K-4101 HP Casing (2BCL-306A) was

overhauled during June-2020 Shutdown.

This report includes background,
preparations, observations, work down and
critical measurement checklists which will
prove useful as reference for next
overhauling.

K-4101 HP
Compressor
Overhauling Job
Report
Duration: 04-June-2020 to
08-June-2020

Prepared & Reviewed by: Junaid Khan [SE-MNT]

Table of Contents
Sr.# Description Page#
1 Background 2
2 Information related to last overhauling 2
3 Preparations prior to Shutdown 3
4 Scope for Overhauling 3
5 Machine Handover 3
6 Dismantling for Bundle Removal 4
7 Major Observations 6
8 Work Done 11
9 Assembly of Bundle in Barrel Casing: 16
10 Miscellaneous Observations 19
11 Ware House Issues 19
12 Startup Notes 19
13 Root Cause Failure Analysis 20
14 Maintenance Team 20

List of Annexures
Annexure Number Description
1 Pictures of Overhauling
2 Bar Chart (Planned)
3 Coupling Checklist
4 Operational parameters before Shutdown
5 Operational parameters after shutdown

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Background for Overhauling
Before 2016 the compressor was operating normal with all parameters in acceptable
limits. The compressor was overhauled in Sep-2016 (owing to high vibrations at VR-
41005) and after that 3rd suction pressure and 4th suction pressures were in normal
operating range and the compression ratio were above normal design values. The
compressor pressure ratios and all other parameters were also normal.

The normal trend of 3rd suction pressure is that it goes up to 19.2 kg/cm2 in winters and
comes down to 17.8 to 18.2 kg/cm2 in summers. In December 2017, it went up to 19.3
kg/cm2 but in following summer it didn’t come back but rose further up to value of 21.3
kg/cm2 until the compressor was stopped in Sep-2018 for an overhaul. The reason
behind compressor overhauling was low efficiency of 4th stage (4th suction pressure
rose to 87 kg/cm2). After overhauling in Sep-2018, the compressor 4th stage efficiency
got better and its suction pressure reduced to 76 kg/cm2 but the 3rd suction pressure
started from 20.4 kg/cm2 instead of coming down to 18 kg/cm2. The compression ratios
after overhauling were 3.67 and 2.04 for 3rd stage and 4th stage respectively i.e.;
compression ratio of 3rd stage was less than design and normal values. During
overhauling all labyrinth and end seal clearances were set to allowable values. The
rotor was also replaced with refurbished one.

From Sep-2018 to present date, one abrupt tripping occurred on the compressor and
after the abrupt tripping the 3rd suction pressure has went further up to 21.5 kg/cm2 and
its current compression ratio (3rd stage) is 3.65. All other parameters like temperatures
across intercoolers, vibrations values and thrust values were normal except 3rd suction
pressure. It was deliberated and finalized in technical review meeting (held on February
10, 2020) that 2BCL-306A compressor will be overhauled during E-4212B tube leakage
shutdown.

Information related to last Overhauling

The compressor has been overhauled on following occasions;

1. SD-1997: Overhauling due to corrosion in Balancing line inlet nozzle

2. TA-2000: Preventive overhauling in turnaround
3. TA-2010: Preventive overhauling in turnaround.
4. SD-2016: Overhauling owing to high vibrations.
5. SD-2018: Overhauling owing to high 4th stage suction pressure.

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Preparations prior to Shutdown
Following jobs were performed prior to shut down for overhauling preparation;

1. Fabrication of manual pulling arrangement for bundle removal. It was planned to

use manual pulling in conjunction with hydraulic puller.
2. Inspection of spare rotor.
3. Inspection of bearings, inter-stage and end labyrinth seals.
4. Inspection of DGS (I/B and O/B) and replacement of their O-rings.
5. Issuance of all types of gaskets for lube oil and process lines (dismantled for
barrel removal).
6. Verification of special tools in NP Tool trolley.
7. Issuance of rigging and special measurement tools from tool room.
8. Inspection and testing of compressor hall overhead crane.
9. Scaffolding erection over BCL compressor for working under shade during day
shift.
10. Shifting of NP tool trolley, spare storage cabinets and tool boxes to compressor
hall deck.

Scope for Overhauling

Following scope was finalized keeping in view above-mentioned problem background;

1. Overhauling of 2BCL-306A
2. Inspection of 2BCL casing and associated nozzle & piping for any blockage
3. Inspection of associated knock-out drum
4. Inspection of NRV at upstream of 2BCL-306A
5. Inspection of 3rd and 4th stage suction strainers

Machine Handover:
On June 04, 2020 the machine was stopped at 0800 hrs and no abnormality was
observed during the coarse down. The hydraulic barring was engaged successfully for
4.5 hours. At 1230 hrs the BCL compressor was handed over for installation of blinds in
its lube oil lines to proceed for discouple from the gearbox. For blind installation,
following sequence was followed;

1. Lube oil main pump was stopped, lube oil run down tank was emptied and
barring was stopped.
2. Blinds installation was carried out at I/B (01 nos.) and O/B side (02 nos.) of the
BCL compressor.

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 3. At the I/B side, blind was inserted downstream of orifice, whereas at O/B side the
blind was inserted in place of orifices after their removal. Pressure blinds (5mm
thick) were used.
4. Blind insertion activity was completed in 20 minutes.
5. Oil circulation and barring were again started after blind installation.

After blind insertion, coupling covers between BCL and gearbox along with its
associated lines were removed.

