’TP-800B’ Overhauling of Steam Turbine

’TP-800B’ Overhauling of
Steam Turbine

Prepared by:
Reviewed by:
Khadim Hussain (Head-Mach)

Machinery Maintenance FFC-MM

 TABLE OF CONTENTS
CHAPTER DESCRIPTION PAGE #
1  EXECUTIVE SUMMARY

2  INTRODUCTION 1
1.1  BACKGROUND 1
1.2  JOB SCOPE 1
1.3  MAINTENANCE DURATION 1
1.4  PRE-TURNAROUND OBSERVATION 1
2  MAINTENANCE 1
2.1  TURBINE ‘TK-201’(Dismantling, Findings, Work done) 2-4
2.2  GOV. END BEARING PEDESTAL INSTALLATION 5
2.3  FINAL ADJUSTMENT OF BEARINGS. BOX-UP 7
2.3.1-2.3.5  CARBON SEALS, NOZZLE GAP & FLOAT, TRIP SETTINGS, PRE-STRETCH, BOX-UP 7-9
2.4  GEARBOX 9
2.4.1-2.4.2  FINDINGS, WORKDONE 9-10
2.5  ID FAN MAINTENANCE 10
2.5.1-2.5.3  FINDINGS, FANTHRUST SETTINGS, WORKDONE 10-11
2.6  INSPECTION OF FAN DUCT & DAMPER BEARING GREASING 11
2.6.1-2.6.2  FINDINGS, WORKDONE 11
2.7  ALIGNMENT 12
2.8  OIL REPLACEMENT/ GREASING 14
2.9  OVERSPEED TEST 15
3  STARTUP 15
4  PAINTING 16
5  CLEARANCES 16
6  SPARES CONSUMED 16
7  POST OVERHAULING NOTE 16
8  RECOMMENDATIONS 16
9  MAINTENANCE TEAM 17
10  VIBRATION DATA 18-21
11  Turbine, FAN & GEARBOX CLEARANCE SHEETS 22-24
12  TURBINE ROTOR DIMENSION SHEET 25
13  DUCT REINFORCEMNT DRAWING ‘MM-1D-02127’ 26
14  BAR CHART 27

1
1. EXCUTIVE SUMMARU:

Previously complete overhauling of TP-800 B was carried out in 2010.

Recently, in March 2020, moisture level in TP-800 D console oil increased to unacceptable levels. After
thorough checking of associated circuit for any moisture ingress point, it was decided to inspect the carbon
seals of turbine.
The turbine was completely overhauled. Its seal clearances were found increased. HP side last ring was
found damaged and garter spring of LP side last ring was found loose.
Blades of rotors were found thinned and bent at Curtis stages. However, overall condition of rotor was
satisfactory. Blades of diaphragms were found thinned & bent from edges. Some blades of diaphragms were
also found cracked from edges. Condition of 4th stage diaphragm was deteriorated and blades were welded
at some points.
1st, 2nd & 3rd stage diaphragms have been reverse engineered from M/s Ethos Energy (other than OEM) due
to cost saving. Owing to unavailability of 4th stage diaphragm as a spare, TP-601 reclaimed diaphragm was
installed so that 4th stage diaphragm of TP-800 can be reverse engineered & subsequently manufactured
from M/s Othose Energy. In this regard, special Sub Soc (M & P) was convened. Owing to DPT of
Diaphragms were carried out and Thinning & bending was observed at rotor blades. Blades of rotor were
thinned and bent New blade carriers which were reverse engineered from OEM supplied carriers were
installed in turbine and checked. They were found satisfactory.
New Carbon Seals & coupling end oil baffles were replaced with new ones against excessive clearance.
Additionally, Low Lube Oil Security & Emergency Trip & Throttle Valve was inspected to ensure the reliability of
the machine.

After assembly, machine was aligned, tested for Over-speed Tripping successfully in single attempt (7585
RPM) and turbine was taken in service with all parameters normal.

4
1.1. JOB SCOPE:
Job scope for TP-800B was as follows:

1. Rectification of carbon seal leakages

2. Replacement of 4th stage diaphragm with TP-601.
3. Inspection of turbines internal.

1.2. MAINTENANCE DURATION:

 Start Date : March 16, 2020
 Finish Date : March 30, 2020

2. MAINTENANCE:
2.1 DISASSEMBLY:

Following activities and measurements were carried out during disassembly of TP-800B:
1. The coupling between turbine & gearbox (shim pack type) was removed after removal of coupling cover
to check the alignment. Distance between Shaft Ends (DBSE) was also measured (Mentioned on Annex-
I).
2. Turbine exhaust spool was removed (using Locatelli crane) after fixing the position of expansion bellow
by Equipment Maintenance team & shifted to gravel area.
3. Casing bolts were opened after application of WD-40. 03EA guide pins were installed & casing was crack
opened using jacking bolts. Casing top half was removed, shifted to ground & placed on wooden blocks
in inverted position as shown in fig.
4. Rotor axial movement was checked using dial indicator on wheel face (Annex-I)
5. Nozzle gap checked (Annex-I) from three points i.e. blades, shroud & wheel face.
6. Wheels – Diaphragms clearance & inter-stage labyrinth seals clearances were checked from both sides
using feeler gauge (Annex-I)
7. Carbon Seal along with garter springs were removed.
8. Steam End Bearing Cover – Upper Half:
 Low lube oil security and Governor dismantled & shifted to Workshop for inspection.
 Bearing cover-upper half removed.
 Nut beneath the bearing housing lower half (Pos. No. 344) was in contact.
 Oil baffle clearance measured and found normal (Annex-I)
 In order to check the axial movement of bearing housing, two dial indicators installed, 1st on
bearing housing & 2nd on rotor wheel. There was no movement in bearing housing.

5
  Adopter ring-upper half (Pos. No. 341) removed and no shim was there under the ring.
 Bearing housing upper half removed and thrust bearing (active & in-active pads) along with journal
bearing upper half removed, inspected & found in good condition.
9. Exhaust End Bearing Cover – Upper Half:
 Bearing cover-upper half removed and shim of 0.1 mm was found between the cover & bearing housing
as shown in fig.
 Inner and outer oil baffle clearances were checked using feeler gauge and found ok. Inner oil baffle teeth
were found worn out.
 Bearing housing-upper half removed and journal bearing inspected. Journal bearing has the sign of
porosity in Babbitt lining.
10. Rotor removed from the lower half of casing using Locatelli Crane & shifted to Mechanical workshop.
11. Upper nozzle ring shim (Pos. No. 152) found broken. Both 02 shims were removed. Lower shim was
found in satisfactory condition.
12. Nozzles of nozzle ring (Pos. No. 151) found steam eroded.
13. Guide ring was also removed.
14. Diaphragms in both lower & upper casing halves were removed. Shims were found under the
diaphragms in lower half of casing.
15. Inter-stage labyrinth seals were removed.

