REPAIR & RECTIFICATION

TURBO-COMPRESSOR INSTALLATIONS
BHILAI STEEL PLANT

INDEX
1- Introduction
2- Chapter 1. Preparation for Capital Over hauls.
3- Chapter 2. Inspection of Turbine Casing.
4- Chapter 3. Inspection of Turbine Rotors.
5- Chapter 4. Inspection of Bearing and alignment of Rotors.
6- Chapter 5. Inspection of Steam distribution and Regulation system.
7- Chapter 6. Inspection of oil system of Turbo Compressor.
8- Chapter 7. Inspection of Casings and rotor of compressor.
9- Chapter 8. Inspection of Auxiliaries of Turbo-compressor.
10- Chapter 9. Starting and rectifying works.
11- Chapter 10.Special Tools and Devices used during Capital Repairs of Turbo-Compressors.

INTRODUCTION:
The power and Blowing Station of Bhilai Steel Project is equipped with Turbo-Compressors
(supplying air to blast furnace under pressure) of the following types:-
1. KB – 12 - II. Turbine coupled to K 3250-41-1 Compressor and
2. KB – 12 – IV Coupled to K – 4250 – 41 – 2 Compressor both of these are supplied by the lenin
Machine Building Plant of Leningrad.

Type No. (1) is a single cylinder condensing turbine directly coupled to the compressor by a flexible
gear coupling. The turbine is designed to work with the following parameters of Live steam 29-35
atmospheres abs. Pressure and 400 – 435°C temp. as measured before the turbine stop valve. The turbine is
capable of developing 12 MW power at normal steam parameters & working speed range is from 2500-
3300 rpm.

Compressor K – 4250 – 41 – 1 consists of four stages arranged in a single cylinder with an

intermediate tubular air cooler provided after the second stage.
Compressor K – 4250 -41 – 2 is a two cylinder machine. The intermediate tubular air cooler is
arranged a in the air flow path between the two cylinders which are in series. The first cylinder consists of a
double suction single stage impeller; the second one consists of a single suction – 3 – stages impeller.
The turbo compressors have special design aspects and as such the capital repairs work also of these
blowers have their own significance.
Capital repairs are usually done once in a year as a rule and sometimes when the unit is in a good
condition it can be done once in a two years period.

CHAPTER – I
Preparation for Capital Repairs.

The most significant thing in the whole of Capital repairs work is the carrying out of complete
schedule within the predetermined period accompanied by a high quality of workmanship.
Preparation for it consists of the following:-
1. Careful inspection of the whole unit while running noting down all defects and forming a defect
list.
2. Study of the preceding capital repairs reports and the remarks of the operation group.
3. Carrying out certain tests on the machine before stopping it for repairs.
4. Study of design and special features of the unit with the help of drawings (by the engineers),
capital repairs group.
 5. Preplanning of the work place – namely – all necessary tools, special devices, measuring
instruments, lifting tackles, etc.
6. Checking up availability of spares and their existing condition and also certain parts of the
equipments which needs to be changed.
7. Procuring necessary consumables.
8. Preparation and acceptance of capital repairs schedule.
9. Job allocation to certain specialized groups of particular assemblies or parts of the units with
sufficient workmen in each group.
We shall new deal with certain questions relating to the preparation for capital repairs.

Testing of Machines Before taking it out for Capital Repairs.

When the M/C is connected to the Blast Furnace the reading of the following parameters are to be
taken and recorded,
i) Flow, pressure, & temperature of air after Blower, temp, and pressure of air before and after air
cooler.
ii) Vacuum in the air suction chamber before and after filters.
iii) Flow, pressure and Temperature of live steam before stop valve and steam pressure in the
regulating stage.
iv) Condenser vacuum and exhaust steam temperature.
v) Circulation water temperature before and after condenser and air cooler.
vi) Steam pressure in the Turbine bleeders.
vii) Condensate and feed water temperature before and after the heaters.
viii) Oil and water temperatures at inlet and outlet of oil coolers.
ix) Turbine and compressor bearing temperature.
x) Vibration readings on all bearings.
xi) Axial shift indicator readings.
xii) Oil pressure readings of the Regulation and lubrication system.

