S T E A M T U R B I N E M A I N T E N A N C E

Maintenance
S T E A M T U R B I N E M A I N T E N A N C E

PREVENTIVE MAINTENANCE GUIDE Annual Inspection

FOR A STEAM TURBINE Review equipment running logs for evidence of
trending.
Daily Remove bearing caps, and inspect the following:
Journal bearings
Review operating records for: Thrust bearing
Pressures within Parameters Shaft journals
Temperatures within Parameters Face of thrust collar
Flows within Parameters Oil guards
Outputs Check and Record the following:
Vibration Journal bearing clearances and crush
Positions Thrust bearing clearance
Rotor Axial Oil guard clearances
Valve Operating Gear First stage nozzle clearance
Note any concerns or problem areas. Total rotor float
  Nozzle valve cold bar clearance
Weekly Replace bearings caps
Exercise Steam Inlet Trip/Throttle Valves (if so Recheck and record thrust float
installed) Visually inspect and check for proper operation of:
Test Electronic and/or Hydraulic Overspeed Trip Trip throttle valve
Systems Servo motor
Lubricate Linkages of Gland Seal Regulator (if so Speed Governor (including master or extraction
installed) regulator, if applicable)
Inspect duplex oil filter differential pressure; shift, clean, Overspeed trip
and inspect, as required. Verify tightness of hold-down bolts
Review operating records for trending. Grease turbine sliding keys and all operating linkages
  (should be done monthly)
Monthly Check lube oil/seal oil system:
Lubricate Valve Operating Gear (weekly if unit is Oil analysis (by customer)
exposed to weather and if so installed) Integrity of system
Lubricate Sliding Feet (weekly if unit is exposed to Inspect and clean oil filters and coolers, as necessary
weather)
Inspect Grounding Brush Condition for Wear 5-Year inspection
Shift Main Lube Oil Pump Operation (if so installed) Perform all requirements of Annual Inspection.
  Remove coupling(s):
Quarterly Thoroughly inspect for wear
Review Operating Records for Trending Check and record coupling/shaft contact
Observe Operation of: (minimum required)
Servo's for Binding, Sluggish Operation, Leaks Remove turbine cover:
Govemors, for Stability, Leaks, (Mechanical) Settings Measure and record all axial running clearances
and Functions (Electronic) Inspect all internal parts, including labyrinth seal
  assemblies and labyrinth rings
Clean and dress case/cover, as necessary
Remove the primary nozzle valves cover assembly:
Dye check valves and seats
Check and record valve timing
Remove the turbine rotor:
Remove the diaphragms from the upper and lower
turbine case
Return rotor and diaphragms to Pt. Sulzer Hickham
Indonesia for:
Dust-blasting
Ultrasonic inspection of rotor blade tenons
Magnafluxing of the rotor and diaphragms
De-magnetizing
Check balancing of the rotor
Check and record T.l.R. of rotor
Check and record journal sizes
Inspect all internal parts, including steam seals and inner
stage seals.
As applicable, disassemble, inspect, overhaul, and
reassemble the HP control valve, servo motor and
actuator, and speed governor; reset all controls
Replace and reset diaphragms
Reinstall rotor In case, and set in running position
Check and record all axial running clearances
Replace turbine cover; properly torque all bolting
Set up and record thrust float
Measure and record journal clearances; check and record
bearing to casing fit (0.001" crush desired)
Replace bearing caps; check and record thrust float
Check and record alignment
Reinstall coupling
NOTES FOR AN EFFICIENT
INSPECTION
 
1. An adequate work area, including unobstructed
adjacent lay down space, should be established
and reserved for the duration of the outage.
Desk and chairs are appreciated.
2. Normal outage supplies, including clean lint-
free wiping rags, paper towels, and solvents,
should be made available.
3. Normal maintenance tools, including calibrated
inside and outside micrometers, feeler gauges,
wrenches, etc., should be on hand, as well as
any special tools originally provided with the
unit.
4. Station facilities, including crane service,
lighting, air and power, should be scheduled
and prioritized for the duration of the outage.
Customer's personnel to operate station
facilities should be on standby.
S T E A M T U R B I N E M A I N T E N A N C E
Steam Turbine Maintenance
We will discuss all the requirements of turbine
overhauls by disassembling a steam turbine and then
reassembling the turbine. We will discuss all of the
necessary steps and what is required as a minimum.
Safety and Organization
1. Turbine isolated and locked out by Sulzer
2. Work Areas Clean and Tidy
3. Lay down Area Planned
4. Proper Rigging and Lifting
5. Parts Properly Labeled, Bagged and Tagged
6. Piping Tagged , Removed and Ends Covered
for Protection
7. All Parts Matched Marked and Labeled Before
Removal
8. Review Tech Manual
Turbine Disassembly and Reassembly Procedure
1. Record Running Data and discuss the operating
conditions of the turbine with client.
Specifically any known problems with the
turbine since last overhaul.
2. Remove Coupling Guard
3. Check Alignment
a. Make Sure both Turbine and Driven
Unit is at ambient Temperature
b. Make Sure Bearings are Lubricated
4. Uncouple the turbine and driven unit
a. Match-Mark coupling bolts, nuts and
washers with location if the bolts are
fitted coupling bolts.
b. If coupling is flexible type remove
coupling spool piece if installed and
keep bolts, nuts and washers together
c. Insure spool piece is match marked to
hubs
5. Check Turbine Thrust Clearance.
a. The thrust end bearing bracket cover
needs to be installed.
6. Record Running Position Reference with Rotor
against Inboard Thrust Bearing
7. Remove Outboard Thrust Bearing and Check
Nozzle Clearance
8. Remove Inboard Thrust Bearing and Check
Turbine Total Float
9. Place Rotor in the Center of Total Float
Clearance
10. Remove Governor Valve (If Necessary)
a. Check Valve Stroke
b. Mark all Linkage Settings
c. If Governor Valves are Lifting Bar
Type, then jack open valves by 2-3mm
to protect valve seats. (Cold Bar)
11. Disconnect ESV / Trip Valve
12. Remove Casing Bolts
a. Check for Internal Bolting
13. Properly Rig Casing Cover and Remove
a. Plan your Laydown Area First
b. Cover Must Come Up Level
c. Use Chain Blocks
d. Flip Cover
14. Remove Packing Boxes Covers
15. Place Rotor in Running Position
16. Check Radial Bearing Clearance
a. Plasti – Gauge on sleeve Bearings
b. Lift Checks on Tilt Pad Bearings
17. Check All Labyrinth Seal Clearances
a. Left and Right Looking from Inlet End
of Turbine.
b. Make Visual Inspection of both Top
and Bottom Labyrinths and Record
Uneven or Unusual Wear.
18. Check Rotor Axial Clearances
a. Insure Diaphragms are wedged back
against the seal faces on both sides
b. Rotate Rotor 90 Degrees and Repeat
Axial Clearances
19. Place Rotor in Center of Axial Float
20. Rig and Remove Rotor
a. Plan your Laydown Area First
b. Use Chain Blocks
c. Use Soft Slings
d. Rotor has to stay Level