Dismantling for Bundle Removal:

Following activities were carried out for removal of barrel;

1. I/B side bearing cover was removed and its oil splash guard was also removed
2. Instrumentation (XTs, VTs and thermocouples etc.) were removed from O/B side
3. Barring was again stopped for 25 minutes and BCL compressor was discuopled
from the gearbox in following sequence;
a. Installation of gagging bolts and spacers (03 on each side) for
compressing the shim packs
b. Removal of coupling spacer and coupling cover bellow
c. Spacer match marks with hubs are X-X towards BCL side and Y-Y
towards Gearbox side
d. Pre-stretch calculated as 1.1 mm. Refer to attached coupling check-list for
measurement details. While calculating the pre-stretch the BCL rotor was
pushed towards active side. Note that active side is towards Plant north
(46 area side)
4. O/B bearing cover upper half was removed.
5. All lines connected to O/B side bearing cover bottom half were removed. It is to
be noted that thrust bearing end cover plate still tightened at its location for
measurement of axial references.
6. The bottom half of O/B bearing cover was removed to facilitate the head flange
bolts loosening activity.
7. At inboard side, distance between shaft end to bearing cover (bottom half) was
measured while rotor pushed towards active side was 96.80 mm
8. Coupling hub was removed from BCL compressor rotor drive side at 2500
kg/cm2. For overhung refer to attached coupling checklist.
9. All bolts of O/B head flange were loosened by combination of striking spanner
(70 mm), 06 feet scaffolding pipe and 10 lbs. hammer. It is to be noted that a
total of 06 technicians from other jobs were used for bolt loosening activity. 03
technicians at each time involved in loosening activity i.e.; 01 person hold the
spanner, 01 hold the scaffolding pipe and 01 person hammered. 02 teams were
staggered with resting intervals. Total time for bolts loosening was 04 hours.

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10. All caps nuts of head flange were removed.
11. 04 EA head flange cap nuts were again tightened for dismantling and axial
reference measurements. The location of bolts was at 2, 5, 8 and 10 O’clock
orientation.
12. All instrumentation (VTs and thermocouples) from I/B side was removed.
13. Rotor axial float was checked with all bearings at their location and found to be
0.32 mm.
14. The rotor was rotated and “O’’ mark was at top to make DGS keys orientation at
top to facilitate easy removal.
15. I/B bearing upper and lower halves were removed from its location.
16. I/B side DGS labyrinth was removed.
17. I/B side DGS locknut was removed using special sleeve spanner.
18. The I/B side DGS was removed using standard pulling special tool. The spacer
thickness for I/B DGS was 4.60 mm.
19. I/B side journal bearing lower half was installed back and rotor was locked using
special tool.
20. The rotor was locked at center of axial float i.e.; 0.16 mm away from inactive
side.
21. O/B bearing cover bridge and end plate were removed
22. Active side pads and inactive side pads were removed respectively. Two
thermocouples were installed at active pads and one thermocouple was installed
at inactive pads.
23. The shim thickness measured as follows;
a. Active side shim (01 nos.) : 4.55 mm
b. Inactive side shims (03 nos.) : 20.96 mm (20.31+0.5+0.15)
24. Key-phasor notch ring removed from o/B side for removal of thrust collar.
25. O/B end of shaft to collar active face distance was measured as 44.9 mm
26. Thrust collar was removed at 1300 kg/cm2 hydraulic pressure. The thickness of
thrust collar spacer was measured as 7.53 mm.
27. O/B journal bearing was completely removed to facilitate O/B DGS removal.
28. Thrust collar step to O/B DGS sleeve distance was measured as 179.75 mm.
29. O/B DGS was removed using same tools as I/B side DGS. The DGS spacer
thickness at O/B side was 2.60 mm.
30. The O/B side journal bearing was installed back its location for bump to bump
axial measurement.
31. The rotor I/B end positioned at 96.80 mm from I/B bearing cover (bottom half)
and following bump to bump measurement were noted;
a. Bump towards active side: 1.55 mm
b. Bump towards in-active side: 2.00 mm
c. Total bump to bump: 3.55 mm

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 32. The 04 nos. caps nuts of head flange were loosened for preparing the head
flange removal.
33. 02 nos. guide pins were engaged and the head flange was removed using
Tadano crane and 05 Ton chain block.
34. The removed head flange was fastened in up-right condition with railing using
scaffolding pipes.
35. Pulling arrangement was fastened to bottom side of BCL casing at the bolt
location.
36. Casing to bundle gap was measured as 60.30 mm.
37. Rotor O/B face (positioned at active side) to casing face distance was 296 mm.
38. The bundle was pulled using hydraulic and mechanical arrangements together.
39. The bundle was shifted to workshop for overhauling.

Major Observations:
Coupling:

1. The shims on both sides of coupling were found in healthy condition

2. DPT of coupling bolts and spacer was carried out and found satisfactory
3. The shims were found in satisfactory condition.
4. The hub advance was 0.77mm before removal.
5. Pre-stretch was 1.1 mm and DBSE was 601.00 mm, BCL rotor pushed towards
active side.

Inboard Journal Bearing:

1. Scoring on Babbitt materials was observed on bottom 02 pads.

2. Minor frosting indication was also observed on the two scored pads.
3. 01 bottom pad and 02 upper pads were found in satisfactory condition.
4. Bearing shell was found in satisfactory condition.
5. The as found clearance was 0.17 mm.
6. Thermocouple installed in bearing lower half pad was found in tact.

Inboard Dry Gas Seal (CW):

The cartridge number 9703-0116 (installed in SD-2018 overhauling) was removed from
the compressor I/B side and following were the observations upon seal disassembly;

1. Seal code 1254/28AT/S37688 was [old code: 01-6841-0156, CW DGS]

2. Oil and moisture was not observed over the seal internals
3. The rotary face (WC, Tungsten Carbide) and stationary face (carbon)
were found in satisfactory condition i.e.; No scratches or rubbing marks.