After the blower is taken off from Blast furnace and is put on snort the following characteristics are to
be taken: -
1. Relationship Graph between the extent of opening of regulating valve and steam load.
2. Vacuum drop curve with main ejector pir valve full closed and noting fall of vacuum every
minute.
3. Testing anti-surge valve and regulator at 2 or 3 speeds and noting down the air delivery pressure
and the air volume at which the anti-surge valve starts functioning.
4. Testing emergency governor by oil at 2600-2700 rpm. And noting down the air pressure
delivered under emergency bolt acts’.
5. Finding out the minimum speed maintained by the speed governor when its bushing has reached
the lower most position.
6. Testing axial shift protection of turbine and compressor by simulation. (During testing the
tripping system to be made in effective and signaling to remain effective).
7. Testing steam and oil pressure regulator and electric oil pump relay (This is done by opening the
drain cocks provided and creating a drop in oil pressure at the regulator/relay) and nothing down
the oil pressure at which the oil pump starts automatically.
8. After bringing down the rpm. To 2500 the machine is stopped by actuating the axial shift
lever/emergency minute ever since the rotor drops down the speed. The rotor run off is to be then
plotted.

All defects, leakages of steam, water, oil etc. if any when the M/C. is on range and is being tested are
to be noted marked correctly as possible, also any possible source of air leakage into the vacuum system.
Before stopping the distance washer provided under the front pedestal of the turbine are to be checked
for freo movements. The thermal expansion measurements of the casings are to be noted and compared.
 All these above mentioned tests and readings are to be carried out jointly by the capital repairs group
leader and the section head of the turbine hall.
All these readings are then compared and co-related with those taken for the iven unit after the last
capital repairs, and any deviation from normal is to be corrected during the ensuing one.

Repair Staff strength:

For a typical work in case of the turbo-compressors K – 3250 or K – 4250 the following labour
standards ore
Prescribed.
1. Repair of Turbine Cylinders and rotors compressor cylinders and rotors. Bearings coupling
between turbine and compressor. 1 group of FITTERS including 14 MEN in all.
2. Repair of steam distribution and regulation system parts 1 group of FITTERS/etc. containing 6
men.
3. Repair of oil system including oil coolers, oil pumps and oil tanks. One gr. Fitters of men.
4. Repair of LP and H.P, heaters gland coolers ejectors, condensate pumps. 1 group of fitter
containing 10 men.
5. Repair of steam and condensate pipe lines and fittings (excluding circulation water). 1 group of
fitter; piping men – containing 6 men.
6. Repair of heavy pipe fittings of circulation water lines and air ducts, overhauling intermediate air
cooler. 1 group of fitters – piping men containing 8 men.
7. Cleaning of condenser tubings Air suction fitters. 1 group of helpers containing 5 men.

Apart from these there should be 1 or 2 gas or electric welders and two crane operators. Total strength
of the Brigade then becomes approximately 55 men.
Given proper skill and qualified workers thee normal capital repair period will be within 21 to 22
working days. All such repair work, which normally engages the overhead crane for a prolonged period
should be planned and executed in 2 shifts work (turbine and compressor cylinders, heaters and heavy
fittings etc.) and others in single shift oases.
Technical supervision of repair work is accomplished by 3-4 Engineers, Technician
1. Person: - Capital Repairs Brigade leader.
2. Person: - Exercises control over Turbo compressor repairs, Regulation and oil system.
3. Person: - Exercises control over all repair of auxiliary equipment and valves.
4. Person: - For supervision of repair work in 2nd shift.
All comparatively more responsible work such as opening out and boxing up of cylinders as a rule,
should be done under the direct supervision of the leader along with a representative of the operation side.
 CHAPTER – 2
INSPECTION OF TURBINE CASTNGS.

