Mechanical Drives 2 Lap 5

MECHANICAL
LEARNING
DRIVES 2 ACTIVITY
PACKET
PRECISION SHAFT
ALIGNMENT
TM
B503-XC
LEARNING ACTIVITY PACKET 5
PRECISION SHAFT ALIGNMENT
INTRODUCTION
In Mechanical Drives 1, you learned one method of shaft alignment, the straight and
edge feeler gauge method. This method is the least accurate method, but it works well for
elastomeric couplings which do not need precise alignment. Many other types of
couplings, typically those used in higher speed or high torque applications, need more
precise alignment. In this LAP, you will learn how to perform two precision alignment
methods which can be used for these applications, the face and rim method and the
reverse indicator method. These two methods both use dial indicators to perform
precision shaft alignment.
In this LAP, you will also learn how to install and align two new types of couplings,
the elastomer-in-shear type and the flange coupling. The elastomer-in-shear coupling
belongs to the same family of couplings to which the flexible jaw coupling belongs. The
flange coupling is a solid coupling, belonging to the same family as the sleeve coupling.
ITEMS NEEDED
Needed Amatrol Supplied
Items
950-ME1 Mechanical Drives 1 Learning System

95-ME2 Mechanical Drives 2 Learning System
School Customer
Assorted Hand Tools
FIRST EDITION, LAP 5, REV. B

Amatrol, AMNET, CIMSOFT, MCL, MINI-CIM, IST, ITC, VEST, and Technovate are trademarks or registered
trademarks of Amatrol, Inc. All other brand and product names are trademarks or registered trademarks of their
respective companies.
Copyright © 2006, 2005, by AMATROL, INC.
All rights Reserved. No part of this publication may be reproduced, translated, or transmitted in any form or by any
means, electronic, optical, mechanical, or magnetic, including but not limited to photographing, photocopying,
recording or any information storage and retrieval system, without written permission of the copyright owner.
Amatrol,Inc., P.O. Box 2697, Jeffersonville, IN 47131 USA, Ph 812-288-8285, FAX 812-283-1584 www.amatrol.com
B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

Copyright  2006 Amatrol, Inc. 2
TABLE OF CONTENTS
SEGMENT 1 ELASTOMERIC COUPLINGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

OBJECTIVE 1 Describe four types of coupling flexibility
OBJECTIVE 2 List two categories of flexible couplings and give an application of each
OBJECTIVE 3 List three types of elastomeric couplings and give an application of each
OBJECTIVE 4 Describe the operation of an elastomer-in-shear coupling
SKILL 1 Install and align an elastomer-in-shear coupling
SEGMENT 2 FLANGE COUPLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

OBJECTIVE 5 Describe the operation of a flange coupling and give an application
SKILL 2 Install and align a flange coupling
SEGMENT 3 RIM AND FACE SHAFT ALIGNMENT METHOD . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

OBJECTIVE 6 Describe the operation of the rim and face alignment method
SKILL 3 Align a coupling using the rim and face indicator method
SEGMENT 4 REVERSE INDICATOR ALIGNMENT METHOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

OBJECTIVE 7 Describe the operation of the reverse indicator method
SKILL 4 Align a coupling using the reverse indicator method
OBJECTIVE 8 Describe the effect of indicator sag on alignment and explain how to correct for it
SKILL 5 Measure and correct for indicator sag
OBJECTIVE 9 Describe the effect of thermal expansion on alignment and explain how to correct for it

SEGMENT 1
ELASTOMERIC COUPLINGS
OBJECTIVE 1 DESCRIBE FOUR TYPES OF COUPLING FLEXIBILITY
dT
his A flexible coupling is usually the coupling of choice when
Rea
connecting the shaft of a driver such as a motor to another

independently-mounted component such as a pump. That is because they
can accept a certain amount of misalignment which solid couplings
cannot. This reduces the load on the bearings, allowing the components
to last longer.
There are four types of misalignment for which a flexible coupling
compensates:
• Angular
• Parallel
• Axial
• Torsional
Each of these of these types of misalignment is shown in figure 1.
ANGULAR PARALLEL
MISALIGNMENT MISALIGNMENT (OFFSET)
TORSIONAL AXIAL
MISALIGNMENT MISALIGNMENT
Figure 1. Types of Misalignment

You have already seen two types of misalignment, angular and
parallel. You used the straight edge and feeler gauge method to correct
them. These types of misalignment are caused by the orientation of the
two shafts.
Axial misalignment, also called end-float, is the movement of a shaft
toward or away from the other shaft. The shafts of many pieces of
rotating equipment such as electric motors have a certain amount of float
in their shafts. In fact, during startup of some motors and other types of
equipment, their shafts will make sudden movements in the axial
direction, which must be accepted by the coupling. Another problem that
causes axial movement is thermal growth, where the length of the shaft
actually increases as the shaft’s temperature heats up during operation.
The fourth type of misalignment, torsional, is the twisting effect
caused by the torque being transmitted through the two shafts. This
twisting effect makes one shaft move slightly ahead of the other one. In
some cases, it is desirable to have a coupling which is torsionally soft
having a lot of twist), because it helps dampen vibration and accept
shock loads. In other cases, it is better to have a coupling that is
torsionally stiff (very little twist), because it guarantees that the shaft
position will not change under load.
In addition to alignment flexibility, there are other features that
designers look for when selecting a coupling, and hence, there are many
different designs of flexible couplings.

OBJECTIVE 2 LIST TWO CATEGORIES OF FLEXIBLE COUPLINGS
AND GIVE AN APPLICATION OF EACH
dT
his The various designs of flexible couplings can be grouped into two
Rea
major categories:
• Elastomeric Couplings
• Flexible Metal Couplings
An elastomeric coupling is the type which has a rubber-like, flexible
component to separate the two couplings hubs, as shown in figure 2. The
jaw coupling you used in the last module is an example of this type of
coupling.
Figure 2. Elastomeric Coupling

A flexible metal coupling is designed with another type of coupling
that has a flexible component which separates its two coupling halves,
but this component is made of metal.
Figure 3. Typical Flexible Metal Coupling
In general, the characteristics of elastomeric couplings are:

• Less expensive than metal couplings in the same power size
• Require no lubrication
• Torsionally soft
• Dampen vibration
• Low-to-medium power range
• Low-to-medium speed range
• Limited Temperature range
• Incompatible with some chemicals
In contrast, the characteristics of metal couplings are:

• More expensive than elastomeric couplings of same power size
• Require lubrication
• Torsionally soft or rigid, depending of type
• Do not dampen vibration
• Low-to-high power range
• Low-to-high speed range
• Good temperature resistance
• Excellent chemical resistance
As you can see, elastomeric couplings are usually selected for low
cost, while metal couplings are used when the application needs either
high power, high speed, resistance to extreme heat, resistance to caustic
chemicals, or torsionally stiff operation.

OBJECTIVE 3 LIST THREE TYPES OF ELASTOMERIC COUPLINGS
AND GIVE AN APPLICATION OF EACH
dT
his Elastomeric couplings are available in three main types:
Rea
• Elastomer-in-compression
• Elastomer-in-shear
• Combination shear and compression
Elastomer-in-Compression Couplings
An elastomer-in-compression coupling places the elastomeric
element in compression to transmit the load between the two coupling
hubs. In effect, one coupling hub presses on the element which in turn
presses on the other coupling hub. The most common type of
elastomer-in-compression coupling is the jaw coupling, as shown in
figure 4.
DRIVEN HUB
DRIVER HUB COMPRESSED

ELEMENT
Figure 4. Operation of Elastomer-in-Compression Coupling

Other examples of the elastomer-in-compression coupling are shown
in figure 5. These include:
• Pin and Bushing coupling
• Flexible disc coupling
Figure 5. Pin and Bushing Elastomer-in-Compression Coupling
Elastomer-in-Shear Couplings
An elastomer-in-shear coupling places the elastomeric element in
shear to transmit the load between the two coupling hubs. In effect, one
coupling hub twists on the element which in turn twists on the other
coupling hub, as shown in figure 6.
SHEAR ACTION FROM

TWISTING OF ELEMENT DRIVEN HUB
DRIVER HUB FLEXIBLE

ELEMENT
Figure 6. Operation of Elastomer-in-Shear Couplings

An example of an elastomer-in-shear coupling is shown in figure 7.
Figure 7. Typical Elastomer-in-Shear Coupling
The advantages of a compression type elastomeric coupling over a

shear type are that it is less expensive and is available in sizes which can
go to higher torque levels. The advantages of a shear type coupling are
that it can handle shock loads and dampen vibration better because it is
torsionally softer. It is also able to accept more angular misalignment.
Combination Shear and Compression Couplings

Another type of elastomeric coupling is one that combines both
shear and compression. This type is designed for severe misalignment
applications.
Figure 8. Pre-Compression Coupling

OBJECTIVE 4 DESCRIBE THE OPERATION OF AN ELASTOMER-IN-SHEAR
COUPLING
dT
his The elastomer-in-shear coupling consists of a elastomeric element
Rea
with a set of gear teeth on each end that inserts into two coupling hubs
which have internal gear teeth, as shown in figure 9. The gear teeth of
one coupling hub places a torque on the elastomeric element, causing its
teeth on the other end to place a torque on the other coupling hub. This
coupling can be attached with either a bushing or a key fastener.
Figure 9. Elastomer-in-Shear Coupling
Because the teeth are straight, this coupling allows for more axial
movement than a jaw coupling. It is also torsionally softer than a jaw
coupling, so it is better for higher shock loads and vibration.

SKILL 1 INSTALL AND ALIGN AN ELASTOMER-IN-SHEAR COUPLING
Procedure Overview
In this procedure, you will install and align an
Elastomer-in-shear coupling. To align the coupling, you will
use the straight edge and feeler gauge method.
This ❑ 1. Perform the following safety checkout to prepare for working with
Do
power transmission equipment. Make sure that you are able to

answer yes to each item before proceeding.
YES/NO SAFETY CHECKOUT
Wearing safety glasses
Wearing tight fitting clothes
Ties, watches, rings, and other jewelry are removed
Long hair is tied up or put it in a cap or under shirt
Wearing heavy duty shoes
Wearing short sleeves or long sleeves are rolled up
Floor is not wet
❑ 2. Perform a lockout/tagout on the Motor Control Unit’s safety

switch.
❑ 3. Place Coupling Panel 1 and Shaft Panel 1 on the 950-ME Trainer’s
overhead rack.
❑ 4. Perform the following substeps to mount and level the Constant
Speed Motor.
A. Locate the Constant Speed Motor and place it on the work
surface.
B. Select four Constant Speed Motor Risers from Shaft Panel 1.
C. Make sure that the motor base, risers, and mounting area of the
work surface shown in figure 10 are free of dirt, rust, and burrs.

D. Position the Constant Speed Motor over the set of holes on the
950-ME work surface, as shown in figure 10.
The outlines of the other components to be mounted are also
shown.
FLEXIBLE
COUPLING
MOTOR
Figure 10. Location of Components on 950-ME Work Surface
E. Place one Constant Speed Motor Riser under each of the motor
feet.
F. Locate four bolts with the specifications 5/16-18UNC-2A x 1-1/2 Hex
Head, along with compatible flat washers, lock washers, and nuts.
G. Fasten the motor and risers to the work surface by assembling
bolts, washers, and nuts.
Use a criss-cross pattern to tighten the bolts.

