SECTION

LOCOMOTIVE 5
SERVICE MANUAL

COMPRESSED AIR SYSTEM

DESCRIPTION
Compressed air is used for operating the locomotive air
brakes and auxiliary devices such as sanders, shutter
operating cylinders, horn, bell and windshield wipers.
Air is also required for atomizing the fuel oil supplied
to the steam generator (if so equipped).

AIR COMPRESSOR
DESCRIPTION
Air is compressed by a deep crankcase water cooled,
three cylinder (six cylinder optional), two stage air
compressor, Fig. 5-1. The compressor is driven through
flexible couplings from the front end of the engine
crankshaft.

The compressor has its own oil pump and pressure

lubricating system. With the engine running, the oil
level in the compressor crankcase can be checked on
the float type indicator. At idle speed with the Fig. 5-1 - Air Compressor
lubricating oil at operating temperature (140° F.), the
oil pressure should be 18 to 25 psi. A plugged opening zone on the sight gauge. If the gauge shows the oil level
in the relief valve block is provided for an oil pressure to be in the ADD zone, a sufficient amount of EMD
gauge. approved lube oil should be added at the oil fill pipe.
The oil should be changed at intervals stated in the
The compressor has two low pressure and one high applicable Scheduled Maintenance Program. The
pressure cylinders. The pistons of all three cylinders are addition of oil between changes is normally not
driven by a common crankshaft. Two low pressure necessary due to the high capacity of the deep
cylinders are set at an angle to the one vertical high crankcase.
pressure cylinder. Air from the low pressure cylinders
goes to a water cooled intercooler to be cooled before When it is necessary to install a pressure gauge to check
entering the high pressure cylinder. The intercooler is intercooler or lube oil pressures, be sure the gauge is
provided with a relief valve and a plugged opening for a removed and replaced with a plug and the plug
pressure gauge. tightened sufficiently to prevent loosening from
vibration.
The compressor is equipped with either of two dry type
air inlet filters, Fig. 5-2, containing replaceable The air inlet filter element should be changed at
elements. intervals specified in the applicable Scheduled
Maintenance Program. Consult the Service Data page at
MAINTENANCE the end of this section for the correct replacement filter
element.
The air compressor should be periodically checked to
see that the lube oil level indicator needle is in the RUN

12S172 5-1
Section 5

Fig. 5-2 - Compressor Air Filter

Fig. 5-3 - Replacing Compressor Filter Element

12S172 5-2
 Section 5

To remove the element from the rectangular shaped When the locomotive is furnished with the optional
filter, remove the nut, lockwasher, and retainer hook at extra compressor synchronization, each locomotive unit
the top and bottom of the filter, Fig. 5-3. The is equipped with an electropneumatic system for
impingement screen can then be removed and the compressor governor control. The electrical
element pulled out of the housing. arrangement is such that the compressor in each unit of
a consist pumps air to its own main reservoirs whenever
To remove the element from the cylindrical shaped the main reservoir pressure in any single unit drops to
filter, remove the elastic stop nut and the retainer at the 130. psi, Fig. 5-5. All units will continue to pump until
bottom of the filter. The element is then free to drop out main reservoir pressure in each and every unit reaches
of the filter body. 140 psi.

COMPRESSOR CONTROL SWITCH - Another available option is a dual compressor control

switch which acts to unload the compressor on an
CCS individual unit when the main reservoir pressure for
that unit reaches 145 psi. This prevents individual
DESCRIPTION compressors from working against the main reservoir
safety valve when other units in the consist have not yet
Since the air compressor is directly connected to the accumulated sufficient main reservoir pressure to signal
engine, the compressor is in operation (although not unloading of the compressors.
always pumping air) whenever the engine is running.
An unloader piston that cuts out the compressing action
MAINTENANCE
when actuated by air pressure from the compressor
control switch, Fig. 5-4, is provided in the head of each
The compressor control switch, Fig. 5-6, is man-
high and low pressure cylinder. The unloader
ufactured to close tolerances and therefore inspections
accomplishes this by blocking open the intake valves in
should be limited to intervals specified in the applicable
the high and low pressure cylinders. When the air
Scheduled Maintenance Program. If air compressor
operating the unloader is cut off, the unloader releases
difficulties arise, all other sources of possible trouble
the intake valves and the compressor resumes pumping.
should be investigated before any attempt is made to
Main reservoir air pressure is used to actuate the
disturb the settings of the compressor control switch.
unloader valves.

