INSTRUCTIONS for OPERATION MAINTENANCE 5-¥% INCH STROKE COMPRESSORS DRESSER RAND ENGINE PROCESS COMPRESSOR DIVISION © Ingersoll-Rand Company 1984 Printed in U.S.A.WARNING DO NOT OPERATE THIS EQUIPMENT IN EXCESS OF ITS RATED CAPACITY, SPEED, PRES- SURE AND TEMPERATURE, NOR OTHERWISE THAN IN ACCORDANCE WITH THE INSTRUC- TIONS CONTAINED IN THIS MANUAL. OPERATION OF THE EQUIPMENT IN EXCESS OF THE CONDITIONS SET FORTH IN THE SALES CONTRACT WILL SUBJECT IT TO STRESSES AND STRAINS WHICH IT WAS NOT DESIGNED TO WITHSTAND. THOSE RESPONSIBLE FOR INSTALLATION OF THIS EQUIPMENT MUST PROVIDE SUITABLE GROUNDS, MAINTENANCE CLEARANCE AND LIGHTNING ARRESTORS FOR ALL ELEC- ‘TRICAL COMPONENTS AS STIPULATED IN OSHA, PART 1910 OF TITLE 29 OF THE CODE OF FEDERAL REGULATIONS. FAILURE TO HEED THIS WARNING MAY RESULT IN AN ACCIDENT CAUSING PERSONAL INJURY OR PROPERTY DAMAGE. FOREWORD READ THIS INSTRUCTION BOOK CAREFULLY BEFORE ERECTING OR STARTING THE UNIT. ‘This manual contains important instructions and related information on the installation, operation and maintenance of Dresser-Rand ‘Type RDS Separable Gas Compressors. THE IMPORTANCE OF HAVING THIS INSTRUCTION BOOK IN THE HANDS OF THE PERSON IN CHARGE OF INSTALLING AND OPERATING THE MACHINE CANNOT BE OVEREMPHASIZED. All people involved in the installation, operation and servicing of the unit should have access to this manual and be familiar with its contents. Strict attention to the instructions will be repaid by satisfactory per- formance and low upkeep costs. DONOT REMOVE THE NAMEPLATES ATTACHED TO THE MACHINE. THEY GIVE THE SERIAL NUMBERS WHICH ARE NECESSARY WHEN CORRESPONDING WITH THE DRESSER-RAND COMPANY REGARDING YOUR UNIT. ‘Refer all communications to the nearest Dresser-Rand Branch Office.COMMENTS CONCERNING OUR CUSTOMERS GENERAL Instruction books are fumished for every Dresser-Rand Compressor. If there are any points not clearly covered, we will gladly furnish addi- tional information. This book is intended to cover many of the special points on erecting, operating and main- taining our compressors and to supplement the ‘experience and mechanical ability of the competent engineer. DAR sorvice is available to every compressor owner. We have a continued interest in the welfare of our equipment. We wish to build and stand by every unit so that an Dresse-Rand compressor will always be considered a wise investment. CONSULTATION Our Engineering Department welcomes inquities regarding any phase of compressor practice, installa- tion, operation, repairs or changes to meet unex- pected conditions. Call, write or wire our branch offices for information or advice on any point. Our Sales Department and Branch Represen- tatives will be glad to confer with you on any prospective installation or change. INSPECTION An Dresser-Rand compressor will operate sat- isfactorily for years with little special attention. A periodic inspection schedule will do much to ensure optimum performance of the unit, while avoiding possible difficulties at some inconvenient time. RENEWAL PARTS If you will write us (giving complete details) about your trouble or unusual wear, we may be iv able to make helpful suggestions. We keep standard parts on hand for replacement when required. SERVICE We maintain a force of trained service engineers, skilled in compressor work, who are available for installation, inspection or repair. They can be ‘secured on reasonable notice. A charge at a daily rate while away from our plant (plus traveling and living expenses, with an extra charge for overtime) is made for their services. We will be glad to supply you with our current rates for the service of our engineers. Proper erection and starting is extremely impor- tant. The success of a unit frequently depends on how itis installed. We strongly urge that such work bbe supervised by our skilled erecting engineers, who are thoroughly familiar with compressor work. Unless you have men available with the proper experience and ability, it would be advisable to ‘employ our engineers. These men also can instruct ‘your operators in the care and handling of the unit Many companies, especially those operating several compressors, have our service engineers make periodic inspections to provent trouble and to asoure the best possible results. Our men can explain how to operate D-R units to secure the greatest efficiency and economy, and the longest service life. When sending for a service engineer to make repairs, be sure to give the compressor serial num- ber with full particulars as to what is wrong and what replacement parts are, or may be, needed. If possible, these parts should be on hand when our engineer arrives. Please address all inquiries to the nearest DRESSER- RAND Company branch office.GENERAL INDEX SECTION PART Installation. . .. . ... ! Lubrication. . . . . ... 3M Operation... .....~ #&ill Maintenance... ... =. WV General Data. ..... . VvPART I INSTALLATION 1a. ia. 112, 12. 124, 18. 1. 16. 161. 152, 16. Ma. 18, 184. 18-2, 183, 184. 18. La. 192. 198. 110. aa. 1s. 14. 15. Las. 16-2, 115-3, 115-4, 115-5. 116. Lait. Contents of Part i GENERAL... ee ene Seriel Numbers Seat Cylinder Nameplate Data ae seer STORAGE : a ‘Recommendations for Extended Storage - : ae 14 LOCATION Sore arene tecsieeaetaeeee 16 BUILDING caren Grane ears es eeeideeeseetser tes th FOUNDATION SIZE AND DESIGN ......... caer eo 16 General Rales for Foundation Design a : Mw ‘Foundation Construction .......2..0 000000 1 SETTING AND LEVELING FRAME —BLOCK-MOUNTED UNITS ........- 18 SETTING AND LEVELING — SKID-MOUNTED UNITS .......00.2¢000000002+/110 GROUTING ......... ates ‘Foundation Preparation. . .. a a : 3g Safety Precautions fof Epoxy Grouts ... 0-0. sss : eer) Epoxy Grouting Block-Mounted Frame .......024. 2.0000 : 113 Grouting Skid-Mounted Unit ees eee aeons DRIVER INSTALLATION — BLOCK-MOUNTED UNITS .... peed Installation and Alignment of Two-Bearing Induction or ‘Synchronous Motors : 15 Installation and Aligament of Separable Engine Drive... eee G: Installation and Alignment of Turbine Drive and Reduetion Gear Set ......0...0-es0sceeses Poe eeoatecaseetist Le: FINAL ALIGNMENT CHECK : See eet veel COMPRESSOR CYLINDERS .....-...6.0006+ 5 aay INSTALLING COOLER SKID ee ay se a7 OILCOOLER AND FILTER — BLOCK-MOUNTED UNITS .....2.02000500:0000-7 LUBRICATING OIL PIPING — BLOCK-MOUNTED UNITS fe eL: COMPRESSOR PIPING .. : eee Recommendations for the Installation, Fabrication, Testing and Cleaning of Airor Gas Piping . : ‘Temporary Line Filters fae 2 Starting-Unloading Bypass Piping ...-.-2.-.- Safety Valves... Intercooler, Aftercooler and Receiver WATER PIPING........ te eee eet eee ELECTRICAL WIRING ee eee eee eee eeiecestt ae 1INSTALLATION 1d,_ GENERAL ‘The foundation, installation, grouting and piping instructions in this section are intended for use with the plans and diagrams that are prepared to suit a particular compressor installation. Dresser-Rand erecting engineers are available, and we recommend that they be used, to supervise the installation and start-up of the machine. Proper installation is im- portant to the successful operation of the unit. For installation purposes, there are two com- pressor mounting techniques that are commonly used. BLOCK-MOUNTED UNITS include those compressor installations where the compressor driver and accessory equipment are mounted di- rectly on a suitable foundation. SKID-MOUNTED UNITS are normally shipped to the installation site with the compressor and driver mounted on a rigid skid. Alignment, controls, accessories and onskid piping are completed at the factory and the unit is available at the compressor site.as a complete package ready for erection on a suitable foundation. ‘The instructions in this section cover the install tion of both “block-mounted” and “'skid-mounted’ ‘compressor units. Where a procedure or installation technique applies to only one of the mounting methods, this is clearly indicated in the instruc tions. Use only those procedures that apply to your particular compressor installation. L.1,_SERIAL NUMBERS Correspondence concerning your compressor and related equipment must include the serial numbers of the equipment about which you are writing. A complete record of serial numbers and other data on your Dresser-Rand compressor is kept at the fac: tory; giving the serial numbers in your cor respondence and parts orders helps us in providing prompt service. 1. ‘The Compressor Frame Serial Number applies to the frame and running gear parts. It is located on a nameplate which is attached to the side of the frame at the oil pump end. The serial number is also permanently stamped directly ‘below the nameplate in the frame metal. It-con- sists of several letters and numbers. Always give the complete serial number (for example: ‘YRS 634). 2. Each Compressor Cylinder has its own serial number which is stamped on a nameplate at- tached to the eylinder. The cylinder nameplate also includes other data; this is described in the section which follows. 8. Other Parts, such as drive units, controls and piston rod packings, often have serial numbers or other identification attached, which should be mentioned in any correspondence about these parts. 12 CYLINDER NAMEPLATE DATA ‘The nameplate (Figure 1-1) which is attached to each compressor cylinder contains information which is valuable both to the customer and to Dresser-Rand Company in identifying a particular cylinder. In addition, the performance information given provides a guide for the operation of the cylinder. The following is an explanation of the in- formation usually given on the cylinder nameplate. 1, Cylinder Type. Type of compressor on which the cylinder is used. ‘The next line on the nameplate covers the following in sequence: Compressor cylinder serial number. Bore diameter. Piston stroke. 2, Normal Discharge Pressure, The normal discharge pressure is determined by the pro- cess and the customer's order. It is the dis- charge pressure at which the cylinder will ‘operate under normal conditions. DRESSER-RAND Figure 1-1. Cylinder Nameplate |INSTALLATION CAUTION Consult Dresser-Rand _ Company before making any changes in the normal discharge pressure, due to the limitations which follow. 8. Rated Discharge Pressure This Cylinder. The rated discharge pressure is the maximum gas discharge pressure at which a particular cylinder may be continuously operated. The rated discharge pressure covers only the limitations of the particular cylinder to which a nameplate is attached. Other limitations such ‘as driver horsepower, allowable bearing loads ‘on the compressor running gear, and maximum. pressure rating of connecting piping, pressure vessels, etc., may dictate a normal discharge pressure less than or equal to, but never greater than, the rated discharge pressure. 4. Maximum Allowable Working Pressure, The maximum allowable working pressure is the maximum gas pressure permissible in the cylinder. The cylinder may be operated up to this maximum pressure for short periods of time as necessitated by process upsets, misoperation of stop valves, ete. Other limita tions, such as driver horsepower, allowable bearing loads on the compressor running gear, and maximum pressure rating of connecting piping, pressure vessels, etc, may dictate safety valve settings considerably below this maximum rating. ‘The maximum allowable working pressure allows ample margin for proper operation of the cafety valves. The safety valve setting may be less than the maximum allowable working pressure but must never exceed it. 5. Maximum Allowable Discharge Gas ‘Temperature. The maximum allowable discharge gas temperature is the highest tem- perature to which the cylinder parts should be ‘exposed (listed in degrees Fahrenheit and degrees Celsius), 6. Hydrostatic ‘Test Pressure. This is the pressure at which the cylinder has been tested. Hydrostatic tests are made at pressures greater than the maximum allowable working pressure of the cylinder. 7. Maximum Allowable Cooling Water Pressur: ‘The maximum allowable coolant pressure is the maximum recommended pressure to which the cylinder water jackets should be exposed. 8 Displacement CFM at RPM — Frame, Outer, ‘Total. This term denotes the cylinder displace: ‘ment per unit of time as expressed in the following formula: Displacement = Average piston area (ft) x piston speed (ft/min) Displacement mi/hr at RPM - Frame, Outer, ‘Total. This term denotes the cylinder displace- ‘ment. per unit of time (in the metric system) as expressed in the following formula: Displacement = Average piston area (m®) x piston speed (m/h) ‘This displacement is given for the frame and outer ends individually and the total displace- ment is also given. All are based upon the operation of unit at the RPM noted. 9. % Standard Cylinder Clearance. The percent of standard cylinder clearance is the percent of clearance normal to the cylinder before any alternations to meet performance specifica tions. Itis shown for both the frame and outer ‘ends, and the average is also given. 10. Normal Lineal Clearance. Actual clearance be- tween the piston and head at each end of the cylinder. 11, Added Clearance Volume. The added clearance ‘volume, given for both the frame and outer ends, is the clearance added to the cylinder for performance reasons. This block also specifies, ‘by means of a heading, how the clearance has bbeen added. 12 Inlet Valves and Discharge Valves. The numbers and letters shown in these blocks are the part nomenclature of the complete valves, less any special parts such as unloaders, ete. 12. STORAGE If the compressor frame or skid is to be stored at any time and it is not resting on a foundation, it must’ be supported the full length to prevent any possible sag or distortion. It will also be necessary to protect the unit from the weather, either in a building or by a tarpaulin or similar covering. ‘The shipping preparation used by the DRESSER. RAND Engine Process Compressor Division meets the requirements of American Petroleum Institute Specification No. 618 “Preparation for Shipment”INSTALLATION ‘and is suitable for outdoor equipment storage up to ‘six months, with the exception of the piston and rod assemblies and certain accessories which are often packaged separately and must be stored inside dry Local environment has such an effect on how well any rust preventative will hold up that DRESSER- RANDeannot realistically accept responsibility for the storage, as we have no control of the local condi tions at the installation site. Before storing the unit, it is important to check in- side as well as outside the machine to be sure all run- ning parts and exposed surfaces subject to corrosion are adequately protected. Make certain all covers are bolted tight and all openings are properly closured against moisture and dust. During storage, periodically remove covers and check the frame interior for condensation and for adequate protection of the internal surfaces. This should be done at least once a month and more often if conditions warrant it 124,_RECOMMENDATIONS FOR EXTENDED ‘STORAGE ‘The following recommendations apply to units that are being stored for an extended period of over six months and also to those machines that have been erected but that will not be started for some time, Because of the variations between installation sites, these recommendations are presented only as guidelines which should be modified to suit a par- ticular situation. The following procedure is in addi- tion to the storage instructions described in the preceding paragraphs. 