2.1. 2 FINDINGS:

Nozzle Ring:
Steam erosion of nozzles

Guide Ring:
Blades of guide ring were found bent.

Curtis Wheel (1st Stage):

Blades of Curtis wheel were thinned at the edges and some blades were slightly bent.

Rateau Wheel (1st – 4th stage):

Blades thinning and bending were observed at all stages.

Diaphragms (1st – 4th stage):

Thinning of blade edges were observed.
Cracks were also observed in some stages.
Blades of 4th stage diaphragm were welded with diaphragm wheel in both half.
Pitting & porosity at diaphragm wheels near vanes.

6
HP side seals:
Last Carbon seal ring towards governor side was cracked.
The clearance was greater than recommended
Garter springs were found to be in good condition
All partition plates in between the carbon seal rings were stuck inside the groove.
Heavy carbon deposition at shaft area was observed.

LP side seals:
Garter spring of last carbon ring was found loose.
Clearance was found excessive in all LP side carbon seal rings
All partition plates in between the carbon seal rings were stuck inside the groove.
Heavy carbon deposition at shaft area was observed.

Oil baffles:
All the oil baffles were in satisfactory condition except inner oil baffle seal towards coupling end. Rubbing signs
were observed at teeth of oil baffles.
Clearance of all oil baffles were acceptable.

Inter-stage Labyrinth Seal:

Condition of all Inter-stage seal edges was satisfactory.

Rotor:

Blades of Rotor had thinning at the edges. Moreover, some blades were found bent at all stages.
Carbon seal area of rotor was heavily covered with carbon deposition.
Shaft area under thrust collar had deep pitting resulting in less contact area of thrust collar ID with shaft.
Thrust collar was observed loose on shaft. It was just axially locked with the help of sleeve and lock nut.
Scoring marks were observed at oil baffle area.
Thrust collar had scoring marks at face.
Casing:
Carbon seal area was steam eroded at upper and lower half of casing.

Work Done

1) Coupling faces between turbine and gearbox were found

intact. At west side, filler gauge cannot be inserted i.e. no
gap while at east (06 area) side, the gap between coupling
faces was found as ‘0.7-0.8 mm’ against ‘TA-2011’ pre-
stretch value of 1.50 mm.

2) A crack has observed at governor end bearing

pedestal at first bolt hole next to turbine casing.
7
 On detailed inspection, crack was found in U-
shape initiating from one hole (west to east) to the
other.

3) Bearing area and oil baffle area

has found relatively in good
condition.

4) The blades were found in good

condition.
Crack area, origination from both
sides holes and form a U-shape

8
2.1.3 WORK DONE:
2.1.3.1 OLD ROTOR (NOT INSTALLED):
Following work has done
 Owing to heavy scratches on the carbon seal area, rotor was machined. Machining of the rotor
carbon seal area has carried till 0.2mm at both ends, but the scratches remains as such and
smooth surface has not achieved.
 Owing to machining, chrome (hard) coating thickness has reduced and therefore, further
machining was not carried out. So, it was decided to use new rotor available in warehouse.
Note:
One reclaimed rotor was also available in the warehouse. Shaft journal at carbon seal area has
88.90 mm size. But the reclamation certificate do not reveals about the coating. Therefore, it
was decided not to use the same.
2.1.3.1 NEW ROTOR (INSTALLED):
New rotor was issued and following were done.
a. All dimensions were checked and verified in view of the removed rotor and found same.
b. The shaft sizes were measured and recorded in attached sheet at page no. 25.
c. Position of the oil baffle rings and slinger ring on coupling side were different than the removed
rotor. Therefore, slinger ring moved ‘10mm’ by slight heating with heating torch and oil baffle
rings were moved ‘6.6mm’ towards coupling hub side by slight hammering (plastic hammer).
After movement, position of slinger and oil ring were same as that of removed rotor.
d. Thrust bearing (6311) and OST box was already installed on the rotor.
e. Coupling hub was removed from old rotor and installed at new rotor with same coupling
overhung of 4.60 mm.
f. For reference, turbine wheel run out was measured by placing dial gauge knob on wheel face.
The wheel was rotated one complete revolution. The run out (dial gauge reading) was found as
0.04 mm.
Note: Installed (new) rotor trip device has left hand threads whereas old has right hand threads.
2.2 GOVERNOR-END BEARING PEDESTAL INSTALLATION:
Prior to dismantling, reference value (alignment and lengths) were
recorded.
1. Both, governor and coupling end bearing pedestal level
with respect to turbine was checked by placing straight
edge, master level and filler gauge as shown in the pic. The
values are:

DE End; east 0.15mm, west 0.15mm Drive End (DE)

NDE End; east 0.08, west 0.07-0.08 mm 0.15 mm
0.15mm
Non-Drive End
0.08 mm
0.07-0.08mm
 ’TP-800B’ Overhauling of Steam Turbine

2. Governor end bearing pedestal level with respect to casing was also checked with the help of
dial gauge. For old bearing pedestal, values are -0.08mm (east), +0.04mm (west) and for new
bearing pedestal, -0.08mm (east) and -0.03mm (west)
respectively.

3. Governor end bearing pedestal (old and new) to turbine

casing, lengths at three points (east Le, centre Lc, west Lw)
have measured. The values are:
Measuring ‘Le ‘dimension

Dimension Old Bearing Pedestal New Bearing Pedestal

Le 487.5 487.5
Lc 486.2 486.2
Lw 486.2 486.3
Note: All dimensions are in mm

4. Turbine level was checked with the help of dial indicator. Measurement are
Non-drive (governor) end; East (06 area) side = 0.00, West (02 area) side = +0.01mm
Drive (coupling) end ; East (06 area) side = -0.09mm, West (02 area) side = 0.00

New pedestal installation was carried out as follows.

First, bearing pedestal upper bolts with turbine casing were tightened without tightening
bottom support bolt. But, the level was found out.
For correct leveling, bearing pedestal bottom support dismantled and all shims were removed.
Again, bearing pedestal top bolts were tightened, level adjusted/checked, found ok.
Dial indicator was installed with knob at bearing pedestal top face, and then bottom support
bolts were tightened. Dial indicator gives some deflection indicating that level has changed
upon bolt tightening.
To adjust level, 0.80 mm shim was provided under bottom support; level was again checked and
found ok. The bottom support bolts were also tightened and no deflection has observed at dial
gauge, hence ok.
Both, bearing pedestal and
Turbine Casing
turbine casing face to face and
side to side level/gap were also Side to side gap Face to face gap
checked. The bearing pedestal
design is such that it fits side by
side with turbine casing and
face to face gap at both ends Governor-end Bearing Pedestal
found same. It was also
rechecked by taking
measurement ‘Le, Lc, Lw’ as
above.
6
 ’TP-800B’ Overhauling of Steam Turbine
‘U-shape’ shim (2-3mm thk.) was available between turbine casing and old bearing pedestal.
Since, ‘Le, Lc, Lw’ dimensions are same as with the old bearing pedestal. Therefore, no shim
was provided between new bearing pedestal and turbine casing.
After leveling and bolt tightening, taper dowel pins between turbine casing and bearing
pedestal were installed. Drill machine with long bit (done by M/c Shop) was used for the
purpose.
Governor pedestal name plate was also installed with the help of screws.
Note: Since, no work has done at coupling (drive) end, therefore leveling of bearing pedestal at that
end was not carried out and remains same as found.