Fig. 5-4 - Compressor Control Panel

12S172 5-3
Section 5

Fig. 5-5 - Electro-Pneumatic Compressor Control

During periodic inspections of the compressor control and the magnet valve de-energized, the valve should
switch or when faulty operation is suspected, the switch close causing the
should be removed from the locomotive and replaced compressor to pump. Check the magnet valve and air
with a qualified switch. The faulty switch should be line to the compressor unloader valve for leaks. Also
taken to a bench for any further testing or setting. check the electrical connections on the valve to see that
they are tight. If repair is required, remove the magnet
COMPRESSOR CONTROL MAGNET valve and replace it with a qualified valve.
VALVE - MV-CC

DESCRIPTION

When the compressor control magnet valve, Fig. 5-4, is

de-energized, the air compressor unloader piston lifts
and the compressor begins to pump. The magnet valve
is de-energized when the compressor relay is energized
and the compressor relay responds to the compressor
control switch in the individual unit or to the
compressor control switch in each or any unit of a
consist equipped with synchronization.

A manual means is also provided to keep the air

compressor unloaded. The compressor magnet valve,
MV-CC, can be held open by a manual override handle,
which holds the magnet valve in energized position.

MAINTENANCE

If faulty operation of the valve is suspected, check to

see that the manual override handle is in the proper
position. With the manual override handle pulled out Fig. 5-6 - Compressor Control Switch

12S172 5-4
 Section 5

COMPRESSED AIR PRESSURE

GAUGE
DESCRIPTION

A pressure gauge, Fig. 5-4, is located on the compressor

control panel next to the AC cabinet. The gauge is
connected to the air system in the line from the main
reservoir to the compressor control switch and
consequently will reflect No. 1 main reservoir pressure.

MAINTENANCE

A test fitting is provided for checking gauge accuracy

and compressor control switch settings. Fig. 5-7 - Compressed Air Filters

COMPRESSED AIR FILTERS The sump bowl on both centrifugal filters may be
cleaned out if necessary by removing the bowl. The
DESCRIPTION drain valves should be cleaned and inspected when
maintenance is performed on the filters as stated in the
The compressed air system has three centrifugal type applicable Scheduled Maintenance Program.
filters, the main reservoir and auxiliary main reservoir
filters, Fig. 5-7, and the compressor control filter, Fig. MAIN RESERVOIR DRAIN VALVES
5-4, to prevent moisture and contaminants from being
carried into the air brake and other air systems. Both the DESCRIPTION
main reservoir and auxiliary main reservoir filters are
equipped with an automatic electric drain valve which The No. 1 main reservoir is equipped with a
operates on a signal from the compressor control switch combination automatic/manual drain valve. When set
each time the compressor unloader valve is actuated. on automatic, it operates as the compressor loads or
The compressor control filter drain valve opens each unloads to allow moisture to be drained from the
time reservoir pressure drops below 20 psi. reservoir before it is carried into the air system. The No.
2 main reservoir is basically equipped with a manual
The main reservoir and auxiliary main reservoir filters drain valve but an automatic/manual valve is optional.
can be equipped with an optional electrothermo timer to
control the interval between blowdowns of the If it is desirable to shut off either the automatic/ manual
automatic drain. or the solenoid operated drain valves, turn the valve
knob clockwise as far as possible. To return the valve to
MAINTENANCE automatic operation turn the valve knob full
counterclockwise. Manual drain will occur when the
The No. 2 main reservoir centrifugal filter contains a valve knob is midway between the ON and OFF
replaceable type filter element which should be changed positions.
at intervals stated in the applicable Scheduled
The electro-thermo timer to control blowdowns of the
Maintenance Program. See Service Data for correct automatic drains, mentioned earlier under Compressed
filter element. Air Filters, can be supplied as an option at extra cost.