1. The internal surfaces of the frame, frame ex- tensions and the internal running gear com- ponents have been coated with a rust preven tative at the factory; this protective coating aust be left in place. While erecting the frame ‘on the foundation, take extreme care to pre- vent dirt, sand and other contaminants from entering it. Any contaminants introduced at this time must be thoroughly removed. After the machine is installed, it s important that all frame openings are closed and sealed to pre- vent contamination of the frame interior. NOTE ‘When the compressor is to be stored for an extended period in an “as shipped” condition, an inspection schedule must be established whereby the frame interior can be periodically examined and the rust preventative coating restored as re- quired. Any rust preventative ap- plied to the parts during this period should meet U.S. Government Spec. MIL-C-16173 (latest edition), Grade IT, such as Valvoline Tectyl 502-C distributed by Ashland Oil, Inc. 2. After completing frame and running gear ‘assembly, fll the frame sump with enough rust Preventative oil to permit completely filling the lube oil system. a. Unhook the oil lines at the entrance to each main bearing and point the free end of each line away from the bearing. b. Run the auailliary oil pump, or a suitable ‘flushing pump tied into the lube piping, for a minimum of four hours to fill and cir- ‘culate the oil through the entire frame lubrication system. Watch the pressure Grop across the filters during this period and replace filter elements, if necessary due to clogging, ¢. Stop the pump and connect the oil line to ‘the No. 1 main bearing. Restart the pump and run for 80 minutes to thoroughly flush through the first bearing. d. Repeat Step c, connecting one main bear- ing oil line at a time at 30 minute inter- vals, until all of the oil lines are con- nected. . With the pump running, rotate the crankshaft slowly to ensure that all sur- faces of the crankshaft and running gear are coated with the rust preventative oil. ‘When this condition is assured, stop the oil pump. 8, Allpipe connections must be plugged or fitted with fiberboard covers, or if stored outside, steel covers. Openings at the ends of the frame extensions must also be closured if the com- pressor cylinders are not mounted. 4, Replace ell inspection covers on the unit, It is important that the machine is adequately closured against moisture and dirt. Wipe the ‘outside of the unit clean and dry. Spray all ex: posed “bright” surfaces, including that por- tion of the erankshaft between the drive end and frame, with rust preventative.INSTALLATION. INSTALLATION 5, Bar over the crankshaft at least once every four days (once 2 day if possible) during storage. Operate the priming oil pump to be ‘sure that rust preventive oil is fiushed onto all internal bearing surfaces. Do not allow the crankshaft to come to rest at the same position it was in before barring. A simple scribe line on an exposed portion of the shaft will aid in this ‘operation. 6. ‘The pistons, piston rods and piston rod pack- ings are sometimes packaged separately from the compressor cylinders. The best. possible storage for these items is to leave them in their hoxes and not install them in the cylinders. ‘This is of utmost importance in the case of non-Jubricated cylinders as these parts are not protected with « rust preventative oll. Store ‘these boxes indoors and cover them to prevent rusting of parts. Do not open them except under supervision of an Dresser-Rand erect- ing engineer. 1. Remove compressor valves from the cylinders and either store them submerged in an oil tank cr coat them with a suitable rust preventative, ‘wrap and store them indoors. Valves on NL" units must be properly cleaned and degreased ‘at startup if the process cannot tolerate any trace of ol 8. When lubricated compressor cylinders are shipped, the main bores and gas passages are coated with a rust preventative oil. This oil should not be removed or wiped out of the ‘cylinder until actual starting of the com- pressor. All of the cylinder openings must be completely closed so that dirt, rain or dust can- not be blown into them. 9. Nom-lubricated compressor cylinders are ship- ped with cylinder bore protected by V.P.I. paper. If this paper is removed, it must be replaced with adequate protection. It is not DRESSER-RANDs practice to use any type of rust preventative oil in non-lubricated cylinders. With many customers, even a trace of these oils will tend to contaminate the gas process. If the process can tolerate traces of cil, we would recommend that the cylinder bores be coated with this oil prior to storage and then completely close the cylinders so that dirt, rain or dust cannot, be blown into them. 10. If it has been necessary to install the piston rods and packings, lubricated units should have their Iubricators filled with a rust preventative oll, Operate the lubricator so that the rust preventative oil is pumped into the lubricator lines and main bores at the same time the unit is being barred over. Prior to starting, drain this oil and flush the system with the normal lubricating oil. 11. Amy vessels or gas piping supplied on lubricated units aro protected with rust preventative oil and/or other protective ‘coating. Do not remove this coating, All flanged or threaded openings are closured for shipment. Do not remove these closures until the mating piping is ready for assembly. Assomble the vessels and piping on the unit as ‘quickly as possible to prevent dirt and other contaminants from entering. On all non- Iubricated units and on many other units, pulsation dampeners are protected with a special Phenolic Resin Coating (Magnacoat) which does not need to be removed prior to starting of the units. When the units are assembled completely, purge the entire gas piping system and compressor cylinders with dry nitrogen or other dry gas. Continue purg- ‘ing until all of the air is removed from the system. There should be a slight positive pressure purge left on the piping system at all times to keep the system free of air. (Apply necessary closures at the piston rod openings.) 12, Our customers should realize that the rust preventative oil we use (and as far as we can determine, any rust preventative oil on the ‘market today) is only good for six months. We cannot ensure that any parts put in storage over six months will not suffer damage. 13. When the compressor is ready to be placed in operation, drain all of the rust preventative oil ‘and flush the system as described in PART IIL, Section 8-2-1 before filling the lubrication system with the oil selected for regular operation. In addition to the recommendations noted, the following inspections should be made at least once & month: 1. Inepect the internal surfaces of the frame. 2. Inspect the cylinder bores. 8. Inspect pressure vessels and piping for inter- nal rusting. 4, Inspect the pistons, piston rods, packings and valves by removing the protective coating ofINSTALLATION paper and checking for rust. Carefully repackage after inspection. 5, If there is any rust present, clean with a preservative oil ‘These periodic inspections should be performed under the supervision of an Dresser-Rand erecting. engineer. On skid-mounted compressor packages, similar procedures must be used on the engine drive and other package components. ‘These should be in ac- cordance with the respective manufacturer's recom mendations. and recoat 13._LOCATION ‘Where possible, select « site for the compressor in- stallation where the soil under and around the foundation will be firm and dry at all times. Inade- ‘quate soil conditions require special compensating ‘measures in designing and constructing the founda- tion. Before making a final decision on the com- pressor site, study the foundation plan, installation drawings and piping diagrams and the portions of this book covering these subjects. 14. BUILDING If the compressor is placed in a building, the build- ing should be designed to suit the particular stallation. Generally, a building is intended to pro- vide adequate protection against the weather for the operators, compressors and auxiliary equipment; it may be partially or completely enclosed depending on the site requirements. ‘The building should’be of ample size to provide sufficient working space around each unit. Refer to the compressor layout plan for minimum clearance required to remove compressor pistons and other parts. An overhead hoist, arranged so that it can be moved to 2 position over any part of the compressor or driver, will greatly facilitate maintenance work requiring the removal of parts. Select a hoist with ‘enough capacity to lift the heaviest part that may be removed during normal maintenance, Good lighting is essential for proper operation and care of these units, In addition to daylight and over- head electric lights, outlets should be provided for drop lights and extensions convenient to each machine. ‘Adequate ventilation is essentiel to safety in any ‘compressor room. Pockets or areas where any escap ing gas can collect must be avoided. Remember that ‘even the spark from a nail ina shoe can start a fire in a flammable atmosphere. Good ventilation around 16 any compressor is of prime importance to the com- fort and morale of the operators. 1:5,_FOUNDATION SIZE AND DESIGN Foundation requirements can vary from one in- stallation site to another and will depend upon the soil condition, the gas to be handled, the forces to be absorbed and, in some cases, the climate. The DRESSER-RAND Company, therefore, can suggest only general foundation design criteria to be adapted to the local conditions. ‘The size and arrangement of compressor cylinders, and consequently the weights of reciprocating parts, are usually dictated by the specific operating conditions. It is frequently im- practical or impossible to completely balance the reciprocating forces involved. Consequently, in addition to providing a firm and uniform support for ‘the compressor base or skid, the foundation must also absorb unbalanced forces and ininimize any tendency of the unit to vibrate. ‘The foundation size and design shown on the in- stallation drawings supplied with each unit are suitable for use in firm, dry soil backed up by bedrock and capable of supporting a minimum of 44000 Ib/sq ft (19,528 kgs/sq meter). If the soil is less firm, some modification will usually be necessary to arrive at 2 design suitable for the actual conditions. Several test pits should be dug at the proposed site in order to determine the nature of the soil. If the soil is wet or less firm than specified above, soil borings or deflection tests should be made, Alluvial soils, unconfined sand or gravel, soft clay, silt or filled ground do not furnish satisfectory support for the foundations of reciprocating machines. When these soils are encountered, the foundation should be extended or placed on a rein- forced mat to inerease the total mass, provide large surface in contact with the ground and reduce the soil bearing pressure, Foundations for reciprocating machines differ from foundations for buildings or similar structures since dynamic as well as static loads are involved. Consequently, much lower soil bearing pressures should be used than permitted by municipal ordi- ances; usually one-quarter to one-sixth lower. Low soil bearing pressures keop the natural frequency of the foundation high and prevent resonance, and also reduce the possibility of transmitted vibration. When the soil is soft, piling may be necessary to provide vertical support and to compect the subsoil.INSTALLATION In some cases spur or batter piles are desirable to absorb horizontal forces. Whenever possible the foundation should be car ried down to firm footing. Where freezing temperatures occur, it must be carried well below the frost line, Frequently, it is possible to observe neighboring installations on similar soil. Such observations will aid in determining whether or not additional soil contact area, additional mass or piling will be required. When conditions are doubtful, or if the location is such that transmitted vibration would be objec- tionable, we recommend that the customer engage the services of an engineering firm making a spe cialty of machinery foundation work, DRESSER- RANDis not in a position to investigate soil condi- tions nor to design special foundations and will ac cept no responsibility for the success of founds- tions. We will, however, be glad to supply informa- tion regarding unbalanced forces for the use of specialists in analyzing the problem. 151. GENERAL RULES FOR FOUNDATION DESIGN ‘A few general rules may aid in the design of a foundation: Keep the height of the foundation block as low as possible. The greater the height of the block the greater the rocking effect will be; consequently, the greater the chance of excessive vibration. ‘When two or more compressors are to be installed, it is preferable to arrange the units with the ‘erankshafts parallel (not in line) and to have one con- tinuous reinforced mat under all compressor founda- tion blocks. Avoid overhead piping wherever possible. In addi- tion to interfering with the use of the crane, over- head piping is also susceptible to vibration. 