2.3 FINAL ADJUSTMENTS OF BEARINGS / TURBINE BOX-UP

a. Both, governor and coupling end sleeve bearings as well as oil baffle rings were replaced;
 Coupling end bearing clearance (by plastic gauge) = 0.13 mm
 Governor end bearing clearance (by plastic gauge) = 0.12 mm

b. Both sleeves bearing contact with rotor shaft and turbine housing was checked by persian blue.
First, persian blue was applied at turbine housing bearing area. Rotor was resting on other end
bearing, and bearing has rolled
from one end to other in housing
and contact found at bearing outer
surface as in pic-1. In order to find
rotor shaft contact with bearing ID,
persian blue was applied at rotor
shaft bearing area and placed in
casing (with carbon seal rings and
bearing lower halves). Bearing
rolled in the housing from one end
Pic-I Pic-2
to another and contact found at
the bearing ID as in pic-2.
Approximately 80% contact at ID and OD of the bearing was found. Both DE and NDE bearings
lifts were also checked and found 0.29mm at governor end.
2.3.1 CARBON SEALS:
Old rotor was heavily rubbed at carbon seal area. Despite of machining, smooth surface has not
achieved. The rubbing is seems to be due to less clearance at the carbon seal area or due to
measurement error. To avoid this, old values along with other similar machines clearance (as
reference) were checked. After deliberation, it was decided to increase the carbon seal clearance. New
seals clearance (03 no’s) were adjusted at mandrel and final installed values are:

 Clearance of the carbon seals (on both ends) = 0.15 mm

New garter springs and carbon ring stoppers were also installed along with the carbon seals.

7
 ’TP-800B’ Overhauling of Steam Turbine
After
2.3.2 NOZZLE GAP & FLOAT: installation/tighte
ning of both
sleeve bearing
housings,
measurement
are:

Nozzle Gap = 1.7 mm

Axial float of the rotor = 0.45 mm

The nozzle gap

and float was on
higher side. To
adjust the same,
0.1 mm shim (in
two halves) was
provided at thrust
bearing outer
race as shown. No
shim was
provided at the
thrust bearing
inner race and
new rotor was
installed as such.
After shim
installation, the
measurements
a S
Nozzle Gap = 1.45 mm h
i
Axial float of the rotor = 0.33 mm m

(
0
.
1
m
m
)

p
r
o
v
i
d
e
d

h
e
r

8
e reme ’TP-800B’ Overhauling of Steam Turbine
nts
were
taken.
2.3.3 TRIP SYSTEM Gap
SETTINGS: betwe
F en
o trip
r lever
and
f over
u speed
t weigh
u t is as
r follow
e s.

Gap between trip lever and over speed weight

r
e Old (as found) New (as installed)
1.25 mm 1.20 mm
f
e
r
e Over speed pin lock nut depth is as follows.
n
c Over speed pin lock nut depth
e Old (as found) New (as installed)
, 6.80 mm 6.60 mm

f Note:
o
1. Loc
l
k nut
l
was
o
slightl
w
y
i
adjust
n
ed
g
during
the
m
overs
e
peed
a
trip
s
test.
u
2. Old
9
r ’TP-800B’ Overhauling of Steam Turbine
o Backla
t sh
o betwe
r en
govern
t or
r drive
i shaft
p gear
and
d turbin
e e shaft
v was
i also
c measu
e red.
Backla
h sh was
a found
s as
0.19
r mm as
i shown
g in the
h pic.
t

h
a
n
d

t
h
r
e
a
d
s

w
h
e
1
0
 ’TP-800B’ Overhauling of Steam Turbine
2.3.4 COUPLING PRE-STRETCH ADJUSTMENT:
After alignment, shim pack coupling (between turbine and gearbox) pre-stretch was measured. Both
coupling faces have varying gap of 0.4 - 0.8 mm. To adjust the
gap, complete turbine moved towards north (CCR side). To do
the same, 02 no’s dial indicator installed as in Pic and turbine
both foundation bolts were loosened. Turbine was moved
until pre-stretch of 1.5 mm achieved, the reading on dial
indicator was 1.32 mm. That is, complete turbine was moved
1.32 mm towards governor end.

Pre-stretch (when rotor moved towards governor side) = 1.50 mm

Pre-stretch (when rotor moved towards coupling side) = 1.10 mm
Note:
In TA-2011, pre-stretch (cold pull) was set 1.55 mm but on dismantling, it was found 0.8 mm. Also,
thrust bearing outer race heavily rubbed with the governor end sleeve bearing adjacent area. It reveals
that coupling has pulled the rotor towards coupling end. The reference was not mentioned that 1.55
mm is on which end, i.e. when rotor was toward governor or coupling end. After review/deliberation
and in view that coupling has already stretched (since coupling is of shim pack type), it was decided to
set same pre-stretch of 1.5mm (when the rotor moved towards governor end).
2.3.5 BOX-UP:
1. Both anti-friction ‘bearings 6207’ (Pos. 41) of governor drive mechanism were also replaced
with new ones.
2. New thrust bearing (6311) was already installed (by OEM) on rotor and installed as such.
3. After adjustment of bearings, the bearings covers were boxed up.
4. Birkosit compound was applied on the turbine casing split faces and casing cover was
installed. The casing cover bolts were adequately tightened using hammer and striking
spanner.
5. The governor bottom oil seal was replaced (by Munawar Ghouri) and then it was installed
and connected with governor valve.
6. The insulation wool and its box were installed.
2.4 GEARBOX INSPECTION:
Gearbox was working smoothly. Therefore, for visual inspection of gearbox, only top cover was
removed (Bearing along with bridges were not removed).

2.4.1 Findings:
Following were the observations;

1. The pinion and bull gear were found in good

condition. However, slight rust has observed
on bull gear. Whereas, pinion was found as
shining.
 2. Both bull and pinion gear teeth founds in good condition.
3. The seal plates of pinion and bull gear were found in good condition.