21. Visually Inspect the turbine for deposits or
unusual damage or wear.
22. Remove Lower Diaphragms
a. Match Mark to Case
b. If Centerline Supported, Match Mark
the Bolts and Shims
23. Remove Upper Diaphragms
a. Match Mark to Case
24. Remove Packing Boxes Lower Halves
25. Clean and Inspect All Parts
26. Layout Spare Parts
27. Recommend Repairs to Client
28. If Nozzle is in TOP CASING ONLY (180
Degree Nozzle)
a. Place Bottom Half Radial Bearings
b. Place Rotor in Lower Casing
c. Place Prussian Blue on Nozzle Block
d. Install Top Casing with Dowel Pins
and Corner Bolts
e. Bump Rotor against Nozzle and
Record Reference Reading
f. Remove Top Casing
g. Remove Rotor Verify Contact with
Nozzle by Blue Contact
29. If Nozzle is in Lower Halve
a. Place Bottom Half Radial Bearings
b. Place Prussian Blue on Nozzle Block
c. Place Rotor in Lower Casing
d. Bump Rotor against Nozzle and
Record Reference Reading
e. Remove Rotor Verify Contact with
Nozzle by Blue Contact
30. Reinstall Lower Diaphragms
a. If Diaphragm Repairs were done or
old Labyrinth Seals show heavy wear
in one place, we need to sweep
diaphragm radial locations and adjust.
31. Reinstall Upper Diaphragms
32. Install Lower Packing Boxes
33. Install Labyrinth Seals
a. Verify Match Marks
b. Replace Springs Do Not Use Old
Springs
c. At this Time Wedge Bottom
Labyrinths in order to check top and
bottom Labyrinth Clearances
d. Place Lead Wire or Plasti Gauge on
Lower Half Labyrinth Seals
34. Install Radial Bearing Lower Halves
35. Install Rotor
a. Use Chain Blocks
b. Use Soft Slings
c. Rotor has to stay Level
36. Place Rotor in running Position
a. Running Position Based on Nozzle
Clearance Checked Earlier
b. Check Axial Clearances
c. Rotate Rotor 90 Degrees and Repeat
Axial Clearances
37. At this point the Axial Clearances need to be
reviewed and if necessary changes to the axial
position of the diaphragms need to be made and
then the Axial Clearances Rechecked. This will
require rotor to be removed and diaphragms
removed and adjusted.
38. Once Axial Clearances Are Complete, Place
Rotor in Running Position the Check Radial
Labyrinth Clearances
a. Lead wire or Plasti Gauge will need to
be placed on Top of Rotor Seal Areas
39. The Top Cover Should be Installed with Dowel
Pins and Every Other Bolt Torques to 10% of
Torque Value
40. Remove Bolts and Remove Upper Casing.
a. Check Top Lead Wire / Plasti Gauge
41. Remove Rotor
a. Check Lower Lead Wire / Plasti
Gauge
42. Remove All Labyrinth Seal Wedges
43. Reinstall Rotor
44. Check Rotor Total Float

45. Reinstall Upper Packing Boxes

46. Check Rotor Total Float and leave Rotor in

Center of Float

47. Prepare Horizontal Splitline for Sealant

48. Install Upper Cover and Torque Casing Bolts

per Torque Pattern
a. Verify Rotor turns Freely During and
After Torquing Casing Bolts

49. Check Rotor Total Float

50. Assemble Radial Bearings and Check

Clearance
a. Plasti-guage on Sleeve Bearings
b. Lift checks on Tilt Pad Bearings

51. Thrust Rotor against the Nozzle Block

52. Install the Inboard Thrust Bearing

a. Thrust Rotor against the Inboard
Thrust Bearing and Record the Nozzle
Clearance. Repeat to Verify

53. Install Outboard Thrust Bearing and Check

Thrust Clearance
a. Recheck Thrust Clearance with Inner
Housing and Bearing Bracket Cover
Installed
54. Reinstall Governor Valves and Set Linkage

55. Reinstall ESV / Trip Valve

56. Check Alignment and Install Coupling

a. Check the Coupling Bolt Fit
b. Check Coupling Bolt Stretch

57. Install Coupling Guard

58. Prepare for Oil Flushing per Procedure

59. After Oil Flush is Complete and Piping

Restored
a. Set Lube Oil and Control Oil
Pressures
b. Calibrate Governor Valves
c. Stroke and Test ESV / Trip Valve
S T E A M T U R B I N E M A I N T E N A N C E

Axial Clearance Procedure

General

This instruction establishes a standard procedure for taking turbine rotor axial clearances.

Important

Four (4) measurements must be taken and recorded prior to lifting the turbine cover:

1. Thrust clearance
2. Nozzle clearance
3. Total rotor float
4. Depth micrometer reading to end of shaft

(See Item 3(b) of procedure)

Without these readings, internal clearances taken after the cover is removed are of little value since all axial
clearances are referenced from the nozzle and the nozzle is located in the upper cover of most turbines.

Exhibit A is the form to be used for recording the readings.

Procedure

1. Mark the rotor and take all readings with the rotor in the same position (position a - c and d).

2. Check and record the turbine thrust clearance. Mount a dial indicator on the end of the shaft. Bar the rotor in
both directions and record the readings. Note: when baring the rotor, make sure it is a hard bump

3. Check and record the turbine nozzle clearance, as follows:

a) Bar the rotor in the direction of steam flow (against the active thrust shoes) This will be the running position
of the rotor.

b) Establish a reference reading using a depth micrometer from the end of the shaft to a machined surface on the
bearing housing. This can be used to reestablish the running position at any time.

c) Remove thrust bearing cap and re-establish reference reading taken in step (b).

d) Remove the inactive side of the thrust bearing.

e) Mount a dial indicator from the bearing bracket to the shaft and bar the rotor in the direction opposite to
steam flow until it makes contact. Record the reading, this should be the nozzle clearance.

4. Check and record the total turbine rotor float as follows:

Remove the active side thrust bearing and bar the rotor in the direction of steam-flow to obtain the total rotor
float.
S T E A M T U R B I N E M A I N T E N A N C E

NOTE: ALL READINGS SHOULD BE RECHECKED TO VERIFY THEIR ACCURACY.

NOTE: ALL DIAPHRAGMS MUST BE SEATED AGAINST THEIR SEALING FACE BEFORE
CHECKING AXIAL CLEARANCES.

5. Once the above readings are obtained, the rotor should be positioned in the center of its float. The turbine
cover can then be removed.

6. Check and record the turbine rotor axial clearances as follows:

a) Place the rotor in the running position as recorded in Step 3(b).

b) Position the rotor in the opposite direction of the steam flow the amount recorded in 3(e) above (nozzle
clearance).

c) If the clearance taken in 3(e) above was truly the nozzle clearance, there should be some clearance between
the rotor and all diaphragms, except for diaphragms having a design clearance the same as the nozzle clearance.

d) If the rotor is contacting a diaphragm, that diaphragm could be the striking point instead of the nozzle.
Therefore, if a diaphragm is contacting, remove the diaphragm and take new readings. Reinstall the turbine
cover (dowel pins and four bolts) and the thrust bearing. Repeat steps 3 and 4, record new readings. The
difference between the two axial clearance readings recorded for step 3(e) will be the amount that the
diaphragm is out of-position.

e) If the nozzle clearance recorded in step 3(e) was not within design tolerances, the rotor must be repositioned
and the reading for rotor running position taken in step 3(b) must be adjusted accordingly.

g) Record the axial clearances of each stage (inlet side) at four locations on each wheel. Where outlet side
clearances are shown on the turbine assembly drawing, they should also be recorded. Record clearances at the
following locations:

i) Shroud band left side at horizontal joint

ii) Blade base platform left side at horizontal joint

iii) Shroud band right side at horizontal joint

iv) Blade base platform right side at horizontal joint

The minimum clearance recorded is the controlling clearance to determine compliance with design tolerances.

h) Rotate the rotor 90o and recheck axial clearances at positions b, c and d.

NOTE: During reassembly of thrust bearing to check nozzle clearance and thrust clearance, the thrust
housing should be installed for each step to eliminate a false reading due to tilting of thrust bearing. All
diaphragms should  be forced in the direction of the steam flow.
S T E A M T U R B I N E M A I N T E N A N C E

Turbine Nozzle / Stage Clearance

 
Customer:   Date:  
Reported to:  
Job Location:  
Field Service Engr:  

Type of Unit:   Machine No.  