Before removing the sump bowl on the bottom of the An additional option which is frequently used with the
filter be sure the cutout located between the main electro-thermo timer is the solenoid operated automatic
reservoir and the filter is shut off. Once the sump bowl drain valve which has the solenoid attached directly to
is removed, the element can be removed by unscrewing it, Fig. 5-8.
the wing nut that holds the element in place.

12S172 5-5
Section 5

closing the battery circuit, the heater in the electro-

thermo timer is energized and heats the bi-metal disc.
When the disc reaches a predetermined temperature, the
switch contacts open, shutting off the heater and closing
the circuit to the solenoid valve. This causes the drain
valve to produce a short blast.

When the bi-metal disc in the then-no switch cools, it

closes the contacts in the thermo switch, starts the
heater, and energizes the relay which in turn de-
energizes the solenoid valves. The drain operates again,
producing a short blast.

MAINTENANCE

If faulty operation of the electro-thermo timer is

suspected, first check to see that all connections are
tight at the timer and at the drain valves. If this does not
produce satisfactory results, replace the thermo switch
by removing the electrothermo timer cover and pulling
the tape tab on the switch. Plug in a new switch and
replace cover.

DRAINING THE AIR SYSTEM

The compressed air system air filters and main reservoir

automatic drains should be operated manually at least
once a day to ensure operation of the automatic feature.

The drain valves are located at the following locations:

1. Auxiliary main reservoir centrifugal filter drain

valve, Figs. 5-10 and 5-11.
Solenoid Operated Automatic Drain Valve

Fig. 5-8 - Main Reservoir Drain

MAINTENANCE

The drain valves should be checked periodically to see

that they are seating properly and no air is leaking. The
seals and piston should be lubricated at regular intervals
with a good grade of air brake grease.

ELECTRO-THERMO TIMER
DESCRIPTION

The electro-thermo timer, EBT, Fig. 5-9, used to

control the interval between blowdowns on the
automatic drain valves consists of a thermo switch
containing a bi-metal disc, a heater, and a relay which is Fig. 5-9 - Electro-Thermo Timer
connected to the coil leads on the solenoid operated
drain valves. When the relay coil is energized by

12S172 5-6
 Section 5

cylinder is actuated when the shutter control magnet

valves, MV-SH, are energized.

Fig. 5-10- Main And Auxiliary Main Reservoir

Centrifugal Filters Fig. 5-12 - Shutter Operating Piston

2. Main reservoir centrifugal filter drain valve, Figs. MAINTENANCE

5-10 and 5-11.
Open the shutters manually by pressing the button on
3. Main reservoir drain valves, Fig. 5-11. one of the temperature switches or by moving the
shutter valve mounted on the front of the water tank to
4. Compressor control strainer drain valve, Fig. 5- the TEST position. Check for fast, snappy action when
11. opening or closing, and for interference which might be
caused by bent linkage or shutter blades. If shutters do
not open or close to their full extent, the shutter
RADIATOR SHUTTER CONTROL operating rod may be adjusted by loosening the locknut
SHUTTER OPERATING PISTON on the operating rod at the front head of the cylinder,
Fig. 5-12, and turning the rod until the desired length is
DESCRIPTION obtained.
The radiator shutters are opened and closed by the
action of an air operated piston, Fig. 5-12, which is

1 Main Reservoir Centrifugal Filter And Drain

2 Auxiliary Main Reservoir Centrifugal Filter And Drain
3. Main Reservoir Drain Valve Location
4. Compressor Control Strainer Dram Valve Location