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 4. DGS labyrinth was found in satisfactory condition. The measurements for
DGS labyrinth were as follows;
i. Sleeve OD = 116.28 mm
ii. Labyrinth ID = 116.75 mm
iii. Clearance = 0.47 mm
5. O-rings were found slightly hardened and pressed
6. Tolerance strips were found in satisfactory condition. However, one
tolerance strip was found detached from 01 location.
7. All DGS internals were found in satisfactory condition
8. The uncompressed length was 106.70 mm
9. The compressed length was 103.20 mm

Inboard end seal:

Corrosion as observed in previous overhauling was found on the external side of the I/B
end seal (Pos#14C). However, the severity of corrosion was observed to be less
because the compressor was being overhauled after an interval of 1.5 years. At the
internal side the labyrinth tooth were found in satisfactory condition with small scratches
at random locations. 05 EA Seeger rings of seal fastening screws were found damaged.
The measurements of end seal are as follows;

 I/B side end seal large ID size = 166.48 mm

 Rotor Dia at large laby. ID = 165.99 mm
o Clearance of large ID = 0.49 mm
 I/B side end seal small ID size = 120.48
 Rotor Dia at small laby. ID = 119.99 mm
o Clearance of small ID = 0.49 mm

Barrel casing:

Owing to third stage (inlet of BCL stage) high suction pressure, detailed internal
inspection of barrel casing was carried out and following were the observations;

1. No deposits or corrosion was observed on the internal side of BCL casing

2. No cut marks or erosion was observed at the bundle O-rings locations
3. The 3rd suction & discharge and 4th suction & discharge nozzles (and associated
pipelines) were inspected visually up to straight length. No blockage was
observed in them.
4. The balancing line was also dismantled from its location and no blockage was
observed in it.
5. The seating steps of I/B end seal (pos#14C) were inspected and found
satisfactory without any sign of corrosion / deposits.

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Bundle:

Before disassembly of bundle, bump to bump float was measured as follows;

 Bump to bump in work shop = 3.62 mm

Following were the observations on bundle internals;

1. As found clearances (before any cleaning) of inter-stage labyrinth seals are as

follows;

Sr.# Labyrinth Laby. location As found cl. in As found cl. Recomm.

Ref# description lower half- in upper half- Value- mm
mm mm
1 1C 1st suction 0.4 (0.2 shim) 0.4 (0.2 shim) 0.40 – 0.50
2 2C 2nd suction 0.37 0.42 0.50 – 0.70
3 2C 3rd suction 0.43 0.40 0.50 – 0.70
4 3C 4th suction 0.50 0.44 0.50 – 0.70
5 4C 5th suction 0.45 0.42 0.45 – 0.65
6 4C 6th suction 0.45 0.42 0.45 – 0.65
7 5C 1st discharge 0.35 0.32 0.25 – 0.45
8 5C 2nd discharge 0.37 0.30 0.25 – 0.45
9 6C 3rd discharge 0.38 0.38 0.25 – 0.45
10 7C 6th discharge 0.4 (0.2 shim) 0.4 (0.2 shim) 0.30 – 0.50
11 8C Balance drum 0.42 0.44 0.40 – 0.60

2. The 4C seal installed at 5th suction was found corroded from its edges at the split
joint.
3. All inter-stage labyrinths were removed their location for cleaning
4. Diaphragms were removed from their locations for detail cleaning and inspection.
5. No blockage and corrosion was observed in diaphragms after cleaning
6. The diaphragms and labyrinth seal were fitted back at their locations to measure
the clearances after cleaning, which were found as follows;

Sr.# Labyrinth Laby. location As found cl. in As found cl. in Recomm.

Ref# description lower half- mm upper half- mm Value- mm
1 1C 1st suction 0.4 (0.2 shim) 0.4 (0.2 shim) 0.40 – 0.50
2 2C 2nd suction 0.38 0.40 0.50 – 0.70
3 2C 3rd suction 0.70 0.71 0.50 – 0.70
4 3C 4th suction 0.65 0.64 0.50 – 0.70
5 4C 5th suction 0.42 0.42 0.45 – 0.65
6 4C 6th suction 0.42 0.45 0.45 – 0.65
7 5C 1st discharge 0.35 0.35 0.25 – 0.45
8 5C 2nd discharge 0.45 0.25 0.25 – 0.45
9 6C 3rd discharge 0.50 0.33 0.25 – 0.45
10 7C 6th discharge 0.4 (0.2 shim) 0.4 (0.2 shim) 0.30 – 0.50
11 8C Balance drum 0.45 0.42 0.40 – 0.60

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 7. Excessive clearance was observed on following inter-stage labyrinth seals which
were marked for replacement;
a. 3rd suction labyrinth (Pos#2C)  0.71 mm clearance
b. 4th suction labyrinth (Pos#3C)  0.65 mm clearance
8. O-ring cord at split joint was hard and pressed
9. The PTFE O-rings at External side of bundle were found hard, however no cut
marks were observed on them.

Rotor:

Following were the observations on rotor;

1. Minute brownish color dust on 5th and 6th impeller only. Rest of impellers were
free from any dusty deposits.
2. No deposition observation inside any impellers, unlike the observation found in
2016 and 2018 overhauling. It was also confirmed by Boroscopy (by Inspection)
3. Minor peripheral scratches were observed on inboard balance drum
4. Minor rubbing marks were observed suction labyrinth steps of 3rd and 4th
impellers.
5. Intermediate balance drum was found satisfactory.
6. Journal bearing areas, coupling cone area and thrust collar area were found
satisfactory.
7. Minute peripheral scratches were observed on thrust collar active side. Collar
thickness was 34.99 mm and its spacer thickness was 7.53 mm.
8. The journal diameter at both sides (I/B & O/B) was found 89.99 mm.