Turbine casings consist of two parts, high Pressure and sure. Which are together on a
vertical plane most up parm is cast in steel and part in cast iron.
The of the cylinders are on one side, the feet of the of
the high pressure and with which the cylinder rests unonfroud housings on the bottom balf of the low
pressure and which up the three fouedatior from
Teys parallel to the longitudinal axis of the turbine one at the from bearing and other at the rear strictly
ensure thrmal expansion of the cylinder on the axial direction. The emeurion of I.P end is the two keys at the
rear frans perpendicular to surbtte axis
In the cavities of the turbines casting, the dj.Aphr and the end gland boxes are installed the rear
bearing casing is cast integral with the low pres part of turbine.
1. At least 24 hours should elapse after the turbine is stopped, then the turbine casing overs and
installations are removed from the horizontal joint by loosenting bolts. The identification
narmlsabould be chooked on the studs and nuts of the cylinder as well as on two well pins which
should all be installed back in their on places whil assembling.
In order to facilitate loosening of LP cylinder bolts, the rear bearing casing along with the barring
gear are to be taken out. But the front pendestal is dismantled only after the casing is removed. It
should be remembered the that the front and rear gland casing bolts in the horizontal plane are also
removed.
2. After removing all the fastening bolts the horizontal floage is carefully cleaned off all residual
insulation blown off thoroughly with compressed air, such that while dismantling the cylinder, any
possibility of dirt and frit etc. falling into the cylinder is taken care of.
3. Earlier 4 guiding columns at the four corners are put. The casing is to be lifted only by the help of a
special device supplied by the manufacture, maxi. Deviation while lifting the casing is 3-4 mm.
Before lifting the casing it is better to dismantle the auto - stop valve and install good blanks on the
steam line, as well as on the steam chest.
4. After the cylinder is lifted. The horizontal flange surface is carefully inspected and mark left by
steam lea-kage if any noted. Before dismantling the bearing and taking out of rotor, the axial play
of rotor in the thrust bearing is measured. If the clearances taken for not essentially deffer from
those set up earlier, and if there had been no vibration before taking the M/C out for capital repairs
checking up of alignment is not necessary, prcedingly after this bearings and rotors are taken out.
5. The upper casing is now turned upside down, and the diaphragms are now taken out from the
bottom and upper casings. Diaphragms are cleaned thoroughly and carefully inspected. Special
attention is bestowed upon the places which the blades are pressed fitted into the body of the
diaphragms. The horizontal surfaces of the diaphragms and the guiding pins which hold them in
position. It is necessary to check whether the diaphragms rest on all the pins and the placement of
the diaphragms in the casing is not very light. Diaphragm should slide very smoothly on to its seat
by the action of its own weights or at the most by a light tapping from a lead hammer.
While checking up clearances in the rotor system, if its is found that one or several of the
diaphragms have had their axial clearances altered they should be checked up for bend if any.
If there is even slightest doubt that there had been steam leakage past, the mating surfaces of the
diaphragms, they should be place done above the other and gap measurements between them taken.
0.05 mm gauge should not pass through. Usually such a check be done once in 22 years.
6. In diaphragms, checking of the pickings and the packing of the end cover should be carefully
carried out and any fouling or wear of the shims noted. All marks of wear and burns in the brass
shims should be carefully cleaned recified properly.
If due to this the packing clearance gets increased the segment shim should be replaced by new
ones. Also the elasticity of the packing segments springs are checked up, and which ever has lost
this property should be carefully inspected. Feeler gauge 0.03 should not pass through, while
dismantling and assembling so as to ensure proper assembly and that segment do not get mixed up
among themselves and create fouling in the rotor system.
 7. The internal parts of the turbine casing should be carefully cleaned especially the seating’s of the
diaphragms and the gland boxes. All bleeder pipe lines should be blown and cleaned especially the
drain lines connected to the lower half of the casing.
All seating plates should be carefully smeared with dry graphite. It is catagorieallypronibited to use
oil with graphite. Diaphragms and the gland box shells of the upper part of the turbines are placed
in portion and locked by screws. The threads of the screws are carefully inspected otherwise in case
they are damaged the diaphragms are likely to fall down while lifting. The upper half of the
cylinder is now turned over to the normal position.
8. If there is any doubt of leakage past the cylinder horizontal surface then all the studs from the
bottom half are to be removed, and the upper surfaces coloredwith blue. Then the upper half is
lowered on to the bottom one and by means of the upper surface is sided several times by 5-7mm.
after this the top cover is lifted and by scraping, the jointing surface is made perfect.
9. Diaphragms and gland box shells of bottom cylinder are placed immediately before boxing up the
turbine. Which is carried out only after completion of all work in the rotor and bearing of turbine?
10. Boxing up of the cylinder is done in the following sequence: -
A) Diaphragms and gland box shells of the bottom half are installed.
B) The rotor is installed on Bearings.
C) Adjustments of bearings with proper clearance and tightness should have been done earlier.
D) The front and the rear bearings are assembled in full without covers.
E) Rotor end-play is measured in the thrust bearing and the set of readings of clearances in the
Rotor system taken.
F) The bottom surface is smeared with mastic and the turbine boxed up after this the flange bolts
are placed and lightened up.
G) The measurement of top and bottom clearances of the rotor system is carried out in case the
bottom or lining of bearing is changed/in case there is considerable vertical misalignment of the
M/C.