Fig. 5-11 - Compressed Air System Drain Valve Locations

12S172 5-7
Section 5

SHUTTER MAGNET VALVE - MV-SH MAINTENANCE

DESCRIPTION If faulty operation of the magnet valve is suspected,

check the magnet valve and air line to the operating
When cooling fan contactors FC 1, FC2, and FC3 are piston for leaks. Check the filter screens on MV inlet
de-energized, their interlocks close to energize shutter and outlet. Also check the electrical connections on the
control magnet valves MV-SH, Fig. 5-4. This allows magnet valve to see that they are tight. If repair is
compressed air to be admitted to the shutter operating required, remove the magnet valve and replace it with a
pistons to force the spring loaded shutters closed. When qualified valve.
the FC I fan contactor is energized, shutter magnet
valves are de-energized, air pressure is released from CAUTION: This valve is subject to high ambient
the shutter operating pistons and the spring loaded temperatures and should use only EMD
shutters open. replacement seats and solenoid coil listed
in Service Data.
The MV-SH assembly consists of two magnet valves
connected in tandem by a single manifold. Both magnet
valves must be energized and operate before air
pressure can force the shutters closed. If either or both
valves are de-energized, air pressure is released from
the shutter operating piston, exhausted through the
valve, and the shutters will open.

1. Automatic Air Brake Handle

2. Independent Brake Handle
3. Multiple Unit Valve
4. Cut-Off Valve
5. Trainline Air Pressure Knob
6. Air Horn Valve
7. No. 1 Truck Sanding Switch
8. Manual Sanding Lever
9. Bell Ringer

Fig. 5-13 - Air Brake Equipment

12S172 5-8
 Section 5

AIR BRAKE EQUIPMENT brake, it automatically laps off the flow of air and
maintains brake cylinder pressure corresponding to the
DESCRIPTION position of the handle in the application zone.
Depression of the independent brake valve handle when
Basic locomotives are equipped with type 26L air in the RELEASE position causes release of any
brakes. The 26L air brake control equipment consists of automatic brake application on the locomotive.
an automatic brake, independent brake, multiple unit
valve (when MU control is installed), cutoff valve and a
trainline air pressure adjustment device. The dead
engine feature, a part of the 26L equipment, is shown in
Fig. 5-16.

AUTOMATIC BRAKE VALVE

The automatic brake valve handle, which controls the

air to the locomotive train brake systems, may be
placed in operating positions as shown in Fig. 5-14.

INDEPENDENT AIR BRAKE, Fig. 5-15

The independent air brake handle is located directly

below the automatic brake handle. It has two positions;
namely, RELEASE and FULL APPLICATION.
Between these two positions is the application zone.
Since this is a self-lapping

Fig. 5-15 - Independent Brake Handle Positions

MULTIPLE UNIT VALVE

The universal multiple unit (MU-2A) valve is located
on the left hand side of the control stand as shown in
Fig. 5-13. Its purpose is to pilot the Fl selector valve
which is a device that enables the air brake equipment
of one locomotive unit to be controlled by that of
another unit.

A typical MU-2A valve application has three positions

which are:

1. LEAD or DEAD
2. Trail 6 or 26*
3. Trail 24

Fig. 5-14 - Automatic Brake Handle Positions The valve is positioned by pushing in and turning to the
desired setting.

12S172 5-9
Section 5

*Whenever the MU-2A valve is in the TRAIL 6 or 26 The pressure regulator is pre-set at the value given in
position, and if actuating trainline is not used, then the the Service Data. At any time the regulator must be
actuating end connection cutout cock must be opened to reset, loosen the locknut and turn the adjusting handle
atmosphere. This is necessary to prevent the inadvertent on top of the regulator until the desired pressure is
loss of air brakes due to possible pressure buildup in the registered on the brake cylinder gauge when the brake
actuating line. is applied.