2.4.2 Work Done:

Following jobs were performed on the gearbox;

1. Cleaning of the gears with kerosene oil.

2. In visual inspection, gears were found in good condition.
3. Pinion and bull gear contact was checked by applying Persian
blue as shown in the pic.
4. Backlash between pinion and bull gear found as 0.34mm.
Please see attached data sheet for measurements of gearbox.
5. New pins and teflon bushes (03 Ea) were replaced for shaft Pic: Contact b/w Pinion & Bull
driven lubricating pump.
6. Shaft driven pump were installed after replacement of bearing.
7. Sealant (was applied between the upper and lower casing halves and the top cover of gearbox
was installed.

2.5 I.D FAN MAINTENANCE:

ID Fan was running smoothly. Therefore, only bearing inspection was planned in TA-2014.

2.5.1 Findings:
1. Fan both ends bearing cover have water. Same is due to the cooling water leakage from the
threaded portion.
2. Axial float of fan rotor was found on higher side as 1.94mm (before bearing cover removal)/
1.72mm (after bearing cover removal) against TA-2011 value of 0.60 mm. This shows that the
fan rotor was moved towards the motor side.
3. Motor rotor float was also measured for reference and found as 0.75 mm.
4. The motor and fan side bearings were found in good condition.
5. Thrust collars were found in good condition.

2.5.2 Fan Thrust Setting: 0.3mm shim at 19mm spacer with 0.2mm
both thrust shim provided here
 DBSE between motor and fan is 19.60 mm.
 Both thrust rings were loosened. Now, 19 mm
spacer along with 0.2mm shim was placed
between motor and fan shafts with 0.3 mm
shims (filler gauge) were provided in front of
thrust collar (the collar were not tightened
yet) as shown in pic. After tightening of thrust
collars, the fan rotor float was found as 0.53
mm.
2.5.3 Work Done:
1. Fan rotor shaft diameter at bearing area was measured. Bearing clearance both by crow bar
and plastic gauge were also measured.
2. After cleaning, DPT of the bearings was carried out, found ok. Same journal and thrust bearings
were installed.
3. The cooling water lines were thoroughly cleaned. The bearing housing were leak tested by
opening the cooling water supply to the lines. They were found okay
4. The pre-load bolt of the bearings was torque at 170 N-m.
5. Fresh charge of SYN-FLIX GT-68 oil was filled into the bearing housings.

2.6 INSPECTION/GREASING OF FAN DUCT & DAMPER BEARINGS:

High vibration sound at fan duct (south side) was present. After handover and man ways opening, duct
detailed inspection along with inspection unit and project engineering were carried out with following
observations.

2.6.1 Findings:
Expansion bellow (adjacent to vent stack) was found cracked at many points (Equipment
Maintenance job) as shown in Pic.
All deflectors were found at their location and are in healthy condition as inspected visually.
Fan suction eye bolts nuts were loose/ missing. Also, welding at many bolts found cracked/
insufficient.
Already provided supports base plates welding were found cracked at area where welding has
terminated as in Pic. Also, crack reason was seems to be due to less area of the base plate.

Pic: Old Support Base Plate Crack Pic: Damaged Expansion Bellow

2.6.2 Work Done:

Following work has been done.

 Loose/ missing nut/bolts ’(20 Ea)were provided and tightened followed by bolt head and nut
tack welding.
 Duct cracked area were thoroughly grinded followed by weld repair.
  Total 06 ea new supports (02 ea at upstream and 01 ea at downstream of fan were provided on
each side (drawing attached). After welding, DPT was carried out and found OK. New support
base plate area has increased to have better support
and to avoid cracking of the duct plate. New
supports work was carried out as per attached
drawing ‘MM-1D-02127’ at page no. 26. However,
old supports pad dia. has not increased as well as
only old flat bar repair work was carried out.
Whereas, drawing indicate the new base plate of old
supports and new flat bar.
 The damper bearings were thoroughly cleaned with Pic: New Supports

the help of kerosene oil/WD-40.

 The damper bearings were lubricated using ALVANIA grease.
 All bearings were found in good condition.
 After job completion, ‘PRC-12’ link was operated at damper. Damper opening/closing was
checked at different opening conditions of ‘PRC-12’ and found satisfactory as inspected from
inside of the duct.

2.7 ALIGNMENT:
Since, only work has been carried out at the turbine. Therefore, only alignment between turbine and
gearbox was carried out. Whereas, alignment between gearbox/fan and fan/motor remain as such as
found.

Alignment b/w Turbine and Gearbox:

1. The method used for alignment Rim & Face
2. Dial is on turbine

As Found (Before Dismantling):

September 10, 2014 @ 1800 Hrs.

0.00 0.00

02 Area 06 Area 02 Area 06 Area

+0.22 -0.02 +0.18

R +0.16 A

+0.20 +0.34
New, Installed:
1. Dial is on turbine.
2. After installation of new governor end bearing pedestal, rotor, bearings etc, the alignment
reading was

0.00 0.00

02 Area 06 Area 02 Area 06 Area

-0.18 +0.18 -0.30

R -0.11 A

0.00 -0.41

3. The turbine was moved 1.32mm towards (north side) for adjustment of coupling pre-stretch.
0.1 mm shim was provided at coupling end and 1.0mm (0.8 mm + 0.2 mm) at governor end
were provided. The alignment reading at 1945 hrs was:

0.00 0.00

02 Area 06 Area 02 Area 06 Area

+0.04 +0.12 -0.04

R +0.02 A
+0.16 -0.02

Hot Alignment:
Just after over speed test, alignment reading was as follows (dial is on turbine).

0.00

Owing to very little space between the coupling faces, axial alignment reading has not been taken. Gap b/w coupli
02 Area 06 Area

+0.22 -0.22
R

+0.00
Alignment b/w Gearbox and Fan:
Dial is on fan.

0.00 0.00

02 Area 06 Area 02 Area 06 Area

-0.22 +0.23 -0.01

R +0.05 A

+0.01 +0.04

Alignment b/w Fan and Motor:

Dial is on fan.

0.00 0.00

02 Area 06 Area 02 Area 06 Area

+0.42 +0.20 -0.15

R 0.00 A
+0.62 -0.15

Note:
Alignment between ‘fan to motor’ and ‘fan to gearbox’ has not carried out. So readings are those which were
found.

2.8 OIL REPLACEMENT/GREASING:

Following oil replacement and greasing jobs have done.

Gearbox Synthetic Oil : GT-68 (Provided by Ammonia unit)

Gear Coupling Grease : Falk Coupling Grease

Clutch Grease : Isoflex LDS 18 special A (warehouse code : 10-2222-1010)

Governor Oil : T-46

Damper Bearing Grease : Alvania-3

2.9 OVER SPEED TEST:
Date & Time:
September 20, 2014 @ 05oo Hrs.

Witnessed By:
Mechanical Team: Farhan Mahmood, Syed Asfandyar Gilani

Operational Team: Mohammad Adnan, Affan Mehmood First

Attempt:

Turbine was not tripped till the 4800 RPM.

