Pentair myers aplex Series Manual

NOTE! To the installer: Please make sure you provide this manual to the owner of the equipment or to the responsible
party who maintains the system.
MODELS
MA60M, MA60H, SC95
TRIPLEX PUMPS
INSTALLATION AND SERVICE MANUAL
Part # AP-03-103 | © 2018 Pentair plc. | 04/10/18

2 3
Engineering Data
MA-60M .................................................................... 3
MA-60H..................................................................... 4
SC-95........................................................................ 5
Dimensional Data......................................................6
Installation, Operation, Lubrication, Maintenance
and Storage Instructions ..........................................7
Safety........................................................................ 7
Storage ..................................................................... 7
Pump Location and Piping Design........................... 7
Suction Piping .......................................................7–8
Acceleration Head.................................................... 8
Discharge Piping ...................................................8–9
Bypass Piping........................................................... 9
Lubrication ............................................................... 9
V-Belt Drive.........................................................9, 11
Suggested Piping System for Plunger Pumps .......10
Direction of Rotation ...............................................11
Automatic (Safety) Shutdowns................................11
Crankshaft Assembly.............................................. 11
General....................................................................11
Tapered Roller Bearings .........................................11
Cup Installation ................................................. 11-12
Installing Crankshaft ..............................................12
General....................................................................12
Shim Adjustment of Tapered Roller Bearings........12
Installation of Crankshaft Oil Seal..........................12
Disassembly ............................................................12
Connecting Rod, Crosshead, Extension Rod, Cross-
head Pin and Wiper Box Assembly/Disassembly ....13
General....................................................................13
Installing Wrist Pin Bushings .................................13
Pinning the Crosshead............................................13
Order of Assembly............................................. 13-14
Precision Crankpin (Crankthrow) Bearings............14
Wiper Box Assembly............................................... 14
General....................................................................14
“Poly Pak” Seal .......................................................14
Mechanical Oil Seal........................................... 14-15
Inserting the Plunger..............................................15
Stuffing Box, Packing and Plunger Assemblies ......15
General....................................................................15
Spring Loaded Packing ...........................................15
J-Style Stuffing Box & Plunger Assembly
(Styles 838 and 858) .......................................... 15-16
Inserting the Plunger..............................................16
Installing the Gland.................................................16
Installing the Stuffing Box.......................................16
Connecting the Plunger ..........................................16
Packing....................................................................16
Plungers............................................................ 16-17
Dual-Stem Guided and Disc Valve Systems............. 17
General....................................................................17
Disc Valve Construction ..........................................17
Setting the Valve Seat..............................................17
Installing Disc, Spring, Disc Valves and Stem ........17
Valve Spring Options ......................................... 17-18
Valve Disc Options ...................................................18
Pulling the Valve Seat..............................................18
Salvage of Worn Seats.............................................18
Other Pump Brands ................................................18
Trouble Location and Remedy............................19-21
Parts Lists .........................................................21-23
Warranty................................................................. 24

3
MA-60M ENGINEERING DATA
Power End
Model Triplex Pump MA-60M
Maximum Input HP at Speed 60 at 550 rpm
Rated Continuous Plunger Load 4,752 lbs.
Stroke 3"
Maximum Rated Continuous Speed 500 rpm
Normal Continuous Speed Range 150 to 450 rpm
Minimum Speed 100 rpm
Oil Capacity 9 U.S. Quarts
Viscosity, S.S.U. at 210ºF 70 to 84
Power End Oiling System Splash & Scoop
Power Frame, One Piece Cast Iron
Crosshead, Full Cylindrical Cast Iron
Crosshead, Diameter x Length 4-3/4" x 5"
Crankshaft Ductile Iron
Crankshaft Diameters:
At Drive Extension
At Tapered Roller Bearings
At Crankpin Bearings, Diameter x Length
2.500/2.499"
2-5/8"
3-1/2" x 3"
Crosshead (Wrist) Pin, Case-Hardened and Ground AISI 8620
Wrist Pin Bushing, SAE 660, Diameter x Width 1-1/2" x 2-1/4"
Main Bearings, Tapered Roller Timken
Crankpin Bearings,
Precision Automotive
Steel Backed, Babbitt-
Lined
Extension (Pony) Rod:
Diameter
Material
1-1/2"
416 S.S.
Connecting Rod, Automotive Type Ductile Iron
Average Crosshead Speed:
At 500 rpm 250 fpm
Minimum Life Expectancy, Main Bearings, L10 60,000+hr
Liquid End
Plunger Size Range, Diameter 3" Thru 1-1/4"
Maximum Continuous Working Pressure:
Nickel Aluminum Bronze and Ductile Iron
Forged Steel
3,200 psi
4,000 psi
Hydrostatic Test:
Discharge –
Nickel Aluminum Bronze and Ductile Iron
Forged Steel
Suction –
Nickel Aluminum Bronze and Ductile
Forged Steel
4,800 psi
6,000 psi
425 psi
1,100 psi
Discharge Connection Size 2 NPTF
Suction Connection Size 3 NPTF
MA-60M ENGINEERING DATA
Liquid End (Continued)
Available Liquid End Materials, ASTM:
Nickel Aluminum Bronze
Forged Steel Block
Ductile Iron
Stainless Steel
B148-C955
A105
A536 80-55-06
Various Grades
Plunger Type Rokide®Stainless Steel:
Chromium Oxide-Coated 416 S.S.
Stuffing Boxes, Field-Removable and Replaceable:
Aluminum Bronze
Stainless Steel, Hardened
Carbon Steel
B148-C955
17-4PH
1020
Packing Types Available:
Gland-loaded, Nonadjustable
Spring-loaded, Cup-Type
Spring-loaded, Braided PTFE coating & Aramid Fiber
Spring-loaded, Garlock
Style 838
Style 120X
Style 140/141
Style 8921K
Seals, Stuffing Boxes, Valve Covers, Cylinder Heads Buna-N
Studs, Material,
ASTM
A193 Grade B7,
Cadmium Plated
Available Valve Types:
Standard, Acetal Resin
Optional, Hardened and Lapped
Double Stem-Guided
Acetal
17-4PH S.S.
17-4PH S.S.
Valve Spring Material Inconel®
Valve Seat, Liquid Passage Areas:
Plate (Disc) Valves, (Acetal or S.S.)
Double Stem-Guided Valve
2.3 sq. in.
2.4 sq. in.
Average Liquid Velocity thru Seat with 2-1/2" Plungers
& Plate Valves:
At 550 Crankshaft rpm
At 350 Crankshaft rpm
8.7 fps
6.1 fps
Average Liquid Velocity thru Seat with 2-1/2" Plungers & Double
Stem Valves:
At 550 Crankshaft rpm
At 350 Crankshaft rpm
8.3 fps
5.8 fps
Average Liquid Velocity, 2-1/2" Plungers at 500 rpm:
Suction Manifold
Discharge Manifold
4.1 fps
10.4 fps
General
Overall Dimensions:
Length
Width
Height
36-3/8"
37-5/8"
15"
Approximate Weights:
With Aluminum Bronze Liquid End
With Ductile Iron Liquid End
With Forged Steel Liquid End
945 lbs.
932 lbs.
990 lbs.