H. Check the shaft for run-out. Record below the amount of
run-out.
Run-out: _____________________________________(in/mm)
The run-out should be less than 0.002 inches.
I. Check for motor shaft end float.
End Float ____________________________________(in/mm)
It should be less than 0.002 inches.
J. Check the level of the motor shaft. Shim the motor feet as
needed.
Feeler Gauge Leaf Thickness_____________________(in/mm)
Effective Level Length _________________________(in/mm)
Mounting Bolt Distance_________________________(in/mm)
Shim Ratio _________________________________________
Shim Thickness _______________________________(in/mm)

❑ 5. Perform the following substeps to mount and level the shaft and
bearing assembly.
A. Select four Bearing Standoffs from Shaft Panel 1.
B. Make sure that the standoffs, pillow block mounting surface,
and mounting area of the work surfaces, shown in figure 10, are
free of dirt, rust and burrs.
C. Place the four standoffs on the 950-ME work surface.
D. Remove two pillow block bearings from Shaft Panel 1.
E. Place the pillow block bearings on the standoffs.
F. Locate four bolts with the specifications of 3/8-16UNC-2A x
4-1/2 Hex Head, along with the compatible flat washers, lock
washers, and nuts.
G. Fasten the pillow block bearings and the standoffs to the work
surface by assembling the bolts, washers, and nuts.
Hand tighten only.
H. Select a 12-inch long shaft from Shaft Panel 1.
I. Slide the shaft through the two pillow block bearings. Position
it as shown in figure 10.
J. Tighten the set screws on each bearing to lock it to the shaft.
K. Tighten the pillow block bearing mounting bolts.

L. Turn the shaft by hand to make sure it turns freely.
If not, loosen the bolts and adjust the positions of the bearings.
M. Check the driven shaft for run-out.
Run-out: _____________________________________(in/mm)
The shaft should have no more than 0.002 inches run-out.
N. Level the driven shaft. Shim the bearing standoffs as needed.
Place the shims between the work surface and the standoffs.
Shim Ratio _________________________________________

❑ 6. Make sure the driven shaft is 0.010-0.015 inches higher than the
motor shaft. If not, add shims to each of the bearing standoffs.
❑ 7. Obtain the elastomer-in-shear coupling, as shown in figure 11 from
Coupling Panel 1.
Figure 11. Elastomer-in-Shear Coupling
❑ 8. Perform the following substeps to mount the coupling.

A. Check the keyseats on the coupling hubs and the shafts to make
sure their hub bores have no dirt or burrs.
If so, clean with a wire brush.
B. Obtain two 3/16 -inch x 1-inch square keys.
C. Test the keys’ fit by sliding the keys into the keyseats of the
coupling hubs and the shafts.
They should slide in snugly without forcing and have no play.
D. Insert the keys into the shafts’ keyseats and line them up flush
with the end of each shaft.

E. Make sure the set screws on the two coupling hubs do not
extend into the bore. If they do, back them out with a hex key
wrench.
F. Slide one coupling hub onto each shaft, being careful to line up
the key and the keyseat as you do.
The hubs should slide on by hand with no forcing.
G. Line up the hubs flush with the ends of their shafts.
H. Tighten the set screw on both couplings’ hubs to lock them into
place.
I. Loosen the motor mounting bolts and move the motor back
away from the driven shaft so that the elastomeric element can
be inserted between the hubs.
J. Insert the element into the driven shaft’s coupling hub, so that
the teeth engage, as shown in figure 12.
ELEMENT DRIVEN HUB
DRIVER HUB
Figure 12. Installation of Elastomeric Element

K. While holding the element in place, push the motor forward so
that the motor’s hub also engages the teeth of element, as
shown in figure 13.
L. Adjust the position of the motor so that the gap, G, between the
hubs is approximately 0.75 inches. Use a rule to measure the G
dimension on each side of the coupling, as shown in figure 13.
M. Tighten the motor’s mounting bolts.
SIDE VIEW
G 0°
DRIVEN HUB
DRIVER HUB
G 180°
Figure 13. Coupling Installation
❑ 9. Perform the following substeps to adjust the vertical angular

alignment of the coupling.
A. Place a chalk or ink mark across the two hubs in a place where
the rims are smooth and free of burrs.
B. Rotate the shafts so that the chalk marks are at 0 degrees.
C. Use a dial caliper to measure the G dimension at 0 degrees.
G0 __________________________________________(in/mm)
D. Rotate the chalk marks to 180 degrees and measure G again.
G180 _________________________________________(in/mm)

E. Calculate the vertical angular misalignment.
Vertical Angular Misalignment= G0 - G180
Vertical Angular Misalignment= __________________(in/mm)

The manufacturer’s recommended allowance for angular
alignment, either vertical or horizontal, is 0.051 inches.
Regardless of your actual measurement, proceed to the next
substep to improve it to 0.015 or better.
F. Measure the diameter of the coupling hub and the motor mount
distance.
Coupling diameter _____________________________(in/mm)
Motor Mount Distance__________________________(in/mm)

G. Calculate the shim ratio.
Shim Ratio = Motor Mount Distance/ Coupling diameter
Shim Ratio = ________________________________________

H. Calculate the shim thickness needed.
Shim Thickness = Misalignment x Shim Ratio

I. Loosen the motor mounting bolts and shim the two motor feet
necessary to correct the angular misalignment.
J. Tighten the motor feet and recheck the angular alignment.
Change the shims as needed to bring the alignment to within
0.015 or better.
❑ 10. Perform the following substeps to adjust the vertical parallel
A. Measure the hubs to make sure they have the same diameter.
Hub 1 Diameter _______________________________(in/mm)

Proceed to substep B, assuming that the hubs are of the same
diameter.
B. Rotate the hubs so that the chalk marks are at 0 degrees again.
C. Place a straight edge across the top of the coupling on top of
the chalk marks. Hold it firmly on the higher coupling hub.

D. Use a feeler gauge to measure the gap between the straight
edge and the lower coupling hub.
Vertical Parallel Misalignment(0) _________________(in/mm)
FEELER GAUGE STRAIGHT EDGE
0°
3 2 1
180°
Figure 14. Measurement of Vertical Parallel Misalignment
E. Rotate the chalk marks to 180 degrees and recheck the parallel
misalignment at the bottom of the coupling.
Vertical Parallel Misalignment(180) _______________(in/mm)
If the two parallel misalignment measurements are different,
calculate the average of the two and use this average as the
parallel misalignment.
The manufacturer’s recommended allowance for parallel
misalignment, vertical or horizontal, is 0.035 inches or less.
Proceed to the next substep to bring the alignment to within
this amount or better.
F. Loosen the motor feet and shim the four motor feet equally by
the amount of parallel misalignment you measured or
calculated.
G. Tighten the motor feet.
H. Recheck the parallel and the angular misalignment.
The parallel misalignment should be less than 0.010 inches and
the angular misalignment less than 0.015 inches. If not, reshim
the motor feet as needed.

❑ 11. Perform the following substeps to adjust the horizontal angular
alignment and the gap.
A. Rotate the chalk marks to the 90 degree position.
B. Use a dial caliper to measure the G dimension at 90 degrees.
G90 __________________________________________________________________(in/mm)
OVERHEAD VIEW
G 270°
DRIVEN HUB
DRIVER HUB
G 90°
Figure 15. Measurement of Horizontal Angular Alignment
C. Rotate the chalk marks to the 270 degree position and measure
the G dimension again.
G270 _________________________________________________________________(in/mm)
D. Calculate the horizontal angular misalignment.
Horizontal Angular Misalignment = G90 - G270 (in/mm)
Horizontal Angular Misalignment _________________(in/mm)

Go to substep E to either bring the alignment within 0.015 inch
tolerance or better.
E. Loosen the motor mounting bolts and adjust the position of the
motor so that the difference between G90 and G270 is less than
0.015 inch.
F. Tighten the mounting bolts.

❑ 12. Perform the following substeps to adjust the horizontal parallel
misalignment.
A. Rotate the chalk marks to 90 degrees and place a straight edge
against one side of the coupling
B. Use a feeler gauge to measure the amount of offset between the
two couplings.
Horizontal Parallel Misalignment(90) ______________(in/mm)
C. Rotate the chalk marks to 270 degrees and recheck the parallel
misalignment.
Horizontal Parallel Misalignment(270) _____________(in/mm)
The manufacturer’s recommended allowance is 0.010 inches.
Proceed to substep D to bring the misalignment within
D. Loosen the motor feet and carefully bump or move the motor to
the side to correct the offset.
Try not to lose the angular alignment and gap as you do this.
E. Recheck the horizontal angular alignment, gap, and offset.
Adjust the motor position until they are within tolerance.
F. Tighten the motor feet.
❑ 13. Repeat the alignment measurements you made in the last 4 steps to
make sure that they are all still in tolerance. If any are not, repeat
the procedure.
❑ 14. Turn the shaft by hand to make sure the assembly rotates freely.
❑ 15. Mount the prony brake, as shown in figure 16.
FLEXIBLE
COUPLING
Figure 16. Coupling Installed

❑ 16. Ask your instructor to check your setup.
❑ 17. Install the guard.
WARNING
ning Do not operate the mechanical drive system without the guard
ar
W in place. Also, do not attempt to open or bypass the guard at any
time during operation. Performing any of these actions will create
a hazardous situation.
❑ 18. Perform the following substeps to connect and start the motor.
A. Connect the Constant Speed Motor’s power cord to the Motor
Control Unit.
B. Make sure that the Motor Control Unit’s power cord is plugged
into a wall outlet.
C. Make sure that the Motor Power switch is in the OFF or down
position.
D. Remove the lockout/tagout.
E. Turn on the safety switch.
The Main Power Indicator on the Motor Control Unit should
turn on.
F. Make sure that no one is near the motor.
G. Turn on the Constant Speed Motor by moving its power switch
to the ON or up position.
The motor should accelerate to full speed quickly and run at a
constant speed.
❑ 19. Turn the adjustment knob on top of the prony brake to increase the
load to 24 ounces.
Observe that the loaded drive assembly rotates properly.
❑ 20. Turn off the motor and allow it to coast to a stop.
❑ 21. Turn off the safety switch.
❑ 22. Perform a lockout/tagout and remove the guard.
❑ 23. Disassemble the coupling and store it.
❑ 24. Remove any shims you added to align the shafts. Leave the shims
used to make the driven shaft higher than the motor shaft.
❑ 25. Leave the other components set up. You will use them in the next
skill.

SEGMENT 1
SELF REVIEW
r This
we
Ans
1. A ____________ coupling can compensate for four types of
misalignment.
2. _____________ misalignment is the twisting effect caused

by torque being transmitted along two coupled shafts.
3. The two basic types of flexible couplings are

_____________ and __________.
4. A(n) ______________ -in- ______________ coupling

places the elastomeric element in compression to transmit
the load between two coupling hubs.
5. An elastomer-in-shear coupling places the elastomeric

element in ___________ to transmit the load between two
coupling hubs.
6. The main advantage of the _____________ type coupling is

that it can handle high shock loads and dampen vibration.
7. The main advantage of the _____________ type coupling is

that it is available in sizes that can go to high torque loads.