 
 
 
 
 
 
 
 
 
Total Float w/ cover:     Thrust oil Clearance:     Rotor TR#  
Total Float w/o cover:     Inboard Shim:   Rotor D#  
Nozzle Clearance:   Outboard Shim:      
 
Thrusted toward inlet
end:  
Bump Points: Thrusted toward exh.
end:  

Benchmark=   Benchmark=  
AS BUILT
0 Degrees 90 Degrees
Left Side Right Side Left Side Right Side
Location   Shroud Platform Platform Shroud Shroud Platform Platform Shroud
Clearance                
  Design                
Deviation                
Benchmark corrected deviation=  
 
Clearance                
  Design                
Deviation                
Benchmark corrected deviation=  
 
Clearance                
Design                
  Deviation                
Design                
Deviation                
S T E A M T U R B I N E M A I N T E N A N C E

Valve Rack Maintenance Procedure (Lifting Bar Type)

General

This instruction establishes a procedure for inspection of the Turbine Steam Chest Nozzle Control
Valves and Operating Gear Assembly. This inspection take place at intervals of every four to five
years of operation, during scheduled outages.

The following critical items must be inspected and any problems reported:

1. Visually check steam chest internals and valve assembly for any abnormal wear, cracks or
problem areas.
2. Dye check valve seat welds.
3. Check clearance of lifting bar in accordance with manual.
4. Check tack welds and tightness of all nuts.

Disassembly Procedure

Note: Refer to Instruction Manual for the specific Nozzle Valve and Operating Gear Assembly
Drawing.

1. Close the valve rack.

2. Block valve operating gear so that valves are not hard against seats when servo linkage is
removed.
3. Disconnect gland seal and gland leak-off connections to the steam chest and external linkage
to valve operating gear.
4. Remove nuts and alignment taper pins holding valve cover to steam chest.
5. Use jackscrews provided to break joints between cover and steam chest.
6. Adjust lifting cables to make a level lift of the valve cover assembly.
7. Set the valve operating gear assembly on suitable supports with the bar and valves hanging
free, so further disassembly can be accomplished, if necessary.
8. Inspect both the steam chest and valve operating gear, paying special attention to the four
critical items listed under the "General" paragraph, above. It will be necessary to further
disassemble the valve operating gear assembly, IF:
a. there have been control problems associated with valve timing (hunting at certain load
points)
b. there is unusual wear or distress noted on the lifting bar top surface or valve nuts
c. the valve timing measurements differ markedly from previous records, or from the
valve gear assembly drawing values, or
d. if new valves and seats are to be installed.

If none of these conditions exist, check valve timing and proceed to Reassembly.

 
S T E A M T U R B I N E M A I N T E N A N C E

Further Disassembly to Re-establish Timing

9. Use blocks, if necessary, to support the combined weight of the lifting bar and valves during
the next steps.
10. Remove nuts, lock washers and spindles and disconnect springs. Remove upper linkage and
pointers from valve spindles. Slide spindles through the steam chest cover.
11. To remove a valve, it is necessary to remove the welds locking the valve stem hardware.

Valve Timing Measurements

12. Place the valve assembly in the steam chest so the valves rest in their seats and the bar rests on
the valves. By measurement from the steam chest Joint face to the top of the bar, parallel the
bar axially and horizontally with the Joint face within .002, using shims under the low end of
the bar to make adjustments.
13. Record the readings taken above in the appropriate blocks, L and R, on Exhibit A.
14. Push down on each valve stem holding the valve firmly and straight in its seat. Snug each
adjusting nut against the top of the bar. Remove the valve bar assembly from the steam chest
and place it on suitable supports. Mount the base of a dial indicator on the bar and indicate to
the top of the valve stem of each valve to determine the clearance between the top of each
valve and the bottom of the bar. Be careful not to tilt the valve.
15. Record the readings taken above in Row C under the appropriate valve number on Exhibit A.

Note: At least one valve must have a reading of zero.

16. The cold bar clearance shown on the Nozzle Valve and Operating Gear Assembly drawing for
the unit is the decimal dimension between the top of the valves and the bottom of the bar with
the bar at its lowest point of travel (Servo on its "closed" stop). This dimension allows for the
thermal expansion of the assembly and is the same for all of the valves in the assembly.
Record this dimension in Row B under each valve on Exhibit A.
17. The valve settings are tabulated on the applicable nozzle valve and Operating Gear Assembly
drawing. Record these valve settings in Row A of Exhibit A.
18. In Row D of Exhibit A record the sum of Rows A, B and C for each valve. With a dial
indicator mounted as described in Step 14, use the adjusting nuts to set each valve to the
dimensions recorded in Row D. Lock the valve adjusting nuts in accordance with the
procedure shown on Exhibit B.

Reassembly

1. Parallel the valve lever of the operating gear to the Joint face of the steam chest cover.
2. Assemble the valve spindles and attach the spindles to the operating gear
3. Adjust the valve spindles so the top of the lifting bar is parallel within .002 with the cover joint
face. The distance between the top of the lifting bar and the steam chest cover Joint face is the
measurement obtained in Step 12 (Blocks L & R of Exhibit A) minus one-half (1/2) of the
total bar lift tabulated on the Nozzle Valve and Operating Gear Assembly drawing.
4. Lock the valve spindles to the operating gear lever assemblies with the locknuts provided.
5. Place the cover back on the steam chest and tighten the bolts, using the sequence outlined in
the instruction manual.
S T E A M T U R B I N E M A I N T E N A N C E

6. With the valve operating gear and steam chest cover assembled to the steam chest and the
lifting bar resting on the valves, Jack up the operating gear lever arm to raise the valve
spindles an amount equal to the cold bar setting shown on the Nozzle Valve and operating
Gear Assembly drawing (Row B on Exhibit A.)

1. Some servos (especially on marine turbines) have additional thermal

growth requirements that are adjusted in the servo itself. Refer to the
appropriate servo installation procedure in the unit Instruction book and
make the required adjustments. Then proceed with Step 8.

7. With the servo motor in place and the power piston on its "closed valves" stop, adjust the
power piston rod clevis until the connecting pin holes line up with the hole in the valve gear
connecting link.
8. Insert pin and secure lock nuts and set screws.
9. Set the position indicators on the valve spindles .250  .001 from the spindle gland with the set
screw provided. Record these two dimensions by stamping on the respective packing gland.
These dimensions will facilitate reassembly of the valve lift bar in the horizontal position
assuming the spindles have not been disassembled from the lift bar.
10. After assembly of nozzle valve rack, the pedestal bearings of lever should be lubricated using
a lubricant as per instruction 9.402 (Exhibit H). Although it is not Demag Delaval’s policy to
recommend a specific brand, it has been found that Never-Seez pure nickel special nuclear
grade having a temperature rating of 2600 degrees F is suitable for this application.