STANDARDS & TOLERANCES DURING

ASSEMBLY OF INDIVIDUAL ELEMENTS OF THE
TURBINE CYLINER
During capital repairs it becomes necessary to replace certain separate parts of the turbine cylinder. In
this case it is very important to maintain all essential thermal clearances between parts and coming into close
contact, so that there is no gamming and fouling in any one of them due to which a dangerous rise in stress
can arise.
The thermal clearances are to be checked when the repairs are under progress.
1. Thermal clearances between top and bottom diaphragms are checked as follows
Across the bottom cylinder surface, a two meters long surface edge is placed one and of the
diaphragm is just tapped so that the other is flush with the edge. The clearance at the form end is
now measured by means of a feeler gage, the reading is , say hb.

The clearance k is then given by the equation hy = qk where is thermal clearance and is about 0.15
mm. for the first six diaphragms and 0.10 mm. for rest.
The diaphragms ends of the upper part should be in the same plane of the mating surface.
2. The axial clearance between the faces of the diaphragms and the cylinder is measured.
The clearance m should be kept between the limit 0.1 – 0.2 mm for first 6 diaphragms and 0.05 –
0.05 for the rest.
3. The facial thermal clearance in the joint of the packing segments in the top and bottom
diaphragms are checked by placing a surface edge, about a meter long across the diaphragms as
shown in the fig – 5. The diaphragm segments are then moved up to flush with the edge at the
other end a clearance of 0.5 – 1.0 mm. should be available at the former end.
4. The clearances in the longitudinal and lateral keys of the foundation frame of turbine cylinder are
then measured.
Clearance ‘a’ = 0.04 – 0.06
 Clearance ‘b’ = 0.5mm.

Khurana
10-1-68

CHAPTER – III
CHECKING UP TURBINE ROTOR

One of the important parts of a steam turbine is the rotor. It is learnt by experience in the operation of
turbines that quite a number of accidents take place in the rotor. Repair of rotor demands good technical
knowledge and preparations.
In the rotor there are 12 working dises, front and rear seal rings, oil retaine ring, thrust disc axial shift relay
disc and other arrangements. The Main oil pump impeller is located at the front end and the rear end is
located the coupling. All these are set tight fit in the shaft.
Rotor should be thoroughly cleaned off dirt and incrustations of salt deposits are found in the rotor it
is know the contents.
The rotor is to be cleaned with hot water and had incrustations to be cleaned by kerosene oil. Blades,
binding wires, shroud rings, thrust discs etc. are to be cleaned with special care to clean the pressure
equalizing holes.
The rotor, after cleaning is mounted on its bearings to see the beat. The trueness is checked by
indicator mounted radially.
The allowable beat is:-
a) Journal of the shaft - 0.015 mm.
b) Gland bush - 0.08 mm
c) Working discs - 0.08 mm
d) Oil pump impeller axial beat in - 0.05 mm

1. Thrust collar - 0.01 mm

2. Working disces - 0.15 mm

If the radial beat is more than allowable limits and if the bend in the shaft is suspected then proceed
in the following way.
In the rotor select 8 to 10 places for convenient measurement. Around the rotor mark 6 or 8 places.
Rotor is kept on its own bearings properly so that motor, do not sit on the rings and will enable us to
assemble the thrust bearing with reduced axial play and prevent rotor movement in axial direction thereby.
The beat is measured by an indicator with special attachment.
 Enter the indicator readings in a tabular from,
Journal I Before After reg After 8th After 12th Journal
bearing reg stage stage stage stage after
thrust eng.
+1
0 0
-1
+1
90 0
-1
+1
180 0
-1
+1
20 0
-1