52, FOUNDATION CONSTRUCTION Build the forms for pouring the foundation so that the top of the foundation will be at the proper height to allow for grout placement under the compressor base or ekid; the recommended grout thickness is shown on the foundation plan. Be sure that the forms provide for any pockets or depressions in the foundation that are shown on the plan. Ww ‘The foundation bolts must be located according to the plan supplied for the unit. To hold the bolts curately in position while the foundation is being poured, build a skeleton wood template, similar to that shown in Figure 1-2, with holes for the bolts to correspond to the bolt layout plan. Check the dimen: sions carefully and mark lines on the template to show the centers of the eylinders and crankshaft. NOTE ‘The foundation configuration shown in Figure 12 is typical for block- mounted compressors. When a skid mounted unit is being installed, the foundation design will be different but the placement of the foundation bolts will be done in 2 manner similar to that illustrated. To allow for slight differences in dimensions be- tween the holes in the frame and the template, the foundation bolts, several inches down from the ‘template, should be encased in 2 piece of pipe as shown on the foundation plan. This permits spring- ing the bolts slightly to line up with the frame holes after the foundation has set. Suspend the bolts through the holes in the template, with blocks on top of the template boards so that the bolts will ex- tend above the top of the foundation for the distance specified on the foundation plan. Tt is important that the bolts eventually extend through the frame holes sufficiently to engage the full thread in the nuts. Stuff waste into the ends of the pipes around the foundation bolts to exclude concrete while pour- ing and to prevent dirt or loose pieces from falling into the holes after the foundation has set. ‘The waste must, be removed later, but the pipes will re- ‘main in the foundation. Set up the template, with suspended bolts, in the exact position to be occupied by the unit, allowing space for grout as shown on the foundation plan. Fasten the template securely in place. Any shifting of the template or bolts during construction of the foundation can result in serious difficulty when set- ting and leveling the unit and installing piping. Foundations for reciprocating compressors re~ quire adequate stecl reinforcement. Cracks which ‘would cause little or no concern in ordinary concrete construction are serious in foundations of this type, where they are subject to stresses which can cause the crack to grow. It is a good practice to use deformed steel reinforcing bars,’ 5/8inch (15.9mm) diameter and spaced on 8- to 12-inch (208 to 305mm) centers, extending both vertically and horizontally near all surfaces (or use equivalent reinforcement).INSTALLATION ‘BOLT PROJECTION ABOVE ROUGH FOUNDATION. SEE FOUNDATION PLAN EQUAL TO FRAME THICKNESS ‘Tor oF Rougs FOUyoATION SPACE FOR GaOUTING, SEE FOUNDATION PLAN FLOOR FOUNDATION I) o| fo BOLT TEMPLATE Figure 1-2. Typical Foundation Form and Bolt Template for Block-Mounted Compressor ‘A good conerete mixture for compressor founda: tions consists of: Coment 1 part Sand (clean and sharp) 2 parts Crushed Stone 4 parts If crushed stone is not available, gravel may be substituted, using one part coment to four parts gravel together with the sand. NOTE ‘The proportions listed are by weight. Make sure that the sand, gravel and stone are clean and contain no loam or clay. Impurities will ‘weaken the foundation and may result in an expen- sive repair later. After e final check on the location and height of all foundation bolts, the concrete can be poured up to the bottom of the template; leave the top surface 18 rough to assure a good bond for the grout, After pouring the foundation, cover it with burlap and wet it down twice a day to prevent its drying too rapidly. Allow three or four days to elapse before removing the forms and at least twenty-one days ‘between pouring the foundation and starting the compressor (unless a quick drying cement is used). If low temperatures are likely to be encountered hbefore the foundation has thoroughly set, take precautions to prevent its freezing. The recommend- ations of the cement manufacturer should be fol Jowed on all phases of mixing, pouring and curing. 1.6, SETTING AND LEV: FRAME— ~ ‘BLOCK-MOUNTED UNITS Before setting the compressor on the foundation, prepare the bottom of the frame and the surface of ‘the foundation as covered in the grouting instruc- tions which follow in Section 1-8. Pay particular at- tention to the instructions pertaining to blanking off the area under the center of the frame that is notINSTALLATION ‘to be grouted. The following procedure describes the setting and leveling of the typical block-mounted frame: 1. The compressor base is drilled and tapped near each foundation bolt. hole and setscrews are supplied for leveling the unit. Greasing the leveling setscrews will aid in leveling the frame and make them easier to back off after the grout has set. A sted! leveling plate should be placed under each leveling screw as shown in Figure 1-3 to prevent the setscrews from dig- ‘ging into the foundation, Make the leveling plates from 1/2 inch (18mm) thick steel plate or equal; the plates should be approximately three inches (77mm) square. 2. Lower the compressor frame over the founde- tion bolts, at the same time positioning the steel plates under the leveling setserews; place the leveling plates so that they do not extend beyond the outer edges of the compressor base. 3. ‘The frame leveling surfaces consist of the lower crosshead guides and the flat machined surfaces on top of the frame. Clean all leveling surfaces of dirt, grease, paint or anything which could result in a false level reading: however, do not file, grind or use any other cleaning equipment that can remove metal from the leveling surfaces. 4. Level the frame both longitudinally and transversely by means of the leveling set- screws. The muts should not be on the founda- tion bolts at this time. Use a precision machinist’s level at least 8 inches (203mm) ong on the machined leveling surfaces. Bring the frame to its final elevation and level it in LeVveLine SETSCREW greet PLATE P-101 19 5 both directions, keeping the weight evenly distributed on the leveling screws. Run the foundation bolt nuts lightly against the frame base flange to hold the final position. Do not at- tempt to level the frame by tightening the foundation bolt nuts. ‘Take level readings on the lower crosshead guides. If the preceding steps have been com: pleted satisfactorily, the guides should read level. If all of the guides run out in the same direction, this is an indication that the frame is ot transversely level and this condition should be corrected, Check at each main bearing with a 0.0015 inch (0.04mm) feeler to see that there is no clearance between the bearing and the bottom of the crankshaft. A 0.0015 (0.04min) inch feeler should also be inserted between the shaft and the bearing at the horizontal centerline and ‘then moved toward the bottom of the bearing ‘on each side to be sure the shaft is centered in the bearing. The feeler should stop at approx- imately the same position on either side when the frame is properly aligned. ‘As a final check of bearing alignment, crankshaft deflection check should be made at ‘each crankthrow. Check the crank web deflec- tion as shown in Figure 1-4. The micrometer shown consists of an ordinary inside micrometer barrel with a pointed extension shaft of the proper length to measure the span between crank webs. Bar the crank over until it points straight up. Insert the pointed end of the micrometer into a prick punch mark and adjust the barrel at the other end until it will just pass the closest portion of the opposite ‘web. Record the micrometer reading. Bar the crank 90° and take another reading; repeat at 180° and 270°. ‘The four readings should not vary by more than 0.001 inch (0.0Smm) if the crankshaft: is satisfactorily aligned. With the main frame satisfactorily aligned, and with the foundation bolt nuts pulled down ‘only enough to hold the unit in position, pro- ceed to grout the main frame and the frame ex- tensions. After the unit is grouted, as described in the in- structions that follow, and the grout has been given sufficient time to harden, the leveling screws should be backed off and the foundation bolts tightened to the torque recommendations given in PART V.INSTALLATION INSIDE wictomeTER READINGS WILL SHOW ANY ‘SHAFT DEFLECTIONS swan] Figure 14. Measuring Crankshaft Deflection I. "ING AND. = ‘SKID-MOUNTED UNITS | NOTE Do not start fitting any external skid piping until the skid has been leveled and checked by an erecting engineer. ‘The compressor frame is leveled and grouted to the skid prior to shipment. After grouting, the frame is rechecked for level and crankshaft align ment; supports are then installed under distance piece, or ‘yoke”, portions of the frame. The result is a frame that is level with respect to a level skid. ‘The separable engine driver is mounted on the skid and leveled by means of mounting plates and shim pack assemblies located at the four corners of the engine base. The engine position is adjusted as required to obtain engine-to-compressor coupling alignment within the required limits. In summary, before leaving the factory, the compressor, driver and coupling are installed end aligned with respect toa level skid. A satisfactory field installation is then achieved by using the following procedure: 1. Prepare the foundation to receive the skid. Refer to the foundation preparation instruc- tions which follow in Section 1-8-1. 2. Move the skid onto the foundation and into position over the foundation bolts, as follows: a. Lower the skid over the foundation bolts ‘and rest it on timbers. Use timbers at least 8 x 8 inches(200 x 200 mm. The sup- porting members should be of the same 1-10 4 b. Insert the leveling setserews into all of ‘the tapped holes provided in the sides of the skid frame, Grease the leveling screws to assure ease of operation and to prevent the grout from bonding to the threads. ©. Place leveling plates under the setscrews (see Figure 1-8) to prevent the leveling screws from digging into the foundation. Make the leveling plates from 1/2-inch (13mm) thick steel plate or equal; the plates should be approximately three in- ches (77mm) square. d. Use a minimum of six jacks at least 20 ton (18 120 Kg) capacity or higher to sup- port the weight of the skid and then remove the timbers from under the skid. @ Lower the skid with the jacks until the ‘weight of the skid is supported on the leveling setscrews; be sure a leveling plate is positioned under each screw so ‘that it does not extend beyond the outer edge of the skid. Level the skid-mounted separable compressor frame by following Steps 3 through 7 in preceding Section 1-6 for block-mounted units, except that the leveling setscrews in the skid are now used to make level and alignment ad- justments. With the compressor frame satis- factorily aligned (be sure to complete crank- shaft alignment checks), snug down the foun- dation bolt muts enough to secure the skid position, NOTE On a twoskid arrangement, the enginelcompressor skid and cooler skid should be mated together and leveled at the same time prior to grouting. Refer to Section 1-12, ‘A check of the drive coupling alignment is re- quired before grouting the skid. The purpose of this coupling alignment check is to verify posi- tioning of the skid, in as near a level condition as possible in the field, to duplicate the condi- tions when the skid was leveled at the factory during manufacture of the unit. The following procedure applies to the separable engine and ‘coupling drive arrangement normally supplied: 2. Remove the four bolts thet fasten the compressor end coupling hub to the laminated ring pack.INSTALLATION Make a suitable fixture to mount two dial indicators at the coupling hub which is at- tached to the compressor crankshaft. A satisfactory fixture can be made using a 5(8inch (16mm) diameter rod which is ong enough to extend from the coupling ‘mounting flange on the engine flywheel to 1a position over the coupling hub on the ‘compressor crankshaft. This rod is then welded to a2 by 2 by 1/4-inch (61 by 51 by 6.4mm) angle iron clip with a hole in one side to be attached to one of the coupling flange mounting bolts on the engine flywheel. ‘After the fixture is securely fastened to the engine flywheel, mount a dial in- dicator to read on the outer rim of the compressor coupling hub and another in- dicator to read on the face of the hub. CAUTION Compressor crankshaft rotation is counterclockwise as viewed from oil pump end of compressor. Rotate the engine through one complete revolution and bring both indicators to the top vertical position with respect to the engine flywheel; then, using a mark- ing pencil or chalk, place a reference mark ‘on the flywhoel and flywheel housing. ‘These will be the zero reference marks. Mark the flywheel housing at the 90°, 180° and 270° positions. ‘These marks will be used as reference points to take the dil indicator readings. Using a bar, shift the engine crankshaft toward the front (away from compressor) and the compressor crankshaft. toward ‘the oil pump end (away from engine). Zero the dial indicators, with the engine flywheel at the top vertical reference marks, and then rotate the engine to the 90° mark and take an indicator reading; repeat at the 180° and 270° marks and then return to the starting point. Recheck the zero eettings at the starting point. Be sure the engine and compressor crank- shafts are first shifted per Step "f" before recording the indicator reading at cach reference point. Compare the dial indicator readings to 11 Gotermine the main point of misalign- ment. If readings taken at the 180° reference point indicate that the engine is high or low at the drive coupling end, this, will, in most cases, indicate that the ‘engine end of the skid is not properly leveled with respect to the compressor ‘end. Correct this misalignment by raising ‘or lowering the engine end of the skid, rather than by readjusting the shimming ‘at the engine mounting points. After rais- ing or lowering the engine end of the skid, always recheck the level of the com- frame to be sure that the level has not been affected at the compressor end of the skid. When it has beon determined that all possible misalignment has been corrected by raising or lowering the engine ond of the skid, take a final set of indicator read- ings at each of the reference points. The coupling misalignment should be as close to zero as possible and must not excerd 0,008 inch (0.13mm). If further alignment: adjustments are necessary, do this by adding or removing shims from the engine mounting points and by moving the engine sideways, if required, using Jack screws against the sides of the ‘engine base. ‘When the coupling is aligned within the prescribed limits with the compressor frame level, smug down lightly on the foundation bolt nuts to hold