CUTOFF VALVE The pressure regulator should be cleaned out

periodically by unscrewing the cleanout plug in the
The cutoff valve, Fig. 5-13, is located on the automatic bottom of the regulator and removing and cleaning the
brake valve housing directly beneath the automatic screen.
brake valve handle. This valve has the following three
positions: BRAKE EQUIPMENT POSITIONS

1. CUT-OUT When operating locomotives equipped with 26L air

brakes, the brake equipment should be positioned
2. FRT (Freight) according to the information given in Fig. 5-17.

3. PASS (Passenger) MAINTENANCE

TRAINLINE PRESSURE ADJUSTMENT For maintenance information consult the manufacturer

of the specific air brake equipment provided.
The trainline air pressure adjusting knob, Fig. 5-13, is
located behind the automatic brake valve at the upper SANDING SYSTEM
portion of the brake pedestal.
DESCRIPTION
DEAD ENGINE CUTOUT COCK
The basic sanding system for the locomotive is an
A dead engine cutout cock, Fig. 5-16, is provided as electrical system that eliminates the need for relay
part of the 26L braking equipment. When a locomotive valves and trainlined sanding actuating air pipes.
is to be shipped dead in a train the cutout cock handle However, if the locomotive is to be used with older
should be in the open position. locomotives equipped with only pneumatic sanding
control, an optional extra pneumatic sanding system,
PRESSURE REGULATOR Fig. 5-18, is superimposed upon the electrical sanding
system. The two systems operate in parallel, therefore
The pressure regulator, Fig. 5-16, is provided to air actuating pipes should be connected whenever a
regulate the air pressure available for breaking a consist contains any units equipped for only pneumatic
locomotive being shipped dead in a train. sanding control.

Sanding circuits are packaged on a plug-in circuit

module SA, Fig. 5-19. The circuit module contains
provisions for optional extra sanding circuits requested
by the railroads, therefore a number of terminals may
be unused. For example, the No. 7 terminal is employed
when a manual sanding light is required.

Also, part of the sanding module are a static timing

device that takes the place of the conventional TDS
relay, and a test button and light with which sanding
and timing can be checked.
Fig. 5-16 - Dead Engine Cutout Cock And Pressure
Regulator

12S172 5 - 10
 Section 5

The following controls are employed to accomplish Time delay sanding can be actuated by pressing the test
sanding. button on the SA module or by pressing the test button
on the WS module.
An interlock of the RV transfer switch is open when the
RV switch is in the forward position and closed when Sanding during an emergency application of the brakes
the switch is in the reverse position. The interlock is provided automatically from all sand traps through
closes to energize a directional sanding relay DSR that action of an air operated emergency sanding switch.
is located on the sanding circuit module SA. Contacts The circuits from the switch are so arranged that
of DSR are closed in the forward sanding direction emergency sanding from all traps will continue even
when DSR is de-energized, and they are closed in the though the motors are "plugged" (reverse lever placed
reverse sanding direction when DSR is energized. to oppose direction of travel). On the basic locomotive,
During primary wheel slip control, power reduction emergency sanding is accomplished electrically. If the
occurs, but no sand is applied to the rail. However, if locomotive is fitted with the pneumatic option, relay
the wheel slip is relatively severe, the R relay in the WS valves and air actuated switches ensure proper sanding
circuit module operates. A signal is delivered to the even with the motors "plugged."
timing circuit that is part of the SA module. When the
wheel slip is corrected, the transistorized timing circuit
MAINTENANCE
continues the signal to the sanding magnet valves for a Before each trip check operation of the sanders by
period of 3 to 5 seconds. placing the reverser handle in the direction to be sanded.

Type Of Automatic Independent Cutoff Dead Engine 26D 26F MU2 Overspeed Deadman
Service Brake Valve Brake Valve Valve Cutout Cock Control Valve Control Valve Valve Cutout Cock Cutout Cock
SINGLE LOCOMOTIVE
Passenger Graduated
Lead Release Release Closed Lead Open Open
Freight Direct
Double Graduated
Handle Off Release Cutout Closed Lead Open Open
Heading Direct
Relief Valve
Shipping
At Control
Dead In Handle Off Release Cutout Open Direct Dead Closed Closed
Reservoir
Train
73±2 Lbs.