Valve Number 1 2 3 4 5 6 7

Valve Setting A              

Cold Bar Clearance B              

Valve Seat Error C*              

TOTAL D              

* Valve clearance with pilot valve, C = clearance + Pilot valve travel

 
S T E A M T U R B I N E M A I N T E N A N C E
Bearing Inspection
INTRODUCTION
This section presents an overview of a structured
bearing troubleshooting approach. The approach is
developed based on an understanding of bearing
operation and the potential effects of related parameters.
Of particular interest are the rotating journal, collar, or
runner, the babbitted shoe surface, all contact points
within the bearing assembly, and the lubricating oil.
Machine specific operational and performance
data must also be considered. The following approach
can be used with all types of fluid-film bearings, but the
discussion is centered on equalizing thrust bearings.
These bearings contain the most moving parts and are
widely used. The remarks made herein are readily
adaptable to other fluid-film bearing types (i.e.,
nonequalizing thrust bearings, pivoted shoe journal
bearings, journal shells).
When evaluating bearing distress, the babbitted
shoe surface is commonly the only area that is
examined. Although a great deal of information
can be extracted from the babbitt appearance,
additional information exists elsewhere. These
“secondary sources” of diagnostic information
often prove to be very valuable, since the babbitted
surfaces are usually destroyed in a catastrophic
bearing failure. Even a bearing wipe, which is the most
common appearance of distress, may hide valuable
information. The “textbook” cases of distress modes are
especially useful in diagnosing problems prior to the
The cleanliness of the bearing and oil can also be
determined, since deposits are often trapped in
the base ring. Evidence of water contamination,
particularly in vertical machines, may go unnoticed
unless the base ring is examined.
LEVELING PLATES
The spherical pivot in the rear of each thrust shoe
rests in the center of a flat area on the hard e n e d
upper leveling plate. This flattened area is susceptible
to indentation due to the point contact of the pivot.
The indentation is easily identified by a bright contact
area. This area indicates where the shoe operates
on the upper leveling plate, and its depth gives an
indication of load.Close examination of the upper
leveling plate near the contact area may also produce
evidence of electrical pitting.
As noted previously in SECTION I, the upper
leveling plates interact with the lower leveling
plates on radiused “wings.” The upper leveling
plates are typically hardened; the lowers are not.
When new, the leveling plates have line contact.
damage that occurs when a bearing can no longer
support an oil film. T h rough the prudent use of
t e m p e r a t u re and vibration monitoring equipment,
routine oil analyses, lubrication system evaluations
and machine operational performance reviews ,
bearing distress may be identified and evaluated
b e f o re catastrophic failure occurs.
Bearing health is commonly monitored through
the use of temperature measurements. Be aware
that temperature sensors may be mounted in a
wide variety of locations, with a corresponding
variation in temperature. The specific location
and type of sensor must be known in order for the
measured temperature data to have any real value.
DISCUSSION (Refer to Fig 7)
To begin an evaluation, the bearing assembly
should be completely disassembled. In this manner
all of the bearing components may be eva l u a ted.
Do not clean the bearing, since valuable information
may be lost.
BASE RING
Examine the base ring. During routine operation,
the lower leveling plates may form indentations in
the base ring, on either side of the dowels that
locate them. The indentations should be identical
and barely noticeable. Deep, wide indentations are
an indication of a high load. The rocking strip on
the bottom of the lower leveling plates contacts the
base ring, and its condition presents another indication
of bearing load.
There is little friction between the wings, and
the bearing can react quickly to load changes.
Depending on the nature and magnitude of the
t hrust load, the wing contact areas will increase
in time. The contact region of the wings, again
noted by bright areas, will normally appear larger
on the lower leveling plates. If the rotating
collar is not perpendicular to the shaft axis, the
leveling plates will continuously equalize, causing
rapid wear.
SHOE SUPPORT
The shoe support is the hardened spherical plug
in the rear face of each thrust shoe. Based on the
magnitude and nature of the thrust loads, the
spherical surface will flatten where it contacts
the upper leveling plate. The contact area will
appear as a bright spot on the plug. If evidence
of hard contact exists (a large contact spot), rest
the shoes (pivot down) on a flat surface. If the
shoes do not rock freely in all directions they
should be replaced.
S T E A M T U R B I N E M A I N T E N A N C E
The pivot can also appear to have random contact
areas, indicating excessive end play, or it may
be discolored, indicating lack of lubrication.
SHOE BODY
The shoe body should be periodically examined
for displaced metal or pitting. Indentations
routinely occur where the shoe contacts the
base ring shoe pocket in the direction of rotation.
Displaced metal exhibiting a coarse grain
may indicate erosion damage; bright or peened
spots may indicate unwanted contact.
Depending upon the shape of the individual
pits, pitting may indicate corrosion or undesirable
stray shaft currents.
SHOE SURFACE
When evaluating the shoe surface, the first step
should be to determine the direction of rotation.
This may be accomplished by evaluating :
• Abrasion scratches
• Discoloration (75-75 location)
• Babbitt flow
• Babbitt overlay
• T h rust shoe/base ring contact
Use caution when evaluating babbitt overlay
(babbitt “rolled over” the edges of the shoes),
since it may appear on both the leading and
trailing shoe edges.
NORMAL
A healthy shoe will exhibit a smooth finish, with
no babbitt voids or overlays. The dull grey finish
of a brand new shoe may remain unchanged after
many hours of operation, or it may appear glossy
in spots or in its entire t y. Routine thermal
cycling of the bearing may cause the emergence
of a mild “s t a r b u r s t” or mottled pattern in the
babbitt. This is harmless, providing the shoe is
flat and cracks do not exist.
SCRATCHES
Abrasion
A bearing surface exhibiting circ u m f e re n t i a l
scratches is the result of abrasion damage
( Fig. 15). Abrasion is caused by hard debris,
which is larger than the film thickness, passing
t h rough the oil film. The debris may embed itself
in the soft babbitt, exhibiting a short arc on the
shoe surface, ending at the point the debris
becomes embedded. Depending on the debris
s i ze, the scratch may continue across the entire
shoe surface.
Abrasion damage becomes worse as time progresses.
Surface scratches allow an escape for
lubricating oil in the oil wedge, decreasing the
film thickness. This will eventually lead to a
bearing wipe.
Another source of abrasion damage is a rough
journal, collar or runner surface. Roughness
may be due to previous abrasion damage. It may
also be from rust formed after extended periods
of down time. New bearings should not be
installed when the rotor is visibly damaged.
Random scratches, which may run a staggered
path both circumferentially and radially, are
more likely to appear in the unloaded bearing
or unloaded portion of the bearing. In a thrust
bearing, it may indicate excessive end play (axial
clearance). Random scratches may also indicate
careless handling at installation or disassembly.
In order to eliminate abrasion damage, the
lubricating oil must be filtered. If the oil cannot