If the curves are plotted carefully we can see the amplitude and plane of the deflection of the shaft.
Under normal than 0.04 to 0.06 mm. rotors with greater values need correction.
Method and techniques of correction of the shaft has not been dealt with in this paper.
The rotor is to be inspected through the possibility of crack (in the working blades-specially in the
centres disc gap in the binding wire, the condition of the binding wire at the soldering points and at the
rivetors as also the condition of the equalizing boles and their dia). Is to be inspected by a magnifying glass
of 8 to 10 times magnification factor.
The best control of the condition of the blade arrangement of ensures the test for the vibrations,
analysis for the characteristics of vibrations of blades, comparison from the condition of the previous gtar,
the detection of any abnormality in the stages and a record of measurements in addition to the warning that
may be obtained about the possible danger in the blading arrangement.
Cracks due to virbrations of the working blades start from inlet side, in most of the cases.
Appearance of microcracks can be detected by ultrasonic apparatus.
Weakened portions and dents in blade pieces a dormed due to access of foreign objects in the
cylinder, and are rectified by careful building up by metal and subsequent smoothing and clearing. The
building up by welding can also done in case of microcrcks of depth not less than 0.5 – 1.0 mm.
Soldering defects and small cracks in the binding wire can be rectified by soldering.
For soldering silver solder of mark PC – 45 with the following chemical composition is to be used.

Silver - 44.5 to 45.5%

Copper - 29.5 to 30.5%
Zine - 30%

Other impurities – 0.5%

Flux for welding consists of.
 Potassium fluoride – 112 parts by wt.
Boric acid - 128
Heating of blades or binding wire should be not more than 720 c. on individual cases of defective blade
heads it is possible to solder than along the binding wire.
Any other serious defect in the blading arrangement demands, as a rule, changing of the blades, it is
prohibited to work that stage in case, weakness a-t the root of the blades is defected or many hair cracks are
found in the shroud ring or at the tip of the blades.
While checking rop the blading arrangement special attention to be given to zawka. All abnormalities
in the zawka should be a ttended, and in most cases by their replacement. The gap for thermal expansion
between the beinding wire segments should be measured. If either the gap is absent or less, then it is
necessary to get the gap by sawing. If one of the working stages of the turbine shows abnormality, and when
it is not possible to replace the missing blades/or repair the abnormality, then it is essential to remove the
entire stage.
The removal of the stage can be carried out in machine cylinder after starting the shaft turning device
and keeping a lathe on the turbine half portion. The tail end of the blades that correct with the disc should
remain in place. Starting the turbine with the blades fully cut and with open binding surface is prohibited as
their will load to spoilage of the seating slots by the action of steam, and thereby later reblading may become
impossible.
Diaphragm of the scages from where the blades are cut off should remain in position. Turbines with
such cut off stages should work with restricted out put.
Excedinglycomples and responsible job in the repair of rotor is the changing of blades and keeping
the rotor free of vibrations. These problems are tackled by ones own discereation and experience and as such
are out of the scope of the present work
In addition to the above mentioned points it is necessary to carry out the following. The gap between
the stages thermal expansion and between the caring and seals.
These gaps should be as per the drawing and not less than 0.1mm. the disc should be tapped by a small
hammer. (of wt. 200gm)a clear note testifies to the soundness of the discmuffled or crushing sound dtestifies
to the weakness of the disc fitting, formation of cracks, looseness of the blades in the slot and other such
defects.
The journal is to be checked for elliptical or conical shape by a micrometer. Permissible limits of
elliptical or conical shape of journal is 0.02 to 0.03 mm. above this limit the normal working of the bearings
will be affected. Checking the trueness two indicators are to be placed diametrically opposite to each other
and also horizontally on either side of the bearing.

The disc surface is divided into 8 equal parts and correspondingly numbered 1,2,3….8. the readings
of indicators, through a rotation of 360 of rotor, are tabulated.