the skid posi tion, Do not attempt to achieve alignment by tightening the foundation bolt nuts. 5. After checking and adjusting the drive coup! ing alignment, and before grouting the skid, check for possible engine base distortion as follows: a ‘Mount a dial indicator at a point near the hold down bolts on one comer of the engine base, Zero the indicator. Loosen one of the hold down bolts adja- cent to the indicator. Observe the in- dicator dial to see if the engine base springs up when the bolt is loosened. If it does, record the reading on the indicator. ‘Loosen the other hold down bolt; recheck the indicator dial and record the reading, if there is one. If there is a total deflection of more than 0.004 inch (0.10mm) when the bolts are Toosened, it must be corrected by continu- ing with the following steps.INSTALLATION @ With the two bolts loosened on the engine base, measure the clearance between the shim pack and engine base using a long feeler gauge. Add the amount of shims to each shim pack as indicated by the fecler gauge measurements. {. _ Retighten the two engine hold down bolts and then repeat Steps “a” through “c’, once again reading engine base distortion ‘on the dial indicator. If the deflection is still above the 0.004 inch (0.10mm) max: imum, correct per Step “‘e” and recheck ‘the adjustment until the distortion is within the maximum limit. & Repeat the preceding steps to check for engine base distortion at each of the engine mounting points and make any corrections required. h, It may be found after correction of base distortion that. the drive coupling will have to be realigned. If shims are added under the base of the engine to correct distortion, slways recheck the coupting alignment as described previously. . After satisfactorily completing the foregoing procedure, and with the foundation bolt nuts pulled down only enough to hold the skid in position, proceed to grout in the skid using the applicable instructions. NOTE ‘The grouting operation should be started as soon as possible after final leveling of the skid. The skid must not be supported on the level- ing screws for a long period of time due to flexibility of the skid frame, temperature changes and other fac- tors that could result in misalign- ment. After the unit is grouted and the grout has been given sufficient time to harden, the level ing screws should be backed off and the found- ation bolt nuts tightened to the torque recom- mendations given in PART V. . At some point of prestart preparation, after the skid grouting operation is completed and the foundation bolts are secured, recheck the coupling alignment as described previously. Any further adjustment to the coupling align- ment must be made by repositioning the engine as covered in Step 4li). 8. Reinstall the four bolts attaching the coupling hhub on the compressor crankshaft to the Jaminated ring pack of the coupling. 10, Make a final check of the drive coupling align- ment with the bolts installed and tightened. 18. _GROUTING ‘We recommend that epoxy grout be used. Field experience has shown that certain types of non- shrink grouts continue to expand in service and can cause alignment problems. If this type of grout is to be used, the characteristics of the material should be thoroughly investigated with the manufacturer before the selection is made. ‘The final selection of @ particular grouting method and the brand of grouting material to be used is the responsibility of the customer or his con- tractor. Also, instructions concerning the use of a particular grouting material are the responsibility of the grout manufacturer. To assure proper bonding of the epoxy grout to the concrete foundation, make surface preparations before positioning the frame on the foundation for grouting. 18:1, FOUNDATION PREPARATION . Roughen the top of the conerete foundation with a chipping hammer to remove the surface layer which has a low strength; the roughened and cleaned surface provides a better bond for the grout. The surface on which grout is to be placed must be solid. 2, Remove all traces of oil. Concrete must also be completely dry when the grout is poured. 8. ‘The foundation bolt sleeves must be sealed at the top so that the grout will not enter them. Also, the foundation bolts, where they are posed to grout, must be protected by a coating of heavy paste wax or by a suitable sleeve seal. Both of these measures are necessary to pre- ‘vent the epoxy grout from bonding to the bolts and thereby reducing the effective length of the bolt, Leveling setscrews must also be pro- tected so that they can be backed off after the grout has hardened.INSTALLATION. 1.82. SAFETY PRECAUTIONS WARNING Epoxy grout components may be ‘combustible and can be harmful if they contact the skin, eyes or mucous membranes. Avoid excess breathing of vapors. Before using an ‘epoxy grout, thoroughly review and i then observe all safety precautions specified by the grout manufacturer. 1.83, EPOXY GROUTING BLOCK-MOUNTED 1. ‘The area under the center of the frame is not grouted. Place a fire hose or foam plastic along both sides of the area to be blanked off as shown in Figure 1-5. When using the hose, tape it with polyethylene and then wax it with a heavy paste wax. Hold the hose securely in place so thet, when inflated, it will prevent the , grout from working under the center of the | frame. Fill the hose with water, bleed off the air and then pressurize the hose to 5 PSIG (34.5 kPa) maximum. Work carefully in placing and | pressurizing the hose. Over-pressurizing the hose can move the frame and affect the align- | ment. When using foam plastic to blank off the area under the center of the frame, it must be placed before the frame is lowered to its final elevation. The free height of the foam plastic should be sufficient to ellow approximately ‘V/é-ineh (6.4mm) crush per inch (25.4mm) of height when the frame is in its final position. A. generous bead of eaullting compound can be rman on the top and bottom of the foam plastic to assure a tight seal against both the frame and foundation. The foam plastic can be left in place after the unit is grouted. NOTE Another method of blanking off the ‘center of the frame during grouting involves placing a piece of foam rub- ber under the frame to fill the entire ‘area where the grout is to be ex- ‘eluded. The foam rubber must then bbe removed, however, as it is impor- tant that there is an air space under ‘the unit. 2. Heavily wax all forms and seal with putty, or a similar material, before the grout is poured. ‘When the compressor frames in direct contact with the grout, the grout should be 1/2-inch (12.7mm) above the outer edge. There are three important reasons for doing this: first, to serve i 16 TO 1472 IN. 32 TO 38 mM) OPTIMUNE crour seveLsTAIr (oerigNAL! voi (13 aa LfA ty sfav:anounn sot waKep woop a waxer AND BOLT SLEEV! 8p, Bree Figure 1.5. Forming Compressor Frame for Epoxy Grout 113INSTALLATION _as 2 key to resist any horizontal movement of the unit during operation; second, to assure that the aggregate will not settle below the base of the machine; and finally, to take advan- tage of its bonding characteristics to make a tight oil and water seal at the edge of the frame. Wax or mask off the compressor frame ‘above the grout finish line to prevent splatter and spillage from sticking to the frame. Form around the frame extensions and prepare them for grouting as described in the preceding stops for the main frame. Grouting space under the extensions should be approximately the ‘same as that under the frame. |. ‘The pot life of the epoxy is affected by ex- cessive heat or cold. In hot weather, shield the foundation and compressor from direct sun- light. In cold weather, provide a protective covering for the foundation and compressor. Provide auxiliary heat, if necessary, to bring ‘the foundation and compressor temperatures up to the desired lovels. Since the temperature affects the curing time and viscosity of the grout, consult the epoxy grout supplier eoncerning curing time and recommended ‘minimum temperatures of the foundation and grout mixtures. Most manufacturers recom mend a temperature of 70°F (21°C) for the foundation, compressor and for mixing the grout. WARNING ‘All precautionary measures speci fied by Occupational Safety and Health Act of 1970 (OSHA) must be complied with when storing, handl- ing, or using solvents. For proper bonding of the grout to the com- pressor surfaces being grouted, it is particu: larly important that these surfaces be clean and free of all paint, oil and rust, Sand blasting of these surfaces is preferred; however, prop- erly performed wire brushing can be adequate. After sand blasting and wire brushing ‘thoroughly clean the surfaces with a compati- ble solvent recommended by the grout manufacturer. For best results, complete the surface preparation just before grouting. 5. Average thickness of the grout should be be ‘twoon 1 and 2 inches (25 to 51mm), with 1-1/4 to 1-1/2 inches (82 to 38mm) ‘being the optimum depth. In no case should the grout ‘thickness exceed 8 inches (76mm) in one pour. 7. After the grout has thoroughly set per the snufacturer's instructions, back off the level- ing screws. Collapse and remove the fire hose if this method of blanking off the frame is used. ‘Tighten the nuts on the foundation bolts to the wrench torque given in PART V. 8. Recheck all leveling points to be sure that the frame alignment was not disturbed during the ‘grouting period. If the unit is out of alignment, it will have to be regrouted. 184, GROUTING SKID-MOUNTED UNIT Skid-mounted units can be grouted with Portland ‘cement or with one of the epoxy grouting materials. When grouting the skid with epoxy, the same general recommendations as described previously for grouting the block-mounted unit are applicable. ‘The grout manufacturer's instructions must also be carefully followed. ‘When setting the compressor skid with a cement, grout, use these steps: 1. Prepare the foundation as described in Section 181. 2, Build a suitable form around the skid approx- ‘imately 10 to 12 inches (254 to 305mm) higher than the top of the foundation. Seal all joints with caulking compound, or other suitable means, to prevent leaitage. 8, If Portland coment grout is used, a good mix- ‘ture is one part normal Portland cement to two parts of clean, sharp, wellgraded sand. (It is important that the sand is free from silt or clay. Also, avoid the use of any type of air entraining cement as it is not suitable for grout.) To lessen shrinkage, use as little water ‘a3 possible, but use enough to allow the grout to flow freely so that it can be worked under the skid. Add just enough water to the grout mixture to obtain an easily workable consis: tency, but not so much that the grout runs ot so that the cement and small particles will rise to the top. NoTE ‘The strength of a cement grout is reduced, and shrinkage is increased, as larger amounts of water are used. Never sacrifice the strength of the grout by adding excess water so ‘that it ean be poured mare easily.INSTALLATION INSTALLATION 4. Crumbling grout affords poor support for a compressor installation. If low temperatures tare likely to be encountered before the grout has thoroughly set, precautions must be taken to prevent freezing. ‘WARNING All precautionary measures speci- fied by the Occupational Safety and Health Act of 1970 (OSHA) must be complied with when storing, handl- ing, or using solvents. 5. For proper bonding of the grout to the surfaces being grouted, it’s particularly important that these surfaces be clean and free of all paint, oil and rust. Sand blasting of these surfaces is preferred; however, properly performed wire brushing can be adequate, After sand blasting or wire brushing, thoroughly clean surfaces with solvent. For best results, complete the surface preparation just before grouting. 6. Before starting to grout, be sure that there are sufficient materials and help available so that the grouting can be completed without inter- ruption. Keep the top of the foundation wet for 6 to 8 hours prior to the time the actual ‘grouting is started. Then, blow off the excess ‘water with an air hose, paying particular atten- tion to the foundation bolt holes. It is impor- tant that the puddles of water are removed. If ‘convenient, let the foundation soak overnight. tis helpful to lay chains strategically between the skid and the foundation, extending several feet at each end to assist in working the grout evenly under the skid frame. 7. Start pouring grout under the skid at one end and progress toward the opposite end. Puddle the grout continuously to work out any air pockets. 8. As soon as the grout begins to set, remove the forms, cut off the grout flush with the edge of the skid, and slope the top slightly toward the outside of the foundation. Trowel the grout smooth and point up the foundation. 9. If nomshrink grout is used, remove the grout down to the foundation on all surfaces that ex- tend beyond the skid. Fill this section with rogular cement and sand grout. Because of the expanding ability of nomshrink grouts they must not be used in places where they are not confined by the skid. Non-shrink grouts will ravel and provide a bad appearance, and will sometimes fail physically when applied to an ‘open area. 10. If the installation site is dry and warm, cover ‘the exposed grout with wet burlap bags or similar material and wet throughout every few hours to keep it from drying too fast and developing surface cracks. After the initial set of the grout (not less than 24 hours) remove the leveling screws. This is important as the skid must be supported on the grout, not on the leveling screws and plates. LL. After the grout has thoroughly set (usually ‘about § days}, pull the foundation bolts down tight. Recheck all leveling points to be sure that the machine was not disturbed during the ° grout period. If the unit does not show level, remove it from the foundation, chip off the ‘grout and start over again. 12, Before starting the unit, be sure the grout is thoroughly set and hard and paint the whole foundation with a good water-and oilresistant paint. Be careful to make a good paint seal be- ‘tween the skid and the grout so that any oil spilled cannot croep under the skid to soften the grout. If any oil works its way under the grout, the alignment of the entire machine ean bbe affected as the grout softens. Epoxy type paints are recommended because of their oil resistance and bonding characteristics. 