L.B. White Tradesman CP075EK Owner's Manual

9Assembly(cont.)OPERATIONScrewFront HandleHot Air OutletFuel Tank FlangeWheel Support FrameNutsWheelCap Nut LWheel BushingAxleAir InletCap Nut SRear HandleCord WrapFlange ScrewFigure 5 - AssemblyFigure 6 - Overview of Heater DesignOVERVIEW OF HEATER DESIGNFuel System: This heater is equipped with an electric airpump that forces air through the air line connected to thefuel intake, and then through a nozzle in the burner head.When air passes in front of the fuel intake, it causes fuel torise from the tank and into the burner nozzle.This fuel and air mixture is then sprayed into theSureFire Ignition: The electronic ignitor sends voltage toa specially designed spark plug. The spark plug ignites thefuel and air mixture described above.The Air System: The heavy duty motor turns a fan thatforces air into and around the combustion chamber. Here,the air is heated and then forced out the front of theheater.THE SAFETY SYSTEMTemperature Limit Control: This heater is equipped witha Temperature Limit Control designed to turn the heateroff should the internal temperature rise to an unsafe level.If this device activates and turns your heater off, it mayrequire service.Once the temperature falls below the reset temperature,you will be able to start your heater.Electrical System Protection: This heater’s electricalsystem is protected by a fuse mounted to the PCBAssembly that protects it and other electrical componentsfrom damage. If your heater fails to operate, check thisFlame-Out Sensor:bun chamber during normal operation. It will cause the heaterFUEL SELECTIONModel Internal Shut-offTemp. +/-10 DegreesReset Temp.+/-10 DegreesCP075EK 176°F/80°C 122°F/50°CCP125FK 230°F/ 110°C 194°F/90°CCP175FK 158°F/70°C 104°F/40°CCP210FK 194°F/90°C 140°F/60°C1. All models can use 7 different fuels: K1 Kerosene, #1 FuelOil, #1, Diesel, #2 Fuel Oil, #2 Diesel, Jet A, JP-82.2. K1 Kerosene is recommended for optimal combustion andperformance, and for less maintenance. K1 is also theoptimal fuel choice in extremely low temperatures of 15°F orless, as its pour-point/"gel-point" varies depend-ing on therefinery, but it is always far below the lowest temperaturesreached 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 orthe military.4. #1 Fuel Oil, #1 Diesel, #2 Fuel Oil, #2 Diesel are oftenselected, as they are readily available. However, the uwermust 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 increasedsmoke/soot during ignition, increased smell, and increasedregular cleaning/mainte-nance.b. #2 Diesel and #2 Fuel Oil will, generally depending on theregional refinery, burn dirtier than #1 fuels. The use of #2fuels will result in a little more smoke/soot during ignition, agreater increase in smell, and will require more regularcleaning/-mainte-nance than #1 fuels.c. At temperatures lower than 15°F, most diesel/fuel oil blendswill become more viscous (start to gel) as the diesel fallsbelow its pour point (starts to "gel"), and may pose achallenge igniting the heater and with continu-ous operation ofthe heater. There are troubleshooting steps for this situation,but selecting K1 (or JP-8/Jet A) is recommended whenoperating below 15°F. The colder the temperatures the morelikely you could problems you will experience diesel gelling.d. Diesel fuel gelling happens when the paraffin usually presentin diesel starts to solidify when the temperature drops. At32°F, the wax in liquid form will crystallize and leave the fuelclouded; this can start to have an effect on the fuel filter andthe nozzle. If the nozzle is getting coated the spray patternwillnot be correct which can cause white smoke andperfor-mance problems.