Indicator Indicator reading Mean Beat -

Posn ______________ difference/ b = c/2
I II I - II
1–5 0.00 0.00 0.00 0.00
2–6 +0.01 -0.01 +0.02 0.01
3–7 +0.02 -0.02 -+0.04 0.02
4–8 +0.03 -0.03 -+0.06 0.03
5–1 +0.08 -0.00 -+0.08 0.04
6–2 +0.06 -0.00 -+0.06 0.03
7–3 +0.03 -0.01 -+0.02 0.01
1–5 -0.06 -0.06 0.00 0.00

While checking up with two indicators the results are not influenced by the movement of the rotor. Working
at 3000 to 3500 rpm.the maximum beat of thrust disc is 0.02mm.The conical nature of eh disc is got by
means of a ruler.
 Max. gap between the ruler and the surface of the disc should not be more than 0.02 mm.
The conical nature of trueness of the thrust disc is removed by a cast iron surface plate using fine
emery powder no 250 300, Boron carbide. Power No. 180 guiding is the Journal.
Scratches are to be removed from thrust disc by polishing with grinding power mixed with oil and
paste emery.
The arrangement of the grinder is as follows.
1. Clamp, 2. Felt, 3. Leather of felt, 4. Cast iron plate, 5. Horse shoe clamp, 6. Adjustable bolt,
7. Thrust disc.
While repairing turbine Rotor it is necessary to through inspect the toothed coupling. Proper contacts
and equal working of all the teeth is to be ensured, If there are any leuns they are to be removed by filing and
polishing and after that the contacts have to be checked by blue. It is essential to carefully see the jointing
bolts and their bolt boles. In the event of a manufacturing defect in the bolt or the bolt hole it is necessary to
rebore the bolt hole to a slightly learger size and change the bolt.

Dynamic Balancing of Rotors.

One of the important reasons for the vibration of a turbo set is the rotor unbalance. Unbalanced mass
of the rotor introduces forces and vibration in the bearings and the set.
The following norms for vibration are taken for a set working between 3000 to 3500 rpm.

Norms for Vibration Condition.

Up to 0.02 mm Excellent
Up to 0.03 mm Good.
Up to 0.05 mm Satisfactory
Up to 0.12 mm Bad.

In the following cases the dynamic balancing is to be/done.

1. If the set vibrates much due to unbalance of the rotor.
2. After making the shaft true, irrespective of the number of places where the shaft was
untrue.
3. After reblading of the stages or removal of blades.
4. After removal and fitting of gland or any other detail on the dise.
5. On finding the displacement or wear of the balancing wringthe.

Balancing of turbine rotor is done usually on the balancing stand instead of the cylinder. Where the
rotor works at the working speed in the bearings and will necessitate laborious opening up of casing
introducing balance weights. The set-up of the stand is given below.

This can be fabricated in the power plant work shop itself and ensures quick balancing, Balancing
stand of standard size and for balancing all heavy rotors can be had in power plant.
The stand consists of Frame, made of double ‘T’ girders of width 550 mm.
In the frame there are two cross girdes of I 55 section and a place for fitting the El. Motor. Cross
grinders can move to different places to adjust for rotors of varying lengths and adjust for the alignments in
vertical direction
1. Frame of Balancing stand
2. Cross girder.
3. Rotor to be balanced
4. Balancing head
5. Oil tank
6. Slide coupling
7. Area for El. motor.
8. El. Motor.
 9. Adjusting

The design of balancing stand described above has got a high mechanical rigidity and robustness and
hence its reliability is also huge.
Balancing head the basic element of the balancing stand consists of wooden bearing casting and bush
2. In the lower side of casing/ is fixed steel shoe 4 with cylindrical support below which is placed a support
plate 5 that is fixed to the bed.
The working side of plate 5 is evenly shaped.
1. Wooden casing.
2. Shaft of rotor.
3. Shaft of rotor.
4. Cylindrical support.
5. Support bed of plate.
6. Stops.
7. Oil tank.
8. Oil receptacle.