Second Attempt:

Over speed weight tension was adjusted by turning nut half (counter clockwise).

The turbine was again speed up and tripped @ 4600 RPM.

Third Attempt:

Over speed weight tension was readjusted by loosening (turning) nut 1/8 of a turn (clockwise).

The turbine was now tripped @ 4640 RPM (1.10 % of rated speed, 4200 RPM).

At start-up of the turbine for over speed test, one spark was observed due to contact of
coupling faces. For over speed test, gaging bolts were installed at coupling flanges to avoid the
contact of coupling faces. Same were removed after over speed test.
After OST, coupling pre-stretch between turbine and gear box was found as 1.0 mm.
Hot alignment reading between turbine and gearbox was also measured. Reading has given in
alignment sheet.
During startup of ammonia front end no abnormalities were found on the ID fan train.

3. START-UP:
 Lube oil circulation was for 03 hours.
 Turbine has heated for 02 hours.
 Slow rolling of turbine at 500 RPM for 04 hours.
 Manual tripping of turbine was carried out.
 Low lube oil tripping of turbine was checked and found at 0.8 Kg/cm 2.Tripping was reset and
turbine tripped at low lube oil pressure @ 0.65 Kg/cm 2. Low lube oil tripping lever gap was
found as 7.5mm.
 Over speed test and vibration checked at 4000 RPM.
 Fan was operated with the motor and found normal.
  The turbine was coupled to the gearbox and fan was operated at a speed up to 980 RPM.
Vibrations were monitored during ramping up of the turbine speed. Vibrations were found in
acceptable limits. See attached vibrations reports for details.

4. PAINTING:
Turbine including gearbox, clutch and steam piping were cleaned with the help of emery paper and
wire brush followed by the painting.

5. CLEARANCES:
See attached clearance sheets (page no. 22-24) for turbine, gearbox or fan components.

6. SPARES CONSUMED:
Following spares were consumed during the Up-rating / overhauling activities;

Sr.# Item Code Description Qty. used

1 69-7201-1501 Complete rotor 01 EA
2 69-7201-1031 Spacer plate for carbon seal 10 EA
3 69-7201-1033 Special spacer for carbon seal 02 EA
4 69-7201-1035 Carbon ring 10 EA
5 69-7201-1036 Spring for carbon seal 10 EA
6 69-7201-1045 Stopper for carbon seal 10 EA
7 69-7201-1053 Bearing steam end 01 EA
8 69-7201-1061 Oil baffle for turbine 03 EA
9 69-7201-1073 Bearing Exhaust end 01 EA
10 69-7201-3141 Steam end bearing case 01 EA
11 31-1200-1126 Bearing 6204 01 EA
12 31-1200-1144 Bearing 6207 02 EA
13 22-1552-4601 Birkosit Compound for steam sealing 01 TN
14 10-2222-1010 Isoflex LDS 18 Special A (clutch grease) 02 EA
Damper bearing ‘UC206’ (31-1280-1220) were not replaced
Reference work order is 15009828 (Reservation # 199602).

7. POST OVERHAULING NOTE:

The turbine, gearbox fan and motor were running smoothly. No abnormal sound has witnessed. Also,
fan duct abnormal sound also has not sounded. Vibration data recorded and attached (page no 18-21).

8. RECOMMENDATIONS:
1. Carbon seal clearance has been increased (0.15 mm) due to rubbing of old rotor carbon seal
area. Effect of this increase in clearance to be critically evaluated in available opportunity for
future reference.
2. Two different types of carbon seal are available in warehouse. Two sets have been consumed.
Same type of carbon seals to be procured for future use.
 3. Mandrel for new carbon seal ‘ID’ adjustment has not worked. Same to be manufactured for
future use.
4. Fan duct expansion bellow has cracked at many locations. Same to be replaced (by Equipment
Maintenance) in next available opportunity.
5. Fan bearing cooling water inlet/outlet lines dismantling and installation requires lot off time
due to welded unions/fittings. Same to be replaced with flexible pipe. It will not only improve
job quality but also save lot off time.
6. Replacement of damper bearings to be planned in the next turnaround.
7. Damper bearings pin welding to be modified with the bolted arrangement.
8. Clearance readings by plastic gauge to be taken in early morning or in evening hours. During the
day time, the readings have error due to the ambient temperature.
9. Coupling between turbine/gearbox to be either adjusted on the basis of DBSE or coupling gap.
10. Coupling pre-stretch between turbine/gearbox (set as 1.50mm) to be slightly increased to avoid
the contact of coupling faces during OST.

9. MAINTENANCE TEAM:
Engineer:

 Farhan Mahmood [EX-MNT(MAC)]

 Liaqat Ali Abid (Retd. Sub-Engineer FFC-GM)

Staff:

 Mureed Abbass (SR-MNT-MAC)

 Khalid Mehmood (JR. Supervisor FFBL)
 Zeeshan Ali (ST-MNT-MAC)
 Mubashir (APP-MNT-MAC)
 Casual manpower MWs = 05, PF = 02 , USL = 02
 10. VIBRATION DATA:
10.1 TURBINE VIBRATION (DURING OST):

Last Measurement Deviation Report

*********************************

Database: Fauji Fertilizer Company.rbm

Area: Ammonia
Report Date: 20-Sep-14 03:23

Reference Value is the PREVIOUS DATA

PARAMETER CURRENT REFERENCE ABSOLUTE PERCENT ALARM

DESCRIPTION VALUE VALUE UNITS DELTA DEVIATION SYMBOL
-------------- --------- --------- -------- --------- --------- ------
RPM:4000
TK -201 - Turbine Driven I.D Fan (20-Sep-14)
T1H - Turbine Outboard Horizontal
OVERALL 1.550 2.029 mm/Sec -.479 -24
PK-PK WAVEFORM .820 1.476 G-s -.656 -44
T1P - Turbine outboard Horz Peakvue
OVERALL .129 .661 G-s -.533 -81
PK-PK WAVEFORM .501 2.784 G-s -2.283 -82
T1V - Turbine Outboard Vertical
OVERALL .855 1.134 mm/Sec -.280 -25
PK-PK WAVEFORM .496 .854 G-s -.358 -42
T1A - Turbine Outboard Axial
OVERALL 2.360 2.081 mm/Sec .279 13
PK-PK WAVEFORM 1.404 1.684 G-s -.280 -17
T2H - Turbine Inboard Horizontal
OVERALL .957 1.000 mm/Sec -.043 -4
PK-PK WAVEFORM .535 .803 G-s -.268 -33
T2P - Turbine outboard Horz Peakvue
OVERALL .480 .780 G-s -.300 -39
PK-PK WAVEFORM 1.760 3.814 G-s -2.054 -54
T2V - Turbine Inboard Vertical
OVERALL 1.000 .890 mm/Sec .110 12
PK-PK WAVEFORM .350 .508 G-s -.158 -31
T2A - Turbine Inboard Axial
OVERALL 2.028 2.028 mm/Sec -.0003 0
PK-PK WAVEFORM 1.583 1.325 G-s .258 19

----------------------------------------------------------------------------
Vibration discoupled data.

