L-l0 Cumins Turbo charged engine needs five minute cool down at idle speed. Wisconsin engine needs five minute cool down at idle speed

BOOK: Blue Book I SECTION: Ford LTS 9000 Tanker (SGT) Page 1 of 10 TABLE OF CONTENTS FORD LTS 9000 2,500 GALLON TANKER SPECIFICATIONS... 2 IN THE CAB... 3 ON THE CONSOLE... 3 WISCONSIN AUXILIARY PUMP... 4 HIGH PRESSURE PUMP - BRIGGS AND STRATTON... 4 PRIMING ENGINE (outside operation only)... 4 MAINTENANCE AND LUBRICATION... 4 PREPARATION FOR STORAGE... 5 OPERATION... 5 PUMP OPERATION... 7 ENGINE... 9 TANKER DUMPING AND FILLING OPERATIONS... 10

BOOK: Blue Book I SECTION: Ford LTS 9000 Tanker (SGT) Page 2 of 10 SPECIFICATIONS ENGINE TRANSMISSION 265 hp L-10 Cumins Turbo Charged MT-654 5-speed Allison Automatic ENGINE OIL Type: SAE 15w/40 TRANSMISSION OIL POWER STEERING PUMP PRIMER Capacity: 36 quarts Dextron II - Capacity: 36 pints Mercon - Fill to full indicator line SAE 30 Capacity: 4 quarts AUXILIARY PUMP Type: SAE 10w/40 FUEL CAPACITY HEIGHT LENGTH WIDTH WEIGHT TIRES (TYPE) TIRES (AIR PRESSURE) TURNING RADIUS WHEEL BASE Capacity: 3.18 quarts NOTE: Both auxiliary pumps use the same reservoir located inside of pump compartment at lower side Engine: Ford Diesel 50 gallons Wisconsin Pump: Regular 40 gallons High Pressure Pump: Regular 2 gallons Overall - 9 feet 6 inches Floor to running board - 24 inches Floor to tailboard - 24 inches 33 feet 8 inches 9 feet 2 inches 50,000 pounds (full of water) Front - 315/80R 22.5 x 18 ply Rear - 11R 22.5 x 14 ply Front - 120 psi Rear - 95-105 psi 44 feet 17 feet 11 inches NOTES All vital data referring to fluid and lubrication is on the drivers sunvisor. L-l0 Cumins Turbo charged engine needs five minute cool down at idle speed. Wisconsin engine needs five minute cool down at idle speed

BOOK: Blue Book I SECTION: Ford LTS 9000 Tanker (SGT) Page 3 of 10 IN THE CAB TWO SPEED AXLE SWITCH KIESER LED OIL PRESSURE GAUGE WATER TEMPERATURE GAUGE TRANSMISSION OIL TEMPERATURE GAUGE HEAD LIGHTS PARK LIGHTS TELMA RETARDER AIR CLEANER VACUUM INDICATOR Drive in the unlocked position while on paved roads. Drive in locked position on snowy, icy or soft roads. Max speed in locked position, 35 mph. (Warning Indicator Light Module) Indicates high beam, stop engine, oil temperature, engine warning, check air conditioner, day time running lights, turn signals, auto-transmission temperature, high coolant temperature, low oil pressure, and low coolant level. 20 psi to 80 psi operating range 190 F to 195 F 2.0 F lower than water temp. Up/On, Down/Off Up/Blinks, Middle/On, Down/Off Up/On -- Four retarder stage lights activate when brakes are applied GREEN - Ok, YELLOW - Needs Service, RED - Stop Engine ON THE CONSOLE TRANSMISSION SELECTOR ENGINE WATER TEMPERATURE ENGINE OIL PRESSURE PRESSURE GAUGE TURRET SPEED CONTROL OSCILLATION SWITCH OSCILLATION SWITCH-CONT. SWEEP CONTROL NOTES Select gears 1-thru-D(5). While selector is on "D", the transmission will operate gears two thru five. The transmission will not go into low gear in the "D" position. This gauge is for the Wisconsin pump engine When the temperature of 190 F is reached, the motor will shut off. This gauge is also for the Wisconsin engine. When the pressure is reached, the motor will shut off. (Maximum pressure is unknown) Discharge pressure for Wisconsin pump. Turret switch must be in the ON position to controls maneuver the turret (manual or auto) Sets speed for auto-oscillation as well as for manual oscillation control Oscillation switch must be in the ON position in order for the autooscillation to operate. With the switch in the OFF position, it is ready for manual left and right maneuvering as well as up or down. The control will always move up or down even if switch is in auto-oscillation. Sets range of sweep, i.e., if the two levers are both set on 90, the turret will sweep a full 180 degrees. If the right or left side lever is set on 45, then the turret will only sweep to that setting on that side. (auto or manual) Keep turret nozzle in the center position and pointed down while not in use.