19. DRIVER INSTALLATION — BLOCK- “MOUNTEDUNIS- Several drive arrangements are available for block-mounted compressor units. Refer to the driver ‘manufacturer's instructions for specific information ‘on installation and alignment. Information on the drive coupling and gear set (if used) are also the equipment manufacturer's responsibility. The following information applies generally to the in- stallation of the more common compressor drive ‘arrangements. 191, INSTALLATION AND ALIGNMENT OF ING INDUCTI rN CHRONOUS MOTOR: Install and align the two-bearing motor as described in the following steps. Grouting the com: pressor and motor separately and then attempting to mount the coupling between them is not recom: mended; that procedure can lead to angular mis alignment and failure of the coupling. ‘CAUTION ‘Compressor crankshaft rotation is ‘counterclockwise as viewed from the il pump end of compressor. 1-15INSTALLATION 1. Check to see that the compressor half of the drive coupling is in place on the crankshaft. 2. Set the motor on its foundation and level it, ‘with the motor half of the coupling in place on the motor shaft. 3. Bring the motor and compressor halves of the ‘coupling together and check the runout. Refer to the instructions furnished by the coupling manufacturer. Runout adjustments are made by moving the motor. (The compressor frame should have previously been leveled and grouted as described in the foregoing instruc- tions.) 4. Prior to the final setting and grouting of the motor, position the compressor crankshaft such that the shaft is centered with respect to the thrust adjustment. Run the main motor, if possible, to determine its magnetic center and then seribe the shaft to indicate the magnetic center position. 5, The final assembly of the coupling should now be made with the motor on its magnetic center and the compressor crankshaft centered on its thrust clearance. 6. After tightening the coupling bolts, recheck ‘the coupling alignment and the positions of the ‘erankshaft and motor shaft as described in the preceding steps. If everything is in order, ‘grout the motor. 7, After the grout has set, back off or remove the jackserews and tighten the foundation bolt ute. Check the coupling alignment with the foundation bolts pulled down tight. 8 Run the compressor for about one minute and recheck the coupling alignment. After this final check shows the coupling alignment to be within prescribed limits, the motor frame can ‘be doweled to the motor sole pla 192, INSTALLATION AND ALIGNMENT OF PARABLE ENGINE DRIVE, Compressors equipped with a separable engine drive are normally supplied with the engine and compressor mounted on @ common skid (Section 4-1), In those cases where the customer prefers & biock-mounted engine drive ‘arrangement, the engine manufacturer's instructions should be refer- red to for setting and alignment recommendations. ‘The coupling alignment between the engine and compressor should be carefully checked and ad- justed per the coupling manufacturer's directions. (Refer also to Section 1-7, Step 4 which describes a typical coupling alignment check for a separable engine drive) 1.93. INSTALLATION AND ALIGNMENT OF TURBINE DRIVE AND REDUCTION AR SET ‘The following steps outline the recommended pro- cedure for alignment of the compressor, gear set and turbine. Each of these items is grouted to the found- ation separately. 1. ‘The compressor frame is leveled and grouted as described previously. 2 Position the compressor crankshaft and the gear set so that they are both centered with equal clearance on their respective thrust bear- ings. 8. Bring the gear set and compressor coupling halves together. Set the drive shaft of the gear approximately 0.004 inch (0.10mm} lower than the compressor crankshaft. When positioning the gear set, use laminated shims under the unit base £0 that vertical adjustments can be made later if necessary. 4, Check the coupling alignment. Refer to the coupling manufacturer's instructions. 5. Grout the gear set to the foundation. 6. Bring the turbine into alignment with the gear set, Position the turbine approximately 0.006 inch (0.15mm) lower than the gear set to com pensate for thermal expansion during opera- tion, Align the turbine as described in the literature supplied by the turbine manufac- ‘turer, Center the turbine with equal clearance on both sides of its thrust bearings. Use Iaminated shims under the turbine base so that vertical adjustments can be made if necessary. 7. Grout the turbine to the foundation. 8 After the grout has set and the entire drive ‘train is securely bolted in place, disconnect the turbine and run it for approximately one hour to bring it up to operating temperature. 9, Immediately, before the parts have a chance to cool, check the vertical alignment of the tur- bine and gear set shafts. This hot, vertical alignment should be within 0.002 inch 116INSTALLATION (0.05mm) or further alignment adjustments are required. 10. Connect the turbine to the gear set and run ‘them for about two hours or as long as it takes the gear set to reach operating temperature. Immediately check the vertical alignment of the gear set with the compressor. This hot alignment should be within 0.002 inch (0.05mm). 11. When the gear set to compressor alignment is determined to be within the prescribed limit, reconnect the eoupling halves. 110,_FINAL ALIGNMENT CHECK, After completing installation, alignment and grouting of the block-mounted compressor and drive arrangement, or skid-mounted unit, a final alignment check of the equipment is recommended; refer to the previous instructions on this subject that are applicable to your particular compressor and drive arrangement. A check should also be made at this time of all foundation bolts to be sure the nuts are tight (see PART V for recommended wrench torques). All leveling setscrews must either be removed or backed off sufficiently so that they are finger-loose. COMPRESSOR CYLINDERS ‘The cylinders aro normally mounted on the com pressor frame when it is shipped to the installation site. However, in some instances, usually because of shipping and packaging restrictions, the cylinders are shipped separately and must be installed at the ‘compressor site. Refer to the installation plans prepared for the ‘compressor to determine the position in which each cylinder is to be mounted. Thoroughly clean the matching surfaces on the cylinder, distance piece or “yoke”, and on the frame extension. The mating surfaces between these parts should be coated with shellac to ensure an oiltight joint, but do not use a gasket or silastic. ‘Most cylinders are supplied with outer end sup- ports. These supports are intended to support the weight of the cylinder; they must not be used in an attempt to force the cylinder into alignment. If a ‘eylinder can not be properly aligned at assembly, this is usually a result of dirt, burrs or other ir- regularities on the mounting surfaces. wy Detailed instructions for installing the com- presoor cylinder are described in PART IV, MAIN- TENANCE under Section 412-1. Install one cylinder at a time on the unit. Where supports are ‘used, insert leveling screws in the support bases be- ing sure the threads are greased and free in their holes. Leveling plates should be used under each set- screw as described previously in the frame leveling instructions (Section 1-6). When the cylinders have been properly mounted and leveled as described in Section 4-12-1, grout the support baseplates as described in the previous grouting instructions. After the grout has hardened sufficiently, back off or remove the support leveling screws and then tighten the foundation bolt nuts securely to the torque recommendations given in PART V, Assembly of the compressor cylinders (in- stallation of piston and rod and piston packings, alignment of the piston rod, adjustment of piston end clearances, ete.) is completed by following the appropriate assembly procedures outlined in PART W. 1.12,_INSTALLING COOLER SKID (If Supplied) If the unit is furnished with a separate skid for the cooler, scrubbers, water make-up tank and other ac- ccessories, it will be necessary to locate this unit in relation to the prefabricated piping and other equip- ment. Refer to the installation plans furnished with the compressor for foundation bolt layout, etc. ‘The final position of the cooler skid is established by lining up piping connections and flanges. It is im- portant that all interconnecting piping be accur- ately aligned and arranged with suitable supports to prevent undue stross on the connections and ‘The procedures for setting, aligning and grouting the cooler skid are the same as described previously for the skid-mounted compressor. ‘The normal prac- tice is to level the enginelcompressor skid and cooler ‘skid together before grouting. 1.13._OIL COOLER AND FILTER — BLOCK-MOUNTED UNITS NOTE ‘Mount the external oil filter below the oil level in the sump to avoid air in the oil system.INSTALLATION Locate the frame oil cooler and external filter as shown on the General Plan, These items are nor: mally mounted off the oil pump end of the com- pressor and secured to the foundation: alternate locations may be used to suit a particular installa- tion. Filter internals should be checked for cleanliness and correct position. Piping connections to the cooler and filter must line up properly before they are tightened. Do not spring the piping to make connections, as this may cause leaking joints or in- duce fatigue failures. 1.14, LUBRICATION OIL PIPING — ~~ BLOCK-MOUNTED UNITS ‘The oil piping in the frame lubrication system downstream of the oil filter must be closely exam- ined and cleaned before charging the system with oil. This includes the connections and piping bet- ‘ween the filter discharge and the main bearing oil header, the header itself and the lines between the header and main bearing caps. NOTE The internals of the lube oil piping and passages are coated with a rust preventative at the factory. This proventative is completely soluble with the recommended lubricating oils and need not be removed unless dirt or other contaminants have entered the piping. Where the customer is supplying external oil pip- ing, itis hie responsibility to provide piping that has been thoroughly cleaned and completely examined throughout. Any foreign material loosened by the flow of oil through the piping can seriously damage ‘the compressor. ‘To avoid damage in transit, the factory-supplied external oil piping is normally removed and pack- ‘aged separately. When this is done, the connections aro identified by a number or letter stamped on a metal tag which is attached to each connection, The piping can easily be returned to its original position by matching the identifying number or letter at each connection. This piping should be closely ex- amined and cleaned before assembling it in the lubricating system. ‘The frame lubricating system must be thoroughly flushed before tis filled with the correct oil selected for regular operation. This flushing operation is described in PART III, Section 2-2-1, 1.45, COMPRESSOR PIPING ‘We camnot emphasize too strongly the necessity for thoroughly cleaning the inside of all piping be- fore installation. It is extremely important that the compressor intake piping be thoroughly cleaned. If ‘metal pieces, pipe scale, rust, welding spatter, dirt and all other foreign material are not carefully and thoroughly removed, they will be loosened by the flow of air or gas and can cause serious damage. Blow the piping out with high pressure air. after cleaning. ‘The pulsation dampeners, volume bottles, separators, intercoolers and gas piping of lubricated units are protected with rust preventative oil and/or other protective coating. Do not remove this coating. All flanged or threaded openings are losured for shipment. Do not remove these closures until the mating piping is ready for assembly. Assemble the vessels and piping on the unit as guickly as possible to prevent dirt and contamina tion from entering. On all non-lubricated units and many other units, pulsation dampeners are pro- tected with a special Phenolic Resin Coating (Magnacoat) which does not need to be removed prior to start-up of the units. When the units are assembled completely, purge the entire gas piping system and compressor cylinders with dry nitrogen. Continue purging until all of the air is removed from the system. There should be a slight, positive pressure, nitrogen purge left on the piping system at all times to keep the system free of air. (Apply necessary closures at the piston rod openings.) WARNING All precautionary measures speci- fied by the Occupational Safety and Health Act of 1970 (OSHA) must be complied with when storing, handl- ing, or using solvents. If plugs or covers on the cylinder openings (or any other openings) have become loosened o lost in transit, the inside of the part must be thoroughly ‘wiped out or cleaned with a blast of air to remove any dirt that has entered. If such parts have been protected with oil or rust preventative prior to ship- ment, they must be thoroughly washed with a safe- ty cleaning solvent to remove all dirt and dust and a protective coating again applied. Be sure that all temporary protective plugs or caps in vessel and pipe openings are replaced with permanent: plugs prior to starting the unit, 1-18INSTALLATION 1.151. RECOMMENDATIONS FOR THE, INSTALLATION, FABRICATION, ‘TESTING AND CLEANING OF AIR OR GAS PIPING ‘The importance of starting ANY compressor with ‘lean piping, particularly on the intake to eny cylinder, cannot be overemphasized. This is par- ticularly important on compressors which use special high pressure metallic packings or “NL.” (noniubricated) construction which use TFE pack ing rings. Any dirt, rust, welding beads or scale car ried into the compressor will cause scored packing rings, piston rods and cylinder bores, and pitted, leaking or broken valves. ‘tis important that the piping system be designed. and fabricated with sufficient flange joints so that it can be easily dismantled for cleaning and testing. Cleaning, hydrotesting and final inspection of system is best accomplished in sections before final assembly on the compressor. Under no cir- ‘cumstance should the piping be chemically cleaned ‘when it is assembled to the compressor, as carry- over of the cleaning fluid into the cylinders is almost certain to occur; this can cause extensive damage to the cylinders. If it is absolutely necessary to conduct the final hydrostatic test when the piping is in position, take care to provide vents atthe high spots so that air or gas will not be trapped in the piping. Make provi- sions for complete drainage after the test is com- pleted. These connections should be planned