be filtered or has degraded, it should be
replaced. It is important to evaluate the filtering
system, since the problem may be an incorrectly
sized filter. The filter should only pass
debris smaller in size than the predicted bearing
minimum film thickness.
In addition to filtering/replacing the oil, the
e n t i re bearing assembly, oil reservoir and piping
should be flushed and cleaned. The original
bearing finish should also be re s t o red. Jo u r n a l
shoes typically must be replaced, but if the correction
leaves the bearing within design tolerance,
the bearing may be reused .
Although the babbitted surface is usually damaged
more severely, the rotating collar or journal
surface must also be evaluated. Debris partially
lodged in the babbitt may score the steel
surfaces. These surfaces must be restored by lapping
or hand stoning.
DISCOLORATION
Tin Oxide Damage
This is one of several electrochemical reactions
which eliminate the “embedability” properties
of a fluid-film bearing. Tin oxide damage is
recognizable by the hard, dark brown or black
film that forms on the babbitt (Fig. 16).
Tin oxide forms in the presence of tin-based
babbitt, oil and salt water, beginning in areas of
high temperature and pressure. Once it has
formed, it cannot be dissolved, and its hardness
will prevent foreign particles from embedding
in the babbitt lining.
This damage may be stopped by eliminating
some or all of the contributing elements. The
lubricating oil must be replaced. A reduction in
oil temperature may also discourage the formation
of tin oxide.
In addition to replacing the oil, the entire bearing
assembly, oil reservoir and piping should be
flushed and cleaned with mineral spirits. The
bearing shoes should be replaced. The condition
of the rotating journal, collar or runner surfaces
must also be evaluated. They must be
restored to original condition, either by lapping,
hand stoning or replacement.
Overheating
Overheating damage may represent itself in
many ways, such as babbitt discoloration, cracking,
wiping or deformation. Repeated cycles of
heating may p roduce thermal ratcheting, a type
of surface deformation that occurs in anisotro p i c
materials (Fig. 17). These materials possess different
thermal expansion coefficients in each
crystal axis.
Oil additive packages may “plate out” at relatively
high bearing temperatures. The plating
typically begins in the area of highest temperature,
the 75-75 location (Fig. 18).
Overheating may be caused by numerous
sources, many of which concern the quantity
and quality of the lubricant supply. Among the
possible causes are:
• Improper lubricant selection
• Inadequate lubricant supply
• Interrupted fluid film
• Boundary lubrication
The following conditions may also cause
overheating :
• Improper bearing selection
• HP lift system failure
• Poor collar, runner or journal
surface finish
• Insufficient bearing clearance
• Excessive load
• Overspeed
• Harsh operating environment
Verify that the quantity and quality of oil flowing
to the bearing is sufficient. These values should
be available from the bearing manufacture r.
If thermal ratcheting has occurred, examine the
shoes for the existence and depth of cracks.
Remove the cracks and restore the original shoe
surface. If this cannot be done, replace the
shoes. Journal shoes typically must be replaced,
but if the correction leaves the bearing within
design tolerance, the bearing may be reused.
The condition of the rotating journal, collar or
runner surfaces must also be evaluated. It must
be restored to original condition, either by lapping,
hand stoning or replacement.
VOIDS
Electrical Pitting
Electrical pitting appears as rounded pits in the
bearing lining. The pits may appear frosted (Fi g
19), or they may be blackened due to oil
deposits. It is not unusual for them to be very
small and difficult to observe with the unaided
eye. A clearly defined boundary exists between
the pitted and unpitted regions, with the pitting
usually occurring where the oil film is thinnest.
As pitting progresses, the individual pits lose
their characteristic appearance as they begin to
overlap. Pits located near the boundary should
still be intact. The debris that enters the oil
begins abrasion damage. Once the bearing surface
becomes incapable of supporting an oil
film, the bearing will wipe. The bearing may
recover an oil film and continue to operate, and
pitting will begin again. This process may
occur several times before the inevitable catastrophic
bearing failure.
Electrical pitting damage is caused by intermittent
arcing between the stationary and rotating
machine components. Because of the small film
thicknesses relative to other machine clearances,
the arcing commonly occurs through the bearings.
Although the rotating and other stationary
members can also be affected, the most severe pitting
occurs in the soft babbitt.
Electrical pitting can be electrostatic or electromagnetic
in origin. Although both sources result in pitting
damage, they differ in origin and destructive
capabilities.
Electrostatic shaft current (direct current) is the
milder of the two. Damage pro g resses slow l y,
and it always occurs at the location with the lowest
resistance to ground. It can be attributed to
charged lubricant, charged drive belts, or
impinging particles.
This type of shaft current can be eliminated
with grounding brushes or straps. Bearing isolation
is also recommended.
Electromagnetic shaft current (alternating current)
is stronger and more severe than electrostatic
current. It is produced by the magnetization
of rotating and/or stationary components.
This type of current will not always occur at the
location of lowest resistance. Because the curre n t
is stro n g e r, bearing damage is often accompanied
by journal, collar or runner damage. Electromagnetic
currents are best eliminated by demagnetizing the
affected component.
Grounding brushes or straps may or may not be
helpful. The bearings should also be isolated.
The lubricating oil must be filtered or replaced.
Pitting damage often blackens the oil and fills it
with debris. In addition to filtering/replacing the
oil, the entire bearing assembly, oil reservoir and
piping should be flushed and cleaned. The original
bearing finish should also be re s t o re d .
Journal shoes typically must be replaced, but if
the correction leaves the bearing within design
tolerance, the bearing may be reused. The condition
of the rotating journal, collar or runner
surfaces must also be evaluated. It must be
restored to original condition, either by lapping,
hand stoning or replacement.
Fatigue
Fatigue damage may re p resent itself as intergranular
or hairline cracks in the babbitt. The cracks may
appear to open in the direction of rotation. Pi e c e s
of babbitt may spall out or appear to be pulled away
in the direction of rotation. The cracks extend
toward the babbitt bond line, and may re veal the
shoe backing (Figs. 20-22).
A combination of causes contribute to fatigue
damage, but concentrated cyclic loading is usually
involved. The fatigue mechanism involves repeated
bending or flexing of the bearing, and damage
occurs more rapidly with poor bonding.
It is important to note that fatigue damage will
occur without poor bonding. Fatigue can occur
when conditions produce concentrated cyclic
loads, such as:
• Misalignment
• Journal eccentricity
• Imbalance
• Bent shaft
• Thermal cycling
• Vibration.
Performance data should be reviewed to determine
if a vibration increase occurred. The leveling
plate wings should be examined for signs of
excessive wear, indicating the rotating collar or
runner is not perpendicular to the shaft axis.
High bearing temperature may also be considered
as a contributing factor to fatigue damage. As
temperatures increase, the fatigue strength of
bearing materials decreases.