4 5
MA-60H ENGINEERING DATA
Power End
Model Triplex Pump MA-60H
Maximum Input HP at Speed 60 at 550 rpm
Rated Continuous Plunger Load 4,752 lbs.
Stroke 3"
Maximum Rated Continuous Speed 500 rpm
Normal Continuous Speed Range 150 to 450 rpm
Minimum Speed 100 rpm
Oil Capacity 9 U.S. Quarts
Viscosity, S.S.U. at 210ºF 70 to 84
Power End Oiling System Splash & Scoop
Power Frame, One Piece Cast Iron
Crosshead, Full Cylindrical Cast Iron
Crosshead, Diameter x Length 4-3/4" x 5"
Crankshaft Ductile Iron
Crankshaft Diameters:
At Drive Extension
At Tapered Roller Bearings
At Crankpin Bearings, Diameter x Length
2.500/2.499"
2-5/8"
3-1/2" x 3"
Crosshead (Wrist) Pin, Case-Hardened and Ground AISI 8620
Wrist Pin Bushing, SAE 660, Diameter x Width 1-1/2" x 2-1/4"
Main Bearings, Tapered Roller Timken
Crankpin Bearings,
Precision Automotive
Steel Backed, Babbitt-
Lined
Extension (Pony) Rod:
Diameter
Material
1-1/2"
416 S.S.
Connecting Rod, Automotive Type Ductile Iron
Average Crosshead Speed:
At 500 rpm 250 fpm
Minimum Life Expectancy, Main Bearings, L10 60,000+hr
Liquid End
Plunger Size Range, Diameter 1" Thru 1-3/8"
Maximum Continuous Working Pressure:
Forged Steel & Forged Stainless Steel 5,000 psi
Hydrostatic Test:
Discharge – Forged Steel & Forged Stainless Steel
Suction – Forged Steel & Forged Stainless Steel
7,500 psi
425 psi
Discharge Connection Size 1-1/2 NPTF
Suction Connection Size 2 NPTF
Available Liquid End Materials, ASTM:
Forged Steel Block
Stainless Steel
4140
15-5PH
MA-60H ENGINEERING DATA
Liquid End (Continued)
Plunger Type Rokide®Stainless Steel:
Chromium Oxide-Coated 416 S.S.
Stuffing Boxes, Field-Removable and Replaceable:
Stainless Steel, Hardened
Carbon Steel
17-4PH
1020
Packing Types Available:
Spring-loaded, Cup-Type
Spring-loaded, Braided PTFE coating & Aramid Fiber
Style 120X
Style 140
Seals, Stuffing Boxes, Valve Covers, Cylinder Heads Buna-N or PTFE coating
Studs, Material,
ASTM
A193 Grade B7, Cadmium
Plated
Available Valve Types:
Optional, Hardened and Lapped
Abrasion Resistant
17-4PH S.S.
17-4PH S.S.
Valve Spring Material Inconel®
Valve Seat, Liquid Passage Areas:
Plate (Disc) Valves, (Acetal or S.S.)
Double Stem-Guided Valve
2.4 sq. in.
2.3 sq. in.
Average Liquid Velocity thru Seat with 1-3/8" Plungers & Plate
Valves:
At 550 Crankshaft rpm
At 350 Crankshaft rpm
2.5 fps
1.7 fps
Average Liquid Velocity thru Seat with 1-3/8" Plungers & Double
Stem Valves:
At 550 Crankshaft rpm
At 350 Crankshaft rpm
2.6 fps
1.8 fps
Average Liquid Velocity, 1-3/8" Plungers at 500 rpm:
Suction Manifold
Discharge Manifold
2.7 fps
5.6 fps
General
Overall Dimensions:
Length
Width
Height
36-1/2"
30-3/4"
16-5/8"
Approximate Weights:
With Block Liquid End 990 lbs.

5
SC-95 ENGINEERING DATA
Power End
Model Triplex Pump SC-95
Maximum Input HP at Speed 60 at 550 rpm
Rated Continuous Plunger Load 4,752 lbs.
Stroke 3"
Maximum Rated Continuous Speed 550 rpm
Normal Continuous Speed Range 150 to 450 rpm
Minimum Speed 100 rpm
Oil Capacity 9 U.S. Quarts
Viscosity, S.S.U. at 210ºF 70 to 84
Power End Oiling System Splash & Scoop
Power Frame, One Piece Cast Iron
Crosshead, Full Cylindrical Cast Iron
Crosshead, Diameter x Length 4-3/4" x 5"
Crankshaft Ductile Iron
Crankshaft Diameters:
At Drive Extension
At Tapered Roller Bearings
At Crankpin Bearings, Diameter x Length
2.500/2.499"
2-5/8"
3-1/2" x 3"
Crosshead (Wrist) Pin, Case-Hardened and Ground AISI 8620
Wrist Pin Bushing, SAE 660, Diameter x Width 1-1/2" x 2-1/4"
Main Bearings, Tapered Roller Timken
Crankpin Bearings,
Precision Automotive
Steel Backed, Babbitt-
Lined
Extension (Pony) Rod:
Diameter
Material
1-1/2"
416 S.S.
Connecting Rod, Automotive Type Ductile Iron
Average Crosshead Speed:
At 450 rpm 225 fpm
Minimum Life Expectancy, Main Bearings, L10 18,000+hr
Liquid End
Plunger Size Range, Diameter 2-1/2" Thru 2"
Maximum Continuous Working Pressure Discharge 3,200 psi
Hydrostatic Test:
Discharge Side
Suction Side
4,800 psi
425 psi
Discharge Pipe Thread Size 2" NPT
Suction Pipe Thread Size 3" NPT
Maximum Working Pressure Suction Manifold 275 psi
Discharge Connection Size 2 NPTF
Suction Connection Size 3 NPTF
Available Liquid End Materials, ASTM:
Nickel Aluminum Bronze
Forged Steel Block
Ductile Iron
Stainless Steel
B148-C955
A105
A536 80-55-06
Various Grades
SC-95 ENGINEERING DATA
Liquid End (Continued)
Plunger Type Rokide®Stainless Steel:
Chromium Oxide-Coated 416 S.S.
Stuffing Boxes, Field-Removable and Replaceable:
Aluminum Bronze
Stainless Steel, Hardened
Carbon Steel
B148-C955
17-4PH
1020
Packing Types Available:
Gland-loaded, Nonadjustable
Spring-loaded, Cup-Type
Spring-loaded, Braided PTFE coating & Aramid Fiber
Spring-loaded, Garlock
Style 838
Style 120X
Style 140/141
Style 8921K
Seals, Stuffing Boxes, Valve Covers, Cylinder Heads Buna-N
Studs, Material,
ASTM
A193 Grade B7,
Cadmium Plated
Available Disc Valve Types:
Optional, Standard, Acetal Resin
Optional, Hardened and Lapped
Double Stem-Guided
Acetal
17-4PH S.S.
17-4PH S.S.
Valve Spring Material Inconel®
Valve Seat, Liquid Passage Areas:
Plate (Disc) Valves, (Acetal or S.S.)
Double Stem-Guided Valve
2.3 sq. in.
2.4 sq. in.
Average Liquid Velocity thru Seat with 2-1/2" Plungers & Plate
Valves:
At 400 Crankshaft rpm
At 550 Crankshaft rpm
7.12 fps
9.79 fps
Average Liquid Velocity, 2-1/2" Plungers at 400 rpm:
Suction Manifold
Discharge Manifold
3.31 fps
8.31 fps
General
Overall Dimensions:
Length
Width
Height
36-3/8"
30-5/8"
15"
Approximate Weights:
With Aluminum Bronze Liquid End
With Ductile Iron Liquid End
With Forged Steel Liquid End
945 lbs.
932 lbs.
990 lbs.

6 7
CROSS-SECTION
DIMENSIONAL DRAWINGS
DISCHARGE PORTS
SUCTION PORTS
CRADLE DRAIN
OIL DRAIN
A1
A2
NOTE REQUIRED
DIRECTION OF ROTATION
A4
A5
A3
OIL LEVEL
SIGHT GLASS
PUMP
PUMP OIL LEVEL
SIGHT GLASS
DISCHARGE CONNECTIONS
SUCTION CONNECTIONS
B3
B4
B1
B2
C1
C2
C4
DISCHARGE CONNECTION
SUCTION CONNECTION
C3
OIL LEVEL
SIGHT GLASS
PUMP
OIL LEVEL
SIGHT GLASS
D1
D2
1-3/4
21-5/8
4-1/4
1/4 4-5/8
1-9/16
18-3/4
9-3/8
3/4
20-1/4
2-1/4
PUMP
CRANKSHAFT
CRANKSHAFT
3/4 DIA. HOLES
4 PLACES
Ref. No. MA-60M MA-60H SC-95
A1 36-3/8 – 36-1/2
A2 28-1/4 – 28-1/4
A3 7-1/4 – 7-1/4
A4 14-1/2 – 15
A5 3-3/4 – 3-3/4
(A) Discharge
Connection 2" NPTF – 2" NPTF
(A) Suction
Connection 3" NPTF – 3" NPTF
B1 36-15/16 36-1/2 –
B2 28-1/4 28-1/4 –
B3 9-1/4 8-1/4 –
B4 2-5/16 3-1/2 –
(B) Discharge
Connections 2" ANSI 900# 1-1/2" NPT –
(B) Suction
Connections 3" ANSI 900# 2" NPT –
C1 37-5/8 – –
C2 28-3/8 – –
C3 7-5/16 – –
C4 3-5/8 – –
(C) Discharge
Connections 2" 600# RF – –
(C) Suction
Connections 3" 150# RF – –
D1 31-9/16 30-3/4 30-3/4
D2 18-9/16 18-9/16 18-9/16
DIMENSIONAL DATA TABLE
Cast Fluid End
Block Fluid End
Block Fluid End