Head flange:

Following were observations on head flange;

1. Resting steps for Outboard end seals were found in satisfactory condition.
2. O-ring groves were found in satisfactory condition.
3. O-rings used for head flange sealing were found slightly pressed. However,
PTFE back-up rings were found in satisfactory condition.
4. All connected piping stubs were checked by air blowing and found normal,
without any deposition or debris accumulation.
5. All studs and cap nuts were found in satisfactory condition.

Outboard end seal:

Corrosion was observed on outer periphery of outer seal (Position Ref: 10C). The
clearance of both seals installed at outboard end were found in acceptable range, the
measurement were as follows;

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  Seal ID pos#10C (towards inboards side) = 120.49 mm
 Seal ID pos#9C (towards outboards side) = 120.48 mm
 Rotor diameter at end seal location = 119.99 mm
 Clearance of end seal-10C = 0.50 mm
 Clearance of end seal-9C = 0.49 mm

Outboard Dry Gas seal (CCW):

The cartridge number 9911-0398 (installed in SD-2018 overhauling) was removed from
the compressor O/B side and following were the observations upon seal disassembly;

1. Seal code was 1254/28AT/S40317 [old code: 01-6841-0155, CCW DGS]

2. Minor quantity of oil was observed over the seal internals
3. Peripheral scoring marks were observed on both rotating face (SiC) and
stationary face (carbon)
4. Minor scratches were observed in 01 labyrinth teeth. The measurements for DGS
labyrinth were as follows;
i. Sleeve OD = 116.22 mm
ii. Labyrinth ID = 116.75 mm
iii. Clearance = 0.53 mm
5. O-rings were found slightly hardened and pressed
6. Tolerance strips were found in satisfactory condition
7. All DGS internals were found in satisfactory condition
8. The uncompressed length was 106 mm
9. The compressed length was 103 mm

Outboard Journal Bearing:

1. Scoring on Babbitt material was observed on bottom pads (specifically on 02

pads along direction of rotation).
2. Top half pads were pads were found in satisfactory condition.
3. Thermocouple installed in bottom pad was found intact.
4. The as found clearance of journal bearing was 0.18 mm.
5. Bearing shell was found in satisfactory condition.

Thrust Bearing:

1. The axial float was found to be 0.32 mm

2. The shim thickness measured as follows;
a. Active side shim (01 nos.) : 4.55 mm
b. Inactive side shims (03 nos.) : 20.96 mm (20.31+0.5+.15)
3. All pads installed at active side and at in-active side were found in satisfactory
condition.

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4. The leveling plates and their base rings (active side & in-active sides) were found in
satisfactory condition.
5. Thermocouples, 02 nos. at active side and 01 nos. at in-active side were found
intact.

Work Done:
Inboard Journal Bearing:

Following activities were performed on inboard journal bearing;

1. Same shell was used for inboard journal bearing

1. All pads were replaced with new ones. DPT of all pads was satisfactory.
2. Eccentricity and clearance were checked and set using mandrel (size: 89.98 mm)
3. New thermocouple was installed in 01 pad of the bottom half
4. The final clearance set for journal bearing was 0.09 to 0.11 mm. the pad wise
clearance is tabulated as below;

Sr.# Bearing Pad# Final Clearance set, mm

half
1 Bottom 2 0.10
2 Bottom 3(TI) 0.11
3 bottom 4 0.09
4 Upper 5 0.11
5 Upper 1 0.11

Inboard Dry Gas Seal (CW):

The cartridge number 9911-0397 (refurbished from John Crane & received in Sep-2018)
was installed at the compressor I/B side and following was the work done on the DGS;

1. Seal code was 1254/28AT/S40316 [old code: 01-6841-0156, CW DGS]

2. The measurements for DGS labyrinth were as follows;
i. Sleeve OD = 116.28 mm
ii. Labyrinth ID = 116.63 mm
iii. Clearance = 0.35 mm
3. All O-rings in the DGS installed by John Crane were replaced with EAP O-rings
4. The rotary face was of silicone carbide material (modified DGS)
5. The uncompressed length was 106.00 mm
6. The compressed length was 102.70mm
7. Distance between dummy plate and shaft step at I/B side = 107.30, therefore
spacer thickness used was as removed one i.e.; 4.60 mm. Moreover, key from
removed DGS was used.

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Inboard end seal:

1. New end seal (pos# 14C) was installed at inboard end. The measurements of
end seal are as follows;
 I/B side end seal large ID size = 166.45 mm
 Rotor Dia at large laby. ID = 165.99 mm
o Clearance of large ID = 0.46 mm
 I/B side end seal small ID size = 120.45 mm
 Rotor Dia at small laby. ID = 119.99 mm
o Clearance of small ID = 0.46 mm
2. 02 EA O-rings (pos#15C &16C) for inboard end seal was also replaced with new
ones.
3. 05 EA damaged Seeger rings (pos#17C) were replaced with new ones. Same
fastening bolts were used.

Barrel casing:

Thorough cleaning of barrel casing from inside was carried out for ease of bundle
installation. Moreover, all the removed covers of bearing housing and coupling were
cleaned to remove RTV sealant and prepared them for re-installation during assembly
process.

Bundle:

After detailed cleaning of bundle internals (removed diaphragms and seals) following
was the work done;

1. Diaphragms were fitted back at their respective locations

2. Following inter-stage labyrinth seals were replaced due to excessive clearance
a. Pos#2C, 3rd impeller suction
b. Pos#3C, 4th impeller suction
3. Following inter-stage labyrinth seal was replaced due to corrosion
a. Pos#4C, 5th impeller suction
4. Except above-mentioned inter-stage labyrinth seals, rest were re-used owing to
their satisfactory condition and clearances.
5. Final clearance set of inter-stage seals is as follows;

Sr.# Labyrinth Laby. location As found cl. in As found cl. in Recomm.