BOOK: Blue Book I SECTION: Ford LTS 9000 Tanker (SGT) Page 4 of 10 WISCONSIN AUXILIARY PUMP HALE 30 FS WISCONSIN START PROCEDURE NOTES 4-cycle engine, 53 hp at 3600 rpm The pump and Engine can both be operated in the cab. The cab throttle is on the left side of dash, along with the choke. Turn the ignition switch to ON (green light should come on). Push switch down to the start position and listen for motor to run, also watch the rpm and pressure gauge for indication. To operate turret from the cab, the tank-to-pump valve must be pulled. To operate turret with the pump running, flip turret switch to open, throttle up to 150 psi and maneuver turret as described before. All Wisconsin pump controls are outlined in BLACK; all High Pressure controls are outlined in RED. Start-up procedure is the same outside the cab except for the fact that there is not a choke lever. HIGH PRESSURE PUMP - BRIGGS AND STRATTON POWER 10 hp TO START Turn ignition on Pull choke out Advance throttle one quarter turn. NOTE: The reason you should advance throttle is that there is a kill switch on the back side of the throttle (when the throttle is backed all the way off it will die) Press start button until engine starts Depress choke lever Pull high pressure tank-to-pump Throttle up engine all the way NOTES All high pressure controls are outlined in red No in-cab starting capabilities Supplies only the one high pressure nozzle When starting engine you must have the nozzle open to prevent pressure build up that would cause the engine not to start There is not a pressure gauge on the high pressure pump. PRIMING ENGINE (outside operation only) WISCONSIN PUMP HIGH PRESSURE PUMP Throttle engine up to 1300 to 1500 rpm. Pull priming lever until water starts discharging from priming unit, and pressure gauge reads an increase. Throttle up engine. Pull high pressure priming lever until water discharges from nozzle. MAINTENANCE AND LUBRICATION "HALE" CHECK VALVE: Periodically check operation that the valve moves freely and observe rubber valve for signs of wear and deterioration.

BOOK: Blue Book I SECTION: Ford LTS 9000 Tanker (SGT) Page 5 of 10 PREPARATION FOR STORAGE ENGINE For preparation for storage of the engine, see the engine operation and maintenance manual. PUMP Drain water from pump thoroughly. After the flow from the drain has ceased, the engine should be turned over a few revolutions so all water will drain from the impeller. Close drain. Pour one quart of motor oil into pump discharge. Turn the pump over with the starting motor 10 to 12 revolutions. Drain oil thoroughly from bottom of volute. Close drain cock. This treatment coats the inside of the pump, delays rust formation, and tends to prevent clearance rings from sticking due to corrosion. PUMP DRIVE UNIT Flush out oil and renew with proper viscosity oil, and fill to level plug. Turn the pump over with the starting motor 10 to 12 revolutions. FUEL SYSTEM See the engine operation and maintenance manual. ELECTRICAL SYSTEM Remove the battery and store in a cool, dry place. Replenish the water in the battery cells to the proper level. See that the battery is fully charged and keep it fully charged during the storage period. COOLING SYSTEM Drain and thoroughly flush cooling system with clean, soft water. Refill the cooling system with clean, soft water. Add a rust inhibitor to the cooling system. If unit is to be stored where the temperature will be below freezing, fill cooling system with an anti-freeze solution. "HALE" CHECK VALVE Wipe off any oil which has gotten on the molded rubber valve to prevent deterioration during storage. OPERATION DIAPHRAGM PRIMER PRIMING SYSTEM Prime pump with hand primer with pump turning over at engine idle speed. When all the air is drawn out of the pump and the pump is filled with water as indicated by the hand primer, increase speed until desired pressure is reached. INSTALLATION Attach mounting bracket to centrifugal pump, skid or engine. Connect primer suction inlet to priming connection on pump with hose or flexible tubing. Be sure all connections are air tight. A valve is required between the primer and the pump if it is to be operated from a tank or hydrant. All primers are furnished with a drain cock installed at the suction chamber for draining excess water from the primer after each use. Drain cock must always be closed when primer is in use.