7
INSTALLATION, OPERATION,
LUBRICATION, MAINTENANCE
AND STORAGE INSTRUCTIONS
SAFETY
Electrical power or engine must be shut off completely
before attempting service on the pump or its drive. Air
surrounding the unit to be free of toxic, flammable, or
explosive gases.
Tools needed should be planned for in advance (see
valve seat pulling instructions), and should be clean
and of adequate size. A torque-wrench will be required
to tighten connecting rod cap screws.
A properly sized and set relief valve installed in the
pump discharge system (ahead of any block valves) is
necessary to protect personnel and to avoid dangerous
overpressure. The relief valve set pressure should
be not more than 25% above the design operating
pressure and should discharge to tank or to the
atmosphere (toward the ground), and must not be
directed back to the pump suction system.
WARNING: Improper use of this equipment could
result in loss of life.
CALIFORNIA PROPOSITION 65 WARNING:
WARNING: This product and related accessories contain
chemicals known to the State of California to cause
cancer, birth defects or other reproductive harm.
STORAGE
Pumps are shipped dry from the factory. If a pump has
been in storage in a humid environment for more than
6 months the crankcase cover should be removed and
carefully examined for rust or water collected in the
power end. Flush out any evidence of rust or damage
that exists, using a light clean oil.
Pumps to be placed in extended storage should be
cleaned, repaired as needed, and completely filled to
the top with clean oil to prevent rusting. Rotate pump
monthly 4-1/2 revolutions. Plug all openings to prevent
air entry and oil leakage.
Fluid ends must be completely drained of water and
suction and discharge ports blanked off. Store pump in
a clean, dry location.
PUMP LOCATION AND PIPING DESIGN
Locate pump and driver in a clean, well drained,
ventilated, and brightly illuminated area, with adequate
working spaces around the pump to provide ample
access to fluid end, power end, and associated drive
elements. Do not expect good maintenance to result if
the pump is positioned on muddy terrain, or in a dirty,
cramped, dimly lighted area!
The supply tank(s) should be large to allow dissolved
air and other gases to escape from the liquid and allow
suspended solids to settle out before entering pump.
A system employing dams and settling chambers
is desirable.
CAUTION: All pumps should be installed level. For
mobile applications the maximum angle of intermittent
operation pumps (SC pumps) should be no more than
5 degrees in any one direction.
Pumps are not designed to withstand piping weight,
vibration, and the effects of thermal piping expansion/
contraction. Piping loads may be considerable and
the weight of all valving, dampeners, filters, and
associated forces, moments, and couples must be
completely isolated. Use flexible hoses and rigid
piping supports to isolate the pump and its driver
from these effects.
SUCTION PIPING
No part of the piping system deserves more careful
planning than the suction piping system. Suction
piping must be short, direct, and oversize.Use one
pipe size larger than the pump suction connection. The
shorter it is, the better! 1 to 3 feet per second suction
velocity is acceptable.
Reference the following table to size a direct suction
line from a tank to a pump.
Suction Piping
2" – 3" 3" – 4"
MA-60H MA-60M
SC-95
Use no elbows, tees, or restricted port valves in
this line. Do not install orifice plates or positive
displacement type fluid meters in the suction line
which act as flow restrictors. Avoid the use of suction
filters, if possible. Consider filtering the liquid as
it enters the supply tank rather than as it leaves
it. The use of an eccentric reducer with the flat
side up located at the pump suction connection is
recommended. The suction line should slightly rise
from tank to pump, and loops in which air may collect
must be avoided.
The absolute pressure in a suction line may be less
than atmospheric pressure and air may be “sucked”
into the line unless all flanges and connections are
airtight and watertight. If you can see water leaking
out of a suction line when the pump is still, that may
mean air is being sucked in when the pump is running.

8 9
Suction piping should be buried beneath the frost
line, or insulated to avoid freezing in the winter. If the
suction line has a block valve at the supply tank, a
suitable relief valve is suggested to relieve the suction
piping from any possible dangerous overpressure from
the discharge piping system.
Suction piping is often large, heavy (especially when
filled with liquid), and tends to vibrate. Proper solid
supports are recommended. A suction hose located
near the pump will isolate these effects, protecting
the pump from the forces and moments that piping
weight creates.
New suction piping systems should be flushed free
of pipe scale, welding slag, and dirt before starting
the pump. Hydrostatic testing to detect air leaks is
advisable. Proper choice of suction hose construction
is essential to avoid collapse of the hose liner.
Install a dry type compound gauge in the suction
line near the pumps which should fluctuate evenly. If
violently pulsating, this gauge indicates that the
pump is not fully primed, or that one or more valves
are inoperative.
ACCELERATION HEAD
A characteristic of all reciprocating pumps is the
imperative need to consider the effects of acceleration
head which is a system-related phenomenon.
Acceleration head may be considered to be the loss of
available hydraulic head (energy) in the piping system
occurring because the demand by the pump cylinders
for liquid is not smooth and even. Because the pump’s
demand for liquid is cyclical, the velocity of the liquid
in the entire suction system is not truly constant but
varies in response to the combined demand of the
reciprocating plungers. Thus, liquid in the suction
system is compelled to be accelerated and decelerated
several times during each crankshaft revolution,
depending on the number of plungers. Called
“acceleration” head, this loss of available hydraulic
head is proportional to:
(a) The speed (RPM) of the crankshaft
(b) The average liquid velocity in the piping
(c) The length of the suction piping
(d) The number of pumping chambers (triplex, etc.)
(e) The compressibility of the liquid
Thus, for a given pump, acceleration head effects may
be reduced by the use of the shortest possible suction
line, sized to reduce liquid velocity to a very low speed.
This is often more economical than the use of charge
pumps or expensive suction stabilizers.
NOTE: Charge pumps should be sized to 150% of rated
pump volume. Charge pumps need to be centrifugals,
not a positive displacement pump.
A charging pump is usually not a good substitute for a
short, direct, oversize suction line, nor is it a substitute
for the computation of available NPSH, acceleration
head, friction head, vapor pressure and submergence
effects duly considered. Required NPSHR of Myers,
Aplex Series pumps depends on speed, choice of
plunger size and valve spring type. Consult the
factory for help with your particular application. A full
discussion of suction system losses is given in the
Standards of the Hydraulic Institute, 14th Edition.
A common design mistake is the connecting of two
(or more) reciprocating pumps to a common suction
header. This is a profoundly complicated suction
system, largely not amenable to mathematical
analysis, and is frequently the cause of severe pump
pounding, vibration and early valve failures. Each
pump should be fed by its own separate, individual
piping system, free from the effects of other pump
cyclical demands for liquid.
DISCHARGE PIPING
A properly designed discharge piping system usually
prevents the need of a pulsation dampener. The most
common mistakes made in the design of the discharge
piping system are:
1. Pumping directly into a tee or header. A
“standing” wave (either audible or subaudible)
then often occurs. If flow must enter a header,
use a 45º branch lateral (or equivalent) to avoid a
reflecting surface from which sound can reflect.
2. Pumping into short radius 90º elbows. Instead,
use two 45º elbows spaced 10 or more pipe
diameters apart.
3. Pumping into a right angle choke valve.
4. Pumping into too small piping line size. Piping
should be sized to keep fluid velocity below
15 feet per second, max.
5. Pumping through an orifice plate, small venturi,
or reduced port “regular opening” valve.
6. Pumping through a quick closing valve, which can
cause hydraulic shock (water-hammer).
A good discharge piping system includes:
1. A properly sized, correctly set relief valve.
Discharge from relief valve returned to tank (not
to pump suction).
2. A full opening discharge gate or ball valve.
Avoid restricting plug valves, globe valves and
angle valves.
3. A pressure gauge with gauge dampener