SEGMENT 2
FLANGE COUPLINGS
OBJECTIVE 5 DESCRIBE THE OPERATION OF A FLANGE COUPLING

AND GIVE AN APPLICATION
dT
his Flange couplings consist of two coupling hubs which have flanges
Rea
that bolt to each other, as shown in figure 17. Like the sleeve coupling,
the flange coupling is a solid metal-to-metal connection which allows no
room for misalignment.
Figure 17. Flange Coupling

The flange coupling hubs attach to the shafts using either a key
fastener or a bushing, as shown in figure 18. Flange couplings are used
mainly on larger shafts having a diameter greater than 6 inches. They are
also commonly used where there is a thrust on the shaft as well as a
rotational load.
It is important to note that manufacturers will often refer to various

couplings as flanged couplings. This does not usually refer to the type of
flange coupling just discussed but instead another coupling such as a
gear coupling which has a flange built into its hub. Many other coupling
designs use flanges in their designs. However, they are not flange
couplings.

SKILL 2 INSTALL AND ALIGN A FLANGE COUPLING
Procedure Overview
In this procedure, you will attach the Constant Speed
Motor to a drive shaft using a flange coupling. In this skill,
you will use the straight edge and feeler gauge method to
perform the alignment. However, in the next skill , you will
learn another method that uses a dial indicator which is
much more accurate and commonly used to align a flange
coupling.
Do

Floor is not wet

switch.
❑ 3. If your motor and shaft/bearing assembly are still set up from the
last skill, skip to step 7. If they have been disassembled, go to step
4 to reassemble them.
❑ 4. Perform the following substeps to mount and level the Constant
Speed Motor.
A. Locate the Constant Speed Motor and place it on the work
surface.
B. Select four Constant Speed Motor Risers from Shaft Panel 1.
C. Make sure that the motor base, risers, and mounting area of the
work surface shown in figure 19 are free of dirt, rust, and burs.

D. Position the Constant Speed Motor over the set of holes on the
950-ME work surface, as shown in figure 19.
The outlines of the other components to be mounted are also
shown.
FLANGE
COUPLING
Figure 19. Location of Components on 950-ME Work Surface
E. Place one Constant Speed Motor Riser under each of the motor
feet.
F. Locate four bolts with the specifications 5/16-18UNC-2A x 1-1/2 Hex
Head, along with compatible flat washers, lock washers, and nuts.
G. Fasten the motor and risers to the work surface by assembling
bolts, washers, and nuts.
Use a criss-cross pattern to tighten the bolts.

H. Check the shaft for run-out. Record below the amount of
run-out.
Run-out: _____________________________________(in/mm)
The run-out should be less than 0.002 inches.
I. Check for motor shaft end float.
End Float ____________________________________(in/mm)
It should be less than 0.002 inches.
J. Check the level of the motor shaft. Shim the motor feet as
needed.
Shim Ratio _________________________________________

❑ 5. Perform the following substeps to mount and level the shaft and
bearing assembly.
A. Select four Bearing Standoffs from Shaft Panel 1.
B. Make sure that the standoffs, pillow block mounting surface,
and mounting area of the work surfaces, shown in figure 19, are
free of dirt, rust and burrs.
C. Place the four standoffs on the 950-ME work surface.
D. Remove two pillow block bearings from Shaft Panel 1.
E. Place the pillow block bearings on the standoffs.
F. Locate four bolts with the specifications of 3/8-16UNC-2A x
4-1/2 Hex Head, along with the compatible flat washers, lock
washers, and nuts.
G. Fasten the pillow block bearings and the standoffs to the work
surface by assembling the bolts, washers, and nuts.
Hand tighten only.
H. Select a 12-inch long shaft from Shaft Panel 1.
I. Slide the shaft through the two pillow block bearings. Position
it as shown in figure 19.
J. Tighten the set screws on each bearing collar to lock the
bearing to the shaft.
K. Tighten the pillow block bearing mounting bolts.

L. Turn the shaft by hand to make sure it turns freely.
If not, loosen the bolts and adjust the positions of the bearings.
M. Check the driven shaft for run-out.
Run-out: _____________________________________(in/mm)
The shaft should have no more than 0.002 inches run-out.
N. Level the driven shaft. Shim the bearing standoffs as needed.
Place the shims between the work surface and the standoffs.
Shim Ratio _________________________________________

❑ 6. Make sure the driven shaft is 0.010-0.015 inches higher than the
motor shaft. If not, add shims to each of the bearing standoffs.
❑ 7. Obtain the flange coupling, as shown in figure 20, from the
Coupling Panel 1.

❑ 8. Perform the following substeps to mount the flange coupling.
A. Check the keyseats on the coupling hubs and the shafts to make
sure their hub bores have no dirt or burrs.
If so, clean with a wire brush.
B. Obtain two 3/16 -inch x 1-inch square keys.
C. Test the keys’ fit by sliding the keys into the keyseats of the
coupling hubs and the shafts.
They should slide in snugly without forcing and have no play.
D. Insert the keys into the shafts’ keyseats and line them up flush
with the end of each shaft.
E. Make sure the set screws on the two coupling hubs do not
extend into the bore. If they do, back them out with a hex key
wrench.
F Slide one coupling hub onto each shaft, being careful to line up
the key and the keyseat as you do.
The hubs should slide on by hand with no forcing.
G. Line up the hubs so that the shafts are slightly recessed, as
shown in figure 21.
H. Tighten the set screw on each shaft’s hub to lock them into
place.
FLANGE COUPLING HUB
SET SCREW
KEY
DRIVER DRIVEN
SHAFT SLIGHTLY
RECESSED
Figure 21. Flange Coupling Installation
I. Loosen the motor’s mounting bolts.

❑ 9. Slide the motor forward until the ends of the coupling hubs contact
each other.
Make sure that the ends of the two shafts do not touch each other.
If they do, loosen one or both coupling hubs and slide them
slightly forward toward the opposite hub.
❑ 10. Tighten the motor bolts.
❑ 11. Loosen the set screw on the motor’s coupling hub and the four
socket head cap screws on the side of the hub. Position the hub so
that there is approximately a 0.010 inch gap.
GAP = 0.010 inches
Figure 22. Flange Coupling Position
❑ 12. Tighten the motor hub’s set screw.

alignment of the flange coupling.
A. Place a chalk or ink mark across the two hubs in a place where
the rims are smooth and free of burrs.
B. Rotate the shafts so that the chalk marks are at 0 degrees.
C. Use a feeler gauge to measure the gap, G, at 0 degrees.
G0 __________________________________________(in/mm)
D. Rotate the chalk marks to 180 degrees and measure the gap at
180 degrees.
G180 _________________________________________(in/mm)

E. Calculate the vertical angular misalignment.
Vertical Angular Misalignment= G0- G180

Theoretically, the shafts should be perfectly aligned, because
this is a solid coupling which allows no misalignment. In
reality, there is always some misalignment, but it is
compensated for by the bearings. To avoid wearing the
bearings too quickly, the misalignment should be very small,
much smaller than what is allowed with a flexible coupling.
Parallel misalignment should be less than 0.002 and angular
alignment should be less than 0.0005 per inch of diameter of
the coupling.
Proceed to the next substep to improve the alignment.
F. Measure the hub diameter and the motor mounting bolt
distance.
Coupling hub diameter__________________________(in/mm)
Motor mounting bolt distance ____________________(in/mm)

Shim Ratio = Motor Mount Distance/ Coupling diameter
Shim Ratio= ________________________________________

Shim thickness ________________________________(in/mm)

Loosen the motor mounting bolts and shim the two motor feet
as necessary to correct the angular misalignment.
I. Tighten the motor feet and recheck the angular alignment.
0.002 inch or better.
A. Measure the hubs to make sure they have the same diameter.

Proceed to substep B, assuming that the hubs are of the same
diameter.
B. Rotate the hubs so that the chalk marks are at 0 degrees again.
C. Place a straight edge across the top of the coupling on top of
the chalk marks. Hold it firmly on the higher coupling hub.

D. Use a feeler gauge to measure the gap between the straight
edge and the lower coupling hub.
Vertical Parallel Misalignment(0) _________________(in/mm)
FEELER GAUGE STRAIGHT EDGE
0°
3 2 1
DRIVEN SHAFT
MOTOR SHAFT
180°
E. Rotate the chalk marks to 180 degrees and recheck the parallel
misalignment at the bottom of the coupling.
Vertical Parallel Misalignment(180) _______________(in/mm)
If the two parallel misalignment measurements are different,
calculate the average of the two and use this average as the
parallel misalignment.
Proceed to next substep to bring the alignment to within 0.002
inch amount or better.
the amount of parallel misalignment you measured or
calculated.
H. Recheck the parallel misalignment.
the angular misalignment less than 0.002 inches. If not, reshim

alignment.
The setting of the gap is skipped in this procedure because the
flange coupling does not have a gap to set since the two hubs will
be directly bolted to each other. The couplings have a gap now
because there is misalignment.
A. Rotate the chalk marks to the 90 degree position.
B. Use a feeler gauge to measure the gap at 90 degrees.
G90 __________________________________________________________________(in/mm)
C. Rotate the chalk marks to the 270 degree position and measure
the gap at 270 degrees.
G270 _________________________________________________________________(in/mm)
The difference between the two measurements in substeps B
and C is the horizontal angular misalignment.
It should be less than 0.002 inch. Go to substep D to either
bring the alignment within this tolerance or better.
D. Loosen the motor mounting bolts and adjust the position of the
motor so that the gaps on either side are within 0.002 inch of
each other.
E. Tighten the mounting bolts.
misalignment.
A. Rotate the chalk marks to 90 degrees and place a straight edge
against one side of the coupling.
B. Use a feeler gauge to measure the amount of offset between the
two couplings.
Horizontal Parallel Misalignment(90) ______________(in/mm)
C. Rotate the chalk marks to 270 degrees and recheck the parallel
misalignment.
Horizontal Parallel Misalignment(270) _____________(in/mm)
The manufacturer’s recommended allowance is 0.002 inch.
Proceed to substep D to bring the misalignment within
D. Loosen the motor feet and carefully bump or move the motor to
Try not to lose the angular alignment as you do this.
E. Recheck the horizontal angular alignment and offset. Adjust the
motor position until they are within tolerance.
F. Tighten the motor feet.
❑ 17. Repeat the alignment measurements you made in the last four steps
to make sure that they are all still in tolerance. If any are not,
repeat the procedure.

❑ 19. Loosen one of the motor hub set screws.
❑ 20. Tighten the four socket head cap screws in the side of the
coupling.
❑ 21. Tighten the motor hub’s set screw.
❑ 22. Mount the prony brake to the end of the driven shaft.
WARNING
ar
W
in place. Also, do not attempt to open or bypass the guard at any

Control Unit.
into a wall outlet.
position.
turn on.
constant speed.
load to 24 ounces.
Observe that the loaded drive assembly runs properly.
❑ 30. Disassemble the coupling and store it.
❑ 31. Leave the other components set up. You will use them in the next
skill.
Leave your setup in place. In the next skill, you will use this
coupling to learn how to use the next type of alignment method,
the rim and face.

SEGMENT 2
SELF REVIEW
r This
we
Ans
1. A coupling that has two flanges that bolt directly to each
other is called a(n) ______________ coupling.
2. Flange couplings are normally used to couple shafts larger

than _____ inches in diameter.
3. The flange coupling is a solid metal-to-metal coupling which

allows no room for ________________.
4. There are other types of couplings with flanges, but they

must be ____________ directly to each other to be a flange
coupling.
5. Flange couplings can be attached to a shaft either by using a

key fastener or a _____________.