Radio
Control Release Release Freight Closed Direct Lead Open Open
Lead Unit
Radio
Control
Release Release Freight Closed Direct Lead Closed Closed
Remote
Unit
MULTIPLE
Passenger Graduated
Lead Release Release Closed Lead Open Open
Frei ht Direct
*Trail 6
Handle Off Graduated
Trail Release Cutout Closed or 26 Open Open
Position Direct
Trail 24
Relief Valve
Shipping
Handle Off At Control Direct
Dead In Release Cutout Open Dead Closed Closed
Position Reservoir Release
Train
73±2 Lbs.
Double Handle Off Graduated
Release Cutout Closed Lead Open Open
Heading Position Direct
Dual Control:
Operative Passenger Graduated
Release Release Closed Lead Open Open
Station Freight Direct
Non
Handle Off
Operative Release Cutout
Position
Station

*Whenever the MU2A valve is in "Trail 6 or 26" Position and if the actuating train line is not used, then the actuating end connection cutout cock must
be open to atmosphere; so as to prevent the inadvertent loss of air brakes due to possible pressure buildup in the actuating line. NOTE: By AAR
standard all cocks in the brake system except brake pipe end cocks have handles perpendicular to pipe when open.

Fig. 5-17 - Air Brake Equipment Positions

12S172 5 - 11
Section 5

Fig. 5-18 - Sanding Circuit And Air Schematic Including Pneumatic Sanding Option

12S172 5 - 12
 Section 5

Fig. 5-20 - Sanding Control Valves

MAINTENANCE
Fig. 5-19 - Sanding Circuit Module
If faulty operation is suspected, inspect the electrical
Close the throttle and move the manual sanding switch connections for tightness and inspect the air
to the sand position. Check the sanding nozzles at the connections for leaks. The control valve is equipped
rail to make sure they are aligned correctly and that the with automatic clean-out jets to clean out the orifice. To
sand is being delivered to the rail. operate the clean-out jets push in the plungers on each
side of the valve, Fig. 5-20. The plunger will
Extreme care should be taken that the proper grade of automatically reset at the beginning of the next sanding
clean dry sand is used. Damp or dirty sand or sand with cycle from the high pressure clean-out blast of air.
foreign material in it is likely to clog the traps.

SANDING CONTROL VALVE

DESCRIPTION

Two sanding control valves in each end of the

locomotive, Fig. 5-20, one for forward and one for
reverse sanding, provide metered main reservoir air to
their respective forward and reverse sand traps. When
an electrical signal is received, the magnet valve section
is energized to open an air valve which allows the main
reservoir air to be admitted to the sand traps. The
electrical signal can be initiated by the manual sanding
switch, a wheel slip or an emergency brake application.

Fig. 5-21 - Sand Trap

12S172 5 - 13
Section 5

If further repair is required on the valve, remove it from

the locomotive and replace with a qualified mechanism.

