Land Rover air suspension" Problems and solutions" 1995-2002

I have been a land Rover enthusiast and owner for over 10 years and in my time I have visited the dealer once.
Never again would I be fooled into a temporary solution to the planned obsolescence of these vehicles again.
My first and last trip was $expensive$ and the problem reoccurred 2 weeks later not the same spot but the same problem. I had an air leak in the E.A.S "Electronic air suspension" system that was causing my Air compressor pump to overheat eventually leading to pump failure. The dealer had the truck almost 4 weeks before I got it back and at a grand total over $2000.00.  Furious and confused I was off to the net to find a solution. To view an image just click on it to see in full size!!
Here is some useful info I found and interpreted for easy digestion

The Electronic Air suspension System is comprised of 11 key components:
1. Electrical control unit   
2. Compressor
3. Air dryer
4. Valve block
5. Reservoir Tank
6. Height sensors front
7. Height sensors rear
8. Front air springs
9. Rear air springs
10. Relays, fuses
11. Driver controls
Common E.A.S problems
The electronic air suspension system is controlled by an ECU or "electronic control unit" under the drivers  seat, This control unit operates a solenoid valve block in the engine compartment. The ECU has a flawed design and tends to waste a lot of air by raising and lowering each corner attempting to level the vehicle. So the pressure is used and the compressor runs frequently. Another cause of frequent running is the fact that the pressure switch is located remotely from the air tank so the pressure drop in the air line makes it think more air is needed. Another problem which is said to be normal occurs whenever the vehicle is parked on uneven terrain or surfaces. The air suspension system attempts to level itself by first lowering all the air-springs to the height of the lowest one of 4, then realizes it is still not level so it lowers the first spring as well and begins the whole cycle over again until the vehicle ends up on the bump stops. This very ingenious strategy gets to be   annoying when off road, Since terrain varies the ground is nearly always uneven. If you want to stop in such an area temporarily, leave the engine running, or inhibit the system's operation by leaving a door ajar or the tailgate open. Pressing the manual inhibit switch on the dash also helps reduce or eliminate this behaviour.
So whenever the air suspension has some issues switch to manual and inhibit the E.A.S from the Christmas tree control on the center of the dash as to keep from further compressor operation.
Last but not least, Regardless of whether you are on or off road, the ECU often lets too much air pressure out of the system overnight so when you come out in the morning it can take some time for the suspension to raise itself up again to normal height causing excessive compressor operation. This is not supposed to happen but often does, even though the suspension checks out normally on the dealer's T-4 test-book.


Proper Operation according to the Manufacturer:


Air springs provide a soft and comfortable feel to the
ride of the vehicle. The use of a microprocessor to
control the system exploits the advantages of air
suspension.
The system provides a near constant ride frequency
under all load conditions resulting in:
• Improved ride quality
• Consistency of ride quality
• Constant ride height
• Improved headlamp leveling

The system provides five ride height settings plus self
levelling. Each setting is automatically maintained at
the correct height by the system logic with the
minimum of driver involvement. Vehicle height is
sensed by four rotary potentiometer type height
sensors. Height information from each sensor signals
the electronic control unit (ECU) to adjust each air
spring by switching the solenoid valves to hold, add or
release air.
The five height settings are:
1.Standard profile:
2.Low profile: 25 mm (1 in.) below standard.
3.Access: 65 mm (2.6 in.) below standard. Crawl: It is
   possible to drive at the access ride height at speeds
   less than 32 km/h (20 mph)
4.High profile: 40 mm (1.6 in.) above standard.
5.Extended profile: 70 mm (2.75 in.) above standard.
This setting is not manually selectable.

Air is drawn through the inlet filter (1) to the
compressor (2), where it is compressed to 10 ± 0,5
bar (145 ± 7.25 lbf/irr').
Compressed air passes to the air dryer (3) where
moisture is removed as it flows through the dryer
desiccant. The desiccant in the lower portion of the
dryer becomes wet.
Dried air passes through a non-return valve NRV1 to
the reservoir (4).
The 3 non-return valves (6) ensure correct air flow.
They also prevent loss of spring pressure if total loss
of reservoir pressure occurs.
The pressure switch (5) maintains system pressure
between set limits by switching on and off the
compressor via an ECU controlled relay.

For air to be admitted to an air spring (10), the inlet
valve (7) must be energized together with the relevant
air spring solenoid valve (9).
For air to be exhausted from an air spring, the exhaust
valve (8) must be energized together with the relevant
air spring solenoid valve.
The solenoid diaphragm valve (12) ensures that all air
exhausted to atmosphere passes through the dryer.
Exhausted air passes vertically downwards through
the dryer. This action purges moisture from the
desiccant and regenerates the air dryer.
Air is finally exhausted through the system air
operated diaphragm valve (13) and to atmosphere
through a silencer (14) mounted below the valve
block.
Symptom - Hard Ride.

Symptom - Air Suspension System Faulty Or Inoperative.