SEGMENT 3
RIM AND FACE SHAFT ALIGNMENT METHOD
OBJECTIVE 6 DESCRIBE THE OPERATION OF THE RIM AND FACE

ALIGNMENT METHOD
dT
his The rim and face alignment method, also called the indicator
Rea
alignment method, uses a dial indicator to measure the parallel and

angular misalignment between the driver and driven coupling hubs. The
rim and face method is more accurate than the straight edge and feeler
gauge method. For this reason, it is preferred for alignment of metal
couplings, either flexible types, like a grid and a chain, or solid flange
couplings.
RIM
(PARALLEL MISALIGNMENT)
0
01 09
02 08
03 07
04 06
05
0
90 10
80 20
70 30
60
50
40 DRIVEN SHAFT
MOTOR SHAFT
FACE
(ANGULAR MISALIGNMENT)
Figure 24. Rim and Face Indicator Measurement

Basic Indicator Measurement Principle
The basic measurement principle of the rim and face method is the
same as the straight edge and feeler gauge method. The same types of
angular and parallel misalignments are:
• Vertical Angular
• Vertical Parallel
• Horizontal Angular and Gap
• Horizontal Parallel
As with the feeler gauge and straight edge method, the vertical
alignments, both angular and parallel, are done first because they require
shimming. With this method, however, these four measurements (not
including the gap) are accomplished by attaching a dial indicator to one
of the two shafts using an arrangement of adjustable steel rods and
clamps, as shown in figure 25. The indicator is then used to measure the
run-out on both the face and the rim of the coupling hub mounted on the
other shaft. Parallel misalignments, both vertical and horizontal, are
measured by taking indicator readings on the rim of the hub, while
angular misalignments, both vertical and horizontal, are measured by
taking indicator readings on the face, as shown in figure 25.
RIM
0
01 09
02 08
03 07
04 06
05
0
90 10
80 20
70 30
60
50
40 DRIVEN SHAFT
MOTOR SHAFT
FACE
Figure 25. Dial Indicator Clamped to Driver Shaft
The gap, however, is still set in the same way as you did with the
straight edge and feeler gauge method. It cannot be done with an
indicator because it needs a direct measurement of the actual distance,
while the indicator can only give an indirect or relative measurement.

The basic principle of indicator measurement of parallel
misalignment is that the probe of an indicator which is attached to a shaft
will scribe a perfect circle around the axis of that shaft. If the indicator
probe is in contact with the hub’s rim of another shaft which is perfectly
parallel, the probe’s reading will not change as its shaft is rotated, as
shown in figure 26.
0
90 10
80 20
70 30
60 40
50
DRIVER SHAFT
Figure 26. Concept of Indicator Measurement

If, however, the other shaft is offset in the vertical plane, for
example, the vertical parallel misalignment is equal to one half the
difference between the probe readings at the top and the bottom of the
hub’s. In figure 27, for example, the probe readings at the top and
bottom of the rim are 0.023 and 0.015. This means that the vertical
parallel misalignment is 0.004 inch (0.008 x 0.5).
TOP READING = 0.023
0
90 10
80 20
70 30
60 40
50
RIM
DRIVEN HUB
DRIVER HUB
50
60 40
70 30
80 20
90 10
0
BOTTOM READING = 0.015
Figure 27. Indicator Measurement of Vertical Parallel Misalignment

The reason why the parallel shaft misalignment is one half the
difference in indicator readings is because the indicator reads this
misalignment or offset two times when its readings are taken at 180
degrees from each other, as shown in figure 28. The difference between
the two readings is called the total indicator reading or TIR. The offset
between the two shaft centerlines is called the parallel misalignment and
is one half the TIR.
PLUNGER
DEPRESSED
READING A (0°)
0
90 10
80 20
70 30
60 40
50
MISALIGNMENT (M)
X
X
DRIVER HUB
MISALIGNMENT (M) 50
60 40
PROOF: TIR = A - B 70
80
30
20
A=X+M 90
0
10
B=X-M
READING B (180°)
TIR = (X+M) - (X-M)
= 2M PLUNGER
EXTENDED
Figure 28. Shaft-Run-Out vs. TIR
Horizontal parallel misalignment is determined in a similar manner

to vertical parallel misalignment. It is the difference between the
readings taken on the rim at the 90 degree and 270 degree positions, as
shown in figure 29.
270°
0
90 10
80 20
70 30
60 40
50
50
60 40
70 30
80 20
90 10
0
90°
Figure 29. Measurement of Horizontal Parallel Misalignment

The basic principle behind indicator measurement of angular
misalignment is very similar to the principle behind parallel
misalignment, except that the indicator probe contacts the hub face
instead of the rim. In this case, the principle is that an indicator probe
which is attached to a shaft will scribe a circle which is exactly
perpendicular to the axis of its shaft. If the indicator probe is in contact
with the face of a another shaft which is perfectly aligned in the angular
orientation (i.e. also perpendicular to the axis of the shaft on which the
indicator is mounted), the probe’s reading will not change as its shaft is
rotated.
If, however, the other shaft’s axis is oriented at an angle to the
vertical plane, the vertical angular misalignment is equal to the
difference between the probe readings at the top and the bottom of the
hub’s face. In figure 30, for example, the probe readings at the top and
bottom of the face are 0.019 and 0.008. This means that the vertical
angular misalignment is 0.011 inch.
TOP READING
0.019
0°
FACE
0
90 10
80 20
70 30
60 40
50
50
60 40
70 30
80 20
90 10
0
180°
BOTTOM READING
0.008
Figure 30. Indicator Measurement of Vertical Angular Misalignment
Horizontal angular misalignment is determined in a similar manner

to vertical angular misalignment. It is the difference between the
readings taken on the face at the 90 degree and 270 degree positions.
Likewise, horizontal parallel misalignment is determined by taking
readings on the rim at 90 and 270 degrees.

Shaft Alignment vs. Coupling Alignment
It is important to understand that the real goal of the alignment
process is to align the shafts, not the couplings. Couplings can have a
number of imperfections which can cause the shafts to not be aligned
when the couplings are aligned.
As an example, figure 31 shows a coupling with a bore which has
been cut off center. In this figure, the coupling was used to measure the
alignment. As the left figure, final alignment, shows, the coupling is
perfectly aligned in one position, but the shafts are not. When the
coupling is rotated 180 degrees, the hubs are no longer aligned. This
creates relative movement between the coupling hubs as shown by the
flex member, causing vibration and wear.
FINAL ADJUSTMENT AFTER SHAFTS ROTATE 180°
FLEX
3 2 1 ELEMENT 3 2 1
A B B
CL C CL
A
CL B LA B
SHAFT OFFSET
FLEX (AMOUNT OF COUPLING MISBORE)
ELEMENT
Figure 31. Effect of Using Coupling Alignment on Coupling Hubs Misbored Off-Center, Shafts Not Aligned
In contrast, figure 32 shows that there will be no relative movement

between the coupling hubs if the shafts are aligned even if the hubs are
misbored.
3 2 1
FLEX
ELEMENT
A B B
B
CL CL CL
A A
CL
A B
1 2 3
FLEX
ELEMENT
Figure 32. Effect of Using Shaft Alignment on Coupling Hubs Misbored Off-Center, Shafts Aligned

Figure 33 shows another example of how a misbored coupling hub
can affect alignment if coupling alignment is used. In this case, the
coupling is bored with an angle. If the couplings are aligned but the
shafts are not, there will be relative movement of the coupling hubs as
shown in the right-hand drawing of figure 33.
OFFSET
FLEX
ELEMENT
A B
B
CL CL B CL
A B
CL
A
ANGULARITY
A ANGULARITY
FLEX OFFSET
ELEMENT
NOTE: OFFSET & ANGULARITY
REMAIN CONSTANT
Figure 33. Effect of Using Coupling Alignment on Coupling Hubs Misbored Off-Angle, Shafts Not Aligned
As before, the effect of the misbored coupling will be avoided by

aligning the shafts, as shown in figure 34.
FLEX
ELEMENT
B
A
CL CL CL CL
A A A A
A
FLEX
ELEMENT
NOTE: NO OFFSET OR
ANGULARITY PRESENT
Figure 34. Effect of Using Shaft Alignment on Coupling Hubs Misbored

Off-Angle, Shafts Aligned

In addition to errors in the way the coupling is bored, there are other
problems which can have the same effect. These include: high and low
spots on the hub surfaces, bent shafts, worn or damaged bearings, and
bad coupling assembly. This makes it important to align the shafts and
not the couplings.
The technique to align the shafts instead of the couplings is to rotate
both coupling hubs together each time before a reading is taken. This
causes the reading to always be taken on the same place on the hub. This
concept can be applied to any of the alignment methods including the
straight edge and feeler gauge method.
Sometimes one of the shafts cannot be moved because of the load or
internal mechanics of the component to which it is attached. In these
cases, you will have to rotate the indicator without rotating one of the
shafts. This means that the TIR will have an error caused by the
imperfections in the coupling surface and its bore. Even the best made
couplings have a surface run-out on their hubs of 0.001 inch or more.
When the measurements for alignment are taken without rotating the
shafts, this is called static alignment. This is in effect a coupling
alignment. A dynamic alignment is done when the shafts are rotated.
This is in effect shaft alignment.
Step-by-Step Rim and Face Alignment Procedure

The specific procedure to follow to perform the alignment using an
indicator is as follows:
Step 1 Perform Pre-alignment - Perform the same pre-alignment
steps that you did with the feeler gauge and straight edge method. These
include:
• Mount the motor and driven component
• Check and correct both machines for an initial soft foot
• Check and correct both machines for an final soft foot
• Level both shafts
• Make sure the height of the stationary machine is higher than the
machine to be shimmed
• Check both shafts for run-out
• Check both shafts for end-float
• Place the coupling hubs on the shafts and mount them flush with
the end of the shaft or as instructed by the manufacturer’s
recommendations
• Tighten the mounting bolts of the two machines

Step 2 Perform a rough alignment - Use a feeler gauge and straight
edge alignment method first. This is done because the range of motion of
the dial indicator is limited and may not be able to perform the reading if
the misalignment is grossly off.
Step 3 Position one coupling hub for taking face readings - In
order to use the indicator on the face, the coupling hubs must be
positioned far enough apart to get the indicator in between the two hubs.
To do this, the hub which is on the same shaft as the indicator can be
loosened and moved back on its shaft, as shown in figure 35.
HUB PULLED BACK MOTOR PULLED BACK
A B A
B
CLEARANCE CLEARANCE
FOR FOR
INDICATOR INDICATOR
Figure 35. Positioning of Coupling Hub for Indicator Face Measurement

An alternate to this is to use the back sides of the coupling hubs, as
shown in figure 36.
0
01 09
02 08
03 07
04 06
05
BACK FACE
Figure 36. Indicator Measurement Off the Back Face of Coupling Hub
If the coupling has a spacer, as shown in figure 37, this step does not
need to be performed. The coupling hub is left in place and the spacer is
simply removed.
0
90 10
80 20
70 30
60 40
50
SPACER
Figure 37. Indicator Measurement with Spacer Coupling

Step 4 Determine how the dial indicator will be mounted - This
step requires the following decisions to be made:
• Determine whether you are going to use one or two indicators
• Select which shaft on which you are going to mount the indicators
• Determine where on the shaft or hub the indicators are going to be
mounted
The indicator measurements can be performed either with one or two
indicators. In fact, the rim and face method is sometimes called the two
indicator method as well as just the indicator method. If one indicator is
used, it is oriented on the hub’s face for angular measurements and then
moved to the rim for parallel measurements.
If you use two indicators, one indicator is placed on the rim and one
is placed on the face and the measurements are taken at the same time.
Both methods use the same measurements. The two indicator method is
faster, but the one indicator method is cheaper and simpler.
RIM
0
01 09
02 08
03 07
04 06
05
0
90 10
80 20
70 30
60
50
40 DRIVEN SHAFT
MOTOR SHAFT
FACE
Figure 38. Two Indicator Mounting
It really doesn’t matter which shaft you attach to the indicator.