Ref# description lower half- mm upper half- mm Value- mm
1 1C st
1 suction 0.4 (0.2 shim) 0.4 (0.2 shim) 0.40 – 0.50
2 2C 2nd suction 0.38 0.40 0.50 – 0.70
3 2C 3rd suction 0.40 0.51 0.50 – 0.70
4 3C 4th suction 0.39 0.43 0.50 – 0.70
5 4C 5th suction 0.42 0.42 0.45 – 0.65

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 6 4C 6th suction 0.42 0.45 0.45 – 0.65
7 5C 1st discharge 0.38 0.38 0.25 – 0.45
8 5C 2nd discharge 0.45 0.36 0.25 – 0.45
9 6C 3rd discharge 0.50 0.38 0.25 – 0.45
10 7C 6th discharge 0.4 (0.2 shim) 0.4 (0.2 shim) 0.30 – 0.50
11 8C Balance drum 0.45 0.42 0.40 – 0.60

6. Final impeller (6th impeller) was centered in its discharge passage and following
bump to bump reading were recorded (in workshop);
a. Bump towards active side = 1.52 mm
b. Bump towards in-active side = 2.10 mm
c. Total bump to bump = 3.62 mm
d. Same above-mentioned measurement were noted in both bundle halves
e. Shaft end (O/B) to barrel face (rotor pushed active side) = 355.40 mm
7. New O-ring cord (Pos#18b) was used at the horizontal split joint of bundle.
8. Bundle both halves were boxed-up and new PTFE O-rings (03 EA, Pos#19b,
20b& 21b) were installed at external side of the bundle.
9. It is to be noted that PTFE O-ring (Pos# 21b, old code: 68-4101-2861) was loose
on its location, therefore 02 nos. of other PTFE O-ring (Pos#19b, old code: 68-
4101-2859) were used.
10. Rotor was wrapped in liners and shifted to area for installation in barrel casing.

Rotor:

Keeping in-view the satisfactory condition of rotor it was decided to use the same rotor
after necessary following work;

1. Rotor was put on a lathe machine and rubbing marks on I/B balance drum were
polished using fine emery paper. Almost all the rubbing marks vanished by
polishing. Moreover, impeller and inter-stage sleeves were also cleaned by
polishing on the lathe machine.
2. Mechanical run-out was checked while installed on lathe and found maximum
0.03 mm on the intermediate balance drum and 1st impeller suction area.
3. Mechanical run-out on journal areas was less than 0.02mm.
4. Boroscopy of 3rd stage impellers (04 nos.) was carried out and no deposition was
observed in them.
5. Thrust collar both sides were lapped and final thickness of it was 34.98 mm.

Head flange:

Following was the work done on head flange;

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 1. 02 O-rings (Pos#8a &20e) for sealing of head flange were replaced with new
ones.
2. The PTFE back-up rings (Pos# 9a and 21e) for above-mentioned O-rings were
also replaced with new ones.
3. All cap nuts were cleaned from internal side and their bolts were also cleaned
and applied with Molykote-1000.
4. Head flange was thoroughly cleaned and prepared for re-installation.

Outboard end seal:

1. Both the end seals (pos#9C and 10C) installed at outboard end were replaced
with new ones. Their measurements are as below;
 Seal ID pos#10C (towards inboards side) = 120.45 mm
 Seal ID pos#9C (towards outboards side) = 120.45 mm
 Rotor diameter at O/B end seal location = 119.99mm
 Clearance of end seal-10C = 0.46 mm
 Clearance of end seal-9C = 0.46 mm

Outboard Dry Gas seal (CCW):

The cartridge number 9703-0117 (refurbished from John Crane & received in 2018) was
installed at compressor O/B side and following was the work done on DGS;

1. Seal code was 1254/28AT/S37689 [old code: 01-6841-0155, CCW DGS]

2. The measurements for DGS labyrinth were as follows;
i. Sleeve OD = 116.20 mm
ii. Labyrinth ID = 116.60 mm
iii. Clearance = 0.40 mm
3. All O-rings in the DGS installed by John Crane were replaced with EAP O-rings
4. The rotary face was of Tungsten carbide material (Original DGS)
5. The uncompressed length was 107 mm
6. The compressed length was 104 mm
7. Distance between dummy plate and shaft step at I/B side = 106.60, therefore
spacer thickness used was as removed one i.e.; 2.60 mm. Moreover, key from
removed DGS was used.

Outboard Journal Bearing:

Following activities were performed on outboard journal bearing;

2. Same shell was used for outboard journal bearing

3. All pads were replaced with new ones. DPT of all pads was satisfactory.
4. Eccentricity and clearance were checked and set using mandrel (size: 89.98 mm)

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 5. New thermocouple was installed in 01 pad of the bottom half
6. The final clearance set for journal bearing was 0.10 to 0.115 mm. the pad wise
clearance is tabulated as below;

Sr.# Bearing Pad# Final Clearance set, mm

half
1 Bottom 2 0.10
2 Bottom 3 0.105
3 bottom 4(TI) 0.11
4 Upper 5 0.105
5 upper 1 0.115

Thrust Bearing:

Following was the work done on journal bearing;

1. Same pads were used for in-active and active sides.

2. DPT of all active and in-active pads was satisfactory.
3. Same leveling plates and base rings were used for active and in-active sides.
4. New thermocouples were installed for active (02 nos.) and in-active (01) sides.
5. The final set critical measurement for thrust bearing are as follows;
a. Bump towards active side = 1.52 mm
b. Bump towards in-active side = 2.10 mm
c. Total bump to bump = 3.62 mm
d. Shim thickness at in-active side (03 shims) = 20.96 mm(20.31+0.5+0.15)
e. Shim thickness at active side = 4.65 mm
f. Axial float set = 0.29 mm