9
or snubber. Consider a liquid filled gauge.
(Scale range to be double the normal pump
operatingpressure.)
Locate the relief valve and pressure gauge ahead of
any block valve and so that the pressure in the pump
is always reflected at the relief valve. The relieving
capacity of the relief valve must exceed the capacity of
the pump to avoid excessive pressure while relieving.
Use a full size relief line.
To minimize vibration (whether hydraulic or
mechanical), discharge lines should be kept short,
direct, well supported and solidly anchored. Avoid
“dead” ends and abrupt direction changes.
BYPASS PIPING
Some designers ignore this important aspect of proper
design of pump piping systems.
A reciprocating pump, especially after maintenance of
the valves or plungers, starts with one or more fluid
chambers full of air. Pumps operating on propane,
butane, or other volatile liquids start with vapor in the
fluid chamber(s).
Positive displacement pumps do not automatically
purge themselves of air and gas after shutdown.
For example, a quintuplex plunger pump will, after
servicing, expel the air in four of the five pump
chambers. Thus, the pressure from four of the
“active” cylinders will keep shut the discharge valve of
the “inactive”, or “air bound,” cylinder. Then, the air or
gas in this cylinder will be compressed and expanded
by its reciprocating plunger and never leave the
chamber. Similar effects occur in duplex and
triplex pumps.
To overcome these difficulties, adequate provision for
expelling the gas in the “air bound” cylinders must
be present. Common practice is to totally relieve the
pump of all discharge pressure during the start-up,
after servicing.
Consider the operational advantage of a full-sized
bypass line (return to tank) which substantially
removes discharge pressure from all cylinders during
the start. This requires a block valve on the discharge
side and a full opening bypass valve on the other side.
For economy, the bypass (to tank) can be combined
with the relief valve discharge line. This line must be
full-sized, well supported, and sloped downward to
avoid freezing in cold weather. (A frozen relief valve
line provides no protection to either the pump or
operating personnel!)
The ability of a reciprocating pump to be “self-priming”
depends on the ratio of the swept (displaced) volume in
the cylinder to the unswept (clearance) volume at the
end of the stroke. This depends on the design of the
fluid end and on the plunger size selected.
Choice of the largest size plunger for a particular
fluid end improves this compression ratio and so
leads to “self priming”, or easy priming. Choice of the
minimum size plunger sometimes leads to difficulties,
especially with pumps that require frequent servicing,
or which handle volatile liquids, or which contain
substantial amounts of dissolved air or gas. An
automatic bypass and purging system for these
applications may be merited.
LUBRICATION
Myers, Aplex Series pumps use S.A.E. 40 wt.
nondetergent oil in the crankcase. This oil requires
only a nonfoaming additive and should possess good
water separation (antiemulsion) characteristics.
Such oils are often labeled “industrial” or “turbine”
quality lubricants. If these oils are not available, a
good quality gear oil or EP oil may be substituted. See
lubrication guidelines.
In temperate climates, oil viscosity selected should
fall between 70 and 84 seconds Saybolt viscosimeter at
210º F. In arctic service, low pour point oils
are needed.
After the first 500 hours of operation in a new pump,
drain the oil. Refill with clean, fresh oil. Thereafter,
change the oil every 1,500 hours or sooner if it
becomes contaminated with water or dirt. Fill to the
center of the sight gauge. Recheck after starting,
adding oil to center of gauge while running.
The oil capacity is 9 U.S. quarts.
V-BELT DRIVE
A properly designed, well-aligned V-belt will provide
years of reliable, economical service if properly
tensioned and kept dry, free of oil and ventilated.
Alignment is critical for long life. If the shaft axes
are not truly parallel, or if the sheave grooves are not
positioned in good alignment, some belts will carry
most of the load, resulting in their disproportionate
load share and may actually twist or turn over in the
groove. Use a straight edge across the rim of the
sheaves to detect and correct for misalignment.
After about one week of operation, new V-belts will
have stretched somewhat. The motor must be moved
on its slide base to re-establish proper belt tensioning.
Insufficient tension results in slippage, burning,
squealing (especially during starting) and shortened
belt life. Overtightening imposes excessive loads on
pump and motor bearings and can cause early shaft
fatigue failure.

10 11
NOTES
1) CENTERLINE OF PUMP SUCTION (INLET) TO BE SLIGHTLY HIGHER THAN CENTERLINE OF SUCTION (INLET) VALVE, SO ANY AIR IN SUCTION SYSTEM PROMPTLY REACHES THE PUMP AND IS EXPELLED. 2) SLOPE BYPASS SO LOW POINT DRAIN WILL FULLY
EMPTY RELIEF AND CHOKE VALVES AND ALL
LIQUID IN BYPASS CIRCUIT.
3) DO NOT LOCATE PIPING OR OTHER EQUIPMENT IN FRONT OF OR ABOVE PUMP LIQUID END, PREVENTING SERVICING. 4) LOCATE CHARGING PUMP AT POINT SHOWN IF
A
CHARGING PUMP IS NECESSARY (AS FOR VOLATILE FLUIDS, FOR EXAMPLE).
5) IF DESIRED, A TWO-WAY MOTOR-OPERATED BYPASS
VALVE MAY BE USED RATHER THAN A MANUAL TYPE. IT SHOULD BE DESIGNED TO OPEN AUTOMATICALLY WHILE STARTING OR STOPPING.
6) FEED LINE AND BYPASS LINE SHOULD FEE
D
LIQUID INTO TANK BELOW MINIMUM LIQUID LEVEL.
LIQUID SUPPLY TANK
SUGGESTED PIPING SYSTEM FOR PLUNGER PUMPS
BYPASS LINE
FULL-OPENING SUCTION (INLET) LINE VALVE
LOW POINT DRAIN VALVE (SEE NOTE 2)
FLEXIBLE HOSE OR EXPANSION JOINT (SEE NOTE 7)
NEEDLE OR HARD-TRIMMED CHOKE BYPASS VALVE OPEN TO EXPEL AIR IN PUMP PRIOR TO LOADING (SEE NOTE 5)
FULL-OPENING RELIEF VALVE OR BURST-DISC
VALVE OPENS FULLY WHEN SET PRESSURE IS REACHED
HORIZONTAL PLUNGER PUMP WITH DUAL SUCTION AND DUAL DISCHARGE
CONNECTIONS (DRIVER AND FOUNDATIONS NOT SHOWN)
PRESSURE GAUGE AND BLOCK VALV
E
DISCHARGE PULSATION DAMPENER (IF USED
)
SUCTION PULSATION DAMPENER (IF USED
)
DISCHARGE LINE (SEE NOTE 7)
FULL-OPENING DISCHARGE LINE VALVE
SWING CHECK VALVE WITH FULL-OPENING SEAT
PRESSURE RELIEF VALVE AND COLD WEATHER DRAIN (SEE NOTE 9)
CENTERLINE OF PUMP SUCTION (INLET) (SEE NOTE 1)
ECCENTRIC REDUCER WITH FLAT SIDE UP
PRESSURE GAUGE AND BLOCK VALVE
FLEXIBLE HOSE OR EXPANSION JOINT (SEE NOTE 7)
SUCTION (INLET) LINE. SEPARATE LINE REQUIRED FOR EACH PUMP IF MULTIPLE PUMPING UNITS ARE USED. SIZE OF LINE DEPENDS ON ACCELERATION HEAD FACTOR BUT MUST AT LEAST EQUAL PUMP SUCTION CONNECTION SIZE. (MINIMUM)
SEE NOTE 4
VORTEX SPLITTER AND SUPPORT
SUCTION BELL. DESIGNED FOR LOW LIQUID ENTRY VELOCITY (MAY INCLUDE FOOT VALVE IF DESIRABLE)
COMPLETELY SUBMERGED BAFFLE PLATE SEPARATING INCOMING FROM OUTGOING LIQUID
MANHOLE
MINIMUM LIQUID LEVEL
FEED LINE (SEE NOTE 6)
7) TO REMOVE PIPING STRAIN AND VIBRATION, A FLEXIBLE HOSE, EXPANSION JOINT, OR SWIVEL JOINT PAIR SHOULD BE POSITIONED TO MINIMIZE EFFECTS OF PIPING THERMAL EXPANSION, CONTRACTION AND PIPING WEIGHT. 8) SUCTION AND DISCHARGE PIPING MUST BE SUPPORTED AND ANCHORED. 9) TO PROTECT SUCTION SYSTEM AGAINST HAZARD OF DISCHARGE PRESSURE ENTRY (AS WHEN PUMP IS IDLE) A SMALL RELIEF VALVE IS OFTEN CONNECTED HERE. 10) ALL SYSTEM CONPONENTS MUST HAVE ADEQUATE PRESSURE RATINGS FOR OPERATING, STARTING, AND UPSET CONDITIONS IN ORDER TO REDUCE POTENTIAL HAZARDS, PARTICULAR ATTENTION IS RECOMMENDED FOR THE SURGE CONDITION THAT WILL RESULT DOWNSTREAM OF THE RELIEF VALVE WHEN NORMAL DISCHARGE IS BLOCKED.