Normally, however, the indicator is mounted to the shaft to be shimmed
This is usually the driver machine, but in some cases, the machine to be
shimmed can the driven component. This occurs with turbine-driven
machinery because the turbine, the driver, is often very difficult to move.
Most importantly, the indicator should be mounted to a shaft that can
be rotated by hand.

Lastly, you must determine how you are going to mount the
indicator. The indicator can either be mounted to the shaft, the front of
the coupling hub, or the back of the coupling hub, as shown in figure 39.
It is most often attached using a system of adjustable clamps and rods,
but it can also be bolted in place as well.
INDICATOR MOUNTED TO INDICATOR MOUNTED TO

BACK FACE COUPLING FRONT FACE OF COUPLING
0 0
90 10 90 10
80 20 80 20
70 30 70 30
60 40 60 40
50 50
Figure 39. Indicator Mounting Methods

Step 5 Perform Vertical Angular Alignment - This step is
performed by first mounting the indicator on the driver shaft and
orienting it so that it can read the face of the driven hub, as shown in
figure 40. The indicator should be positioned so that its probe is in the
middle of its range. Normally, the indicator reading is then set to zero to
make the calculation easy, but you can also choose to leave it where it is
and subtract the other reading from it.
0° READING
0
90 10
80 20
70 30
60 40
50
50
60 40
70 30
80 20
90 10
0
180° READING
Figure 40. Position of Indicator for Measuring Vertical Angular

Misalignment

The driven shaft and driver shaft are both then rotated 180 degrees
and the indicator reading is taken at the bottom. If the reading at the top
was set to zero, the bottom indicator reading is equal to the vertical
angular misalignment. If it wasn’t set to zero, the angular misalignment
is found by subtracting the two readings.
The shim thickness is then determined by multiplying the difference
in two indicator readings by the ratio of the diameter of circle where the
probe makes contact on the face to the motor’s mounting bolt distance,
as shown in figure 41. If your indicator is positioned near the edge of the
hub, you can just use the diameter of the hub.
FACE
DIAMETER
0
90 10
80 20
70 30
60 40
50
MOUNTING BOLT DISTANCE

SHIM RATIO = FACE DIAMETER
MOUNTING
BOLT
DISTANCE
Figure 41. Calculation of Shim Thickness
In figure 41 for example, the shim ratio is 2 (2=10/5). If the

difference between the readings is 0.008, the run-out is 0.004 and the
shim thickness is then 0.008 (0.008=0.004 x 2).

The next part of this step is to shim two of the feet with shims having
the thickness you calculated. The front feet should be shimmed if the
probe reading is minus, the back feet should be shimmed if the probe
reading is plus, as shown in figure 42.
SHIM BACK FEET SHIM FRONT FEET
0
10
90
20
80
30
70
40
0 60
90 50
10
80
20
70
30
60
40
50
50
40
60
30
70
20
80
10
50 90
60
0
40
70
30
80
20
90
10
0
BOTTOM READING LESS BOTTOM READING GREATER

THAN TOP READING THAN TOP READING
TIR = 0° READING - 180° READING
Figure 42. Effect of Probe Polarity on Shimming
After shimming the feet, tighten the mounting bolts and recheck the
top and bottom face readings. Make additional shim corrections as
needed until both the bottom and top readings are the same. This would
be zero if you had set the dial to zero at the top earlier.

Step 6 Perform Vertical Parallel Alignment - This step is
performed by first repositioning the dial indicator so that its probe is
positioned on the top of the hub, as shown in figure 43. Make sure to
position the probe precisely on top and not to the side. Also, position the
indicator so that its probe is in the middle of its range. You can choose to
set the dial to zero or record its current reading.
The driven shaft and driver shaft are both then rotated 180 degrees
and the indicator reading is taken at the bottom. If the reading at the top
was set to zero, the vertical parallel misalignment is equal to one half the
bottom indicator reading. If the indicator was not set to zero, subtract the
two readings and then divide by 2.
0°
0
90 10
80 20
70 30
60 40
50
50
60 40
70 30
80 20
90 10
0
180°
The next part of this step is to calculate the shim thickness. In this
case, the shim thickness is one half the difference in the indicator read
between top and bottom. This is because the measurement between the
top and bottom is the total indicator readout (TIR), which is two times
the shaft misalignment.
Once the shim thickness is calculated, all four mounting feet should
be shimmed equally with this thickness. the mounting bolts are then
tightened and the indicator readings are taken again. If the two readings
are not the same, the shims should be added as necessary.
Now that the vertical alignments have been done, you can go on to
the horizontal alignments. These alignments do not require shimming.

Step 7 Perform Horizontal Angular Alignment and Set the
Gap - The gap is set as part of the horizontal angular alignment because
it is affected by changes in horizontal alignment.
Reposition the dial indicator so that its probe is positioned again on a
smooth part of the face of the hub in 90 degree position, as shown in
figure 44. Position the indicator so that its probe is in the middle of its
range. Then set the dial to zero or not.
Next, make sure the two shafts are not free floating. To do this, push
each shaft away from the other so that it is resting solidly against one of
its bearings. If this is not done, the indicator measurements on the face
will have an error if the shaft moves while the measurement is taken.
Now, either set the indicator to zero or record its reading at 90
degrees.
The driven shaft and the driver shaft are both then rotated 180
degrees and the indicator reading is taken at the 270 degree position. If
the indicator was set to zero at 90 degrees, the indicator measurement at
270 degrees is equal to the amount of horizontal angular misalignment. If
not, the misalignment is equal to the difference between the two
readings.
OVERHEAD VIEW
270°
0
90 10
80 20
70 30
60 40
50
50
60 40
70 30
80 20
90 10
0
90°
Figure 44. Measurement of Horizontal Angular Misalignment Gap
To correct this misalignment, loosen the motor’s mounting bolts and

carefully bump or push the front left foot or right foot so that the
indicator reads zero while the probe is in the 270 degree position or is
equal to the reading at 90 degrees.
Finally, set the gap by first centering the end play of the driver shaft
and the driven shaft. Then use either a steel rule or an inside micrometer
to measure it. Move the motor either in or out to adjust the gap to the
manufacturer’s specifications. This amount will vary, depending on the
type of coupling.
Leave the bolts untightened and go to the final step.
Step 8 Perform Horizontal parallel misalignment - Reposition the
dial indicator so that its probe is positioned on the hub’s rim precisely at
the 90 degree position, as shown in figure 45. Then position the indicator
so that its probe is in the middle of its range. Set the dial to zero or
record its current reading
The driven shaft and driver shaft are both then rotated to the 270
degree position and the indicator reading is taken. If the reading at 90
degrees was set to zero, the parallel misalignment is equal to one half the
indicator reading at 270 degrees. If the indicator was not set to zero,
subtract the two readings.
270°
0
90 10
80 20
70 30
60 40
50
50
60 40
70 30
80 20
90 10
0
90°
Figure 45. Measurement of Horizontal Parallel Misalignment
To correct this misalignment, carefully bump or move the side of the

motor without losing angular alignment until the readings at 90 and 270
degrees are the same.

If you are using jack bolts, it is easier to not loose the angular
alignment because you can move both the front and back ends of the
motor equally by simply turning the front and back jack bolts equally, as
shown in figure 46.
270°
0
90 10
80 20
70 30
60 40
50
50
60 40
70 30
80 20
90 10
0
90°
JACK BOLTS
Figure 46. Correction of Parallel Misalignment with Jack Bolts
It is also worthwhile to note that the indicator readings can actually

be taken from any surface, not just the coupling. Many manufacturers
make alignment sets which include a target on which the indicators take
this reading, as shown in figure 47. This avoids problems with finding a
good surface on the coupling to take the readings, it makes the angular
readings more accurate by making the target radius larger, and it avoids
the need to move the coupling hub to get to the face.
80
70
90
60
50
0
40
10
20
30
RIM
0
90 10
80 20
70 30
60
50
40
TARGET
BACK FACE
Figure 47. Alignment Indicator Target

SKILL 3 ALIGN A COUPLING USING THE RIM AND FACE
INDICATOR METHOD
Procedure Overview
In this procedure, you will use the rim and face method
to align the flange coupling.
This
❑ 1. Perform the following safety checkout to prepare for working with
Do

Floor is not wet

switch.
❑ 3. The motor and shaft should still be assembled to the flange
coupling from the last skill. If not, perform Skill 2 to make it so.

❑ 4. Obtain the dial indicator and its adjustable arm assembly, as shown
in figure 48, from the Storage Unit. Also, locate the inspection
mirror.
Figure 48. Dial Indicator, Adjustable Arm Assembly, Mirror
❑ 5. Perform the following substeps to set up the dial indicator to

measure the face of the coupling hub.
A. Loosen the four socket head cap screws in the side of the hub.
B. Loosen a hub set screw and pull the hub back to leave a gap, as
shown in figure 49.
C. Tighten the hub set screw.
D. Attach the dial indicator to the motor shaft by clamping its
adjustable arm to the shaft, as shown in figure 49.
E. Adjust the position of the arm so that the indicator probe is
touching a smooth place on the back face of the driven
coupling at the 0 degrees position, and is oriented
perpendicular to the face.
0
01 09
02 08
0°
03 07
04 06
05
0.010"
Figure 49. Dial Indicator as Positioned for Back Face Measurement

F. Adjust the indicator position so that the probe reads
approximately in its mid-range.
alignment of the flange coupling.
A. With the dial indicator at 0 degrees, place a chalk mark across
the two hubs at the 0 degrees position.
B. Rotate the shafts so that the chalk marks are at 0 degrees and
aligned with the indicator. Record the indicator reading.
Face0 ________________________________________(in/mm)
C. Rotate both the coupling and the indicator so that the chalk
marks and indicator are at 180 degrees Measure the indicator
reading again.
Face180 ______________________________________(in/mm)
D. Calculate the vertical angular misalignment.
Vertical Angular Misalignment= Face0- Face180

E. Measure the diameter across the face of the coupling where the
indicator touches the face, as shown in figure 50.
Coupling hub diameter__________________________(in/mm)
DIAMETER
0
01 09
02 08
03 07
04 06
05
50
40 60
30 70
20 80
10 90
0
Figure 50. Diameter of Face Where Indicator Makes Contact

F. Measure the motor mounting bolt distance.
Motor mounting bolt distance ____________________(in/mm)

Shim Ratio = Motor Mount Distance/ Face diameter
Shim Ratio = ________________________________________

Shim thickness ________________________________(in/mm)

necessary to correct the angular misalignment.
0.002 inches or better. This means that the difference between
the two indicator readings should be within 0.002 inches of
each other.
A. Rotate the coupling hub and indicator so that the chalk marks
and indicator probe are at 0 degrees again.
B. Reposition the indicator so that its probe reads the hub’s rim at
the 0 degree position, as shown in figure 51. Make sure to
position the probe precisely on top and not to the side. Also,
position the indicator so that its probe is in the middle of its
range.
Rim0 ________________________________________(in/mm)
0°
90 10
80 20
70 30
60 40
50
50
60 40
70
80
30
20
180°
90 10
0
Figure 51. Diameter of Face Where Indicator Makes Contact

marks and indicator are at 180 degrees Measure the indicator
reading again.
Rim180 _______________________________________(in/mm)
D. Calculate the Total Indicator Reading(TIR).
TIR= Rim0- Rim180
TIR=________________________________________(in/mm)
E. Calculate the vertical parallel misalignment.
This is equal to the run-out, which is 1/2 the TIR.
Vertical Parallel Misalignment(Run-out) = 0.5 x TIR
Vertical Parallel Misalignment= __________________(in/mm)

0.002 inches or better. This means that the difference between
the two indicator readings should be within 0.002 inches of
each other.
the amount of parallel misalignment you measured in substep
E.
NOTE
tic
e This It is possible for the driven shaft to be lower than the motor
No
shaft. In such a case you would shim the driven shaft, but this is
not so because one of the steps in the previous skill was to
make sure the motor shaft was the lower of the two.