BOOK: Blue Book I SECTION: Ford LTS 9000 Tanker (SGT) Page 6 of 10 OPERATION - continued EXHAUST EJECTOR PRIMING SYSTEM This system consists of an exhaust: valve (Plate No. 358) which, when closed, diverts the engine exhaust gasses through an ejector (Plate No. 357).The ejector is also connected, through a priming valve, to the pump suction turbo. This connection is made at the top of the suction tube, as close to the eye of the impeller as is possible. OPERATION 1. Start Engine. (See engine operation instructions) 2. Close Exhaust Valve and hold closed.(lift handle, pull out) 3. Opening Priming Valve (Handle parallel with line) 4. Open throttle to priming position, (1/2 to 2/3 open) i.e., where the engine pulsates slightly, there is nothing to be gained by running the engine on more throttle while priming, although priming with the throttle wide open will do no harm. CAUTION: If the ejector does not discharge water in 10 to 30 seconds, do not continue to run. Close priming valve, stop engine, look and listen for air leaks. Air leaks may often be detected by ear with the engine stopped. 5. When water reaches the ejector, it will come out as a spray. Wait a few seconds until the pressure gauge shows a constant pressure of 50-75 pounds. 6. If pump is equipped with a discharge valve in place of a check valve, open discharge valve slowly enough to maintain the pump pressure. 7. When a steady stream flows from the pump, close the priming valve. 8. Last of all, open the exhaust valve. IT IS IMPORTANT TO PRIME IN THIS ORDER FOR EXHAUST EJECTOR PRIMING. INTAKE MANIFOLD PRIMING SYSTEM Set throttle so engine will run at fast idle (about 1000 to 1200 RPM) and open primer valve slowly for priming. If float valve closes before priming is completed, close priming valve and push re-set button until water drains from primer, then re-open priming valve. Under average conditions (up to 15 foot suction lift), priming should be completed in one minute. If water rises more than two inches in the priming chamber, push re-set button immediately and close priming valve. If engine "lopes" or does not run properly during priming, it may be due to the extra air being drawn into the manifold through the primer- - choking slightly will usually correct this. ELECTRIC PRIMING SYSTEM This system consists of an electric motor driven positive displacement pump which is connected to the main pump suction through a hand operated priming valve and a priming pump lubrication system. OPERATION 1. Start engine (See engine operation instruction) 2. Set throttle for part idle (Approximately 1200 RPM) 3. Pull priming valve handle out. During the priming pump operation, oil will spray out of the priming pump discharge. In 10 to 30 seconds, the water will enter the main pump and the pressure will rise. Open the discharge valve slowly and lock in position. DO NOT RELEASE PRIMING BUTTON UNTIL A FULL, STEADY STREAM IS FLOWING THROUGH THE DISCHARGE HOSE. Follow this procedure exactly. Should the priming pump continue to leak oil after it is shut off, check the small air vent hole in the top of the tubing at the primer oil tank. This should always be open so that air can flow into the hole. It prevents the oil in the tank from syphoning into the priming pump. CAUTION: If the priming pump does not discharge water in 30 seconds, do not continue to run. Stop and look for air leaks.