11
Use the following table in adjusting V-belt tension:
Belt Tension at Mid-Span
Cross-Section New Belts Used Belts
“B” 5 – 6 lbs. 3-1/4 – 5 lbs.
“C” 9-3/4 – 13 lbs. 6-1/2 – 9-3/4 lbs.
“3V” 4 – 10 lbs. 3 – 7-1/2 lbs.
“5V” 17 – 30 lbs. 13 – 23 lbs.
Applying the above forces with a small spring
scale, adjust motor position to provide the following
deflection at mid-span:
Approx. Center
Distance
(Span), inches
Deflection,
inches
16 1/4
22 3/8
28 7/16
32 1/2
40 5/8
48 3/4
60 15/16
Belts must be matched in pitch length. If one or
two belts are slack, when the others are correctly
tensioned, investigate for possible reasons. Correct
any misalignment or lack of matching so each belt will
transmit its load share.
Sheaves must be balanced to prevent abnormal
vibration. Balancing weights must not be removed.
Type “QD” sheaves must be evenly tightened on their
tapered hubs to avoid rim wobble and severe lateral
vibration. V-belts that snap and jerk will produce
abnormal vibration and loads on both pump and motor
or engine.
Run the pump several minutes at full load with belt
guard removed, observing for uneven motion on the
belt slack side, especially.
When an old V-belt drive becomes unserviceable,
replace all belts, not just the broken or cracked belts.
Do not operate belts on sheaves having worn, rusted,
greasy or broken grooves. Shut off power to driver
before servicing drive or pump.
WARNING: Do not operate without appropriate guards
in place.
DIRECTION OF ROTATION
Before placing pump in operation, check that
crankshaft rotation agrees with the arrows cast on
top of the power frame by briefly jogging the electric
motor. Crankshaft rotation must be clockwise as
viewed from the right side of pump.
If pump is gear driven, remember that the pinion
shaft turns opposite the crankshaft, if using a single-
reduction geared drive or in the same direction as the
crankshaft when using a planetary gear.
AUTOMATIC (SAFETY) SHUTDOWNS
Carefully check all electric shutdown devices present,
such as crankcase oil level, discharge pressure,
vibration, lubricator oil level, motor thermostat, etc.
CRANKSHAFT ASSEMBLY
GENERAL
The crankshaft suspension uses two single-row
tapered bearings, which are shim adjusted to provide
the correct running clearance.
Thorough cleaning of all components prior to assembly
is essential.
Power frame, shaft, bearings and retainer must be
scrupulously scrubbed with clean solvent (such as
kerosene) before starting. Remove any oil, dirt, rust and
foreign matter which might prevent the correct fit up.
Crankshaft journals are critical. Remove all burrs, rust
spots, and nicks, paying special attention to the ground
areas on which bearings and oil seals operate.
Connecting rods and crossheads must be
previously installed into MA-60M pump before the
crankshaft assembly.
TAPERED ROLLER BEARINGS
Shaft and frame tolerances provide a tight (shrink) fit
on the shaft and in the carrier. The best way to install
the cone assembly (consists of the inner race, cage
and rollers) on the shaft is to heat the cone assembly
in an electric oven for 30 minutes at 300 to 400ºF. No
more! (do not heat bearings with an acetylene torch.
This ruins the bearings!) Using clean, insulated gloves,
remove the hot cone assembly from the oven, promptly
dropping it on to the shaft.
The cone assembly must contact the seat thrust face
(not be cocked), and the large end of the rollers must
be down. Do not hammer on the bearing. The soft steel
cage is easily distorted, ruining its function as a roller
separator and guide against skewing. If the cone does
not contact its thrust face properly, it must be pressed
into place using a specially machined sleeve (which
does not touch the soft steel cage). A hydraulic press is
recommended if this difficulty arises.
CUP INSTALLATION
Tapered roller bearing cup (outer races) is a press-fit
in the bearing carrier, using a hydraulic press. Cup
must be pressed into a clean carrier until the race
solidly abuts its shoulder (must not be cocked).
The tool or plate used for this must contact only the
outer end face – not on the taper.

12 13
INSTALLING CRANKSHAFT
GENERAL
Stand the power frame casting on the floor or on a
bench with the fluid end face down and crankshaft
end up. Insert one bearing cup in the left frame cup
bore and shoulder it against the bearing retainer with
rubber mallet. Pass the crankshaft through the right
frame bore and against the installed cup until the
bearing cone seats into the left bearing cup. Insert a
second bearing cup over the right-hand crankshaft
journal. Install O-ring on the crankshaft extension
guard. Tap the guard over the crankshaft extension if
an auxiliary drive is not being used.
SHIM ADJUSTMENT OF TAPERED
ROLLER BEARINGS
To provide for crankshaft thermal expansion, sufficient
shims (located beneath bearing retainer flange) must
be installed to provide .005" to .015" lateral end play,
when shaft is cold.
A feeler gauge and a 1" micrometer caliper are
required. Install a trial shim set on one side of the
pump. Tighten the flange bolts on this side only.
CAUTION: Lubricate the frame bores and the O-ring
seals located in each carrier to prevent damage during
entry. Oil the bearings.
Omitting the shim set on the opposite side, draw up
the carrier, evenly tightening its cap screws. Rotate
the crankshaft slowly by hand, seating all rollers into
running position.
Measure the gap existing between the frame face and
carrier flange. The correct thickness of the shim set to
be installed on this side equals the measure gap plus
about .010". (No preload)
After installing above shim set, a dial indicator may be
used against the end of the shaft to confirm the shim
selection. Bump the shaft in one direction and zero
the dial indicator. Bump the shaft the opposite way. If
shimming is correct, the shaft will move laterally from
.005" to .015".
About equal shim set (totals) are required under each
carrier flange.
The recommended tightening torque for bearing
retainer 1/2"-13UNC cap screws is 59 to 72 ft. lb.
INSTALLATION OF CRANKSHAFT
OIL SEAL
Insert oil seal over the end of crankshaft and position
it into the oil seal bore in the bearing retainer. Using a
rubber mallet, tap it into the bore until the face of the
seal is flush with the bearing retainer.
DISASSEMBLY
After removing the connecting rod cap and cap bolts
(note identifying marks on each cap so each may be
later correctly reassembled onto its own rod) remove
a bearing carrier from the frame. Two jack out tapped
holes are provided in the flange of the carrier for
this purpose. Support the shaft during removal to
avoid damage.
The crankshaft may now be extracted, once all
connecting rods are moved clear. Examine the
crankpin surfaces for wear or corrosive pitting. The
correct diameters of these journals are:
Crankpin Diameter .................................3.4975/3.4965"
If worn more than .010" undersize, crankshaft should
be replaced, or an attempt to salvage it may be made
at a shop well equipped to grind the crankpins which
must be fully round, chromeplated, and finish ground
to the above sizes. (Myers, Aplex Series does not
perform this function.)
Crankshaft tapered roller bearings should be carefully
examined for pitting, scoring or corrosion, and
replaced as required. The cone and roller assembly
is most easily removed by first cutting away the cage
using an acetylene cutting torch. Then heat the cone
(inner race) with the shaft held vertically so cone will
drop off due to its own weight. Avoid excessive heat on
the crankshaft which tends to distort its geometry.
Cups (outer races) of tapered roller bearings may be
extracted from bearing carrier using a conventional
bearing puller tool of the automotive type (widely
available). Do not attempt to use heat on a bearing
carrier as this will result in severe distortion (out-of-
round). Replace the bearing carrier, if broken
or out-of-round.