H. Recheck the parallel misalignment.
the angular misalignment less than 0.002 inches. If not, shim

alignment.
In the case of a flange coupling, there is no gap to set because the
two hubs will be directly bolted to each other.
A. Reposition the dial indicator so that it reads the face of the
coupling again, as shown in figure 52. Adjust the probe
position so that the indicator reads in its mid-range.
B. Rotate the coupling and indicator so that the chalk marks and
indicator probe are in the 90 degree position, as shown in figure
52. Record the reading.
Face90 ______________________________________________________________(in/mm)
C. Rotate the coupling and indicator so that the chalk marks and
indicator are both at 270 degree position. Record the reading.
Face270 _____________________________________________________________(in/mm)
The difference between the two measurements in substeps B
and C is the horizontal angular misalignment.
It should be less than 0.002 inches. Go to substep D to either
bring the alignment within this tolerance or better.
02
01 09
08
270°
03 07
04 06
05
50
40 60
30 70
20
10 90
80
90°
0
Figure 52. Position of Probe for Measurement of Vertical Parallel

Misalignment
D. Loosen the motor mounting bolts and adjust the position of the
motor.
E. Recheck the alignment by taking readings at the 90 and 270
degree positions again. Adjust the motor position until the
readings are within 0.002 inches of each other.
F. Tighten the mounting bolts.

misalignment.
A. Rotate the coupling and indicator so that the chalk marks and
indicator probe are at 90 degrees again.
B. Reposition the indicator so that its probe reads the hub’s rim at
the 90 degree position, as shown in figure 53. Make sure to
position the probe precisely at 90 degrees and not to the side.
Also, position the indicator so that its probe is in the middle of
its range.
Rim90 _______________________________________(in/mm)
270°
90 10
80 20
70 30
60 40
50
50
60 40
70
80
30
20
90°
90 10
0
Figure 53. Position of Indicator for Measurement of Horizontal Parallel

Misalignment
marks and indicator are at 270 degrees. Measure the indicator
reading again.
Rim270 _______________________________________(in/mm)
D. Calculate the Total Indicator Reading(TIR).
TIR= Rim90- Rim270
TIR=________________________________________(in/mm)
E. Calculate the horizontal parallel misalignment.
This is equal to the run-out, which is 1/2 the TIR.
Horizontal Parallel Misalignment =________________(in/mm)

F. Loosen the motor feet and carefully bump or move the motor to
Try not to lose the angular alignment as you do this.

G. Recheck the horizontal parallel alignment and then the
horizontal angular alignment.
Adjust the motor position until the alignments are within 0.002
inches or better. This means that the difference between each
two indicator readings should be within 0.002 inches of each
other.
H. Tighten the motor feet.
the procedure.
❑ 12. Loosen the hub set screw that was adjusted in step 5.
❑ 13. Tighten the four socket head cap screws in the side of the hub.
❑ 14. Tighten the hub set screw.
WARNING
ar
W

Control Unit.
into a wall outlet.
position.
turn on.
constant speed.
load to 24 in-ounces.
Observe that the loaded drive assembly operates properly.

❑ 23. Leave the coupling assembly set up.
In the next skill, you will use this coupling to learn how to use the
next type of alignment method, the reverse indicator.

SEGMENT 3
SELF REVIEW
r This
we
Ans
1. The rim and face alignment method is also known as the
______________ alignment method.
2. The rim and face alignment method is used to measure the

_____________ and _____________ misalignment between
the two coupling hubs.
3. Parallel shaft misalignment is ____________ the difference

in indicator readings.
4. _______________ parallel misalignment is the difference

between indicator readings taken on the hub rim at the 90
degree and 270 degree positions.
5. ________________ misalignment is measured along the

face of the hub.
6. The real goal of alignment is to align the ____________, not

the coupling hubs.
7. ____________ alignment is when shaft alignment is

measured without rotating one of the shafts.

SEGMENT 4
REVERSE INDICATOR ALIGNMENT METHOD
OBJECTIVE 7 DESCRIBE THE OPERATION OF

THE REVERSE INDICATOR METHOD
dT
his The reverse indicator method is another type of alignment method
Rea
which uses dial indicators to measure the alignment. In this case, two
dial indicators are used. One is attached to each shaft and positioned to
read the hub rim on the other shaft, as shown in figure 54.
DRIVEN SHAFT
DRIVER SHAFT
Figure 54. Reverse Indicator Alignment Method
The reverse indicator method only takes readings on the rim, not the
face, and it does this with the coupling hubs attached to each other. This
makes it a great method for preventive maintenance checks because the
coupling does not need to be disassembled to check alignment. It also
turns out to be a more accurate alignment method than either the straight
edge and feeler gauge method or the rim and face indicator method, as
you will soon learn from the following description of its operation.

Basic Principle of Reverse Indicator Method
The reverse indicator method measures the two types of vertical
misalignment, angular and parallel, at the same time with one set of
measurements. In a separate set of measurements, this method measures
the two horizontal misalignments at the same time as well.
The basic concept behind measurement of vertical misalignment
using the reverse indicator method is to first determine the relative
position of the two shafts by measuring the difference in position
between the two shafts at two different points. This is done using the two
dial indicators, as shown in figure 55. Each indicator is rotated 180
degrees to find the total indicator reading at each point, with the shaft
misalignment being one half this amount. The misalignment is the
distance between the two shafts, as shown in figure 55. These two
distances define the centerline of the motor shaft relative to the
stationary machine shaft. The angle between these two lines defines the
angle at which the motor base is sitting relative to the base of the
stationary machine.
INDICATOR 2 INDICATOR 1
0 0
90 10 90 10
80 20 80 20
70 30 70 30
60 40 60 40
50 50
ØS
RUN-OUT2 RUN-OUT1
Figure 55. Measurement of Relative Position of Two Shafts

This angle can be determined using a piece of graph paper, as shown
in figure 56. To do this, the centerline of the stationary machine’s shaft is
first drawn along the horizontal and used as a reference line. The
distances from indicator 1 to indicator 2 and the motor’s mounting feet
are then measured and plotted along the horizontal reference.
Finally, the measurements from the two indicators are plotted on the
paper relative to the horizontal line and a line is drawn through them.
This line is extended across the paper, as shown in figure 56. The heights
at points 3 and 4 between the horizontal line and this line represent the
amounts by which the motor must be shimmed.
Once the motor feet are shimmed, the indicator readings at both
points on the shaft should be zero. This means that the two shafts are in
perfect alignment.
DRIVER SHAFT
CENTERLINE MEASUREMENT
OF INDICATOR 2
MEASUREMENT
OF INDICATOR 1
X
DRIVEN SHAFT
CENTERLINE X
H4
H3
H2
H1
POINT POINT POINT POINT

4 3 2 1
H3 = FRONT FEET SHIMS

H4 = BACK FEET SHIMS
Figure 56. Graph Paper Plot
The accuracy of the reverse indicator method is better when the

distance between the two indicator measurements is greater. This makes
the reverse indicator better for larger couplings or couplings with
spacers. In any case, it is more accurate than the rim and face method
because the distance between the two indicators is almost always larger
than the diameter of the hub. Not using face readings also makes the
reverse indicator method more accurate because face readings can be
affected by shaft end float.
As with the rim and face method, indicator targets can be used
instead of the rim of the coupling. This allows more distance to be
created between the indicators, making the readings even more accurate.

Horizontal misalignment is also measured using the same technique
as vertical misalignment, except the relative distance between two shafts
is measured at 90 and 270 degrees. Since the motor feet do not need to
be shimmed to correct this type of misalignment, the graph does not need
to be made. The motor is simply moved until the run-out of both
indicators is zero.
Step-By-Step Procedure
As with the other types of alignment, a number of prealignment steps
must be performed with the reverse indicator method for new
installations. If, however, you are performing a preventive maintenance
check, these prealignment steps can be skipped and you can begin
alignment measurement directly.
The specific procedure is as follows:
Step 1 Perform Pre-alignment - Perform the same pre-alignment
steps that you did with the feeler gauge and straight edge method. These
include:
• Mount the motor and driven component
• Check and correct both machines for an initial soft foot
• Check and correct both machines for an final soft foot
• Level both shafts
• Make sure the height of the stationary machine is higher than the
machine to be shimmed
• Check both shafts for run-out
• Check both shafts for end-float
• Place the coupling hubs on the shafts and mount them with flush
with the shaft or as instructed by the manufacturer’s
recommendations
• Tighten the mounting bolts of the two machines
Step 2 Perform a rough alignment - Use the feeler gauge and
straight edge alignment method. This is done so that you can assemble
the coupling and because the range of motion of the dial indicator is
limited and may not be able to perform the reading if the misalignment is
grossly off. You may also want to use the rim and face method before
final assembly as well.
Step 3 Assemble the coupling - Unlike the other alignment
methods, the reverse indicator method can be performed with the
coupling fully assembled less its cover as well as disassembled.
In practice, you will use the reverse indicator method when the
coupling is both assembled and disassembled.
Step 4 Mount the indicators - One indicator is mounted to each
shaft or coupling hub using an adjustable arm assembly. Mount the
indicators to opposite sides of the shafts. The indicators are then adjusted
so that their probes read a point on either the rim or the hub of the other
shaft’s coupling hub. The further away the indicators are from each
other, the more accurate your shim calculations will be.
Make sure that the probes are positioned somewhere near the middle
of range so that they don’t bottom out when they are rotated. Rotate the
shafts 360 degrees to make sure that there is no interference with the
travel of the probes. If so, the rough alignment needs to be redone.
Step 5 Centralize the driver shaft - Before starting the vertical
alignment step, check the horizontal alignment to make sure that the
machines’ shafts are roughly in line with each other in the horizontal
plane, as shown in figure 57.
INDICATOR 2
0
01 09
02 08
03 07
04 06
05
270°
90°
50
60 40
70 30
80 20
90 10
0
Figure 57. Horizontal Misalignment of Machines

If this is not done, the indicators will read a false TIR because they
will read the shaft to the side when they are at 0 or 180 degrees, as
shown in figure 58.
SHAFT OR
COUPLING
FALSE
TRUE TIR
TIR
Figure 58. False TIR Caused by Horizontal Misalignment