The lubricating oil must be filtered or replaced.

In addition to filtering/replacing the oil, the
entire bearing assembly, oil reservoir and piping
should be flushed and cleaned. Depending on
the extent of damage, voids in the babbitt can be
p u d d l e - re p a i red. The original bearing finish
must be restored. Journal shoes may also be puddle-
repaired and refinished. If this cannot be
done, the shoes must be replaced.

Although the babbitted surface is usually damaged

more severely, the rotating collar or journal
surface must also be evaluated. This surface must
also be restored to original condition, either by
lapping or hand stoning.

Ca v i t a t i o n
Cavitation damage appears as discreet irre g u l a rly-
shaped babbitt voids which may or may not
extend to the bond line. It may also appear as
localized babbitt erosion. The location of the
damage is important in determining the trouble
s o u rce (Figs. 23-25).

Often called cavitation erosion, cavitation damage

is caused by the formation and implosion of
vapor bubbles in areas of rapid pressure change.
Damage often occurs at the outside diameter of
thrust bearings due to the existence of higher
velocities. This type of damage can also affect stationary
machine components in close proximity
to the rotor. Based on its source, cavitation can be
eliminated in a number of ways:

• Radius/chamfer sharp steps

• Modify bearing grooves
• Reduce bearing clearance
• Reduce bearing arc
• Eliminate flow restrictions (down stream)
• Increase lubricant flow
• Increase oil viscosity
• Lower the bearing temperature
• Change oil feed pressure
• Use harder bearing materials.
The lubricating oil must be filtered or replaced.
In addition to filtering/replacing the oil, the
entire bearing assembly, oil reservoir and piping
should be flushed and cleaned.
Depending on the extent of damage, voids in
the babbitt can be puddle-repaired. The original
bearing finish must be restored. Journal
shoes may also be puddle-repaired and refinished.
If this cannot be done, the shoes must be
replaced.
Although the babbitted surface is usually damaged
more severely, the rotating collar, runner
or journal surface must also be evaluated. This
surface must also be restored to original condition,
either by lapping or hand stoning.
Erosion
Erosion damage may appear as localized babbitt
voids with smooth edges, particularly in the
direction of rotation. Damage is more likely to
occur in stationary members.
As a rule of thumb, if the babbitt has been
affected, the cause was cavitation damage, not
erosion. Since erosion is caused by sudden
obstructions in oil flow, it is more likely to
occur in other areas, since the babbitt is under
high pressure. Once damaged, however, babbitt
corrosion. The integrity of cooling coils should
also be examined.
The cause of corrosion is best detected by
knowledge of the babbitt composition and an
oil analysis. Corrosion can be eliminated by
replacing the lubricating oil. In addition, the
entire bearing assembly, oil reservoir and piping
should be flushed and cleaned. If the original
bearing finish cannot be restored, the bearing
must be replaced.
The rotating collar, runner or journal surface
must also be evaluated and restored to original
condition, either by lapping or hand stoning.
COLLAR/RUNNER/
JOURNAL SURFACE
The most commonly overlooked bearing component
is the collar. It is the single most important
part of the bearing. Collar rotation draws
oil into the region between the collar and shoe
surfaces. Oil adheres to the collar and is pulled
into pressurized oil wedges. This occurs due to
the collar surface finish. If the collar finish is
too smooth (better than 12 RMS), it will not
move an adequate supply of oil; too rough, and
the bearing shoes will be damaged. Ideally the
finish should be between 12 - 16 RMS.
erosion may occur.
Corrective action is similar to that employed in
eliminating cavitation damage, with the
emphasis on streamlining oil flow through the
bearing.
Corrosion
Corrosion damage is characterized by the widespread
removal of the bearing lining by chemical
attack. This attack produces a latticework
appearance. The damage may be uniform with
the affected elements being “washed away,”
leaving the corrosion resistant elements behind.
Corrosion may also affect the rotating collar,
runner or journal, appearing as random, widespread
rust or pitting. The pits are easily distinguished
from electrical pitting, since they are
not as uniform or smooth-bottomed.
Corrosive materials may appear in the lubricating
oil through:
• Decomposition of oil additive s
• Acidic oxidation products formed in serv i c e
• Water or coolant in lube oil
• Direct corrosive contamination.
Bearing housing seals, oil additive packages,
and oil reservoir operating temperatures should
be evaluated as an initial step in eliminating
Each time a bearing is inspected, the collar
should be inspected and worked as necessary.
Glossy areas on the collar can easily be removed
by hand scrubbing with a soft 600 grit oilstone.
Collars with significant operating time may
have lost their original surface flatness.
This flatness, as well as the surface finish,
should be restored.
If a split runner is used, it should be separated
into halves and evaluated. Relative motion
between the halves will result in fretting damage
to the runner, as well as potential cavitation-like
damage to the bearing surfaces.
It is very important that the collar faces be parallel,
and perpendicular to the centerline of the
shaft. If the collar is not within tolerance, the
resultant “wobble” will force the shoes and leveling
plates to constantly equalize, causing rapid
leveling plate wear (Fig. 26).
OIL
A quick visual examination of the oil or oil filter
may be all that is required to determine that
a problem exists and that further investigation
is necessary. Cloudy or discolored oil indicates
that a problem exists.
A thorough oil analysis can provide very useful
data to assist in diagnosing bearing or machine
distress. Be aware that the usefulness of the
analysis is directly related to the information you
request. As a minimum, the following should be
supplied:
• Particulate density
• Particulate breakdown
• Viscosity
• Water contamination
• Chemical breakdown
The amount of particulate, as well as its content,
can identify potential trouble spots. Oil viscosity
will decrease in time, and whether or not distress
is suspected, it should be periodically evaluated.
Water contamination is extremely unwanted,
since it can cause rust and oil foaming, and if
it is drawn into the oil film, bearing failure. A
chemical breakdown of the oil will help to determine
the integrity of additive packages and the
presence of unwanted contaminants.

OPERATIONAL DATA
Another important source of diagnostic information
is unit operational data. Identifying periods
of load or speed changes, recent maintenance, or
the performance of related machinery may also
help determine the root cause of distress.
Vibration data or an analysis may help discover
existing problems, as well as examining the
remaining bearings in a troubled unit.
 TILT PAD BEARING CLEARANCE CHECK
Pivoted Shoe Journal Bearing Clearance Check

Bearing clearance is one of the critical dimensions

of any pivoted shoe journal bearing. Many times
the amount of clearance determines how well a
machine will operate. Measuring bearing
clearance will allow you to determine if the
bearing is worn and should be replaced. In this
article we will instruct and show you how to
measure the clearance of your Orion Pivoted Shoe
Journal Bearing.

The following items are required.

 Tools to assemble and disassemble the bearing

 Shaft size mandrel and base plate
 Dial indicator
 Calculator

The first step is to disassemble the bearing and

thoroughly clean all the components. They should
then be blown or wiped dry. Clean components
are critical to obtaining an accurate measurement.
Dirt located in the pivot areas or at the split line of
the bearing will produce larger or smaller
measured clearance values. A visual inspection of
the components should also be made. Signs of
wear in the pivot holes or on the pad pivots are
indications that the bearing may be worn and out
of tolerance.

The next step is to obtain a mandrel with a

diameter equal to that of the shaft. A diameter
larger or smaller than the shaft will not provide an
accurate clearance reading. One end of the
mandrel should be perpendicular to the turned
diameter. The mandrel should then be bolted to a
clean flat heavy plate with a surface that
preferably was ground.

Clamp the mandrel and base plate assembly

securely to a table. Incorrect clearance could be
obtained if this assembly is not firmly attached to
the table. Assemble the bearing assembly around
the mandrel as shown in the figure below. The
bearing components should be dry for this ©2006 Orion Corporation.
inspection, do not oil the components. Using a
rubber hammer, lightly tap the bearing retainer at
each shoe location. This process insures that each
of the bearing shoes is properly seated in the
retainer pivot holes.

Place the dial indicator on the table and locate the

indicator on the outside diameter of the bearing as
shown in the figure below. Rotate the bearing until
one of the bearing pivot holes is directly in line
with the dial indicator (see photos). Move the
bearing assembly in a direct line with the indicator
until the indicated pad is contacting the mandrel.
Set the dial indicator to zero. Move the bearing
assembly, through the clearance, in a direct line
with the indicator. Make several measurements
until you achieve approximately the same reading
each time. Record the reading for this pad
location.

Rotate the bearing to the next pad location. Set the

dial indicator to zero and make several
measurements of the bearing clearance. Repeat
this step for each pad.

The measurement that has been made is

considered to be the Measured Bearing Clearance.
When measuring a 4 pad bearing, this is also the
running clearance. However, for a 5 pad bearing,
the results must be adjusted to obtain the running
clearance. This adjustment is required due to the
larger clearance that is measured as the mandrel
contacts the bearing bore on one pad and then
between the opposite pads. Therefore, use the
following calculation to obtain the running
clearance.

Running Clearance = Measured Clearance x

0.8944

Finally compare the running clearance to the

values shown on the bearing assembly drawing. If
the clearance values are to large or to small, make
sure the bearing is properly assembled and that the
shoe pivot areas and bearing split line are clean.
Radial Bearing Crush Check
Oil Flushing
The basic goal of a oil system "flush" is to insure that the system is free of rust ,mill scale, dirt, sand
and miscellaneous foreign debris. Because a typical system is a collection of sub systems ( console,
interconnecting piping, unit piping etc. ) which have been tested or cleaned prior to arrival on site, it is
imperative that proper handling and storage procedure be exercised in order to minimize
contamination.

Generally, it is advisable to perform this flush with a flushing rig independent from the installed lube
oil pumping system. Flushing rigs normally have greater capacity for flow than the installed system
and can reduce the required flushing time if contamination is present.

Experience has indicated that efficient results during flushing can be obtained by breaking the system
into sections and progressively flushing the system while maintaining the highest oil velocities
(minimum obstructions ) and incorporating both mechanical and thermal shocking. It should be noted
that the use of screens during the flushing of oil systems is not intended to clean the system, but to
visually aid in determining the progression and ultimately the completion of the flushing. Because
screens are not intended to actually clean the system they should not be installed during the initial
phase of flushing.