13
CONNECTING ROD,
CROSSHEAD, EXTENSION
ROD, CROSSHEAD PIN
AND WIPER BOX ASSEMBLY/
DISASSEMBLY
GENERAL
Myers, Aplex Series connecting rod assemblies employ
precision automotive type steel backed, babbitt-lined
crankpin bearing halves which require no shims for
clearance adjustment. This pump employs full circle
(piston type) crossheads and hardened stainless steel
extension rods, which are field replaceable.
Extension rods are provided with wrenching flats
to permit tightening of the tapered thread into the
crosshead, establishing accurate alignment while
affording easy field installation.
Before beginning the assembly all parts must be
scrupulously cleaned, removing all oil, dirt, rust, and
foreign matter which prevent proper fitting, or which
might tend to score the rubbing surfaces. Clean
and examine the power frame bores for scoring and
abnormal wear, especially wear of the lower crosshead
guide way. Hone smooth, if rough.
Measure the bores of the frame using inside
micrometers to determine abnormal frame wear
if any.
Crosshead O.D.: 4.744/4.743
New Frame Bores: 4.749/4.750
Frame bores that have become worn more than .015"
must be sleeved with a cast iron liner to re-establish
correct geometry and alignment. Contact the factory
concerning the repair of badly worn frame bores.
Smooth any rough corners and edges on the crosshead
skirts, using fine emery cloth. Examine and clean the
female tapered threads and wrist pin holes.
INSTALLING WRIST PIN BUSHINGS
The wrist pin bushing is precision machined
bearing bronze which is press fitted into the eye of
the connecting rod.
Bushing O.D.: 1.759/1.758
Connecting Rod Eye: 1.755/1.757
Carefully align the bushing with its hole and after
applying oil to bushing O.D. use a hydraulic press
to force it home. When a bronze bushing is pressed
into place, the I.D. (bore) of the bushing is reduced
somewhat, owing to the extent of press fit. Therefore,
a clean, new wrist pin should be inserted into the
bushing bore to establish that running clearance has
been obtained.
Oil Clearance................................................0004/.0016"
Replacement bushings are furnished prebored by
Myers, Aplex Series which usually eliminates the
need to ream the installed bushing bore. However,
due to slight variations in finishes and tolerances
it sometimes happens that more than predicted
contraction of the I.D. occurs. This occurrence results
in a slight interference which may be eliminated by
lightly honing the bore of the bronze. (not by reducing
the pin size!) An automotive engine repair shop usually
is equipped with power honing machines capable of
smoothly finishing the bushing bore. Bore of bushing
must be round and free of taper.
PINNING THE CROSSHEAD
A pressfit is employed between the crosshead pin and
crosshead to secure the pin against any motion. A
hydraulic press is employed to force the pin through
the bosses of the crosshead.
A mishap during insertion can occur causing the
ruin of the pin or the crosshead, if during application
of pressure:
(a) Pin is not aligned absolutely square with the
crosshead.
(b) Crosshead is not supported on v-blocks so it can
roll while under load.
(c) Connecting rod is not fully supported so pin
cannot enter the bushing without damage to it.
This will damage the bushing.
(d) Failure to oil pin O.D. and crosshead bores, to
prevent galling. Use clean motor oil.
After installing the pin, carefully check the crosshead
O.D. to see if it is out-of-round. If so, a smart blow with
a rubber mallet will restore the crosshead O.D. into its
original roundness.
ORDER OF ASSEMBLY
The connecting rod/crosshead assembly is installed
before the crankshaft is installed, because the wiper
box wall bore is smaller than the crosshead O.D.
This is most easily done by setting the power frame
vertically and dropping each crosshead assembly into
its frame bore.

14 15
NOTE: The connecting rod must clear the frame
bore circle-in order to introduce the crankshaft in
these models.
PRECISION CRANKPIN
(CRANKTHROW) BEARINGS
The crankpin bearings require no shimming to
establish correct running clearance. Precise
machining of the connecting rod, caps and crankpin
journals is necessary to achieve this convenience.
New Crankpin O.D.: 3.4975/3.4965
New Connecting Rod Bore: 3.748/3.750
Crankpins that are
worn out-of-round,
tapered, or badly
scored should either be
discarded or perhaps
salvaged by grinding
undersize, hard
chrome-plated, and
finish ground to above
diameter. (Myers, Aplex
Series does not offer this service.)
Connecting rod/cap bore must be perfectly round
and within above sizes and free of taper. Discard,
if elliptical or tapered as the result of abnormal
heating. Each cap and rod is match-marked for correct
identification. Take care that each cap is reinstalled
properly with its companion rod. Bearing halves are
identical and are prevented from rotating by tongues
which fit into slots in the cap.
Check that all oil holes are clean and fully open. Grit
is the greatest enemy of bearings, however precisely
manufactured. Hence, all surfaces must be perfectly
clean and lightly oiled prior to assembly. Remove any
burrs or sharp corners which prevent the perfect
fitting of these precision bearings.
Using a torque wrench, tighten cap bolts as follows:
Thread Size: 5/8" – 18UNC
Tightening Torque: 125-135 Ft. Lb.
Specified torque, applied to clean, well oiled threads
and bearing faces, will create tensile stresses in the
cap bolts from 90,000 to 110,000 psi, approx. and will
provide correct initial tension. These pumps use high
strength cap bolts suitable for these initial loadings,
maintained by hardened spring lockwashers.
After all rods and caps are secured, slowly turn the
crankshaft to be sure no bearings is in a bind.
Using a flashlight, examine the location of each
connecting rod (eye end) within its crosshead. Rods
must not touch any crosshead boss or skirt.
WIPER BOX ASSEMBLY
GENERAL
Extension rod wiper boxes (sometimes referred to
as the diaphragm stuffing box or stripper housing
assembly) serve two important functions: retention of
crankcase oil in the power end and exclusion of dirt
and water.
Myers, Aplex Series has developed a unique sealing set
which operates on a hardened and ground stainless
steel extension rod (often called “pony” rod), and a
steel baffle disc affording protection against leaking
plunger packing. The seals require no adjustment, only
correct and careful assembly.
“POLY PAK” SEAL
This seal keeps oil from leaking out of the power
frame. Developed by the Parker Seal Group, this
patented rod seal employs a soft nitrile rubber O-ring
to energize a special hard polyurethane Molythane®
shell by forcing the inner lip against the rod and the
outer lip against the housing bore.
The Poly Pak seal is inserted into its counter bore with
its lips directed toward the oil in the crankcase. (Will
not work if installed backward!)
MECHANICAL OIL SEAL
The oil seal is to keep contamination out of the power
frame. With the box positioned in a hydraulic press,
install the backup seal against the Poly Pak seal, with
the lips of both seals facing downward.
The mechanical seal contains a garter spring. Check
to see that this spring is still properly located and in
its position. The mechanical seal has a metal case
which serves to force the Poly Pak seal into its cavity,
energizing its lips. Apply oil lightly to the bore of the
box before pressing each seal into its counterbore.
CONNECTING ROD
SHANK
FRAME BORE
(CRANKSHAFT
NOT INSTALLED)
CROSS HEAD & PIN
WIPER BOX WALL
FLOOR OR
BENCH TOP