Coupling:

Following work was done on the coupling after all installation activities on the bundle,
DGS and bearings;

1. Same coupling hub was used at compressor drive side. It was installed with
following measurements;
a. Expansion pressure: 2500 kg/cm2 and pushing pressure = 600 bars
b. Cold overhung = 4.70 mm
c. Final overhung after installation = 0.70 mm (Drive = 04 mm)
2. Same coupling bolts and spacer were used after satisfactory DPT.
3. The pre-stretch was set at 1.6 mm and 04 nos. shims (1 shim = 0.4 mm) were
used at both sides of coupling spacer (as removed before overhauling). Refer to
attached coupling checklist for measurement details.

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 4. Gagging bolts (03 each side) were removed before final torqueing of the coupling
bolts.
5. The coupling bolts were torqued at 80 N-m.

Assembly of Bundle in Barrel Casing:

1. The bundle was shifted on GMC and with the help of Tadano Crane shifted to
compressor hall platform for installation inside the barrel casing.
2. The bundle was inserted inside the barrel casing using hydraulic and mechanical
pushing mechanism.
3. The axial reference of the bundle after resting at the I/B side were as follows;
a. Distance from barrel face to casing face = 60.3 mm
b. Distance from Barrel face to rotor face (rotor at active side) = 296 mm
4. Head flange was installed using compressor hall overhead crane.
5. Head flange bolts were tightened using same tools as were used for opening.
6. After head flange tightening, following reference were taken and found
satisfactory;
a. Distance of shaft end (I/B) to bearing cover face (Rotor at AS) = 96.8 mm
b. Bump to bump = 3.62 mm (towards AS = 1.52 & IAS = 2.10 mm)
7. Rotor was positioned as per bump to bump reference and was locked at I/B side
using special clamp. Journal Bearing lower half was installed at I/B side.
8. O/B side DGS was installed and its locknut was tightened using spacer of
thickness 2.6 mm. Same seal (pos# 19C) over DGS outer periphery was
installed.
9. O/B side journal bearing upper and lower halves were installed. Its thermocouple
was replaced with new one due to erroneous indication.
10. Thrust collar was installed using hydraulic device arrangement. The collar travel
after cold mount was 2.15 mm. After release of hydraulic pressure for installation,
no movement in collar position was observed.
11. O/B end of shaft to collar active face distance was measured as 45.3 mm.
12. Thrust bearing was installed and final shims thicknesses were used as
mentioned in work done of thrust bearing. Final float was set as 0.29 mm.
13. Thermocouples of thrust bearing pads were also replaced with new ones.
14. VTs at O/B were checked for alignment with the shim plate (20.31mm) holes and
found satisfactory.
15. O/B end was finalized with installation of its bearing bridge and its tightening. All
instrumentations at O/B side were installed except XTs.
16. Rotor locking clamp (at I/B side) was removed and I/B journal bearing lower half
was also removed for DGS installation.

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 17. The I/B DGS was installed and its lock nut was tightened using spacer thickness
4.6 mm. Same seal (pos# 19C) over DGS outer periphery was installed.
18. I/B journal bearing installed and its bridge was tightened.
19. All instrumentation at I/B were installed.
20. The coupling hub was installed at drive side. The measurements are mentioned
in work done section. Pusher pressure was released after 30 minutes.
21. All associated lines with head flange were installed using new gaskets.
22. Blinds were removed and orifices which were removed at the time of dismantling
were installed back at their respective locations using new gaskets.
23. Balancing line flanges were tightened and new gaskets (R-20) used in them.
24. Bearing covers were installed at O/B side and XTs were installed in the end plate
and their centering was carried out as mentioned below.
25. After satisfactory setting of pre-stretch the coupling spacer was installed and
coupling bolts were torqued at 80 N-m. The measurements are mentioned in
work done section.
26. The bearing cover at I/B side was installed.
27. The coupling covers were installed at their location and drain lines at I/B side
were also installed back.
28. Blind was removed from I/B side journal bearing oil inlet line.

2BCL-306A Rotor axial position centering with XTs:

Total Mechanical float = 0.29 mm

Local reading Mechanical float CCR Reading

Rotor Position
(Volts) (mm) (mm)
Towards Probe
XT-41009A 8.85 0.138
0
XT-41009B 8.85 0.138
Away from Probe
XT-41009A 11.14 -0.131
0.28
XT-41009B 11.14 -0.127
Centre of Mechanical float
XT-41009A 10.01 0.00
0.14
XT-41009B 10.02 0.002

DSTK-4101 XT –centering:

During this shutdown Instrument-II installed new speed probes at governor end of the
turbine. For this modification end cover plate of turbine O/B bearing housing was
removed, which also involved removal of XTs. After completion of instrument activity,
XT centering was carried out as follows;

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Total mechanical float of DSTK-4101 Rotor = 0.33 mm

Local reading Mechanical float CCR Reading

Rotor Position
(Volts) (mm) (mm)
Towards Probe
XT-4100A 8.70 -0.165
0.16
XT-4100B 8.69 -0.167
Away from Probe
XT-4100A 11.30 0.168
0.17
XT-4100B 11.26 0.159
Centre of Mechanical float
XT-4100A 10.01 0.004
0
XT-4100B 9.99 -0.002

Stroking of DSTK-4101:

Before start of stroking activity, followings were the important parameters;