Preparation Prior to flushing, the following should be performed:

1. Inspect and clean as necessary the installed lube oil console reservoir, piping, filter system,
and cooling system.
2. Loose shipped piping must be inspected and cleaned as needed prior to installation. Piping
fabricated on site, must be hand-cleaned, washed, blown dry, inspected, and either capped or
immediately installed to prevent contamination. All site fabricated pipe should be made from
chemically cleaned new pipe. Pipe that has been cleaned mechanically, either by brush or
sandblast, is unacceptable for any type of service, be it oil, water, steam, air, gas or chemicals.
3. A determination of the ultimate locations of jumpers and screens placement will be made by
the Field Service Representative( FSR) and the site authorized representative. A schedule
should also be prepared to include personnel and resource requirements.
4. Screens should be prepared in advance for installation during the flushing period. Although
ultimate screen placement may vary depending on considerations specific to each installation,
the FSR will, as a minimum, request screens be prepared for eventual installation following
locations:

 Outlet connection of the flushing rig or console downstream of the installed filters. These must
be installed where a horizontal run of pipe precedes the screen, or in the bottom of a vertical
run when the flow is downwards.
 At each bearing inlet, at the last flange to the case where a horizontal run precedes the screen.
 At each oil seal inlet, at the last flange to the case where a horizontal run precedes the screen.
See the caution statement concerning gas seals.
 At the outlet of overhead tanks, preferably at the bottom of a run of pipe.
 At the last flange of the drain header prior to returning to the reservoir tank. Experience has
shown that using a conical screen or "witches hat " in this location proves advantageous during
the flushing procedure. It is important that the field fabricated piping accommodate this type
of screens .
Screens should be fabricated from 100 mesh stainless steel, and supported between two gaskets
properly sized and appropriate for the service conditions for which they will be used. When ever
possible screens should be installed in a horizontal plane at the bottom of a vertical run.

5. Make provisions to thermally shock the system by rapidly varying the oil temperature between
90°F - 180°F. Be careful not to exceed the Max. temperature rating of the pumps seals or drop
below the minimum oil viscosity required for pump lubrication.
6. Make provisions to vibrate the piping during the flushing cycles. Mechanical vibrators or
nitrogen injection may be used. In areas where it is not practical to install mechanical
vibrators, the piping should be manually shocked.
7. Prepare jumpers for installation in the areas predetermined by the FSR. Typically this will
include jumpers around all control system components, such as steam inlet stop valves, servos,
actuators, governors, and compressor seals. Provisions must be made to deal with hydraulic
accumulator bottles. They can be filled and allowed to drain three or four times, then blocked
off from flow until the system flushing is completed. Overhead tanks should be cleaned as
necessary.
8. Due to the variation in bearings and bearing bracket designs, each unit must be evaluated
individually to determine whether the bearings need to be removed and hand cleaned or if they
should be flushed in situ. This determination will be made by the FSR.
9. Screens and filters may require changing often. A sufficient number of screens should be made
up for each connection to accommodate rapid change out. Ten (10) sets of screens and three
(3) sets of filter elements are considered a basic starting set.

Flushing

When all preparations listed above have been made, initial flushing phase may be started.

In general the flushing should proceed as follows:

1. Identify a section downstream of the filters, usually at the first convenient flange of field
piping. Isolate this section by attaching the previously prepared jumper hose and terminate this
jumper in the drain header.
2. Begin the initial phase with no screens installed except the return screen in the end of the drain
header.
3. Flush with mechanical and thermal shocking. Periodic cycling of the pumps should also been
done. Continue this process for 4 hours.
4. After approximately 4 hours of unobstructed flushing, install a screen at the end of this run and
continue flushing for 2 hours.
5. After 2 hours a screen check should be done. Base on the amount of particles found, the FSR
will make a determination whether to remove the screens or continue flushing with the screens
installed.
6. When a screen if flushed for at least two hours with no visible particle, the next section of the
system may be tied in and flushed following the same the same procedure. ( The original
screen is removed )
7. If the section being flushed includes an overhead tank, this tank must be inspected and cleaned
(if needed) each time the screens are inspected. In addition to a clean screen, the criteria for
this section before moving to the next section will include a clean tank.
Flushing the system is a 24-hour-a-day operation. The first few days will involve changing screens as
they clog up. It is recommended that a dedicated crew be assigned to this task in sufficient numbers to
complete the change of screens in a timely manner. The temperature should be varied throughout the
flushing period. As the screens show marked decrease in particles to the point that it would be
possible to actually count their numbers, less frequent change out will occur. Differential pressures of
the filters should be continuously monitored and changed whenever the maximum differential is
observed. Particle counts are guidelines for the progression of the flushing operation and, as such are
not final acceptance criteria. After the system has been incrementally flushed up to the bearing and
seal flanges with no evidence of particles to the unaided eye for two consecutive four-hour flushing
cycles, the system is ready to proceed into the next phase of flushing and evaluation.

At this point, any dead end areas of the system that are accessible, such as blind flanges, bearing
brackets and all overhead tanks, should be opened and hand cleaned to remove any accumulation of
settled or trapped debris.

Acceptance

Secondary flushing can now begin. This should be accomplished utilizing clean screens and new filter
elements and continuing vibration and temperature cycles. Final acceptance is conditional on three
consecutive 4-hour flushes with no particles being visually detected on any screens located at the last
section just before entering the unit at bearings or seal locations. Once this has been achieved, the
piping system should be returned to its normal operating condition with all temporary flushing
hardware removed. Utilizing the installed lube oil console with a screen installed on the drainer
header connection to the console, and all jumpers removed, bearings installed, and control system
components operational, the system should be placed in operation and all components cycled through
their operational limits to remove any further debris. When two consecutive 4-hour flushes with no
visible particles on the screen in the drain header has been obtained and no operational problems
noted, the system is considered acceptable for operation.

The following CAUTIONS should be adhered to:

CAUTION: THE LEVEL IN THE RESERVOIR SHOULD BE MONITORED TO INSURE THAT

THE OIL IS NOT BEING LOST.

CAUTION: OIL TEMPERATURE SHOULD NOT EXCEED 180° F AT ANY TIME, SINCE
COMPONENTS OF THE FILTERING SYSTEM MAY DETERIORATE UNDER HIGH
TEMPERATURES.

CAUTION: FILTER DEFERENTIAL PRESSURE SHOULD NOT BE ALLOWED TO EXCEED

THE RATED MAXIMUM. IF A FILTER ELEMENT BURSTS DURING FLUSHING, THE
TRAPPED PARTICLES WILL BE DEPOSITED INTO THE SYSTEM.

CAUTION: JUMPER HOSES SHOULD BE EITHER NEW OR NOT BEEN PREVIOUSLY USED
FOR ANY OTHER SERVICE OTHER THAN OIL.

CAUTION: IT IS RECOMMENDED THAT THE FLUSHING OIL NOT BE REUSED FOR UNIT
OPERATION. IF UNIT OIL IS USED FOR FLUSHING AND IT BECOMES NECESSARY TO
REUSE IT, THEN OIL SHOULD BE PUT THROUGH A SUITABLE OIL PURIFIER TO
REMOVE ANY SLUDGE OR DIRT.

This lengthy approach to flushing will insure a properly cleaned system. The time spent to do it right
from the start will be far less than shortcuts taken that may lead to possible damage in the near future.
It is the responsibility of the installation contractor, in conjunction with the plant owner/operator to
make the final acceptance determination.
Steam Blowing of Piping
I. General

The purpose of the Steam Blow is to remove any scale, corrosion or foreign bodies in the steam
piping leading up to the turbine. This is to prevent any damage to the turbine, blocked steam strainers
or blocked piping to the turbine auxiliaries.

THE TURBINE MUST NEVER BE STARTED WITHOUT FIRST ACCOMPLISHING

STEAM BLOWS AND VERIFYING THE PIPING IS CLEAN

If the steam blows were not carried out, the customer must be informed in writing of the
consequences f not performing the steam blows and must sign and accept all risk.

A. Safety

Before starting the steam blowing, all piping must be insulated. This is to reduce the risk due
to accidental burns and fire. Clearly identify danger area with barricades and insure safety
personnel clear the area before each steam blow.

B. Systems Subject to Steam Blow

All steam systems leading up to the turbine are subject to steam blows. This includes main
steam, seal steam, auxiliary steam to air ejectors; as well as all bypass lines and reducing
stations.