15
INSERTING THE PLUNGER
Insert the extension rod through the wiper seals with
the tapered thread and entering first. Care should be
used in moving the extension rod through the seals
with wrenching flats entering first. Do not force! The
sharp corners on the wrenching flats may damage the
seal lips! (Resulting in oil leakage.)
With extension rod inserted through the wiper box
seals, thread the tapered threads (must be clean!) into
the tapered crosshead female threads. Firmly tighten,
apply torque to the wrenching flats only. Never damage
the extension rod ground surfaces!
Then fasten the wiper box to the power frame by
tightening the cap screws. Oil leakage between frame
face and wiper box is prevented by use of a gasket
beneath the box flange.
STUFFING BOX, PACKING
AND PLUNGER ASSEMBLIES
GENERAL
Myers, Aplex Series pumps all feature field removable
and replaceable stuffing boxes with plungers
separable from the extension rods.
If desired, the boxes, plungers, and packing units
may be installed (or removed) as a unit assembly,
permitting service outside the pump. All boxes are
retained by four studs and nuts, and are centered in
the frame bore, ensuring correct alignment.
The plungers may also be removed separately (without
box removal) to facilitate repacking. With this option,
the necessary space required to remove plunger, it is
first necessary to remove the extension rod.
SPRING LOADED PACKING
Note that the gland is screwed tightly onto the box
and contacts its face. The spring is providing all of the
initial compression and adjustment. No adjustment is
provided by the gland.
Since the force exerted by the spring is contingent
on the space provided for it, the correct lengths of all
rings are essential for good tensioning.
Spring:
A stiff Inconel®spring, which closely fits the bore of
the stuffing box, is used in this assembly. This spring is
compressed in a vise to the operating length required
plus 0.25" and tied with waxed nylon spot tie cord. The
cord is looped over the ends of the spring through the
coils and tied to maintain the length mentioned above.
Each spring is assembled into the stuffing box. Note
that the spring does not contact the plunger.
Spring-Guide Ring:
Plungers are heavy and the importance of a well-fitted
guide ring that carries this weight is often overlooked.
Discard any guide ring that becomes worn or scored,
as it will then not serve its purpose. It should fit snugly
in the box. Apply oil generously to this ring.
Spring Loaded Packing:
Three rings of chevron or compression packing
are installed next. For compression packing, install
them with the skive intersections 180º apart to
discourage leaking.
Gland Ring:
This ring also fits the plunger and helps support the
plunger weight. Discard it if bore is worn, rough or
out-of-round. Lightly oil the ring before insertion. The
gland ring fits all packing.
J-STYLE STUFFING BOX & PLUNGER
ASSEMBLY (STYLES 838 & 858)
Styles 838 and 858 packing is correctly installed when
all packing lips are facing toward the fluid pressure.
Note that two units of Styles 838 and 858 packing are
positioned ahead of the lantern ring, and one unit
is positioned behind it. Thus lubricant entering the
lantern ring is forced toward the pressure.
Throat Bushing:
Plungers are heavy and the importance of a well
fitted throat bushing that carries this weight is often
over- looked. Discard any throat bushing that becomes
worn or scored, as it will not then serve its purpose.
It should fit snugly in the bottom of the box. Apply oil
generously to this ring.
Styles 838 and 858 Packing:
Styles 838 and 858 are a non-adjustable type packing
which depends solely on hydraulic pressure to
energize the sealing lips. (Gland-tightening forces
do not energize the lips.) Tightening and hydraulic
end thrust loads are transmitted entirely through the
center support portions of each ring.
The flattened portions of the rings are large enough to
withstand overtightening. Do not attempt to adjust this
type packing. It should be kept thoroughly tightened at
all times. (Running it loose will ultimately ruin the bore
of the box.)
Running it loose will not usually cause it to drip at all,
but it can ruin the box in time.
Lightly oil each ring and the box bore and then lightly
tap in each ring separately with the rings facing
correctly. This is most easily done before installing
the plunger.

16 17
Lantern rings are provided with O.D. and I.D. reliefs
and two (or more) oil holes to allow lubricant to reach
the plunger. After the last unit of Styles 838 and 858
packing is in place, generously oil the lips of all seal
rings to ease plunger entry.
INSERTING THE PLUNGER
Apply oil liberally to plunger O.D. and lightly tap it
through the packing. When introducing the plunger
through the MA-60M stuffing boxes, also apply oil
liberally to the O.D. of each extension rod to allow easy
passage through the wiper box seals.
A soft rubber mallet is recommended to avoid any
damage to the plunger face or its threads. Remember:
The fragile nature of packing rings and plunger
surfaces deserves your respect and avoidance of
careless damage to these key elements!
INSTALLING THE GLAND
Considerable downward pressure on the gland is
required to compress the spring, to move the packing
into location, and to start the threads of the box.
Once the gland threads are started, screw it down
completely until it makes up tightly against the face of
the box, for spring loaded packing. For Hi/Lo, J-Style
or Gland adjusted packing, tighten the gland until it is
seated firmly against the packing.
INSTALLING THE STUFFING BOX
Stuffing boxes derive their alignment from the bores
of the power frame and the faces of the fluid end. So
these surfaces must be cleaned of rust, scale, and dirt
before assembly is begun. Wash all contacting surfaces
with clean solvent and dry with a clean shop towel.
A nitrile rubber seal is used to seal between the face of
the fluid end (must be flat, clean and smooth) and the
face of the box. Replace if damaged.
All stuffing boxes are retained by four large studs
and nuts which extend through the power end, serving
to clamp the box and the power frame tightly against
the fluid end face. These four stud nuts must be
evenly tightened.
Using a socket, socket extension, and torque wrench,
ghten clean, well-oiled threads and nut faces.
Stud Threads
1" – 8UN at
440-465 Ft. Lb.
1" – 8UN at
400-465 Ft. Lb.
MA-60M SC-95L
MA-60H
CONNECTING THE PLUNGER
Install the metal baffle plate on the extension rod
and roll the pump slowly until the extension rod male
threads just touch the mating plunger female threads.
Applying a pipe wrench to plunger knurled area,
thoroughly tighten the connection. Do not use a
"cheater" when connecting plunger to extension rod.
(Serves no useful purpose, and may damage
the connection!)
PACKING
Packing life for aramid fiber packing may be improved
in some applications by regular, systematic lubrication.
An optional force feed lubricator assembly is often
recommended especially for pumps on continuous
duty. This provides regular, controlled supply of
lubricant lowering friction and heat.
Additionally, the regular application of the correct
lubricant aids dissolving of salt and gyp tending
to build up on the plungers in produced water
applications. For this service, Rock Drill Lubricant
is a popular and effective packing lubricant.
Plungers in CO2, ethane, or other very cold liquid
services may use brake fluid. This fluid does not
congeal into a solid which cannot enter the packing.
Consider the use of an air-sealed cradle into which
dry (instrument) air may be directed, excluding the
moisture which causes plunger icing especially in
very humid conditions.
Packing lubricant for pumps on light hydrocarbons,
hot water, lean oil, naphtha, or gasoline often requires
experimentation.
A good start is to use steam cylinder oil. Castor oil
is sometimes successful as a packing lubrication
for liquid propane and butane services, at ambient
temperature.
In pumps placed in arctic service, a special low pour
point oil is indicated.
Packing lubrication is not permitted on some services,
such as amine, food stuffs, etc., and other packing
styles and materials may be required.
PLUNGERS
Myers, Aplex Series offers its own unique product:
Myers , Aplex Series Rokide®plunger. This premier
quality plunger consists of a chromium-oxide
deposition on a solid stainless steel body.
Ordinary handling will not damage this fine product.
Avoid striking the coated surface (black) during
installation. Apply light forces only on the ends of the
plunger. Do not hammer or pry.

17
All threads on plungers must be clean and oiled before
assembly. Stainless steel (although very corrosion
resistant) has a tendency to gall and seize. To avoid
this, an anti-seizing lubricant is well worth its use.
Apply oil to the threads and the rubbing surface.
This plunger is very fragile, vulnerable to thermal
and mechanical shock, and must be handled with
the greatest care. Use only a rubber mallet to insert
it into the packing. Other plunger types are available
upon request.
DUAL-STEM GUIDED AND
DISC VALVE SYSTEMS
GENERAL
Myers, Aplex Series has developed a unique setting/
puller system permitting quick, easy and safe methods
of installing and removing tapered seat valves.
The system allows servicing without distortion of the
seat, with minimum effort and no damage to fluid end
tapers or seat.
Tapered seats notoriously drive solidly down into
mating deck tapers, so firmly that extraction
heretofore has always posed severe problems. Old
style valves may be pulled only with the greatest effort,
using “J” puller heads (prone to failure), CO2– dry ice,
and other improvisations.
DISC VALVE CONSTRUCTION
The valve is a precision made subassembly using
threads cut into the rim of seat for use with setting/
pulling tool. These threads do not deteriorate as
proved by field experience. By locating these on the
rim, setting/pulling forces are now applied only to the
rim of the seat, never to the webs (or “spokes”), or to
the center section. Distortion of the seat is eliminated.
Access to these seat threads is provided by the
removal of the valve cage on D.S.G. valves or the spring
retainer on Disc valves which is screwed onto the seat.
An anti-seizing lubricant applied to all threads is good
insurance against future difficulty.
SETTING THE VALVE SEAT
Effective pressure-sealing between tapered (male)
seat and tapered (female) fluid end deck is possible
only if the tapers are absolutely clean and dry just
prior to installation. Thoroughly clean surfaces using a
clean solvent. Dry with a clean shop towel.
Examine the cleaned fluid end deck tapers, using a
flashlight, and remove all deposits of gyp, salt, or other
incrustation. Using emery cloth, lightly rub out any
minor imperfections found in the deck taper.
The puller stem and puller head are provided with
tapered (locking) threads. Screw them together using
two pipe wrenches applied to the knurled areas
provided. Then screw the valve seat onto the puller
head by hand until it shoulders against the puller
shoulder. Do not tighten.
Lower the seat and puller assembly into the fluid end,
squarely setting the seat into the deck. Then pound the
top of the stem with a 6 pound hammer until a solid
metalic sound is heard, usually 2 or 3 blows.
Unscrew the head and stem from the seat using a 1/2"
bar (or screwdriver) into the hole provided at the top
end of the stem.
INSTALLING DISC, SPRING,
DISC VALVES AND STEM
The discs are offered in acetal resin, of 17-4PH S.S.
hardened and ground, and of titanium alloy.
Position the disc and Inconel®spring on the seat,
aligning the hole in the disc with the stem threads in
the seat center.
The stem, spring retainer, and locknut are shipped
from the factory already assembled and tightened with
a torque wrench with thread lock sealant added to the
top stem threads only.
Stem Threads Tightening Torque
1/2"-13UNC 65-75 ft. lb.
Use an anti-seizing lubricant in these threads. This
is very necessary when seats and stems of Type 316
stainless steel are selected (optional) to prevent
galling. Cleanliness of threads and other contacting
surfaces is of paramount importance in the assembly
of all valve elements.
VALVE SPRING OPTIONS
All valve springs are made of Inconel® material,
precisely designed and fabricated. Unless otherwise
specified, the standard spring is furnished. It provides
excellent results in the great majority of applications.
Pumps employed in marginally available NPSH
conditions may require a “softer” spring, to reduce
the required NPSH. For these special conditions, light
valve springs which exert lower pressure on the valve
disc can be supplied. The use of light valve springs
may be limited by the choice of plunger size and/or
limited by the chosen speed of the pump. Light valve
springs may be impractical for pump models fitted
with their maximum plunger size, or which operate
near top speed rating as disc bouncing and erratic
seating may occur.