% - Maximum Percentage Alarm

+ - Maximum Delta Alarm
# - Maximum Value Alarm

Note: All vibrations have found normal.

10.2 MOTOR FAN VIBRATION (ON NO LOAD):
Last Measurement Deviation Report
*********************************
Database: Fauji Fertilizer Company.rbm
Area: Ammonia
Report Date: 20-Sep-14 17:46

Reference Value is the PREVIOUS DATA

PARAMETER CURRENT REFERENCE ABSOLUTE PERCENT ALARM

DESCRIPTION VALUE VALUE UNITS DELTA DEVIATION SYMBOL
-------------- --------- --------- -------- --------- --------- ------
MK-201 - Motor Driven I.D.Fan (19-Sep-14)
M1H - Motor Outboard Horizontal
OVERALL .959 .959 mm/Sec
PK-PK WAVEFORM .299 .299 G-s
M1P - Motor Outboard Horz Peakvue
OVERALL .299 .299 G-s
PK-PK WAVEFORM 1.030 1.030 G-s
M1V - Motor Outboard Vertical
OVERALL .661 .661 mm/Sec
PK-PK WAVEFORM .693 .693 G-s
M1A - Motor Outboard Axial
OVERALL .830 .830 mm/Sec
PK-PK WAVEFORM .225 .225 G-s
M2H - Motor Inboard Horizontal
OVERALL 1.020 1.020 mm/Sec
PK-PK WAVEFORM .243 .243 G-s
M2P - Motor Inboard Horz Peakvue
OVERALL .140 .140 G-s
PK-PK WAVEFORM .816 .816 G-s
M2V - Motor Inboard Vertical
OVERALL .539 .539 mm/Sec
PK-PK WAVEFORM .373 .373 G-s
M2A - Motor Inboard Axial
OVERALL .666 .666 mm/Sec
PK-PK WAVEFORM .372 .372 G-s
F1H - Fan Inboard Horizontal
OVERALL .820 .820 mm/Sec
PK-PK WAVEFORM .399 .399 G-s
F1P - Fan Inboard Horz Peakvue
OVERALL .037 .037 G-s
PK-PK WAVEFORM .237 .237 G-s
F1V - Fan Inboard Vertical
OVERALL .436 .436 mm/Sec
PK-PK WAVEFORM .659 .659 G-s
F1A - Fan Inboard Axial
OVERALL 2.734 2.734 mm/Sec
PK-PK WAVEFORM .482 .482 G-s
F2H - Fan Outboard Horizontal
OVERALL .897 .897 mm/Sec
PK-PK WAVEFORM .604 .604 G-s
F2P - Fan Outboard Horz Peakvue
OVERALL .068 .068 G-s
PK-PK WAVEFORM .531 .531 G-s
F2V - Fan Outboard Vertical
OVERALL .763 .763 mm/Sec
PK-PK WAVEFORM .370 .370 G-s
F2A - Fan Outboard Axial
OVERALL 1.224 1.224 mm/Sec
PK-PK WAVEFORM .412 .412 G-s

Note: All vibrations have found normal.

----------------------------------------------------------------------------
10.2 COMPLETE TRAIN VIBRATION (ON LOAD):
Last Measurement Deviation Report
*********************************
Database: Fauji Fertilizer Company.rbm
Area: Ammonia
Report Date: 25-Sep-14 19:06

Reference Value is the PREVIOUS DATA

PARAMETER CURRENT REFERENCE ABSOLUTE PERCENT ALARM

DESCRIPTION VALUE VALUE UNITS DELTA DEVIATION SYMBOL
-------------- --------- --------- -------- --------- --------- ------

TK -201 - Turbine Driven I.D Fan (25-Sep-14)

T1H - Turbine Outboard Horizontal
OVERALL 1.608 1.206 mm/Sec .402 33
PK-PK WAVEFORM .659 1.304 G-s -.645 -49
T1P - Turbine outboard Peakvue
Horz
OVERALL .946 .090 G-s .856 957 %
PK-PK WAVEFORM 4.345 .481 G-s 3.864 803 %+
T1V - Turbine Outboard Vertical
OVERALL 1.217 .734 mm/Sec .483 66 %
PK-PK WAVEFORM .438 .488 G-s -.050 -10
T1A - Turbine Outboard Axial
OVERALL 1.987 2.133 mm/Sec -.145 -7
PK-PK WAVEFORM 1.435 1.617 G-s -.182 -11
T2H - Turbine Inboard Horizontal
OVERALL .787 .721 mm/Sec .066 9
PK-PK WAVEFORM .492 .576 G-s -.083 -14
T2P - Turbine outboard Peakvue
Horz
OVERALL .715 .327 G-s .388 119 %
PK-PK WAVEFORM 3.336 1.562 G-s 1.774 114 %+
T2V - Turbine Inboard Vertical
OVERALL .951 .418 mm/Sec .533 127 %
PK-PK WAVEFORM .368 .390 G-s -.022 -6
T2A - Turbine Inboard
Axial
OVERALL 1.981 1.661 mm/Sec .320 19
PK-PK WAVEFORM 1.408 1.371 G-s .037 3
G1H - Gear 01 Inboard Horizontal
OVERALL 1.400 .606 mm/Sec .794 131 %
PK-PK WAVEFORM 5.649 2.524 G-s 3.125 124 %+#
G1P - Gear 01 Inboard Horz Peakvue
OVERALL .044 .018 G-s .026 141 %
PK-PK WAVEFORM .206 .097 G-s .108 112 %
G1V - Gear 01 Inboard Vertical
OVERALL 1.221 .485 mm/Sec .736 152 %
PK-PK WAVEFORM 6.839 2.296 G-s 4.543 198 %+#
G1A - Gear 01 Inboard
Axial
OVERALL 1.341 .754 mm/Sec .587 78 %
PK-PK WAVEFORM 5.008 3.892 G-s 1.116 29 +#
G2H - Gear 02 Outboard Horizontal
OVERALL .936 .651 mm/Sec .284 44
PK-PK WAVEFORM 3.663 3.597 G-s .066 2
G2P - Gear 02 Outboard Peakvue
Horz
OVERALL .049 .015 G-s .035 239 %
PK-PK WAVEFORM .232 .081 G-s .151 187 %
G2V - Gear 02 Outboard Vertical
OVERALL 1.444 .848 mm/Sec .597 70 %
PK-PK WAVEFORM 9.417 8.837 G-s .580 7 #
G2A - Gear 02 Outboard Axial
OVERALL 2.288 1.184 mm/Sec 1.103 93 %
PK-PK WAVEFORM 9.420 5.806 G-s 3.614 62 %+#
G3H - Gear 03 Inboard Horizontal
OVERALL 1.149 .537 mm/Sec .612 114 %
PK-PK WAVEFORM 4.213 2.093 G-s 2.120 101 %+#
G3P - Gear 03 Inboard Horz Peakvue
 PARAMETER CURRENT REFERENCE ABSOLUTE PERCENT ALARM
DESCRIPTION VALUE VALUE UNITS DELTA DEVIATION SYMBOL
-------------- --------- --------- -------- --------- --------- ------

