharge check valve. These will cause to
compressor to spin backwards and puke oil out of the inlet filter.
Scavenger line blocked or plugged. Or the scavenger tube broken. The
fallowing pictures show the different areas to check the scavenger line.
Make sure scavenger
Tube is still attached
To the elbow
In times of high humidity and temperature it is possible for the
receiver tank to displace the oil with water. With the compressor
disengaged and receiver tank at O psi, drain water from receiver
tank and recheck the oil level.
If an excessive amount of water is in the receiver tank is can get
the air/oil separator filter wet and prevent it from filtering the oil
from the air.
Over filling the receiver tank with oil can also cause oil blow by.
Check gauge for accuracy.
If none of the previous conditions exist the final recourse is to
remove and inspect the air/oil separator filter and see if it has
collapsed.
 Compressor Overheating

The most common reason for overheating is a dirty or restricted

cooler. Check to insure that the cooler is clean and air flow is good
through the cooler. The cooler should be pressure washed on a
regular basis when operating in extreme conditions.
Check the oil level. Low oil levels will cause the compressor to
overheat.
A stuck thermostat will cause the compressor to over heat. Check the oil
cooler. Usually one side will be cold and one side will be hot.
If this is the case replace the thermostat located in the thermal valve.
Low cooling fan speed. Check belts and sheaves on the fan drive for
slippage.
 Compressor Clutch

My compressor clutch kicked out by it's self.

The compressor has safety switches to kick out the compressor if
it overheats. Interstage temperature temperature should not exceed
235 degrees F. Discharge temperature should not exceed 245
degrees F. If the compressor itself is not overheating the problem
will lie somewhere in electrical circuit of the safety shut down.
Electrical power to the compressor circuit is supplied at a circuit
breaker located on the firewall of the truck on the drivers side. This
circuit breaker has a reset button on the side. This circuit breaker
can be bypassed in emergency situations until it is determined if it
is the circuit breaker at fault or another component in the system.
1: Circuit Breaker reset buttons 2:
Toggle switch in cab activates solenoid
to power circuit breakers.
 I
Power flows from circuit breaker through normally closed
interstage temperature switch
Power flows from interstage temperature switch to normally
closed discharge temperature switch
Power flows from discharge temperature switch to the "Mack" valve. If
electrical circuit is interrupted for any reason, ( compressor overheats,
circuit breaker trips, wire comes unplugged from temperature switch)
the "Mack" valve stops the flow of air to the clutch and diverts it to
atmosphere.
There have been instances where the flow control valve has vibrated
closed and stopped the flow of air to the "Mack" valve.