SAND TRAP
DESCRIPTION

Sand is fed to the trap, Fig. 5-21, by gravity through an

inlet at the top of the trap. Actuating air enters the trap
through the air nozzle. The nozzle is always covered by
sand and therefore the air moves the sand that lies
ahead of the discharge end of the nozzle. Sand entering
at the trap inlet replaces the sand in front of the nozzle,
thus a uniform flow of sand is delivered to the rail Fig. 5-22 - Sand Trap, Cross-Section
through the trap outlet.
rider's side of the locomotive cab and for the center
A sand shutoff assembly is mounted to the top of the windshield on the low nose cabs. The air motor. Fig. 5-
trap at the sand inlet. The valve is in the open position 23, used for the center windshield is identical to the
when the hand lever on the side is set at OPEN or is other motors but is set for a longer degree of sweep.
parallel to the sand inlet line. The shutoff can be used Each air motor is controlled by its own hand operated
when it is desirable to have a particular sanding line air valve which is located just above the side windows
inoperative or if work is to be performed on the sand on each side of the cab. Each motor is equipped with a
trap. hand operated lever which can be used to operate the
wipers in an emergency.
MAINTENANCE
MAINTENANCE
Before any work is performed on a sand trap, the
shutoff valve mounted to the top of the trap should be If a windshield wiper air motor is not operating
closed by turning the shutoff valve handle to a correctly, check to see that the air connections at the
horizontal position. motor and the manual control valve are tight and free
from leaks. With the air turned on, operate the air motor
Due to condensation there is always the possibility of with the hand lever attached to the air motor shaft. If
getting moisture in the sand trap. To clean out the trap this fails, turn
remove the pipe plug at the bottom of the trap. On
special order a trap equipped with a quick disconnect
delivery tube can be furnished.

The sand trap is set at the time of installation to deliver

approximately 20 to 24 oz. of sand per minute. To
change the rate of delivery. screw the adjusting nut, Fig.
5-22, in or out depending on whether more or less sand
is desired. On the quick disconnect type sand trap use a
7/32" allen wrench to turn the sand control paddle to in-
crease or decrease the rate of delivery.

AIR SYSTEM ACCESSORY EQUIPMENT

WINDSHIELD WIPER ASSEMBLY

DESCRIPTION
Fig. 5-23 - Windshield Wiper Air Motor
A separate wiper assembly is provided for each window
in front and behind the engineers and

12S172 5 - 14
 Section 5

the air off and again try to operate the motor by hand. In
most cases this will clean the valve seat of any foreign
particles that may have been forced in through the air
line.

Remove exhaust fitting, Fig. 5-23, and check for dirty

filter or plugged hole. Remove reverser ball housing
and check for broken or jammed ball spring.

Check the internal air flow by removing the cylinder

end caps and blowing out the holes in the valve
chamber. Also blow into the exhaust outlet to make
sure the hole is not plugged.
Fig. 5-24 - Air Horn
If the air motor still does not operate properly, it will
have to be replaced with a qualified motor and taken to Other types of air horns are available on special order
the bench to be repaired. including five chime horns.

If the wiper connecting arm must be removed from the A valve, located in the air brake stand, provides a
air motor shaft, remove the acorn nut on the end of the means for shutting off the air supply to the horn
shaft and pull the connecting arm off the splined shaft. operating lever.
When replacing the connecting arm on the shaft, be
careful not to overtighten the acorn nut. The wiper MAINTENANCE
motor and wiper mechanism are designed to operate at
a maximum speed of 60 - 65 cycles per minute. To inspect and clean the air horn diaphragm, remove
back cover bolts and back cover. The diaphragm ring
The speed of the wiper motor is adjusted by a set screw, and diaphragm can be removed by taking out the
Fig. 5-23, located in the exhaust restrictor. The diaphragm ring screws.
following procedure should be used in making the
adjustment: Whenever a back cover is removed, it is good practice
to blow out the air lines by opening the air horn
1. Place a piece of paper between the wiper blade operating valve wide with full reservoir pressure on the
and the glass to simulate a wet glass condition line. This will also clean out the orifice dowel pin.
which reduces frictional drag on the blades.
BELL
2. Make sure main reservoir air pressure is 130 to
140 psi. Turn operating valve in cab to the fully
DESCRIPTION
open position.
The basic locomotive bell is located under the
3. Turn the adjusting screw in the exhaust restrictor
underframe on the left side of' the locomotive. A
until the wiper motor is running at 60 - 65 cycles
positive action air valve, which activates the bell, is
(120 - 130 strokes) per minute.
located on the air brake stand at the operator's control
station. When the valve is opened, compressed air
AIR HORN
forces the plunger in the bell ringer assembly down,
which causes the clapper to strike the side of the bell.
DESCRIPTION
When the plunger reaches the extended position, the
The basic air horn is a three chime, low profile type,
compressed air then returns the plunger to its original
Fig. 5-24. The air horn actuating lever is located on the
position.
brake stand at the locomotive control station. When the
operating lever is pulled down, compressed air is
To shut off the air supply to the bell operating valve at
supplied to the horn.
the control stand, remove the upper panel on the back of
the air brake stand and close the valve in the bell ringer
air line.