BOOK: Blue Book I SECTION: Ford LTS 9000 Tanker (SGT) Page 7 of 10 OPERATION - continued PRIMING PROBLEMS If there is an unavoidable air trap in suction line, priming will be slower. Depending upon the volume of trapped air, the pump require: two to four times as long to prime as when no trap is present. It is important to keep on priming until a steady stream flows from the pump discharge. The priming system will gradually remove the trapped air. After pump is primed open throttle gradually until the desired pressure is reached. As the throttle is opened, the pressure should build up as the engine speed increases. Should the engine speed go up without a corresponding increase in pressure, either (1) the pump is running away from the pump the water or (2) the pump has not been completely primed. The first of these two possibilities can occur only on high vertical lifts when pumping a large volume. In this case, close engine throttle slowly until pressure gauge begins to drop, then run at this point. If more pressure is desired, reduce the size or number of discharge outlets. In the second case, when pump is not completely primed, continue to prime pump until all air is exhausted. Air leaks on the suction side of the pump will cause high engine speed in relation to pressure. They also cause an irregular pulsation of the suction and discharge lines. Foreign matter on the suction strainer will also cause low pressure with high motor speed. TEST FOR PRIMING LEAKS If an air leak is suspected, cap suction hose and close discharge valve. Start engine, prime until compound gauge shows at least 15" of vacuum. Stop engine and watch compound gauge. If vacuum falls rapidly, it is an indication of an air leak or leaks. Air leaks nearly always cause a hissing sound and may often be located by listening for them. A leak in discharge valve may easily be detected by placing the palm of the hand over the discharge outlet for half a minute. If leaking, suction can be felt on your hand. Leaks in the suction connections, hose or couplings can often be heard after the pump has been primed by putting the ear against the suction hose or pipe. HYDROSTATIC TEST Leaks which are invisible or inaudible can usually be detected by a hydrostatic test. This consists of connecting the pump to a source of water pressure -- not over 100 PSI. With water pressure on, open the discharge for a few seconds until water runs out. This allows air to escape. Then, by closing the discharge valve, the pressure rise in the pump will cause leaks to become visible. PUMP OPERATION WORKING FROM DRAFT (SOURCE OF WATER BELOW PUMP) Get as close to water as possible. The pump will do better than its rated capacity with a 10 foot vertical lift, but as the vertical lift increases above 10 feet, the maximum pump capacity will fall off. Priming time will also be longer on high lifts. The principles apply to any make of pump. Attach suction line to pump, put strainer on the opposite end and submerge strainer in water. It is very desirable to submerge the strainer at least four times the pipe diameter below the water level. Use every precaution to keep strainer off bottom, also be sure to keep sand, leaves, or other foreign matter away from strainer. No pump has ever been built which will pump water with sand and foreign matter without some damage. However, this pump will handle such water with comparatively little damage. 1. Be sure engine cooling system is full of water. 2. Remove engine side panels (if so equipped). 3. Be sure all drain cocks are closed. 4. Be sure all suction line connections are tight. 5. Have discharge valve closed unless check valve is used. 6. Start engine - (see starting instructions). 7. Prime pump - (see priming instructions).

BOOK: Blue Book I SECTION: Ford LTS 9000 Tanker (SGT) Page 8 of 10 PUMP OPERATION - continued WORKING FROM DRAFT (SOURCE OF WATER BELOW PUMP) - continued After pump is primed, open throttle gradually until the desired pressure is reached. As the throttle is opened, the pressure should build up as the engine pressure, either (1) the pump is running away from the water or (2) the pump has not been completely primed. The first of these two possibilities can occur only on high vertical lifts when pumping in large volume. In this case, close engine throttle slowly until pressure gauge begins to drop, then run at this point. If more pressure is desired, reduce the size of number of discharge outlets. In the second case, when pump is not completely primed, continue to prime pump until all air is exhausted. When working from draft, do not pump hard enough to cause a whirlpool at the strainer. This will allow air to get into the pump and result in rough operation and pulsation. If more water is needed, try to get better submergence for the strainer. If a shut-down is desired for a short time, when working from draft, simply slow down to about 50 pounds and close discharge valve. Closing the discharge valve will prevent the pump from losing its water. To resume, simply open the discharge valve and throttle. On units equipped with a check valve on the discharge side of the pump, the pumping unit must be stopped. When maintaining pressure without water flowing through discharge line, as when running with discharge valve closed, open the pump drain cock to bleed water from the pump. This will prevent overheating of water in the pump. Close drain cock when pumping is resumed. WORKING FROM A SOURCE OF WATER UNDER PRESSURE If foreign matter is suspected, flush outlet before attaching pump to source of water. Attach one end of suction hose to outlet, the other end to the pump. 1. Be sure engine cooling is full of water. 2. Remove engine side panels (if so equipped). 3. Be sure all drain cocks are closed. 4. Be sure all suction line connections are tight. 5. Close discharge valves. If pump is equipped with an automatic relief valve, turn the relief valve control hand wheel in as far as it will go so that it is set above the normal operating pressure. 6. Open valve in suction line. 7. Start engine (see starting instructions). 8. Open discharge valve on units not equipped with check valve. For operation under this heading, the addition of a compound gauge on the suction side of the pump will be found a useful accessory. The pump will not pump more than the hydrant will supply. Watch the pressure gauge as you open the engine throttle. If the engine speed continues to increase without a corresponding increase in pressure, you have passed the most efficient point. In this case, close the throttle slowly until the pressure begins to drop and the engine speed becomes reasonable. The only way to get more discharge pressure is to use smaller tips. Set automatic relief valve control, (if so equipped), by watching pressure gauge and backing out hand wheel until pressure begins to drop, then turn in until original pressure is restored. Whenever the pump pressure is changed, this control must be reset in the same manner. Turn the handwheel clockwise for higher pressures - counter clockwise for lower pressures. The pump will not discharge more water than the capacity of the hydrant. For the sake of the water system, it is not good practice to reduce the pressure on the compound gauge below zero. Serious damage to the water mains may result from disregarding this caution. After all instructions on care and lubrication have been followed, close discharge valves, have suction cap tight, close all valves and drains. Operate priming system until compound gauge shows about 15 inches of vacuum in approximately 15 seconds, close priming valve, and watch gauge. If vacuum falls rapidly, it is an indication of an air leak or leaks which must be eliminated before pump can be considered in serviceable condition. It is further advisable to test suction hose by this same method at reasonably frequent intervals. This can be done by attaching the suction hose to pump and placing suction tube cap on end of suction hose in place of strainer.