The piping is normally blown all the way up to the turbine connection point. If possible
remove the turbine trip valve or obtain a blow down kit from the valve manufacturer. It is
recommended that any items susceptible to damage, such as valve seats and flow measurement
devices be removed from the system during the steam blow.

II. Steam Conditions For Steam Blow

A. Dynamic Pressure Conditions
Accurate dynamic pressure conditions is the most important factor for achieving the high
steam velocity needed to properly clean the piping. When carrying out steam blows it is
important that the dynamic pressure in the entire system be greater than the maximum
normally experienced in full load operations.
Below we will calculate maximum flow during fulload operation and what is required during
the steam blows.

c = Steam Velocity (m/s)

v = Specific Volume (m3/kg)
m = Mass Flow Rrate (kg/s)
p = Pressure (Bar)
T = Temperature (Celsius)

(c2/2v)steam blow > (c2/2v)normal

(m2 x v)steam blow > (m2 x v)normal
The Gasket
A gasket is a compressible material, or a combination of materials, which when clamped
between two stationary members prevents the passage of the media across those members.
The gasket material selected must be capable of sealing mating surfaces, resistant to
the medium being sealed, and able to withstand the application temperatures and pressures.

How Does It Work?

A seal is effected by the action of force upon the gasket surface. This force which compresses
the gasket, causes it to flow into the flange macro and micro imperfections. The
combination of contact stress, generated by the applied force between the gasket and the
flange, and the densification of the gasket material, prevents the escape of the confined fluid
from the assembly.

Flange Imperfections
On seating, the gasket must be capable of overcoming the macro and micro imperfections.
Macro defects are imperfections such as flange distortions, non-parallelism, scoring,
troughs, while superficial imperfections such as minor scratches and minor scores are considered
micro imperfections.

Forces On The Gasket

In order to ensure the maintenance of the seal throughout the life expectancy of the assembly,
sufficient stress must remain on the gasket surface to prevent leakage. The residual bolt
load on the gasket should at all times be greater than the hydrostatic end force acting against
it.

The hydrostatic end force is the force produced by the internal pressure which acts
to separate the flanges.
Ring Type Joints
The ring type joint was initially developed for use in the petroleum industry, where high pressure/temperature applications
necessitated the need for a high integrity seal. They are mainly used in the oil field on drilling and completion
equipment. Ring type joints are also commonly used on valves and pipework assemblies, along with some high
integrity pressure vessel joints.

How They Work

Under axial compressive load, ring type joints plastically deform and flow into the irregularities of the flange groove.
Since the load bearing area of the ring type joint is relatively small, very high surface stresses result between the sealing
faces of the ring type joint and the groove. These stresses are further increased on the Style RX and BX rings which allows
very high internal pressures to be sealed. Since ring type joints are solid metal, their recovery characteristics are poor. The
seal is maintained by the action of axial load upon the gasket.

Surface Finish Requirements

With all metal to metal type seals, it is imperative that the gasket and groove sealing faces are free from indentations, score
marks, tool/chatter marks and other imperfections. The surface finish of the gasket and groove sealing faces is also critical
and should not exceed the following:

Style R and RX 63 microinches RMS maximum (1.6 micrometer Ra)

Ra 1.6 micrometers

Style BX 32 CLA microinches RMS maximum (0.8 micrometer Ra)

Ra 0.8 micrometers

Reuse
Ring type joints are designed to have a limited amount of positive interference, which ensures that the ring type joint seats
correctly into the groove on compression. Their reuse is not recommended for two reasons:

• The initial seating of the gasket will be impaired.

• When the gasket is plastically deformed, work hardening of the external metal surface occurs. This may result in
permanent damage to the groove.

Hardness of Materials
On compression of the flange assembly, it is imperative that the ring type joint be significantly softer than the flange
groove so that the gasket plastically deforms and not the groove. The use of harder ring type joints can result in flange
groove damage.
Gasket Installation
A FLEXITALLIC gasket will provide a reliable seal
when properly installed in the application for which it
was designed. Please remember that the performance of
a bolted joint is not solely dependent on the gasket itself,
but on a combination of variables, many of which are
outside the control of the gasket manufacturer.
Experience has shown that leakage is not necessarily a
sole indication of a faulty gasket, but is more likely to be
the result of improper installation, assembly or bolting
practices, damaged flanges, or a combination
of the myriad of variables associated in a bolted
gasketed assembly.
When installing the gasket the following are to be
considered:
Gasket Quality
Obviously gasket quality is important. Always deal with
reputable suppliers and/or manufacturers who are
capable of high quality products and sound technical
support.
NEVER INSTALL A PREVIOUSLY USED
GASKET!
Flange Surfaces
The condition of flange surfaces, as well as the proper
flange material selection play an important part in
achieving a leak-free joint assembly. Assure that the
following are within acceptable limits:
• Surface finish • Waviness
• Flatness • Surface imperfections
• Parallelism
To assure proper and even compression of the gasket we
recommend that parallelism be within 0.2 mm
(0.008”), flatness and waviness are kept at better than
0.2 mm (0.008”). We suggest that the allowable
imperfections do not exceed the depth of the surface
finish grooves, and that any radial marks are no deeper
than the depth of the flange surface finish and less than
50% in length of the overall gasket sealing surface
width.
Fasteners
It is important that the proper studs/bolts and nuts are
selected to assure joint integrity. Improper selection of
these may compromise the entire joint assembly. The
following list is to be considered when selecting
fasteners:
• Type • Proper material
• Grade • Appropriate coating or plating
• Class • Correct stud/bolt length
Assembly
In an effort to achieve a high degree of success in
attaining a leak-free joint several steps are required. It is
imperative that a regimented bolt up procedure is
applied. As a minimum the following is suggested:
• Install a new gasket on the gasket seating surface and
bring the mating flange in contact with the gasket.
• Do not apply any compounds on the gasket or gasket
seating surfaces.
• Install all bolts, making sure that they are free of any
foreign matter, and well lubricated. Lubricate nut
bearing surfaces as well.
(Lubrication will not be required for PTFE coated
fasteners.)
• Run-up all nuts finger tight.
• Develop the required bolt stress or torque
incrementally in a minimum of four steps in a crisscross
pattern. The initial pre-stress should be no more than
30% of the final required bolt stress. After following this
sequence, a final tightening should be performed
bolt-to-bolt to ensure that all bolts have been evenly
stressed.
Note: The use of hardened washers will enhance the
joint assembly by reducing the friction due to possible
galling of the nut bearing
surfaces.
For critical applications a more sophisticated method for
bolt up may be considered such as heating rods, bolt
tensioners, or ultrasonic
extensometer.
Bolting Up Sequence
Stage 1 - Torque bolts up to approximately 30% of the
final torque value following the diametrically opposed
sequence specified in
table on page 56.
Stage 2 - Repeat Stage 1, increasing the torque value to
approximately 60% of the final torque value.
Stage 3 - Repeat Stage 2, increasing the torque value to
the final required torque value.
Stage 4 - A final tightening should be performed
following an adjacent bolt-to-bolt sequence to ensure
that all bolts have been evenly stressed.
 Maintenance Quiz

1. Name the basic things needed before the overhaul begins.

2. Who checks that machinery is isolated and how often?

3. Describe process for taking shaft alignments.

a) Do you turn both shafts? Why?

4. Describe how to take turbine axial clearances.

5. What is total rotor float?

6. What is Thrust Clearance?

7. What is Nozzle Clearance?

8. Describe how to perform a Lift Check on a radial bearing?

9. What do you do if you find a clearance out of specification?

10. What is bearing crush?

11. When do you Not Follow Sulzer Procedures?

12. What do you do if Client Instructs you to Not Follow Sulzer Procedures?