in ad- vance. Furthermore, it is essential that all connec- tions to the cylinders be broken and blanked off, preferably with a spool piece removed between the piping and cylinder. Complete drainage of the pip- ing is essential if damage is to be prevented when starting. Chill rings are not recommended for gaslair or lubricating piping as welding beads, dirt, and other foreign matter, can be trapped between the ring and the pipe. This material cannot be completely cleaned out by pickding or flushing. It eventually works out in service and may result in damaged compressor valves, cylinders or bearings. ‘The proper welding practices used with com- pressor gas/air or lubricating oil piping should not result in weld beads on the piping internals; however, any weld beads, splatter, ete. must be removed by the conventional cleaning processes. Cleaning of the piping may be done by commercial companies with mobile cleaning equipment or by the following recommended cleaning procedure. After hydrostatic tests have been made and the pipe sec- tions have been cleaned as thoroughly as possible on the inside, the piping should be pickled by the following (or equivalent) procecdure: CAUTION Surfaces which have been protected by Magnacoating or a similar pro- ‘ess should not be grit blasted nor should these surfaces be allowed to eome into contact with the chemical cleaning solution. Refer to the clean- ing recommendations supplied by the manufacturer of the particular protective coating being used. Also, this solution should not be used on tin or aluminum. Prior to chemically cleaning the piping or vessels, all internal surfaces must be grit blasted to bare metal (before fabrication) to remove stubborn fastened debris such as mill seale or heavy rust, The following chemical cleaning procedure (or an equivalent process) is then applied to remove oil, ‘grease, light rust and similar foreign matter after the vessel or piping is finish fabricated. WARNING ‘hie cleaning operation should only be performed by authorized person nel who have respect for the safety requirements involved. This solu tion contains sodium hydroxide. Avoid contact with eyes, skin and clothing. A face shield, rubber gloves, rubber boots, and rubber apron must be worn at all times. If the cleaning solution comes into con- tact with eyes or skin, flush im- mediately with water to prevent invitation. Solution 1. Turco type C alkaline cleaner and water, mix: ing 1-1/2 to 2 pounds (0.68 to 0.91 kilograms) alkaline to each gallon (3.8 litere) of water. Heat the solution to 180° to 200°F (82°C to 93°C), 2. A solution using a different caustic, but ‘equivalent to the above, may be substituted. 3. Maintain the concentration of caustic by titra: tion checks end periodic additions of chemicals as required. 119INSTALLATION B._Procedure 1. Charge cleaning tank with sufficient solution for the items being cleaned. 2 Remove all closures and fittings (such as in- spection opening flanges or plugs} to facilitate circulating the solution during cleaning and flushing. 3. Immerse vessel or pipe, and also any closures or fittings removed, into the heated tank. The vessel or pipe must be completely submerged to ensure all trapped air is removed. Agitate, roll and otherwise maneuver all pieces to en- sure that thorough wetting of all internal sur- faces is obtained. All items should be im- mersed in the cleaning solution for at least 20 minutes. NOTE ‘The extent of cleaning depends on the temperature, condition and con- centration of the cleaning solution, ‘and the immersion time. 4, Remove vessel or pipe from the solution and thoroughly flush all surfaces with clean hot water; the recommended water temperature is about 120°F (49°C) for this flushing opera- tion, After all caustic has been removed by flushing, use dry compressed air to blow the surfaces dry. C._Inspection 1. Inspect surfaces closely to be sure that all soil and rust is removed. The vessel or pipe must be clean enough sé that a man wearing clean, white gloves can rub his hand over any internal surface without picking up dirt, scale, rust or other debris, 2. If the above inspection does not produce satisfactory results, repeat the foregoing chemical cleaning procedure and reinspect. D._Rust Prevention 1, Immediate steps must now be taken to prevent rusting, even if the piping will be placed in ser- vice in a short time. Generally, a dip or spray coating of @ light, water-displacement type ‘mineral oil will provide adequate short term protection; however, if the piping is to be placed outdoors or stored for several weeks, ap- ply a hard coating, water-displacement type rust preventative meeting U.S. Government Specification MIL-C-16173 (lastest. edition), Grade II. 2 Reinstall all fittings and flanges that were ‘removed from the parts to facilitate cleaning. ‘These parts should also have been chemically cleaned and coated with a rust preventative. Be sure proper gaskets are used under all in- speetion flanges. 3. Unless the piping is to be assembled on the ‘compressor immediately, suitable gasketed closures must be placed over all open pipe ends and other openings to prevent entrance of moisture and dirt. The use of steel plate covers, and thick rubber gaskets is recommended for all flanges, Before installing closures, coat the flange surfaces with grease. E.“NL” Compressor Piping For “NL” (nondJubricated) units where an oil coating inside the piping is not permissible (due to process contamination), even for the starting period, consideration should be given to one of the following alternatives: ‘© Use of non-ferrous piping materials, such as aluminum. © Application of Magnacoat or other suitable coating to the internal surfaces during fabrica- tion, thus eliminating the need for chemical cleaning. E._Final System Ingpection WARNING All precautionary measures speci- fied by the Occupational Safety and Health Act of 1970 (OSHA) must be complied with when storing, hand! ing or using solvents. During final assembly and hook-up of the com- pressor piping and vessels, check that no dirt or other foreign matter has entered the piping and that no rusting has occurred on the internal surfaces. If it is in good condition, pull through each pipe sec- tion a swab saturated with a non-flammable clean- ing solvent that is compatible with the gas being handled by the compressor. On any large piping (where a man can work inside), the pickling procedure can be omitted if the piping is cleaned mechanically with a wire brush, 1-20INSTALLATION ‘vacuum cleaned and then thoroughly inspected for cleanliness. Time and trouble taken in the beginning to insure that the piping is clean will shorten the breakin period, and may save a number of expen- sive shutdowns. 1.152. TEMPORARY LINE FILTERS CAUTION When first starting, it is essential ‘that temporary line filters be in- stalled in the gas inlet line near the inlet suction bottle and near the ‘compressor. This is required to eatch any dirt, chips, or other foreign material that may have been left in the pipe. The pipe must be cleaned first, however, as ‘on the temporary line filters alone is a bad practice. If there is any possibility that the gas being com- pressed may, at times, contain dust, sand, or other abrasive particles, a ges scrubber must be installed Bermanenty and then regularly serviced to keep it a ‘Even though the previous cleaning procedure has been carefully followed on the compressor piping, a temporary filter (such as American Filter Type PT cor equal) should be installed in the intake line to the suction bottle to remove particles 290 mm (0.009 inch) in diameter or larger. If the compressor is an “NL" (nonlubricated) design, or minilubricated design, the filter should be designed to remove par- ticles 140 zmm (0.0056 inch) in diameter or larger. Provision must also be made in the piping to check the pressure drop across the filter and to permit, removal of the filter cell for cleaning, If the pressure drop across the filter exceeds five percent of the upstream line pressure, remove the filter, clean it ‘thoroughly, and reinstall it. The filter cell should be removed and left out only when the inlet line is com- pletely free of welding beads, pipe scale, and other extraneous matter. These filters are not intended for permanent installation. A typical temporary filter installation, with differential pressure gauge, is il- lustrated in Figure 1-6. This particular filter is an Ingersoll-Rand design. We recommend that: the filters be installed in a horizontal run of piping to facilitate cleaning out any material that collects on ‘the upstream sides. ‘This filter is to be supplied by the customer, or ordered from Dresser-Rand Company at an extra charge. 1153. ST. {G — UNLOADING BYP, ‘PIPING When no other form of unloading the compressor for startup is provided, a bypass arrangement is ‘essential. Bypass each compression stege separ ately, keeping in mind that when the unit is started, fall discharge pressure will be applied to all inlet connections. Specific recommendations as to the size of bypass valves and piping can be obtained from the nearest Dresser-Rand branch office. 1154. ‘SAFETY VALVES WARNING Always install a safety valve capable of passing the fullload capacity of the compressor cylinder, or cylinders, between the cylinder and the first line valve. UNDER NO CIRCUMSTANCE can a shutoff valve be installed in any discharge line before the safety valve. ‘The compressor must be fitted with safety valves, to limit interstage pressures and the final discharge to a safe maximum. For this application, the term “safety valve” refers to an automatic, pressure-relieving device that is actuated by the statie pressure upstream of the valve and character- ized by full opening pop action; these are also often referred to as “pop safety valves.” Safety valves are set to blow at pressures some- what above normal compressor operating pressures, ‘The maximum pressure setting for a safety valve is the maximum allowable working pressure (MAWP) of the compressor eylinder, or cylinders, which itis protecting. The pressure at which any safety valve is set to operate shall include the effects of static head and constant back pressure. Safety valves must be selected for the required pressure setting and also for expected gas characteristes and ‘temperature NOTE Rupture disks may be used in place of, or supplementary to, safety valves on certain applications. ‘These are normally special cases ‘where the proper action of a safety valve might be questionable because of corrosion or deposits caused by the process, where a loss of valuable material by leakage should be avoided, or where contamination of ‘the atmosphere by leakage of nox- ious gases must be avoided.INSTALLATION Safety valves shall be constructed, located and in- stalled co that they are readily accessible for inspec tion and repair and so that they cannot be readily rendered inoperative. They must also meet any federal and specified state or local regulations. Discharge lines from safety valves must be designed to facilitate drainage, and such lines shall lead to a safe place of discharge. The size of the discharge line must be such that any back pressure that may exist or develop will not reduce the reliev- ing capacity of the safety valve below that required to properly protect the compressor. Further information pertaining to the selection, pressure settings, installation and piping of safety valve and other pressure relief devices will be found in one of the pressure vessel codes; one such code is the ASME Boiler and Vessel Code (latest edition) 1155, INTERCOOLER, AFTERCOOLER AND RECEIVER (if Used) A._ Intercooler Intercoolers may be of several different types depending on the local operating conditions; therefore, the instructions which follow must necessarily be of a general nature. Use the coldest water available for the intercooler, because the more interstage cooling obtained, the less will be the horsepower required to compress the gas. Intercooling will condense moisture or vapor out of the gas. This moisture must be drained from the ‘cooler to prevent its passing into the high pressure cylinder where it would interfere with hubrication. It is important that a schedule is established whereby the intercooler is regularly drained as determined by the local conditions. ‘The tubenest can usually be removed from the in- tercooler for cleaning or inspection. Handle the tubenest carefully to prevent bent tubes or loos- ened joints. Scale or deposits (from the cooling water) on the inside of straight tubes can usually be removed by using a wire brush on a long steel rod, which is then run through the tube several times. ‘The exterior of the tubes can be cleaned by brushing or by immersion in a cleaning solution, which is often heated for best results. A water or steam hose is often adequate for cleaning the outside of the tubes. B._Aftercooler For some compressor applications, it is desirable to have an aftercooler to cool the discharge gases and to condense out any moisture carried by the gas. This prevents the moisture from condensing later in the lines where it might freeze, cause waterhammer, or give other trouble. Aftercoolers can be of several different types depending on the conditions of operation; but, in general, the instruc: tions given for intereoolers apply to’ aftercoolers also. GC, Receiver For some applications, a receiver is required to provide momentary reserve capacity, to improve regulation, and to ensure a smooth flow throughout the system. If a receiver is used, it should be placed as close to the compressor (or aftercooler) as possi- ble, It should be drained daily. The receiver must be protected from overpressure by a safety valve. 116._WATER PIPING When a circulated cooling water system is used, the water discharge lines from the cylinders should pass through open or closed sight flow indicatros ‘and then connect to the main drain or sewer. This permits a visual check on the water flow. Pipe pings must be installed at the lowest points in the water system so that the compressor and pip- ing can be entirely drained if the unit is to be ex posed to freezing temperatures during shutdown periods. If he desires to do so, the customer may replace the pipe plugs with globe valves to facilitate draining the system, 117._ ELECTRICAL WIRING All motor and control wiring must be carefully in- stalled in accordance with the National Blectric Code, the Occupational Safety and Health Act of 1970 (OSHA) and any other code requirements at, ‘the installation site. Check all wiring with the nameplate rating of each item. Connect leads as necessary to provide the correct rotation. ‘The compressor is furnished with protective devices arranged so that it cannot be started in the ‘event of certain conditions detrimental to its opera tion. The selection of switches for a given unit depends upon the degree of protection specified by the customer. 