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extreme case may become a fire hazard.
d. AIR LEAKS— Any such leaks should be
repaired, as they may cause erratic burning of
the fuel and in extreme cases may become a fire
hazard.
There may be many possible causes of leaks in
oil lines such as:
i. Fitting leaks due to misflared tubing or
damaged fitting.
ii. Fuel line leak due to crushed or bent tubing.
iii. Filter connection leaks.
iv. Tank connection leaks.
The following actions can eliminate air leaks:
i. Bleed pump as detailed in System Start-Up
Section of this manual.
ii. Replace flare fittings.
iii. Replace oil supply line.
iv. Repair oil filter leaks
v. Replace or repair tank fittings.
e. GASKET LEAKS— If 11.5% to 12.5% CO
2
with a #1 smoke cannot be obtained in stack,
look for air leaks around the canopy seal. Such
air leaks will cause a lower CO
2
reading in the
stack. The smaller the firing rate the greater
effect an air leak can have on CO
2
readings.
f. DIRT— A fuel filter is a good investment.
Accidental accumulation of dirt in the fuel
system can clog the nozzle strainer and produce
a poor spray pattern from the nozzle.
g. WATER— Water in the fuel, in large amounts,
will stall the fuel pump. Water in the fuel
pump, in smaller amounts, will cause excessive
wear on the pump, but more importantly water
does not burn. It chills the flame, causes smoke,
and allows unburned fuel to pass through the
combustion chamber and clog the flueways of
the boiler.
h. COLD OIL— If the oil temperature approach-
ing the fuel pump is 40°F or lower, poor
combustion or delayed ignition may result. Cold
oil is harder to atomize at the nozzle. Thus, the
spray droplets get larger and the flame shape
gets longer. An outside fuel tank that is above
grade or has fuel lines buried in the ground
above the frost line is a good candidate for cold
oil. The best solution is to place the tank and oil
lines in the ground below the frost line.
i. HIGH ALTITUDE INSTALLATIONS
Typically, the rule to use for high altitudes is to
increase the air supply by 4% per each 1000 ft.
above 2000 ft. altitude from sea level. This
means that the air setting will have to be higher
than the calibration marks in proportion to the
altitude. Use instruments and set for 11.5 to
12.5% CO
2
.
j. START-UP NOISE — Late ignition is the cause
of start-up noises. If it occurs recheck for
electrode settings, flame shape, air or water in
the fuel lines.
k. SHUT DOWN NOISE — If the flame runs out
of air before it runs out of fuel, an after burn
with noise may occur. That may be the result of
a faulty cut-off valve in the fuel pump, or it may
be air trapped in the nozzle line. It may take
several firing cycles for that air to be fully
vented through the nozzle. Water in the fuel or
poor flame shape can also cause shut down
noises.
P. TEST CONTROLS
1. CHECK THERMOSTAT OPERATION. Raise and
lower thermostat setting as required to start and
stop burner.
2. VERIFY PRIMARY CONTROL SAFETY FEA-
TURES using procedures outlined in Instructions
furnished with control (See back of Control Cover)
or Instructions as follows:
NOTICE
CHECK TEST PROCEDURE. A very good
test for isolating fuel side problems is to
disconnect the fuel system and with a 24"
length of tubing, fire out of an auxiliary
five gallon pail of clean, fresh, warm #2
oil from another source. If the burner
runs successfully when drawing out of
the auxiliary pail then the problem is
isolated to the fuel or fuel lines being
used on the jobsite.