1. Control oil Pressure = 10 kg/cm2

2. Lube oil Pressure = 2.2 kg/cm2
3. Trip oil Pressure = 9 kg/cm2

Stroking data signal going up from 4mA to 20mA

Secondary oil pressure Secondary oil pressure Division on control

Current HP lift (kg/cm2) HP lift (kg/cm2) valve actuator scale
(mA) Local Local
On DCS On DCS HP LP
gauge gauge
04 1.45 1.50 1.45 1.51 0 1
08 2.15 2.25 2.15 2.25 7 9.5
12 2.90 3.01 3.0 3.0 16 19
16 3.70 3.76 3.70 3.75 26 28
20 4.45 4.51 4.50 4.50 37+ 37+
Stroking data signal going down from 20mA to 4mA
Secondary oil pressure Secondary oil pressure Division on control
Current HP lift (kg/cm2) HP lift (kg/cm2) valve actuator scale
(mA) Local Local
On DCS On DCS HP LP
gauge gauge
20 4.45 4.51 4.50 4.50 37+ 37+
16 3.7 3.76 3.75 3.75 26 28
12 2.9 3.01 3.0 3.0 16 20
08 2.20 2.26 2.20 2.26 8 10
04 1.45 1.51 1.45 1.50 0 1

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Miscellaneous Observations:
1. 3rd stage suction NRV flapper was found stuck during its maintenance. It was
observed that it was not opening beyond 80%.
2. All Suction Knock-out drums were found in satisfactory condition.
3. 3rd and 4th stage suction strainers were found satisfactory.
4. Orifice installed at 3rd suction was checked and found okay.

Ware House Issues

Sr.# Old Warehouse Code Description Qty used (EA)
1 68-4101-4464 Bearing pad 03
2 68-4101-4462 Bearing pad (for thermocouple) 01
3 68-4101-3054 End seal (pos# 14C) 01
4 68-4101-3050 End seal (pos# 10C) 01
5 68-4101-3049 End seal (pos# 9C) 01
6 68-4101-3044 Labyrinth seal (pos#4C) 01
7 68-4101-3042 Labyrinth seal (pos#2C) 01
8 68-4101-3043 Labyrinth seal (pos#3C) 01
9 68-4101-2825 O-ring cord for bundle pos#18-b 04 meter
10 68-4101-2860 Bundle O-ring Pos#20-B 01
11 68-4101-2859 Bundle O-ring Pos#19-B 02
12 68-4101-2637 Head flange O-ring pos#8a 01
13 68-4101-2639 Head flange backup (pos#9a) 01
14 68-4101-3243 Head flange O-ring pos#20e 01
15 68-4101-3037 Ring Seeger For Seal Pos#14c 05
16 68-4101-3033 O-ring(15c) for end seal#14-C 01
17 68-4101-3034 O-ring(16c) for end seal#14-C 01
18 68-4101-3031 O-ring(13c) for end seal#9-C 01

Startup Notes
1. The machine was started successfully started after overhauling with normal
vibrations at VR-05A/B and VR-06A/B.
2. 3rd stage suction pressure reduced from 21.7 kg/cm2 to 18.3 kg/cm2 at same
plant load value. Therefore, problem of high suction pressure resolved after
overhauling.
3. The overall vibration level of machine was in satisfactory limits as found before
the shutdown.
4. No oil leakage was reported from the machine.
5. DGS parameters after machine startup were normal and attached in annexures.
6. Values of operational parameters are attached in annexures

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Root Cause Analysis of High 3rd Suction Pressure

In view of under-performance of K-4101 3rd & 4th stages along with load limitation due to
CO2 machine maximum allowable speed followings are important facts of the root cause
analysis;

1. To identify the root cause of high third stage suction pressure, suction strainers,
orifice plate, knockout drum (V-4122) and NRV were checked for any blockage /
sticking. Suction strainer, knockout drum and orifice plate were found OK,
however NRV was found hard to operate till 80% opening and no movement of
NRV flapper was observed beyond 80% despite excessive force.
2. As pressure of 3rd suction is being monitored upstream of NRV, any sticking will
directly result in increase of 3rd suction pressure. Therefore high suction pressure
can be directly attributed to NRV sticking which was resolved after removal of
sticking problem.
3. Therefore, keeping in-view above-mentioned point 1&2, 2BCL-306A under
performance cannot be related to any mechanical anomaly of compressor
internals.

Maintenance Team
Day Shift
Engineers:
1. Junaid Khan (SE-MNT)
2. Hammed Shakir (DO-MNT)
Staff:
1. Afzal Shakir (CSR-MNT)
2. Abdul Aziz (SR-MNT)
3. Muhammad Kashif (SR-MNT)
4. Muhammad Murtaza (SR-MNT)
5. Hafiz Usman (App-MNT)
6. Junaid (UEP Trainee)
7. Khizer (UEP Trainee)
Night Shift
Engineers:
1. Murad Ali Khan (EX-MNT)
2. Mohsin Imtiaz (DE-MNT)
Staff:
1. Muzaffar Mehmood(CSR-MNT)
2. Muhammad Muslim (SR-MNT)
3. Abdul Salam (MST-MNT)
4. Umer Hayat (MST-MNT)
5. Assaullah ((App-MNT)
6. Shahbaz Rasheed (App-MNT)
7. Asif (UEP Trainee)