1-22INSTALLATION. sana oury Armaodeiny, wordy “pT aunts warat “oinaco wl ort “is90 004 “Zu waLaAvIO sya. 40 naauns uaicia oN HT Otr SSH Ge auM ap LEO Solos cnoova asus esa'inivas 40 siuve TV. ‘Sua iis OuvaNvAs 38n SNOLLVOI adv aHLo TV “7221s NogUVO GNY azNOuE OL anIBOUUDD SauanasOwLY Ou O3103"eNS 38 “oaayoduad Lon uy Nid aH, 40 20Nv14 Guy ONTY ONIDOWa "aaw'1a ONS Yaaivdoduad 1 3NOD BML JO TIVM 3H ATNO ‘3L0N “yysuaaau ova OL aal2arans a3 oF Avi ap HAAS 1 OEE Shaul ay Seok ow Ta SSO UBOIN GRY MOLE a Say Hots Suvensu os caaarane de tat He ee aa MK eau Suara Gant OEE Bah aNog ao aNSUan STs tf HaAGo ‘owis40 nsf ote "nea 09 ‘Sun uLaMvi0'vWn L810) WL 00 40 Na84O8 SAW NBSEEsOhove GN NRUOS UBL “AUN asia one det Oa SPUR ERAN nr AL a RR eg sada ib Shade Gn sues sss NOSED 30 Shs ai ed ‘satu oNy Nousid aaa ONIsN LON SHosssuaNoD aaLvoIHaN No Gash ~HEPTEFORVONVES SNOISNAMIO ¥Od at+ HO VI“ S3TBYL 338 oNinva9 ay NOILO3, waits a0 WwAoa HOS avid aU 1st NORIAGUS AUVESEDIN "210N sana any 300v0 1 (GdONSWROOSE aw caivugauaa sy sean2OIHd Gnivs oui DNDOVE sg0nvia 110s 01 saves 40. 7 un sevey wrest m Lt. b——r—l azvue ud asn agia 40 Stil 4 on nah OVE INH $557 ON 39 01 S8BNDOIE OBHEINIS | ae Nae o Naauos enxove im) oN aatanen sr NOISNWG U3L714 NVHL WALVaUO S2ONYTS ‘as “agowss ATivnDa NgaMLae 3ovas 3OIAOus O1 INBIOIZANS ‘Ss00H Sum Deshi 1axsvo INIOr ONT 30 LOIS ww 9669) 9 01 1-23INSTALLATION “(esouyory aymd peyerojred pu perquatoyyip amnesaid 105 4ds0x9) goxpuy Uy UaRG are suORUOUN [TY “adid Tea qsoravoy oprour 35 09 poumead — 4H “sofiuey e955 Poses 10 ay IMM om oY POUT — 4 saojsuomnL sty Pur] Aevsodmay, WORE, “VET 145L, wt] etl o] s 9 [+ [over wt| et| of wre | ere | vet | over vit] ent| t| ete | eee | eet ot t| ee ¢ e wt] et|t| 6 | ere | oot] ett e | sves ¥ et| ove| e| er| ettr| eot| ie<| ver | ere 9 at] wt| ¢| weet| wrer| est |ors-e| ese | esor| @ Bit] wt] »| wtOe | VtHT| sot] sit -p) wie veer or zt| wt| + | weve] ot | wet |orarr| eee fa ve| wt| a| eroc| ot | wet {ote -s| eor| wret| $8 08 08 sor | wel wil o| te| et| wet| wit-o| ater| svat] or 09 OL OL 96 vie} ot/a| 9 se 6 | Wet | OUT -L) S/T-or 1 st 08 99 29 se__| wel ora| o| wrec| t2| wet| eu -1] west ee] 0% Fy 28 a [refers| st] uw] vel wer] eto] ot] wtiz| ve RAs PAS RAS PAS w i N a a a a oe av ous auvo | guvo | us "Ws ada ‘vost | ‘vost | ‘voor | ‘vorr reuwon Gea) ama 20 Sara PRONG OH ‘ta PaqeIOFEg 124INSTALLATION “(qejuarespp amnssoad 303 ydooxo) szajounyqus uy uanp8 are suosuauNp [TV odjd jyem ye0paou opieur yj 07 Powdtsoq — fl safrmyg 0983 pasyer 30 3T WIP osn 20} pou — +V zorsz | viwe | vine | cor | aco | ore | o| exer | wear] eve] oc | ove | ree | ce'oo et ce zewe | oeae | oase | vive | ceo | ere | o| seat | reer] ete] voz | ery | evor| coe e008 | otves | otrec | oeaue | aro | sre| t| voor | soer| oge| ove | ovs | over] ove sear | reer | Teeor | ove [ore | ere] 1| ove | oore| ew] vee [oo | eur] erm zoo | vowr | corer | ves | over] ov | @| voce | ree | et| eos | voar| este] eesor rice | eveor | eveor | oezer | over] avo | | war | euie| ety | tre | eeor| eee] sore sow | euse [exes | eeorr over| aes | ¥| vv | eave | ere | ovor| oene | eeee | soe ora | soso | eoao | coos | oxer| seo | +| core | voor] etr| veer] ose | otec| avez ris | voce | soo | vase | soet| oro reo | vor | ww| reer| coz | wary| ase cow | ova | otas | oem | ever] seo | s| rue. | cusp | svr| sear] exte | cor | voor ve | over | eer | oaco | coer| rox | 9| ones | ozer| ovr| rout | vase | rees| cur uve | cor | corr | roea |soer| vex | 9| ozo | vees| ovr [oo Toor | eves | ovo core | were | cere | over | oer] vex | i | eeetr| soo | ovv| eve | ozer| eee] 9609 auvo | quvo | us | us adi wiser | WH zor | ww oer | WH Ezy (ean) ha WO wag PRTG OW suoysuonncy sony on] Azwuodomag, WOHEAY, “AT G8, 1-25(1-26/BIank)PART Il LUBRICATION GENERAL. . eterna ‘Main Oil Pump Oil Pressure Relief Valves... Oil Priming Pump .. Oil Pressure Gauge Low Oil Pressure Shutdown Protection Oi Cooler : Oil Filter - Frame Oil Recommendations Oil Sump Capacity . Frame Breather. Break-In Considerations......... Cylinder Oil Recommendations . Inspection ........ : Synthetic Lubricants . Piston Rod Packing Lubrication FRAME AND RUNNING GEAR LUBRICATION SYSTEM (COMPRESSOR CYLINDER LUBRICATION - Cylinder Foree Feed Lubricator ....... Contents SEERSEE Beye 24. GENERAL The importance of selecting the correct iubricating oil and then properly maintaining the lubricating system cannot be overemphasized. Us- ing a lubricating oil not suited to the application can shorten the service life of the compressor and lessen its efficiency, as will a poorly maintained lubricating system. Use only 2 high grade of oil that meets the general, physical and chemical requirements as ‘specified in this section. Do not wait for lubrication difficulties to appear. If there is some question as to the correct lubricant to use for a particular application, consult a reputable oil supplier. Lubrication of rubbing surfaces is intended not ‘only to reduce friction and consequent wear between parts but also to carry away any heat developed where high rubbing speeds and loads are en- countered. If the compressor lubricating system is 24 to accomplish these purposes, it is essential that the correct oil is used and that the following recom- ‘mendations for maintaining the lubricating system are closely observed. 22, FRAME AND RUNNING GEAR LUBRICATION SYSTEM ‘The standard lubrication system is diagrammed in Figure 2-1. The oll is drawn into the crankshaft- Griven gear type oil pump from the frame sump. The pump forces the oll first through a cooler and then a filter before it is delivered to the main bearing ofl header in the frame. The oil is piped to each main bearing, through a connection in the bearing cap, and then through drilled passages in the crankshaft to the crankpin bearings. A rifledrilled hole through the connecting rod conducts the oil from the crankpin to the crosshead pin bushing in the small end of the rod. The ofl then enters the hollow crosshead pin, from where it is delivered to the two ppin bushings in the erosshead and from there to theLUBRICATION Legeno PS— LOW OIL PRESSURE SWITCH: ‘SETIAT 38 PSIG (199 EPs} RVI ~ BELIEF VALVE; ‘SET AT G0 PSIG (414 KPa) RV? ~ RELIEF VALVE: ‘SET AT 90 PSIG (671 KPa) a Gauce. mo COOLING WATER ¢ SONNECTIONS <> ‘SYSTEM COMPONENTS AND PIPING INSIDE BROKEN. EINES ARE LOCATED INSIDE THE FRAME Olt LeveL GaUse "TO MAIN BEARINGS. CRANKPIN. BEARINGS, CROSSHEAD PIN fav ay BUSHINGS AND CHOSSHEADS ‘GEAR TYPE Sic PuMe Parse Figure 2. Typical Frame and Running Gear Lubrication System top and bottom, crosshead shoes through oil passages in the crosshead and shoes. After passing through and lubricating the various parts, the oil drains back into the frame sump area, Relief valves, a pressure gauge and a low oil pressure shutdown switch are incorporated into the standard system. These items are described in greater detail in the text which follows. Additional optional equipment may be incorporated in the system for a particular application. A hand operated priming pump is included in the standard system to permit prelubrication of the bearings and to build up a slight pressure in the lubricating system prior to startup. A check valve in the priming pump discharge is supplied to pre- vent the reverse flow of oil through the priming pump circuit when the main pump is operating. An optional motor driven auxiliary oil pump can bbe used instead of the hand operated priming pump. ‘When the auxiliary pump is used, the check valve is located in the discharge line from the main oil pump. 221, MAIN OIL PUMP ‘The main oil pump supplies oil under pressure to. the frame and running gear lubrication system. This pump is internally mounted inside the frame and is direct-driven off the end of the crankshaft by a pin and hub drive arrangement. The oil pump should not be dismantled unless it has lost capacity. If trouble develops with the pump, refer to the servic- ing instructions in PART IV, MAINTENANCE (Section 4-6). 222, OIL. PRESSURE CONTROL AND RELIEF ‘VALVES ‘The standard lubrication system incorporates two relief valves located on the oil pump discharge. Both of these valves are mounted inside the frame and are preset at the factory. ‘The valve with the large cap nut controls the oil pressure to the frame lubrication system. This valve is preset to relieve at about 60 PSIG (414 kPa). However, field adjustment may be necessary due to, differences in oil viscosity. If adjustment is re- quired, remove the cap ‘“B" (see Figure 2-2), loosen jam nut “F”, and turn the adjusting screw “C” which controls the tension of spring "G”, thereby raising or lowering the oil pressure. After final adjustment of screw ‘“‘C”, tighten jam nut “F” and replace cap “B”. To increase the oil pressure, turn the adjusting screw clockwise; to decrease pressure, 22!LUBRICATION, _ turn the screw counterclockwise. Oil pressure should be kept as near 60 PSIG (414 kPa) as possible. ‘The oil pressure reliof valve is set to relieve ex: cessive pressure in the pump discharge during cold oil starting, when the oil is stiff and pressures are consequently higher. This valve can also be field ad- justed. If field adjustment is required, ‘loosen lock- it “D” (see Figure 2-3), and turn regulating screw "" which controls the tension on spring “F”. thereby raising or lowering the oil pressure. After adjustment is made, tighten locknut “D", This valve is set at 90 PSIG (621 kPa). 228, OIL PRIMING PUMP. The standard hand operated pump or optional motor driven auxiliary pump is used to prelubricate bearing surfaces and build up a slight pressure in the lubricating system before start-up. If trouble is experienced with this pump, refer to the mamu- facturer’s instructions and recommendations. 224, OWL PRESSURE GAUGE ‘The standard lubrication system has a differential pressure gauge installed across the oil filter inlet and outlet to enable the operator to constantly monitor the condition of the filter elements. On some units, the oil pressure gauge is mounted with a three-way selector valve on the oi filter hous- ing as illustrated in Figure 2-4. The valve permits taking pressure readings before and after the oil filter. The difference in pressure readings between the inlet and discharge side of the filter is the pressure drop across the filter. ‘The drop across a new filter with oil at operating ‘temperature ia usually less than 3 PSIG (21 kPa). Cold oil or a dirty filter will increase the preseure differential across the filter. The oil pressure on the discharge side of the filter is the approximate pressure to the main bearings. 225, LOW OIL PRESSURE SHUTDOWN PROTECTION Low oil pressure protection is provided by a com- bination indicating gauge and shutdown switch (standard equipment) which monitors the pressure at the end of the main bearing ofl header away from the oil pump. The minimum switch shutdown set- ting is 23 PSIG (169 kPa) decreasing oil pressure. ‘This switch is normally set at the factory; however, the setting should be checked as soon as possible after first starting the unit and the switch reset, if necessary, according to the manufacturer's instruc tions. LEGEND A~vatve BODY 8—car C= ADJUSTING SCREW D=RETAINER E~ GASKET JAM NUT G— SPRING Ho STOPRING ® pa220) Figure 22. Oil Pressure Control Valve teceno A= VALVE BODY. B—car (G— REGULATING ScREW D— LocknuT E— UPPER SPRING PLATE F SPRING G— LOWER SPRING PLATE H=pise TS P1606 Figure 23. Frame Oil Pressure Relief ValveLUBRICATION, e316 Figure 24. Oil Pressure Gauge and Selector Valve With the crankshaft driven main oil pump, it is nocessary to keep this shutdown device inoperative during compressor start-up to allow the unit to start, ‘and build up the oil pressure. Provision for accom- plishing this is built into the shutdown switch by means of a button which can be pressed in to “lock- out” the switch until such time as the oil pressure rises above the shutdown trip setting to automatic- ally release the lock-out and make the shutdown funtion operative. IMPORTANT ‘Whenever the compressor is started, visually check the geugeswitch to be sure the oil pressure has in- creased to a level above the shut- down setting of the switch to release the lockout feature. Otherwise, the unit will not be protected against low pressure in the frame and run- ning gear lubrication system. 226. OIL COOLER ‘The standard oil cooler is a shell and tube type heat exchanger with oil in the shell and water in the tubes. The oll temperature in the frame sump should bbe maintained within the range given in PART V, ‘under normal conditions. The ofl temperature out of the cooler is controlled by regulating the flow of ‘water through the cooler. ‘The oil cooler must be periodically inspected and cleaned if necessary. Refer to the instructions prepared by the cooler manufacturer. 224, OIL FILTER ‘The standard oil filter is normally flange- mounted on the cooler discharge connection. A pipe plug is provided at the bottom of the filter housing to allow it to be drained and cleaned. The oil filter element is removable and can be cleaned or renewed according to the manufacturer's recommendations. ‘The oil pressure drop through the filter must be ‘monitored and the filter element cleaned or replaced ‘whenever the pressure drop exceeds 8 to 10 PSIG (65 to 69 kPa) with the oil at operating temperature. The filter clement should also be cleaned or renewed whenever the frame oil is changed. 