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General Comments - Paragraph 6 - Solenoid Pilot Leakage
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Continuous leakage from the operator exhaust port when the solenoid
is de-energized can be caused by a foreign particle trapped between
the bottom seat and the plunger, by a damaged bottom seat, or by
a worn or damaged bottom plunger seal.
Leakage at the exhaust port and/or solenoid buzzing when the solenoid
is energized can result from a foreign particle lodged in the top
seat area. Leakage in this area can also be caused by worn or damaged
top seats or top plunger seals.
1. The solenoid should be disassembled, cleaned, and the
parts examined for wear or damage.
2. If damaged plunger seals are found, the plunger should be replaced.
3. A damaged bottom seat requires replacement of the operator.
4. A damaged top seat requires replacement of the solenoid.
5. Before reinstalling the product, follow the recommendations
in Paragraph 5 regarding contaminants.
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General Comments - Paragraph 7 - Operator Vent Leaks
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Vent leakage when the solenoid is energized can be caused by either
a faulty operator piston or cap seal, by an improperly placed cap
seal, or by improperly tightened cap mounting screws.
Vent leakage when the solenoid is de-energized is often caused
by an improperly placed cap seal or by improperly tightened cap
mounting screws.
1. In either case, tighten the cap mounting screws before
disassembling the operator to determine if this will stop the problem.
2. If tightening the screws does not work, disassemble the operator,
clean it, replace worn or damaged seals, and reassemble taking
care to properly position the cap seal.
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General Comments - Paragraph 8 - Mufflers
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Mufflers that are undersized for the application
or that have become clogged can cause slow system response
or, in the case of poppet valves, system malfunction
or valve oscillation.
1. Remove the muffler and cycle the valve several times to
see if it operates satisfactorily without the muffler.
2. If it does, the muffler should be cleaned or, if it is not dirty,
replaced with a larger muffler with adequate exhaust flow capacity.
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General Comments - Paragraph 9 - Improper Lubrication
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Air line lubricators that are not set at the proper
flow rate or that contain lubricants not compatible with
seals can cause sluggish system performance or malfunction.
1. If oil mist can be seen in the exhaust air, if films of
oil are in evidence on surfaces around exhaust ports, or if pools
of oil are found in valves or other devices, the lubricator is
set at too high a flow rate. As a general rule, a flow rate of
one drop per minute is adequate to provide a thin film of oil on
moving surfaces.
2. If the flow rate is too low or the reservoir is empty, system
elements that require lubrication can slow down or even bind. Lubricator
reservoirs should be filled on a scheduled basis and the proper
lubricator flow rate maintained.
3. Compatibility of the luburicating oil with system seals should
also be verified, as stated in the “Installation” section. Incompatible
lubricants can cause seals to swell which can result in sluggish
performance or even binding of moving parts.
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General Comments - Paragraph 10 - Incorrect Solenoid
Voltage
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Automatic valve solenoids are designed to operate
at between 90% to 110% of the rated voltage shown on
the solenoid coil. A supply voltage that does not fall
within the range shown can cause solenoid buzzing, failure
of the valve to shift, or coil burnout.
1. To verify proper voltage, shut off and exaust the air
supply to the valve.
2. Attach a voltmeter to the solenoid’s electrical supply, energize
the solenoid, and note the voltage reading. If the reading is too
low, the electrical supply is inadequate and must be corrected.
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General Comments - Paragraph 11 - Incorrect Solenoid
Voltage
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Improper voltage, broken or damaged shading rings,
or dirt on the plunger or around the top seat can cause
solenoid buzzing or even coil burnout.
1. Correct voltage should first be verified per Paragraph
10. The electrical supply should be shut off and the pilot section
disassembled for inspection.
2. If the copper shading ring around the top seat is cracked or
damaged, the solenoid assembly should be replaced.
3. If dirt is found in the plunger guide and on the plunger/spring,
they should be thoroughly cleaned and in-spected for damage. If
no damage is found the solenoid assembly can be reassembled. If
damage is present, the solenoid assembly should be replaced.
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41144
Vincenti Ct 
PROFILE