9
Assembly
(cont.)
OPERATION
Screw
Front Handle
Hot Air Outlet
Fuel Tank Flange
Wheel Support Frame
Nuts
Wheel
Cap Nut L
Wheel Bushing
Axle
Air Inlet
Cap Nut S
Rear Handle
Cord Wrap
Flange Screw
Figure 5 - Assembly
Figure 6 - Overview of Heater Design
OVERVIEW OF HEATER DESIGN
Fuel System:
This heater is equipped with an electric air
pump that forces air through the air line connected to the
fuel intake, and then through a nozzle in the burner head.
When air passes in front of the fuel intake, it causes fuel to
rise from the tank and into the burner nozzle.
This fuel and air mixture is then sprayed into the
SureFire Ignition:
The electronic ignitor sends voltage to
a specially designed spark plug. The spark plug ignites the
fuel and air mixture described above.
The Air System:
The heavy duty motor turns a fan that
forces air into and around the combustion chamber. Here,
the air is heated and then forced out the front of the
heater.
THE SAFETY SYSTEM
Temperature Limit Control:
This heater is equipped with
a Temperature Limit Control designed to turn the heater
off should the internal temperature rise to an unsafe level.
If this device activates and turns your heater off, it may
require service.
Once the temperature falls below the reset temperature,
you will be able to start your heater.
Electrical System Protection:
This heater’s electrical
system is protected by a fuse mounted to the PCB
Assembly that protects it and other electrical components
from damage. If your heater fails to operate, check this
Flame-Out Sensor:
bun chamber during normal operation. It will cause the heater
FUEL SELECTION
Model
Internal Shut-off
Temp. +/-10 Degrees
Reset Temp.
+/-10 Degrees
CP075EK
176°F/80°C
122°F/50°C
CP125FK
230°F/110°C
194°F/90°C
CP175FK
158°F/70°C
104°F/40°C
CP210FK
194°F/90°C
140°F/60°C
1. All models can use 7 different fuels: K1 Kerosene, #1 Fuel
Oil, #1, Diesel, #2 Fuel Oil, #2 Diesel, Jet A, JP-82.
2. K1 Kerosene is recommended for optimal combustion and
performance, and for less maintenance. K1 is also the
optimal fuel choice in extremely low temperatures of 15°F or
less, as its pour-point/"gel-point" varies depend-ing on the
refinery, but it is always far below the lowest temperatures
reached North America.
3. Jet A and JP-8 are also excellent choices for clean combus-
tion, reduced maintenance, and temperatures below 15°F,
but they are rarely found outside of the aviation industry or
the military.
4. #1 Fuel Oil, #1 Diesel, #2 Fuel Oil, #2 Diesel are often
selected, as they are readily available. However, the uwer
must under-stand that Fuel Oil and Diesel are less refined,
and therefore the user should be aware of the following:
a. #1 Diesel and #1 Fuel Oil will have some degree of increased
smoke/soot during ignition, increased smell, and increased
regular cleaning/mainte-nance.
b. #2 Diesel and #2 Fuel Oil will, generally depending on the
regional refinery, burn dirtier than #1 fuels. The use of #2
fuels will result in a little more smoke/soot during ignition, a
greater increase in smell, and will require more regular
cleaning/-mainte-nance than #1 fuels.
c. At temperatures lower than 15°F, most diesel/fuel oil blends
will become more viscous (start to gel) as the diesel falls
below its pour point (starts to "gel"), and may pose a
challenge igniting the heater and with continu-ous operation of
the heater. There are troubleshooting steps for this situation,
but selecting K1 (or JP-8/Jet A) is recommended when
operating below 15°F. The colder the temperatures the more
likely you could problems you will experience diesel gelling.
d. Diesel fuel gelling happens when the paraffin usually present
in diesel starts to solidify when the temperature drops. At
32°F, the wax in liquid form will crystallize and leave the fuel
clouded; this can start to have an effect on the fuel filter and
the nozzle. If the nozzle is getting coated the spray pattern
willnot be correct which can cause white smoke and
perfor-mance problems.