12S172 5 - 15
Section 5

MAINTENANCE

If the bell does not operate when the bell ringer

operating valve at the control stand is opened, check to
see that the clapper is free to swing and that no air leaks
are present in the air lines.

If a new bell ringer cartridge, Fig. 5-25, is needed,

remove the old cartridge by loosening the locknut on
the side of the bell ringer assembly and backing out the
set screw three or four turns. Using the clapper as a
lever, unscrew the clevis from the assembly and pull the
cartridge out with a pair of pliers. Before installing the
new cartridge, actuate the bell ringer operating valve a
few times to blow out any dirt or scale which may have
accumulated. After installing the new bell ringer
cartridge, be sure the "O" rings are in place before
applying the clevis. Once the clevis is applied, tighten
the set screw and locknut.

Fig. 5-25 - Bell Ringer, Cross-Section

12S172 5 - 16
 SERVICE DATA Section 5

COMPRESSED AIR SYSTEM

REFERENCES
Air Compressor Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 1110 & 1144
Sanding Equipment Maintenance .............................. M.I. 1926
Air Horn Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M.I. 2926
Magnet Valve Maintenance ................................. M.I. 4707
ROUTINE MAINTENANCE PARTS AND EQUIPMENT
FILTERS
Inlet Compressor Air Filter Element
(Rectangular Filter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8347199
(Cylindrical Filter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8402068
Main Reservoir Air Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . 8363343
AIR COMPRESSORS
Lube Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8127030
Intercooler Air Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8337561
SHUTTER MAGNET VALVE
Replacement Seats ................................... 8251091
Replacement Coil .................................... 8468748
SPECIFICATIONS
AIR COMPRESSOR
Type ........................................... 2 Stage
Number Of Cylinders (Basic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Number Of Cylinders (Optional) ................................ 6
Displacement At 900 RPM (3 cylinder) . . . . . . . . . . . . . . . . . . . . 254 Cu. Ft./Min.
Displacement At 900 RPM (6 cylinder) . . . . . . . . . . . . . . . . . . . . 401 Cu. Ft./Min.
Lube Oil Capacity (3 cylinder) 10-1 /2 Gal.
Lube Oil Capacity (6 cylinder) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Gal.
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water
Lube Oil
Compressor lube oil must be SAE 10 weight turbine type oil containing anti-rust, anti-oxidation and
anti-foam inhibitors and should contain the following properties:

Viscosity-Saybolt Universal (ASTM D88 or D2161)

@ 100° F. seconds .............................. 130 to 180
@ 210° F. seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 to 45
Pour Point (ASTM D97 Degrees F. -- minimum) . . . . . . . . . . . . . . . . . . 0
Rust-Distilled Water (ASTM D665) . . . . . . . . . . . . . . . . . . . . . . . . . . No Rust

DEAD ENGINE PRESSURE REGULATOR SETTING

SD -- Single Brake (Composition Shoe) . . . . . . . . . . . . . . . . . . . . . . . 25 ± 1-1/2 psi
GP - Single Brake (Composition Shoe) . . . . . . . . . . . . . . . . . . . . . . . 25 ± 1-1/2 psi
GP & SD - Clasp Brake (Iron Shoe) . . . . . . . . . . . . . . . . . . . . . . . . . . 25 ± 1-1/2 psi
GP & SD - Clasp Brake (Composition Shoe) . . . . . . . . . . . . . . . . . . . . 13 ± 1-1/2 psi

12S172 5 - 17