To perform a rough horizontal alignment, first rotate the coupling so
that Indicator 2 is at 90 degrees. Record the indicator readings. Then
rotate the coupling so that Indicator 2 is at 270 degrees. These two
readings should be roughly the same, within 0.005 inch of each other. If
they are not, loosen the motor’s mounting bolts and adjust its position so
that they are. Then tighten down the bolts.
Step 6 Measure Vertical Alignment - To begin the measurement of

vertical alignment, first record the readings of the two indicators with
Indicator 1 at 0 degrees and Indicator 2 at 180 degrees. Then rotate the
coupling so that Indicator 1 is at 180 degrees and Indicator 2 is at 0
degrees. Record the readings.
Next find the TIR for Indicator 1 by subtracting the reading at 180
degrees from the reading at 0 degrees.
TIR = Reading at 0 degrees - Reading at 180 degrees
Find the TIR for Indicator 2 by subtracting its readings at 180 and 0
degrees from each other.
Finally, calculate the misalignment at each indicator by dividing
each TIR measurement in half.
Run-out = 0.5 x TIR
It is very important that you maintain the polarity signal (i.e. plus or
minus) when you calculate the TIR because it tells you which shaft is
high. For example, if the driver shaft is high, either due to angular or
parallel misalignment, the TIR at Indicator 2 (the driver) will be positive
and the TIR at Indicator 1 (the driven) will be negative, as shown in
figure 59.
0 DRIVER SHAFT 0
+ HIGH -
DRIVER SHAFT DRIVEN SHAFT
Figure 59. Indicator Polarity When Driver Shaft High

The polarities shown in figure 59 should not occur very often
because the driven shaft is usually positioned higher before beginning
the alignment process. Therefore, the more common polarities will be
when the driven shaft is high, as shown in figure 60.
0 DRIVER SHAFT 0
+ LOW -
Figure 60. Indicator Polarity When Driven Shaft High

In a few rare cases, the centerline of the driver shaft is such that it
intersects the driven shaft centerline at the coupling. This causes the
TIRs to both have the same polarity, because indicators both see their
shafts the same, low if the polarity is negative and high if it is positive,
as shown in figure 61. A positive polarity tells you that the driver shaft is
low and a negative polarity tells you that the driven shaft is low.
This does not change the way in which you will correct the mis-
alignment, it is only useful so that you don’t think you have made an error.
CENTER LINES INTERSECT AT COUPLING
0 DRIVER SHAFT 0 INDICATOR 1

INDICATOR 2
+ LOW +
DRIVER SHAFT
0 0
HIGH
- -
Figure 61. Effect of Shafts Intersecting at the Coupling

Step 7 Measure the Distances from Indicator 1 - Measure the
distances from Indicator 1 to Indicator 2 and the motor’s mounting bolts,
as shown in figure 62.
0
90 10
80 20
70
60
50
40
30
INDICATOR 1
30
40
50
60
70
INDICATOR 2
20 80
10 90
0
LENGTH 1-3 LENGTH 1-2

LENGTH 1-4
4 3
BACK FRONT
FEET FEET
Figure 62. Measurement of Horizontal Misalignment
Step 8 Create the Graph - Create a graph by first drawing a

horizontal line across the graph paper. This will represent the line of the
driven shaft. Our goal is to determine how much to shim the motor feet
to bring the motor shaft in line with the driven shaft.
Plot and label the distances from Indicator 1 you measured in Step 7
on the graph along the horizontal line, as shown in figure 63.
Draw a vertical line at Point 1 whose length is equal to the shaft
run-out you measured with Indicator 1. Draw the line above the
horizontal line if the TIR at Indicator 1 was negative and below the line
if the TIR was positive. Indicator 1’s line is drawn in the reverse
direction because it measures the distance the driven shaft is from the
driver shaft, while the plot you are making shows the distance the driver
shaft is from the driven shaft.
Then draw a line at Point 2 whose length is equal in height to the
shaft run-out at Indicator 2. Draw the line above the horizontal if the TIR
at Indicator 2 was positive and below the line if the TIR was negative.
This is just the opposite direction from Indicator 1, because Indicator 2
naturally measured the distance the driver shaft is from the driven shaft.

The end points of these lines, 1A and 2A, represent the distance
between the motor shaft’s centerline and the driven shaft’s centerline at
each point.
MEASUREMENT
AT INDICATOR 2
MEASUREMENT
AT INDICATOR 1
X
DRIVEN SHAFT
CENTERLINE X

4 3 2 1
Figure 63. Reverse Indicator Graph
Next, draw a line thorough Points 1A and 2A and extend it across

the graph, as shown in figure 64. This line represents the centerline line
of the motor shaft. The amount to shim each foot is than determined by
measuring the lengths of the lines at Points 3 and 4. If this line is above
the horizontal, shims must be added. If the line were below the
horizontal, shims would have to be removed.
DRIVER SHAFT
CENTERLINE
4A H3= FRONT FEET SHIMS

H4= BACK FEET SHIMS
3A
2A
X 1A
H4
X
H3

4 3 2 1
Figure 64. Determination of Shims Needed

Step 9 Perform Horizontal Alignment Measurement - The
horizontal alignment, both parallel and angular, is measured in the same
way as the vertical alignment, except the indicator readings are taken at
90 and 270 degrees, as shown in figure 65.
INDICATOR 2
0
90 10
80 20
70 30
60 40
50
270°
90°
50
40 60
30 70
20 80
10 90
0
INDICATOR 1
Figure 65. Measurement of Horizontal Misalignment
The difference between the indicator readings give a combination of

the parallel and angular misalignment. You can choose to plot these
readings on a graph. However, since we don’t shim to correct horizontal
misalignment, you don’t always need to make the graph. If the run-out is
different between Indicators 1 and 2, this indicates angular
misalignment. Correct this first by moving one of the ends of the motor
to a position where the run-out is the same at both indicators. Then move
both the front and the back ends of the motor equally to the side until the
run-out at both indicators is either zero or within the manufacturer’s
tolerance.

SKILL 4 ALIGN A COUPLING USING
THE REVERSE INDICATOR METHOD
Procedure Overview
In this procedure, you will use the reverse indicator
method to align the flange coupling. This method is used
after the coupling is assembled, which is how you should
have left the flange coupling in the last skill.
Do

switch.
Floor is not wet
❑ 3. The motor and shaft should still be assembled to the flange

coupling from the last skill. If not, do so.
❑ 4. Obtain two dial indicators and their adjustable arm assemblies.
You used one of these indicators in the last skill.
❑ 5. Perform the following substeps to mount the dial indicators.
A. Loosen the four socket head cap screws in the side of the hub.
B. Loosen a hub set screw and pull the hub back to leave a
0.010-inch gap.
C. Tighten the hub set screw.

D. Attach one dial indicator to each shaft, as shown in figure 66.
Figure 66. Dial Indicators Attached to Shafts
E. Adjust the position of the indicator arm which is attached to the

motor shaft so that its indicator probe is touching a smooth
place on the rim of the coupling on the driven shaft at the 0
degrees position. Orient the indicator so that it is perpendicular
to the rim, as shown in figure 66.
F. Adjust the position of the indicator arm which is attached to the
driven shaft so that its indicator probe is touching a smooth
place on the rim of the coupling on the driven shaft at the 180
degrees position. Orient the indicator so that it is perpendicular
to the rim, as shown in figure 66.
G. Adjust each indicator’s position so that its probe reads
approximately in its mid-range.
H. Rotate the coupling 360 degrees to make sure that there is no
interference with the indicator’s travel. If so, correct it.
❑ 6. Perform the following substeps to centralize the two shafts.
A. Rotate the coupling so that Indicator 2 is at 90 degrees. Record
the reading.
Indicator 290 __________________________________(in/mm)
B. Rotate the coupling so that Indicator 2 is at 270 degrees.
Record the readings.
Indicator 2270 _________________________________(in/mm)
C. If the difference between the two readings is more than 0.005
inches, loosen the mounting bolts and correct it.
D. Tighten the mounting bolts and recheck the readings.

❑ 7. Perform the following substeps to measure the vertical
misalignment.
A. Rotate the coupling so that Indicator 1 is at 0 degrees and
Indicator 2 is at 180 degrees. Record the indicator readings.
Indicator 10 ___________________________________(in/mm)
Indicator 2180 _________________________________(in/mm)
B. Rotate the coupling so that Indicator 1 is at 180 degrees and
Indicator 1180 _________________________________(in/mm)
Indicator 20 ___________________________________(in/mm)
C. Calculate the TIR for each pair of indicator readings. If you get
a minus sign as you do this, keep it.
Vertical TIR1= Indicator 10 - Indicator 1180
Vertical TIR2 = Indicator 20 - Indicator 2180

Vertical TIR1= ________________________________(in/mm)
Vertical TIR2= ________________________________(in/mm)
D. Calculate the misalignment for each indicator.
Misalignment=0.5 x TIR
Vertical Misalignment1= ________________________(in/mm)
Vertical Misalignment2= ________________________(in/mm)
❑ 8. Measure the distances of Indicator 2 and the motor mounting feet
from Indicator 1, as shown in figure 67. Measure to the centers of
the mounting bolts.
0
90 10
80 20
70
60
50
40
30
INDICATOR 1
30
40
50
60
70
INDICATOR 2
20 80
10 90
0
LENGTH 1-3 LENGTH 1-2

LENGTH 1-4
4 3
BACK FRONT
FEET FEET
Figure 67. Measurement of Distances
Length 1-2 ___________________________________(in/mm)

Length 1-3 ___________________________________(in/mm)
Length 1-4 ___________________________________(in/mm)

❑ 9. Perform the following substeps to create a graph of your readings.
A. Draw a horizontal line across the middle of a piece of graph
paper.
B. Mark Point 1 on this line on the far right hand side, as shown in
figure 68.
This will represent the position of Indicator 1.
C. Determine a scale for the horizontal line and plot the distances
to Points 2, 3, and 4 from Point 1, as shown in figure 68.
It doesn’t matter what the scale is as long as the relative
distances are accurate.
MEASUREMENT
AT INDICATOR 2
MEASUREMENT
AT INDICATOR 1
X
DRIVEN SHAFT
CENTERLINE X

4 3 2 1
Figure 68. Plot of Distances Between Mounting Feet and Indicators
D. Determine a scale for the vertical lines with zero being at the
horizontal line.
The scale should be chosen so that the measurements you
calculated can be plotted from the horizontal line and a line
drawn through the ends of the measurement lines does not go
off the paper before it crosses Points 3 and 4.
E. Draw a vertical line at Point 1 whose length as measured along
your vertical scale is equal to the measurement for Indicator 1.
If the measurement is a plus, plot it below the horizontal. If it is
a minus, plot it above the horizontal.
F. Draw a vertical line at Point 2 whose length is equal to the
measurement for Indicator 2. Plot it above the line if the
measurement is a plus and below the line if it is a minus.
G. Draw a line which goes through the end points of the vertical
lines you just drew and extend it across the paper.

H. Use your vertical scale to determine the lengths in actual units
of the vertical lines at Points 3 and 4.
This represents the amount you have to shim the motor feet to
correct both the vertical angular and vertical parallel
misalignment. If the lines at Points 3 and 4 are below the
horizontal lines, this represents the amount of shims that need
to be removed from the motor feet. Most of the time you
should get a plus, meaning that shims should be added.
Front Feet Shims(Height 3) ______________________(in/mm)
Back Feet Shims(Height 4) ______________________(in/mm)

necessary to correct the vertical misalignment.
The run-out at each indicator should be less than 0.002 inches.
NOTE
tic
e This You do not need to disassemble the coupling to insert the
No
shims. In this case, the driven shaft bearings should adjust

enough that you can lift the motor. In other applications, the
flexible coupling will allow enough movement to permit this.
If it is not repeat this step to recalculate the shims and reshims.