18 19
VALVE DISC OPTIONS
Acetal resin discs are machined flat and smooth to
produce perfect sealing on the lapped-flat face of the
seat. Used successfully in thousands of applications,
these discs are light, slightly flexible under load, and
seal well, even at high pump speeds, providing smooth
pump action.
Acetal resins are very resistant to most corrodents,
but are not usually suitable where fluid temperatures
are above 120 degrees. Nor do they afford long life at
extreme pressures. Pressure limitations depend on
valve size. But continuous valve operation at pressures
above 2,500 psi usually indicates the need of metal
valve discs.
For higher temperatures or pressures, lapped flat,
hardened Type 17-4PH stainless discs, or titanium
alloy discs are offered. These metal discs are less
tolerant of any fine grit in the liquid and are noisier
than the acetal resin disc. Contact the factory for
more information.
PULLING THE VALVE SEAT
First drain the fluid end entirely. For D.S.G. valves,
use the cage wrench to unscrew the cage from the
seat. For Disc Valves unscrew the stem from the seat.
Remove the cage, spring and valve from the fluid end.
Attach the puller head to the puller stem, tighten
their tapered threads with a pipe wrench applied to
the knurled areas of the puller stem and head. Lower
the stem and head into the fluid end and engage the
threads of the head onto the seat threads.
Using a 1/2" bar (or screwdriver), rotate the head
clockwise and thread it fully onto the seat. But do
not tighten.
Slide the bridge over the stem. Clean and oil the stem
threads. Oil the face of the wing nut. Thread wing nut
down onto the stem, seating it on the bridge top firmly.
Extract the seat from the pump by striking the wing
nut with a heavy hammer. A hydraulic ram may also
be used. Stand clear of the pump when applying heavy
tonnage, as the entire assembly will jump violently
upward when the pulling energy is suddenly released!
The puller/setting tool and gauge tool are custom
designed and built for each specific pump model.
The same puller head is used on both suction and
discharge seats. The bridge is made to fit each model,
and its proper use will not damage the valve cover
gasket machined counterbore on the top of the
fluid end.
SALVAGE OF WORN SEATS
Rough valve seat faces may often be renewed by
lapping or grinding, if not deeply fluid-cut.
Perfect flatness is required. A surface grind, followed
by lapping on a lapping plate, provides excellent
smoothness and the flatness needed for good sealing
and smooth running. Metal valve discs may sometimes
be salvaged by grinding or lapping, if not deeply cut
or cracked.
Acetal discs are relatively inexpensive and salvage is
seldom worthwhile. Replace the stem, if severely worn.
Inconel®valve springs rarely require replacement.
OTHER PUMP BRANDS
Myers, Aplex Series can provide its unique (patented)
valve to fit nearly all brands and models of multiplex
pumps. A seat setting/puller tool is available, too.

19
Trouble Possible Cause Remedy
Pump fails to deliver
required capacity.
Speed incorrect.
Belts slipping.
Change drive ratio or tighten
belts (if loose). Correct motor speed.
Air leaking into pump. Seal with compounds.
Liquid cylinder valves,
seats or plungers worn.
Reface or lap valves and seats;
replace packing or plungers.
Insufficient NPSHA. Increase suction pressure.
Pump not filling. Prime pump.
Makeup in suction tank less
than displacement of pump.
Increase makeup flow.
Reduce pump speed.
Vortex in supply tank. Increased liquid level in supply tank.
Install vortex breaker.
One or more cylinders not pumping. Prime all cylinders. Allow pump to
operate at low pressure through
bypass valve to eliminate vapor.
Suction lift too great. Decrease lift. Raise tank level.
Broken valve springs. Replace.
Stuck foot valve. Clean.
Pump valve stuck open. Remove debris beneath valve.
Clogged suction strainer. Clean or remove.
Relief, bypass, pressure
valves leaking.
Repair.
Suction and/or discharge
piping vibrates or pounds.
Piping too small and/or too long. Increase size and decrease length.
Use booster pump. Use suction and/
or discharge pulsation dampeners.
Worn valves or seats. Replace or reface.
Piping inadequately supported. Improve support at proper locations.
Pump vibrates or pounds. Gas in liquid. Submerge return, supply or makeup
lines in suction supply tank.
If operating under a suction lift,
check joints for air leaks.
Pump valve stuck open. Remove debris beneath valve.
Pump not filling. Increase suction pressure.
One or more cylinders not pumping. Prime all cylinders. Allow pump
to operate a low pressure through
bypass valve to eliminate vapor.
Excessive pump speed. Reduce. Check drive ratio.
Worn valves or seats. Replace or reface.
Broken valve spring. Replace.
Loose plunger. Tighten.
Loose or worn bearings. Adjust or replace.
Worn crossheads or guides. Replace.
Loose crosshead pin.
Loose connecting rod cap bolts.
Adjust or replace.
Pump running backward. Correct rotation.
TROUBLE LOCATION AND REMEDY

20 21
Trouble Possible Cause Remedy
Consistent knock. Water in power end, crankcase. Drain. Refill with clean oil.
Worn or noisy gear. Replace.
Worn or loose main bearing, crank
pin bearing, wrist pin bushing,
plunger, valve seat, low oil level.
NOTE: High speed power pumps are
not quiet. Checking is necessary only
when the sound is erratic.
Adjust or replace.
Add oil to proper level.
Packing failure (excessive). Improper installation. Install per instructions.
Improper or inadequate lubrication. Lubricate per instructions.
Improper packing selection. Change to correct packing.
Scored plungers. Replace.
Worn or oversized stuffing box
bushings.
Repair or replace. Check bore
and outside diameter of bushings
frequently. (Many times plungers are
replaced and bushings ignored.)
Plunger misalignment. Realign. Plungers must operate
concentrically in stuffing box.
Wear of liquid end parts. Abrasive or corrosive action of liquid. Check valves and seats frequently
at start-up to determine schedule
for replacing, etc. Eliminate sand,
abrasive, air entering pump.
Incorrect material. Install correct materials.
Liquid end cylinder failure. Air entering suction system. Eliminate air.
NOTE: Pitting often leads to hairline
cracks which ends in cylinder failure.
Wear of power end parts (excessive). Poor lubrication. Replace oil as recommended in
instructions. Keep oil clean
and at correct temperature.
Be sure oil is reaching all bearings.
Overloading. Modify pump or system
to eliminate overload.
Liquid in power end. Drain power end. Eliminate
cause or source of liquid entering
power end. Relubricate.
TROUBLE LOCATION AND REMEDY