228. FRAME OIL RECOMMENDATIONS ‘Use a good grade of a highly refined oil as recom- mended by a reputable oil supplier or company. The oil selected for use as a frame lubricant must meet the following requirements. A. General Requirement ‘The oil must be a well-refined petroleum product with low carbon residue. It should not contain fats or fixed oil compounding. Oils containing rust and oxidation inhibitors and a foam depressant are proferred. The oil selected must be substantially non-corrosive to the common bearing metals, with a pour point at least 10°F (5.6°C) below ambient temperature when the unit is started.fee esata eer pes LUBRICATION Eee eee eres saeco Multiviscosity lubricants may be used in the erankease where widely variable ambient temperatures are encountered, provided that the lubricant maintains a viscosity of 116 to 150 SSU (23.7 to 818 cSt) at normal operating sump temperature. When heavier lubricants are used to accommodate higher sump temperatures, crankcase heaters may bbe required if ambient temperatures fall below 50°F (10°C) to maintain the eump temperature above the pour point. It is recognized that the oil recommended by the ‘engine manufacturer (when an engine drive is sup- plied) is normally heavier (in the SAE 40 viscosity range). When this is the case and the user desires to stock only one oil for use in both the engine and separable compressor crankeases, the heavier ‘weight oil recommended for the engine can also be used in the compressor crankcase. Under cold am- bient starting conditions, it is recommended that the oil sump temperature be at least 10 to 20°F (5.6 to 11°C) above the pour point prior to starting. This may require the use of auxiliary crankcase heaters. If sump temperatures above 165°F (78.9°C) are used, the lubricant should be monitored more close- ly for nitration effects and more frequent change outs should be scheduled to prevent an increase in long term maintenance. B ity Requirements ‘SUMP TEMPERATURE BELOW 145° 165° — 180°R 63°C) war 320) (SAE 20 AE 30) (GAE 40) VISCOSITY AT 100°F (97.8 Saybolt Universal, SSU 420 600 750 Kinematic Viscosity eSt 90.5 129.5 162.5 VISCOSITY AT 210°F (98.9°C) Saybolt Universal; SSU 50 60 70 ‘Kinematic Viscosity cSt 18 105, 13 ‘C._Inspection 229, OIL SUMP CAPACITY Conduct all testing of the lubricating oil in accor- dance with the Standard Methods (latest edition) of the American Society for Testing Materials. D._Oil Change Schedule After the compressor has been initially started and operated for at least 24 hours, but not more than 72 hours, the lubricating system should be drained, thoroughly flushed and then refilled with new oil. This is described in PART ITI, Section 36. ‘Thereafter, since the frame is dust tight and the oil is filtered continuously, it should not be necessary to change the oil more often than every 4000 to 8000 hours, depending on local conditions. Do not use waste or linty rags for wiping the frame interior. Use clean lint free rags only. Where the compressor is operated in an extremely dirty atmosphere, installed outdoors, operated in- ‘termittently, handling foul gas in the cylinders, or ‘where the oil reaches high temperatures in a very hot atmosphere, it may be necessary to change the ‘il more often. Most reputable oil companies offer laboratory analysis services of oil samples on re- ‘quest. We highly recommend the use of this service. 25 Number of Crank Throws 2 46 US. Gallons 22 60 100 Liters 84297 ~—«878 ‘The amount of oil required may vary slightly from the listed values. There is a gauge glass located at the oil pump end of the frame which should be checked periodically and the oil level maintained as follows: 1. On units not equipped with an optional lube level control and the unit at rest, fl the sump ‘to just above lettering on the gauge glass {approximately 1/8 inch (8mm) above the level Hine], When the unit is running, the level will drop to the level line. 2. With automatic level control and the unit at rest, fill the sump to the level line on the gauge glass. When the unit is running the level con- troller will automatically maintain the level at the proper level. When the unit is off the oil evel will be approximately 1/8 inch (Sram) above the level line.LUBRICATION LUBRICATION ‘Do not fill to a point where the rotating parts will strike the oll surface; this will cause foaming and Joss of oil pressure from the main pump. If the oil level is allowed to drop below the gauge glass, air may be entrained in the oil and cause a fluctuating or total loss of oil pressure to the bearings. A filler connection is provided in the frame for adding oil to the sump. 2210. FRAME BREATHER ‘The breather is mounted on the side of the frame. It vents the frame interior to atmosphere while con- densing oil vapors and returning the condensed oil to the frame sump. WARNING AIL precautionary measures. speci- fied by the Occupational Safety and Hoalth Act of 1970 (OSHA) must be complied with when storing, hendl- ing, or using solvents, ‘Remove the breather body to service the element. ‘The body is removed by turning it counterclockwise. Clean the element by washing it ina safety solvent. Allow it to drain dry and then dip it in heavy motor oil and replace it on its pipe connection. Examine the element at regular intervals and service it as required. 28. COMPRESSOR CYLINDER ‘LUBRICATION Lubrication of the compressor cylinder bores and piston rod packings is provided by a mechanical force feed lubricator. Normally, “pump-to-point”” lubrication is supplied where each lubrication point is fed from an individual lubricator pumping unit. For some applications, « “block type” oil distribu- tion system can be furnished, With either method, a check valve is required at the cylinder and packing. ‘connection of each oil line to prevent compressed gas from passing back through the lubrication system. Selection of the proper grade of lubricating oil and adjustment of the oil feed rate to provide the correct, amount of lubrication to the cylinder bore and piston rod packing are important to the satisfactory operation of @ compressor cylinder. When the lubricating oil is faulty or the oil feeds impaired for any resson, serious damage to cylinder parts can result. Use only a high grade oil meeting the recom- mendation given from each application. 26 Do not wait for lubrication difficulties to appear. If there is a question regarding the proper oil to use for a particular application, consult a reputable oil company. All of the larger oil companies have special brands and grades of oil most. suitable for the type of lubrication to be performed. They will be lad to make their recommendations on request. 22:1, BREAK-IN CONSIDERATIONS ‘The initial break-in period of a new cylinder, ot an ‘overhauled cylinder with new replacement parts, is probably the most critical period in the life of the cylinder parts and the demands on the lubricant are the most extreme. Our standard recommendation ‘concerning lubrication of the cylinder during break in is to use a heavier oll and an increased oil feed ate untila visual inspection indicates that the parts are satisfactorily broken in. A break-in schedule is normally required whereby the load on the cylinder is gradually increased over a period of time. Refer to PART III, OPERATION (Section 3-6) for a detailed procedure, including lubrication recommendations, for breaking in new cylinder parts. 232. CYLINDER OIL RECOMME! ONS. Five classifications of lubricating oil have been developed to cover the normal lubrication re ‘quirements of Dresser-Rand compressor cylinders, However, "Type 1” oil is not recommended for the 5-1/2” stroke RDS line of compressors. The physical ‘and chemical properties of the four oil types gener- ally recommended for these units are listed in Table 2-1; these olls are suitable for cylinders handling the following gases: air, hydrocarbon gases, nitrogen, hydrogen, carbon dioxide, and all of the inert gases such as helium and neon. The recommendations in ‘Table 21 do not apply to refrigeration compressors. Selection of the proper type of oil for your par- ticular application will normally be determined by the discharge temperature and also by the gas quality with respect to “wetness”. Consideration ‘must also be given to the local operating conditions, Read these entire oil selection instructions with your oil supplier and compare your particular ‘operating conditions with those listed in Table 2-1 for the various type cylinder oils. In addition to the operating conditions given in ‘Table 2-1, the following information must also be considered when selecting the type of oil to be used one particular application,LUBRICATION. ‘Table 2-1. Standard Cylinder Oil Recommendations OPERATING CONDITIONS | T¥PE1| TYPE2 | TYPE2x | TyPEa | TYPESX Discharge Temperature (°F)... Max. 850 | Max. 850 | Over 50 | Over 350 ic lanier Mex.177 | Max.17 | Over 177 | Over 177 Condensed water vapor present .. gz [No Yes or No ‘Yes or g ‘possible possible ‘Suspended liquid present Bo [Ne ‘Yes or No Yes or & possible possible Special requirements: All Multistage a ‘or circulator cylinders with dis| charge pressure of 2000 to 7000] @ PSIG (13 790 to 48 265 kPa)... B [No No Required | Required ee OIL REQUIREMENTS S Flash Point- Open Cup (°F)... @ | ssomin. | s80Min. | 410Min. | 410 Min. (0) & |ies Min. | 199Min. | 210 Min. | 210 Min. Viscosity at, 100°F (87.8°C}; g ‘Saybolt Universal, SSU 2 |- 780 Mex. | — - Kinematic Viscosity, eSt gS i- 168.4 Max. | — - Viscosity at 210°F (98.9°C); 8 Saybolt Universal, SSU .. 60Min, | 72Min, | 105 Min. Kinematic Viscosity, cSt 5 |102Min. | 13.9Min. | 21.5 Min. 5 Min. Carbon Residue (Conradson) . % | 0.45 Max.* | 0.45 Max.* | 0.65 Max. | 0.65 Max. Sulfated Ash a 0.40 Max. | — - - Neutralization Value (color}; ‘Total Acid Number .. a 0.10 Max.*#} — - _ Strong Acid Number ......... 0.00 Max. | 0.00 Max. | 0.00 Max. | 0.00 Max. * Ash-ree basis. ‘** On straight-mineral or additivetreated, non-detergent oils, For Type 2 and 3 oils, the gases handled must be dry; that is, gases which do not carry suspended liquid nor contain water vapor or other condens- ables which remain in the super-heated vapor state throughout the compression cycle. For Type 2X and 3X oils, the gases handled may occasionally carry ‘small quantities of suspended liquid into the cylinder or may deposit, some condensation in the cylinder. ‘Type 2 oils are generally used where, for commer- cial reasons, the operator wishes to use internal- combustion engine lubricating oil General Requirements ‘These oils are well-efined petroleum products of the general types listed. They should be prepared from selected stocks of either naphthenic or paraf- finic type, processed to minimize deposit formation. Superior rust-preventive properties are also desired. ‘The pour point must be consistent with the lowest ambient gas intake and cylinder jacket tem- peratures to be encountered. The pour point must always be sufficiently lower than ambient tem- perature to permit the proper rate of oil feed by the lubricator. In handling low-temperature gases, select an oil of suitably low pour point, on the basis of intake and jacket temperatures, to maintain fluid film of lubricant in the eylinder. ‘Type 2 - Internal-combustion engine lubricating oil of the following classes: a. Straight mineral oil, b. Additivetreated, non-detergent oil. e. Detergent engine oil. 27LUBRICATION, ‘Type 2X - Compounded compressor cylinder oil with 5% compounding is recommended. This oil must be capable of providing an improved state of boundary lubrication and must resist the washing effect of the particular condensate involved. ‘Type 3 - Rust and/or oxidation-inhibited oil or straight mineral oil is acceptable. ‘Type 3X - Compounded compressor cylinder ofl with 5 to 10% compounding is recommended. This cil must be capable of providing an improved state of boundary lubrication and must resist the washing effect of the particular condensate involved. B. Service Considerations a, On multistage and circulator type com- pressors, it is necessary to use a higher viscosity oil than is indicated by cylinder size. Cylinders which operate at discharge pressures in the range of 2000 to 7000 PSIG (13 790 to 48 265 kPa) require a ‘Type 8 or Type 8X oil to obtain an ade- quate seal of piston andjor packing rings. ‘The oil selected for the high pressure cylinders can also be used for cylinders operating at pressures below 2000 PSIG (13 790 kPa) in order to reduce the number of oils to be handled. Consult the nearest branch office for oil recommenda tions at pressures above 7000 PSIG (48 265 KPa). b. In the food, beverage, pharmaceutical and chemical industries, even traces of conventional lubricating oil are sometimes objectionable. In these cases, the castomer should obtain special recom: mendations from his oil supplier. Certain chemical process catalysts are “poisoned” by lubricating oil additives. In these applications, use a straight mineral oil of the viscosity recommended for the local operating conditions. 4 Certain lubricating ofl additives will cloud the glycerine-water often used in lubricator sight feeds, necessitating fre- ‘quent changes of the mixture. @, The continuous or intermittent carry-over of liquid to compressor cylinders requires the installation of efficient separators. 28 233, INSPECTION ‘All tests should be conducted in accordance with the Standard Methods (latest edition) of the American Society for Testing Materials. 234, SYNTHETIC LUBRICANTS In general, our experience with synthetic lubricants indicates that they will do 2 commend able lubrication job when the compressor is cor- rectly prepared, the lubricant properly selected, and the lubricant is supplied in sufficient quantity. ‘However, past experience has shown that itis dif- ficult to ‘properly break in new compressor cylinders, particularly larger sizes, on synthetic lub- ricants, Therefore, we recommend that cylinders first be broken in (at least 150 hours of running time ‘or until the bore surfaces have taken on a glazed ap- pearance) using a mineral oil. The mineral oil selected should have a viscosity at least equal to, oF greater than, an SAE 60 oil. After the break-in period, switch to a grade of synthetic lubricant per the lubricant manufacturer's recommendation. It is important that the quantity of synthetic lubricant fed to the cylinder be ample to wet the entire bore surface and that actual inspections be carried out within a few hours after switching to synthetic lub- ication to determine that the feed rate is adequate, We recommend that the lubricator be adjusted to provide approximately double the flow of synthetic lubricant as opposed to mineral base oil during in- itial start up and break in. In those few cases where it is absolutely impossi- ble to break in the compressor cylinders on a mineral ‘il due to system contamination, note that the danger of cylinder scuffing does exist, Extreme cleanliness of suction piping is absolutely man- datory if scuffing is to be avoided since the film thickness of « synthetic Iubricant is generally less than with mineral oil. We further recommend that the particular grade of synthetic lubricant be on tho higher side of the available viscosity range. Occasionally, units must be started and broken in during low ambient temperatures. Due to the ex: ‘tremely high viscosity index of most synthetic lubricants, take precautions to assure that the lubri- cant is warm enough to flow properly. It must be again pointed out that synthetic lubricants should not be used in the compressor unless the unit has been correctly prepared.