BOOK: Blue Book I SECTION: Ford LTS 9000 Tanker (SGT) Page 9 of 10 COLD WEATHER OPERATION If unit is operated in cold weather - follow instructions in engine operation and maintenance manual. In cold weather the pump should be drained each time it is stopped for any length of time. After the flow from the drain has ceased the engine should be turned over a few revolutions, so all water will drain from the impeller. Drain the priming line and ejector by starting the engine and operating the priming system for a few seconds. This removes any water left in the priming line, priming valve, or ejector. ENGINE "STANDARD" PANEL Fire pumping unit panel. The purpose of this panel is to show the operating condition of both pump and engine. A. ENGINE IGNITION SWITCH: Pull out to turn on ignition, push in to stop engine. B. ENGINE STARTER BUTTON: Push to start engine. C. OIL PRESSURE GAUGE: This gauge shows the current flowing to the battery, and the "Discharge" side is current flowing from the battery. D. AMMETER: The "Charge" side shows the current flowing to the battery, and the "Discharge" side is current flowing from the battery. E. ENGINE TEMPERATURE GAUGE: This gauge shows the temperature of the engine coolant as it leaves the engine. It is graduated in degrees Fahrenheit. F. PUMP PRESSURE GAUGE: This gauge shows the pump pressure entering the discharge lines. It is graduated in pounds per square inch. G. COMPOUND GAUGE: This gauge is connected to the pump suction, and shows the suction pressure when pumping from the hydrant or the vacuum when pumping from draft. It is graduated to read pressure in pounds per square inch and vacuum in inches of mercury. H. ENGINE THROTTLE: Pull out to open throttle, push in to close. I. ENGINE CHOKE: On those units equipped, pull out to choke. SEQUENCE OF OPERATION 1. Open (H) throttle slightly. 2. On units equipped with (I) choke, pull out. 3. Pull out (A) ignition switch. 4. Push in (B) starter button. 5. Release (B) starter button when engine starts. 6. Prime pump (see priming instructions). WINTER OPERATIONS WISCONSIN PUMP Open Open all valves on the pump panel. Open the two bleeder valves at the bottom of the pump panel. Opening the discharge cap might help the system bleed a little faster. Open the pit-cock located at the bottom of the pump on the passenger side. HIGH PRESSURE PUMP Open Open pit-cock valve located in side of pump compartment at the bottom of a 1.5 inch drain pipe leading from high pressure pump. Start Start high pressure engine until air bleeds from the valve and also the high pressure nozzle. Then kill the engine and close cock-pit valve.

BOOK: Blue Book I SECTION: Ford LTS 9000 Tanker (SGT) Page 10 of 10 TANKER DUMPING AND FILLING OPERATIONS FILLING Either one of these methods will fill the tanker, but using a shorter feeder line would be advisable. Also, an engine hooked up at the plug would speed this operation up to it quickest. NOTE: Using a 50 foot section of 4-inch hose, and using a hydrant on the drillfield, it took 11:30 seconds to fill through the 4-inch fill at the back of the tanker. Using a 50-foot section of 3-inch hose off the same plug, unto the 3-inch intake on the Wisconsin pump, with the pump running took 10 minutes. The pump was throttled up until the feeder line became soft. DUMPING Dumping can be performed two ways: The first method is directly off the back. This is done by placing extension onto the rear dump ale (this extends the valve approximately 3-inches). When tanker is in proper location, the dump lever should be pulled down. NOTE: When dumping from a full tank, the 2500 gallon tanker will drop the first 2000 gallons in 50 seconds, and the time it took to drop the rest of the tank was 4:00 minutes. So when speed is important dump tank until the dump ale is no longer completely filled with water. That is when the water level that is coming out of the chute drops below the top of the chute. Quit dumping (50 seconds) and return to refill. The time it would take to dump the remaining 500 gallons would be wasted. The second method is the side dump method. First, the side that is going to be used would have the support bar put in, then put the 90 elbow on the other end of the chute, and next place the extension and the end on the end of the elbow.