❑ 10. Perform the following substeps to measure the horizontal
misalignment.
A. Rotate the coupling so that Indicator 1 is at 90 degrees and
Indicator 190 __________________________________(in/mm)
Indicator 2270 _________________________________(in/mm)

B. Rotate the coupling so that Indicator 1 is at 270 degrees and
Indicator 1270 _________________________________(in/mm)
Indicator 290 __________________________________(in/mm)

C. Calculate the TIR for each pair of indicator readings. If you get
a minus sign as you do this, keep it.
Horizontal TIR1 = Indicator 190 - Indicator 1270
Horizontal TIR2 = Indicator 290 - Indicator 2270
Horizontal TIR1= _____________________________(in/mm)
Horizontal TIR2= _____________________________(in/mm)

D. Calculate the measurement for each indicator.
Measurement=0.5 x TIR
Horizontal Measurement1= ______________________(in/mm)
Horizontal Measurement2= ______________________(in/mm)
❑ 11. Loosen the mounting bolts and move the motor so that the
measurement at Indicators 1 and 2 is 0.002 inches or less.
If the measurement at Indicator 1 is a plus and Indicator 2 is a
minus, move the motor to the left as you stand behind the motor. If
they have the opposite polarity, move the motor to the right.
Also, if Indicator 2 has a larger measurement than Indicator 1, you
will need to move the rear of the motor more.
Tighten the motor feet and recheck the horizontal alignment.
The measurement at each indicator should be less than 0.002
inches. If it is not, repeat this step to recalculate the movement and
make the correction.
the procedure.
❑ 13. Loosen the hub set screw that was adjusted in step 5.
❑ 14. Tighten the four socket head cap screws in the side of the hub.
❑ 15. Tighten the hub set screw.
WARNING
ning
ar Do not operate the mechanical drive system without the guard
W

Control Unit.
into a wall outlet.
position.
turn on.
constant speed.
load to 24 in-ounces.
Observe that the loaded drive assembly operates properly.
❑ 25. Disassemble the entire setup and store the components.
❑ 26. Remove the lockout/tagout.
OBJECTIVE 8 DESCRIBE THE EFFECT OF INDICATOR SAG ON ALIGNMENT

AND EXPLAIN HOW TO CORRECT FOR IT
dT
his One of the problems that affects both the rim and face alignment
Rea
method and the reverse indicator method is indicator sag. This is an error
in the indicator reading caused by the deflection of the indicator bracket
by gravity.
0
10
SAG AT 0°
90
80 20
70 30
60 40
50
50
60 40
70
80
30
20
SAG AT 180°
90 10
0
Figure 69. Indicator Sag Caused by Gravity
Indicator sag affects both the rim and the face readings, although the
rim readings are affected more. The only readings affected are those
taken to measure the vertical alignment. Horizontal readings are not
affected because the sag at 90 and 270 degrees is the same and cancel
each other out.

The indicator sag actually affects the indicator readings when the
indicators are at 0 degrees as well as at 180 degrees. However, we are
only concerned with the difference between the sag at the two positions
because the calculations taken from the indicator readings is always
based on the difference between the two readings. The sag at 180
degrees is more than the sag at 0 degrees because the rim helps to
support the indicator at 0 degrees and does not at 180 degrees.
Indicator sag is determined before beginning the alignment process.
The measurement apparatus is set up by attaching the indicators to a pipe
or some other rigid device and adjusting them so that they have the same
span they will have when they are attached to the shafts. The probes are
then positioned on a post or some other type of fixture which is attached
to the pipe, as shown in figure 69.
The sag is then measured by setting the indicators to zero while they
are oriented at 0 degrees and then rotating them to 180 degrees so that
the indicators are on the bottom, as shown in figure 70. The indicator
readings shown is the net difference in indicator sag between 0 and 180
degrees.
0
90 10
80 20
70 30
READING AT 0°
60 40
50
READING AT 180°
50
60 40
70 30
80 20
90 10
0
NET INDICATOR SAG = 0° READING - 180° READING
Figure 70. Measurement of Indicator Sag
For example, if the indicator sag in figure 70 is -0.005 inch, the rim
reading taken at 180 degrees must have 0.005 inch added to its reading.
This means that the motor must be shimmed 0.005 inch higher.
Indicator sag mainly is a factor to be considered on larger
installations where the indicator brackets are very long. The brackets on
the Amatrol trainer are short enough that the sag is very little. However,
it is still measurable.

SKILL 5 MEASURE AND CORRECT FOR INDICATOR SAG
Procedure Overview
In this procedure, you will measure the indicator sag
and determine the correction for it in your adjustments.
This
❑ 1. Attach the indicator to one of the shafts from Shaft Panel 1, as
Do
shown in figure 71.
Figure 71. Setup for Measurement of Indicator Sag

❑ 2. Adjust the position of the indicator so that the distance between the
indicator and the point where its arm attaches to the shaft is
approximately the same as it was for the reverse indicator method,
In this procedure, you will measure the indicator sag and
determine the correction for it in your adjustments shown in figure
72.
❑ 3. Adjust the indicator so that its probe contacts the shaft
perpendicular to the shaft’s centerline and its dial reads somewhere
Figure 72. Position of Indicator
near is mid-range.
❑ 4. Orient the shaft/ indicator assembly so that the indicator is at 0
degrees, as shown in figure 72. Record the reading.
Indicator reading (0) ______________________________(in/mm)
❑ 5. Rotate the assembly so that the indicator is on the bottom at 180
degrees. Then record the reading.
Indicator reading (180) ____________________________(in/mm)
❑ 6. Calculate the indicator sag by subtracting the two readings.
Indicator Sag = Indicator Reading (0) - Indicator Reading (180)
Indicator Sag = __________________________________(in/mm)

The amount you measure should be added to the indicator reading
at 180 degrees for the vertical parallel misalignment measurement
of the skill for the reverse indicator method. Since you didn’t do it
in the skill, the actual vertical alignment is off by this amount.
❑ 7. Disassemble the components and store them.

OBJECTIVE 9 DESCRIBE THE EFFECT OF THERMAL EXPANSION
ON ALIGNMENT AND EXPLAIN HOW TO CORRECT FOR IT
dT
his Another problem that affects shaft alignment is thermal expansion.
Rea
Thermal expansion is the increase in the outer dimensions of a
component as a result of an increase in temperature. This occurs because
metal expands as its temperature increases.
Thermal expansion causes the shaft height of a rotating component
to change. When the temperature of a component increases, its shaft
height rises. This would not be a problem if both shafts would rise an
equal amount, but they don’t in most cases. This is because the
temperatures of the driver and driven components are often not the same.
For example, a temperature of a pump which pumps hot liquid could
easily be hotter than the motor driving it.
To compensate for temperature changes, the shafts are often aligned
when they are cold so that there is a small amount of vertical parallel
misalignment or offset. This allows the shafts to become aligned after the
machines reach their normal operating temperatures.
COLD
OFFSET
MOTOR PUMP
Figure 73. Cold Setting Offset

The amount of offset that should be built in when the machine is
cold depends on the application. Normally, you should consult the
machine manufacturer’s installation manual. It will often have
recommendations. For example, the following chart is one company’s
guidelines for the cold settings of a typical size motor with a shaft height
of 8-10 inches which drives a centrifugal pump. The liquid temperature
refers to the temperature of the material being pumped.
LIQUID TEMPERATURE MOTOR SHAFT COLD OFFSET

(°F) (in)
Ambient (Room Temp) 0.002 to 0.004 low
Ambient + 100° 0.000 to 0.002 high
Ambient + 200° 0.004 to 0.006 high
Ambient +300° 0.008 to 0.010 high
Figure 74. Typical Cold Setting Recommendations
The recommendations shown in figure 74 are only approximate.

There are many factors which will cause the actual amount to vary. The
final step that should be done is to perform a “hot check”, which is a
check of the alignment after the machine has reached its normal
operating temperature. This can easily be done by shutting down the
machine and using the reverse indicator method.

SEGMENT 4
SELF REVIEW
r This
we
Ans
1. The ______________ indicator alignment method uses two
indicators to measure shaft misalignment.
2. The reverse indicator method takes readings along the

_________ of both hubs, not the face.
3. The reverse indicator alignment method measures both

______________ and ____________ vertical misalignment.
4. The relative angle of misalignment can be determined by

making a _______________.
5. Whether the indicator is reading positive or negative travel is

called the _____________.
6. Indicator ____________ is caused by gravity acting on the

weight of the indicator.


Mechanical Drives 2 Lap 5

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Mechanical Drives 2 Lap 5

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MECHANICAL

PRECISION SHAFT ALIGNMENT

950-ME1 Mechanical Drives 1 Learning System

FIRST EDITION, LAP 5, REV. B

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

SEGMENT 1 ELASTOMERIC COUPLINGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

SEGMENT 2 FLANGE COUPLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

SEGMENT 3 RIM AND FACE SHAFT ALIGNMENT METHOD . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

SEGMENT 4 REVERSE INDICATOR ALIGNMENT METHOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

OBJECTIVE 1 DESCRIBE FOUR TYPES OF COUPLING FLEXIBILITY

connecting the shaft of a driver such as a motor to another

Figure 1. Types of Misalignment

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

Figure 2. Elastomeric Coupling

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

Figure 3. Typical Flexible Metal Coupling

In general, the characteristics of elastomeric couplings are:

In contrast, the characteristics of metal couplings are:

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

DRIVER HUB COMPRESSED

Figure 4. Operation of Elastomer-in-Compression Coupling

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

Figure 5. Pin and Bushing Elastomer-in-Compression Coupling

SHEAR ACTION FROM

DRIVER HUB FLEXIBLE

Figure 6. Operation of Elastomer-in-Shear Couplings

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

Figure 7. Typical Elastomer-in-Shear Coupling

The advantages of a compression type elastomeric coupling over a

Combination Shear and Compression Couplings

Figure 8. Pre-Compression Coupling

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

Figure 9. Elastomer-in-Shear Coupling

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

power transmission equipment. Make sure that you are able to

YES/NO SAFETY CHECKOUT

Wearing safety glasses

Wearing tight fitting clothes

Ties, watches, rings, and other jewelry are removed

Long hair is tied up or put it in a cap or under shirt

Wearing heavy duty shoes

Wearing short sleeves or long sleeves are rolled up

Floor is not wet

❑ 2. Perform a lockout/tagout on the Motor Control Unit’s safety

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

Figure 10. Location of Components on 950-ME Work Surface

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

Effective Level Length _________________________(in/mm)

Mounting Bolt Distance_________________________(in/mm)

Shim Ratio _________________________________________

Shim Thickness _______________________________(in/mm)

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

Feeler Gauge Leaf Thickness_____________________(in/mm)

Effective Level Length _________________________(in/mm)

Mounting Bolt Distance_________________________(in/mm)

Shim Ratio _________________________________________

Shim Thickness _______________________________(in/mm)

Figure 11. Elastomer-in-Shear Coupling

❑ 8. Perform the following substeps to mount the coupling.

B503-XC LAP 5 PRECISION SHAFT ALIGNMENT

ELEMENT DRIVEN HUB

Figure 12. Installation of Elastomeric Element

4. A(n) -in- coupling