OVERALL .037 .024 G-s .013 52 %

PK-PK WAVEFORM .187 .121 G-s .066 55 %
G3V - Gear 03 Inboard Vertical
OVERALL 1.870 .663 mm/Sec 1.207 182 %
PK-PK WAVEFORM 8.754 1.918 G-s 6.835 356 %+#
G3A - Gear 03 Inboard Axial
OVERALL 1.291 1.263 mm/Sec .028 2
PK-PK WAVEFORM 4.173 8.923 G-s -4.750 -53 #
G4H - Gear 04 Outboard Horizontal
OVERALL 1.437 .520 mm/Sec .917 176 %
PK-PK WAVEFORM 6.094 2.031 G-s 4.063 200 %+#
G4P - Gear 04 Outboard Horz Peakvue
OVERALL .034 .029 G-s .0050 17
PK-PK WAVEFORM .164 .160 G-s .0046 3
G4V - Gear 04 Outboard Vertical
OVERALL 1.247 .484 mm/Sec .763 158 %
PK-PK WAVEFORM 6.325 1.153 G-s 5.172 448 %+#
G4A - Gear 04 Outboard Axial
OVERALL 2.765 1.104 mm/Sec 1.661 150 %
PK-PK WAVEFORM 13.38 6.487 G-s 6.895 106 %+#
PIH - PUMP Inboard Horizontal
OVERALL 1.248 .762 mm/Sec .485 64 %
PK-PK WAVEFORM 5.758 5.113 G-s .646 13 #
P1P - PUMP Inboard Horz Peakvue
*OVERALL .050 .112 G-s -.062 -55
*PK-PK WAVEFORM .231 .560 G-s -.328 -59
PIV - PUMP Inboard Vertical
OVERALL 1.238 .636 mm/Sec .602 95 %
PK-PK WAVEFORM 8.227 3.157 G-s 5.070 161 %+#
PIA - PUMP Inboard Axial
OVERALL 1.735 .767 mm/Sec .967 126 %
PK-PK WAVEFORM 9.344 3.947 G-s 5.397 137 %+#
F1H - Fan Inboard Horizontal
OVERALL .430 .636 mm/Sec -.206 -32
PK-PK WAVEFORM .056 .062 G-s -.0059 -9
F1P - Fan Inboard Horz Peakvue
OVERALL .052 .030 G-s .022 75 %
PK-PK WAVEFORM .253 .166 G-s .087 53 %
F1V - Fan Inboard Vertical
OVERALL .265 .208 mm/Sec .058 28
PK-PK WAVEFORM .034 .034 G-s -3.0-5 0
F1A - Fan Inboard Axial
OVERALL .724 .604 mm/Sec .120 20
PK-PK WAVEFORM .119 .134 G-s -.015 -11
F2H - Fan Outboard Horizontal
OVERALL .694 .493 mm/Sec .201 41
PK-PK WAVEFORM .061 .044 G-s .018 40
F2P - Fan Outboard Horz Peakvue
OVERALL .061 .072 G-s -.010 -14
PK-PK WAVEFORM .306 .373 G-s -.067 -18
F2V - Fan Outboard Vertical
OVERALL .462 .486 mm/Sec -.024 -5
PK-PK WAVEFORM .051 .055 G-s -.0035 -6
F2A - Fan Outboard Axial
OVERALL 1.228 .930 mm/Sec .297 32
PK-PK WAVEFORM .123 .109 G-s .014 13

----------------------------------------------------------------------------

Note: All vibrations have found normal.

 ’TP-800B’ Overhauling of Steam Turbine
TA-14

TK-201 Steam Turbine Clearance Sheet

# Description Design(mm) As Found Final
(mm) (mm)

1 DE Shaft Journal OD 66.53 - 66.55 66.52 66.53

2 DE Bearing ID 66.63 - 66.65 66.65 66.66

3 DE Bearing Clearance 0.08 - 0.13 0.11 0.13

4 NDE Journal OD 66.53 - 66.55 66.52 66.53

5 NDE Bearing ID 66.63 - 66.65 66.65 66.65

6 NDE Bearing Clearance 0.08 - 0.13 0.12 0.12

7 DE Oil Baffle Clearance outboard 0.05 - 0.10 0.13 0.13

8 DE Oil Baffle Clearance inboard 0.05 - 0.10 0.15 0.13

9 NDE Oil Baffle Clearance inboard 0.05 - 0.10 0.14 0.14

10 DE Bearing Crush 0.01 - 0.03 0.03 0.02

11 NDE Bearing Crush 0.01 - 0 .03 0.02 0.02

12 Rotor Axial float 0.23 – 0.65 0.79 0.33

13 Nozzle Clearance 1.6 - 1.8 2.0 1.45

14 DE Carbon seal journal OD 88.90 Scratches found 88.90

15 DE Carbon Seal Clearance Not less than - 0.15

0.09 cold

16 NDE Carbon seal journal OD 88.90 Scratches found 88.90

17 DE Carbon Seal Clearance Not less than - 0.15

0.09 cold

18 Shaft OD For Coupling Hub 63.53 63.51 63.52

19 Coupling Hub ID 63.50 63.50 63.50

20 Interference 0.02 0.01 0.02

21 Coupling Hub Over-hung - 4.60 4.60

22 DBSE (between turbine shaft and pinion) Space was not available for measurement

23 Pre-Stretch (Cold Pull) 1.5 0.7-0.8 1.5

Note: New oil baffles were installed as such as there clearance found. That is why; clearance is on slight higher side. Also, Sr. 13,
rotor axial float was 2mm when rotor moved towards gearbox end and 1.21 (2-0.79) mm when moved towards governor end.
 K-201 I.D Fan Clearance Sheet

Sr. Description Design(mm) As Found Final

(mm) (mm)
DBSE between Motor and Fan -- 21.92 19.60
1
Gap between Motor and Fan Hub -- -- 18.60

DBSE between Gear Box and Fan -- 31.46 35.0

2
Gap between Fan and Gearbox Hub -- -- 29.5

3 Axial Float of Fan Rotor 0.381 - 0.762 1.94 / 1.72 0.53

4 Journal Bearing Clearance Motor Side 0.178 – 0.292 0.25 0.25

5 Journal Bearing Clearance Gearbox Side 0.178 – 0.292 0.25 0.25

6 Coupling Float on Motor Side -- 9.0 9.0

7 Coupling Float on Gear Box Side -- 6.0 6.0

8 Fan Shaft dia at Bearing Area (Motor Side) -- -- 152.32

9 Fan Shaft dia at Bearing Area (Gearbox Side) -- -- 152.30

10 Tightening Torque of Preload Bolt 170 Nm -- 170 Nm

Note:

During the measurement and from previous record, rotor float setting with respect to DBSE have lot of
confusion due to dimension variance. It was not clear from that the dimension given is hub to hub or
DBSE. Therefore, both values (DBSE and hub to hub) have recorded for future reference. Total DBSE
found was (31.46+21.92 = 53.38mm) and turbine was moved 1.32mm towards north (CCR) side. So, total
value 53.38+1.32 = 54.70mm.
Bearing clearances measured by plastic gauge.
Gear coupling torque was not available. So, first bolts were hand tightened followed by tightening @
53 NM. Hand tightening torque was almost same as that of 53 NM.
 TK-201 Gear Box Clearance Sheet
# Description Design(mm) As Found Final
(mm) (mm)

1 Coupling End Pinion Bearing Clearance 0.10 - 0.15 0.10 0.10

2 Lube oil Pump End Pinion Bearing Clearance 0.10 - 0.15 0.13 0.13

3 Turbine End Bull Gear Bearing Clearance 0.15 - 0.25 0.18 0.18

4 Coupling End Bull Gear Bearing Clearance 0.15 - 0.25 0.21 0.21

5 Width of Axial Bearing / Bull Shaft Axial float 109.90/0.1-0.2 0.12 0.12

6 Backlash Measured at Pinion -- 0.34 0.34

7 Contact b/w Pinion & Bull Gear -- -- 80%

Note:

Only gearbox top cover (without bearing bridges) was removed for inspection. Therefore, all the measurements
have not taken as in TA-2011.
 BILL OF MATERIAL
S.No DESCRIPTION MATERIAL QTY REMARKS
01 PLATE 10 Thk. 2000x1000 A516 Gr. 60 01 EA -
02 PIPE Ø2" -SCH. 40 API 5L Gr.B 06 MTR -

Drawing name: E:\IAE\AREA (02)\MM-1D-02127 K-201 REINFORCEMENT OF PLATES AT SUCTION SIDE OF FAN.dwg
NEW FLAT BAR 10 Thk
ON BOTH SIDES
(ALL BOLTS TO BE
REPLACED)

NEW SUPPORT

PIPE Ø2"

PLATE Ø300 -10 Thk.

NEW SUPPORT

PAD Ø300

NOTES:
1- ALL DIMENSIONS ARE IN MILLIMETERS UNLESS OTHERWISE SPECIFIED.
2- ALL DIMENSIONS ARE TO BE VARIFIED IN FIELD.

2 - -
1 02-MA-A-32324 K201 ID FAN
S.No. DRAWING No. TITLE
REFERENCE
FAUJI FERTILIZER COMPANY LTD.
MIRPUR MATHELO (FFC-MM)

TITLE:-
K-201 ID FAN
SUCTION SIDE DUCT REINFORCEMENT

2
DESIGN CHECKED SCALE E.R. # REV.
1 - - -- MI NTS DRAWING No.
- -
- DRAWN APPROVED DATE MM-1D-02127
S.No. REVISION DATE BY CHKD. APR. IAE NIM 17-09-2014 SH. 01 0F 01
 FAUJI FERTILIZER COMPANY LTD MM
TURNAROUND-2014 0909
A A P A
c c l 8 9 10 11 12 13
t 14 15 16 17 18
19 20 21 22 23
24 25 26 27 28
D 29 30
u
r

TURNAROUND-2014
Total
110
20SEP14 11:59
19SEP14 11:59

AMMONIA PLANT
Subtotal
110
20SEP14 11:59
19SEP14 11:59

MACHINERY MAINTENANCE
TK-201, COMPLETE OVERHAULING
Subtotal
110
20SEP14 11:59
19SEP14 11:59

CARBON SEAL REPLACEMENT

4570 JOB START TK-201
4580 REMOVE INSULATION FROM TURBIN& ASSO. PIPING
4590 REMOVE CPLG B/W TURBINE/GB & GB/FAN
4600 REMMOVE GOVNR V/V, LINKAGE & CONTROL V/V
4610 REMOVE CASING BOLTS & LIFT UPPER CASING
4620 CHECK THRUST
4630 REMOVE GOVRNR & DRIVE END BRGS WITH COVR
4640 REMOVE ROTOR
4650 REMOVE HUB FROM REMOVED ROTOR
4660 INSTALL HUB ON NEW ROTOR
4670 CLEAN CASING LOWER/UPPER HALVES
4680 CENTERING & BEARING PEDESTAL REPLACEMENT
4690 INSTALL BEARINGS & ROTOR
4700 INSTALL CARBON SEALS ON ROTOR
4710 INSTAL BRGS UPPER HALVES & ADJUST ODS GAP
4720 INSTALL CASING OF UPPER COVER
4730 INSTAL NEW GOVNR V/V LINK & CNTRL V/V OF TURBINE
4740 FIT ALL PIPING & INSULATION OF TURBINE
INSPECTION OF GEAR BOX
4750 REMOVE LUBE OIL PUMP & UPPER COVER
4760 CHECK CLEARANCE
4770 REMOVE BRG BRIDGES, BRNGS & PINION/GEAR
4780 INSTAL BRGS BRIDGES & UPPER COVER
4790 INSTALL PUMP
INSPECTION OF FAN
4800 REMOVE FAN DUCT 6 8 10SEP14 08:00 10SEP14 13:59 11SEP14 08:00
4810 S/F NEAR IMPELLER FOR APPROACH FOR TIPPING 6 3 10SEP14 14:00 10SEP14 19:59 11SEP14 16:00
4820 INSPECTION OF EXISTING BLADES 12 12 11SEP14 08:00 11SEP14 19:59 12SEP14 08:00
4830 REMOVE S/F FROM FAN CASING 6 61 12SEP14 08:00 12SEP14 13:59 14SEP14 08:00
4840 INSTALL FAN DUCT 6 6 12SEP14 14:00 12SEP14 19:59 15SEP14 12:00
4850 INSPECT FAN TK & MK SIDE BEARINGS 12 44 13SEP14 08:00 13SEP14 19:59 15SEP14 08:00
4860 GREASE FAN GEAR CPLG & CLUTCH (TK/MK-SIDE) 4 14 14SEP14 08:00 14SEP14 11:59 18SEP14 07:00
4870 GREASE FAN I/L DAMPER BEARING 6 15 14SEP14 12:00 14SEP14 17:59 18SEP14 07:00
4880 JOB COMPLETED (TK-201) 0 0 20SEP14 11:59