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 Annex-1 / 1

Pictures of Overhauling - 2020

Fig-1: Loosening of covers and flanges Fig-2: Scoring on I/B bearing bottom pad

Fig-3: Corrosion on labyrinth seal pos-4C Fig-4: Bundle Clearance measurement

Fig-5: Casing after removal of bundle Fig-6: Satisfactory condition of casing

Fig-7: Fastening procedure for head Fig-8: Corrosion observed on external

flange by use of scaffolding pipes side of I/B end seal Pos#14-C
 Annex-1 / 2

Fig-9: Minor corrosion on O/B end seal Fig-10: Checking rotor run-out on lathe

Fig-11: Boroscopy of compressor rotor Fig-12: Bundle after removal of

impellers (except 5th and 6th impellers) diaphragms for cleaning / inspection

Fig-13: Satisfactory condition of Fig-14: Measurement of final clearances

diaphragm between rotor and labyrinths

Fig-15: Rotor locked during DGS Fig-16: Peripheral scoring on DGS

installation Stationary face (O/B side)
 Annex-2
Bar Chart (planned) K-4101 HP Casing Overhauling
During E-4212A Shtdown - 2020
Date: 19-02-2020
S. No. Activity No. of hours Sequence of events
Overhauling of CO2 Compressor HP casing [2BCL-306A] - on D/N basis 85
1 Removal of instrument / piping / open alternate bolts 4
2 Removal of coupling cover / spacer / coupling hub 3
3 Check casing to rotor outer references 3
4 Removal of inboard bearings 2
5 Removal of of inboard DGS and rotor locking 3
6 Axial measurements and removal of outboard bearing (Thrust + Journal) 3
7 Removal of Outboard DGS / Rotor total float 2
Opening of Outboard Head Flange and Installation of Pulling Arrangement for
8 3
Bundle
9 Pulling of bundle and shifting to workshop 4
10 Dismantling / cleaning / inspection of old seals with new rotor 5
11 Inspection / replacement of interstage labyrinth seals (if required) 6
12 Mearuement of rotor float and Axial checks 3
13 Boxup of bundle, Installation of O-Rings and shifting to compressor hall 4
14 Insertion of bundle in BCL casing 4
15 Head flange installation, measurement checks and tightening 4
16 Installation of Inboard, Outboard journal bearings 2
17 Verify / adjust rotor centering (Axial) and checks 3
18 Rotor locking, removal of inboard and outboard journal bearing 2
19 Installation of Outboard DGS 3
Installation of outboard journal bearing, thrust collar and thrust bearing
20 4
installation (incl. XT setting)
21 Installation of inboard DGS 3
22 Installation of Inboard journal bearing 2
23 Alignment Measurement and correction (if required) 6
24 Installation of coupling hub 2
25 Installation of coupling spacer and its cover 2
26 Installation of instrumentation / auxialiary piping 2
27 Lube oil circulation start and checking for oil leaks (if any) 1
28 Machine Handover 0
 Checklist for Coupling Inspection/ Removal/ Installation of Major Machines of Plant-II
Annex-3
Visual Inspection of Coupling Spacer and Hub:
Observation of Shims: OK/ Twisted/ Broken
Observation of Spacer Bolts: Damaged/ Missing/ Loose / OK
Look for any Gagging Bolt/ Gagging Sleeve: Not Found/ Found, How many? ________
Match marks confirmed: X  BCL side Y GB side Yes/No

Removal of Coupling Hubs and Spacer:

Removed spacer bolts from both sides of coupling spacer and kept
Yes/No
02 EA bolts (without nuts) engaged on both sides:
Count no. of Gagging Bolts and Gagging Sleeves (Painted Red)
03 on each side
before installing, How many?
Ensured loosening of spacer bolts before tightening of gagging bolts
Yes/No
with sleeves
Ensured proper tightening of Gagging bolts with Gagging sleeves Yes/ No
Count and Inspect shims on both sides of Coupling Spacer after No. of shims: 04 on each side
removing spacer: Condition of shims: OK/ Twisted/ Broken
1. Toward GB shims (04 EA) with thickness (0.4 mm)
2. Toward BCL shims (04 EA) with thickness(0.4 mm) Total Thickness of all Shims: ___3.2___ (C)
Length of Coupling Spacer: 472.5mm (B)
Measure hub advance for BCL side 0.77 mm
Move rotors towards their active sides and measure the ‘Distance
601.00mm
between Shaft Ends’ (DBSE):
Measure the distance between Faces of Coupling Hubs after 476.8 mm (A)
removing Gagging Bolts (rotor towards AS) [A = B + C]
Pre-stretch (A- B-C) or
1.10 mm
Distance b/w flange faces – spacer length (rotor AS) – shims thk.
Installed Gagging Bolts and Sleeves before removing Coupling Hub Yes/ No
Removed Coupling Hub(s) as per the recommended procedure Yes/ No (@2500 kg/cm2)

Installation of Coupling Hubs and Spacer:

Installed the Coupling Hub(s) as per the recommended procedure
Yes/ No
and check hub advance as previously noted (hub adv. 0.70 mm)
Distance b/w flange faces – spacer length (rotor towards AS) 4.80 mm - D
Initial Pre-stretch (D-C) 1.6 mm
Re-install gagging bolts with sleeves and adjust the gap between
coupling spacer and faces of coupling hubs by adding or removing Yes/ No
shim on both sides
Total thickness of all shim added (no new shim added) 0.00 mm - E
Now Final Pre-stretch [D – (C+E)] 1.60 mm
Installed Coupling Spacer with shims and engage (do not tighten) all
spacer bolts. Yes/ No
Removed all Gagging bolts and Sleeves (keeping spacer bolts loose)
and counted them: Yes/ No
No. of Gagging bolts and Sleeves? 03 EA on each side
All Spacer bolts tightened at a torque of 80 N-m: Yes/ No
Note: Set value of pre-stretch (in previous overhauls) for coupling b/w 2BCL and GB is 1.7 mm
Annex-4 / 1
Annex-4 / 2
Annex-4 / 3
Annex-4 / 4
Annex-5 / 1
Annex-5 / 2
Annex-5 / 3
Annex-5 / 4