The bush of the head is cast from cast iron and coated with babit5-83. The clearance and fitness of
the shaft of the rotor should fulfill the technical requirements of the turbine bearing and housing. In the
construction of each of the balancing heads it is to be seen that limitation axial displacement of rotor is taken
into account.
El. Motor of 75 KW capacities with resistance starting to be installed.
The following is the balancing procedure
1. Preparing the stand for balancing
The place for installing the Balancing Machine should be such that the crane can come over there and
away from working elements to be free from vibration in the floor. The rotor to be balanced should be
thoroughly cleaned, the journal polished and free from elliptic city.
The bushing should correspond to the shaft and the cylindrical support should rest fully on the
support plate throughout its whole length. The rotor is kept in level. The inclination at both the journal
should be equal and as per the dimensions required and opposite in directions.

The clearance in axial direction is to be 1 to 2 mm, In the oil tank oil of grade or M is filled through
filter.
The working of sliding coupling and the El. Arrangement is to be checked.
Balancing machine should have a guard and the people working should have the knowledge of safety
precautions to be taken.

2. Starting Adjusting and testing of the Balancing Machine.

Tighter the bolts at the balancing, stand head, allow oil to the shaft journals try the rotation of rotor
by hand and switch on the El. Motor.
For checking the speed.
At the suction side of the main oil pipe in peller a wooden plug is to be fitted into the question of the
impeller so that the tachometer can be used for measuring RPM
At a speed of 250 rpm, the Electric motor is switched off and at the same time the slide coupling is
disconnected.
One of the balancing heads is made free and the amplitude of vibration is noted down. The value of
the vibration for every 10 rpm.is noted till the speed falls to 80 rpm. this process is repeated 3 or 4 times
with each balancing head working.
It is noted that while passing through the speeds at a certain speed the amplitude of vibration
becomes maximum.
This is called the resonant speed and at this speed the balancing is done.
 If the amplitude of vibration in all the speeds is high (0.03 to 0.05mm), then, it is essential to adjust
the setting the Electric motor and not disengaging the coupling maintain a speed of 150 to 200rpm. and the
rotor is allowed to rum like this for about 40 minutes.
The bearing should not get heated up, the oil for the shaft should pour uniformly, the rotor should
have a very slight play in the axial direction and only very light thrust must be there. If the bearing runs not
then the rotor is taken out and the scraping done. The balancing shroud is set properly if the resonant speed
is clear and in the speeds rather than resonant speed the vibration does not exceed 0.03 to 0.05 mm.
Resonant speed for our rotor should be near 110 to 130 only well set balancing stand can give
satisfactory results.

3. Dynamic Balancing:

First that side where the amplitude of vibration is shown more is balanced first. This side of the rotor
is denoted side ‘A’ and the other side ‘B’. the first and the last disc of the rotor is divided into 8 equal parts
along the circumference, radial markings through diameter along the slots are made for balancing weights,
the markings are numbered, both the ends of the rotor are marked accordingly so that points with the similar
numbers are situated in an axial plane each against the other.

The balancing operation is carried out in the following order.

The tightening bolts, in the balancing head of side ‘B’ should be ‘on’ the side ‘A’ at the max.
Vibration obtained (with no balancing weight) the addition of wt. is calculated.
It is done as per the formula:-
P = (50 ; 800) a c/2 (2)

Where ac = the max. Vibration, in that balancing weights, in mm, (in hundredth),
500 -:- 800 = so efficient depending on the sensitivity of machine.
2 = Radius at which wt. is placed. Keep the wt. p at the pt. No 1 and start the rotation to 220 to 240
rpm. Then disconnect the drive and release the balancing head, take the vibrations every 10 rpm. and
determine the amplitude at the resonant speed.
In this way keep the wt. at each point on the ‘A’ side and draw the graph for the resonant amplitude.
The points ‘b’& ‘D’ the max.and min. points on the graph should be located 180 apart. In the curve
ie.In opposite directions. The graph indicates the amplituae of initial balance without balancing weight.
In the example as shown in the graph, the minimum amplitude of vibration of balancing head is
obtained. Where the balancing weight is fastened at point 3.
In that case, the initial amplitude of unbalance ac reduces by a value ab and is now equal to bc from this, it
is clear that the balancing weight should be put at point 3 in order to reduce the amptitude of vibration
further, the balancing weight should be increased by a ratio ac ab i.e. at the point 3 a weight of q should be
fastened as given by 1 q = p ac/ab
Where Q = balancing weight in gm.pwt of test load in gm. After fastening the weight Q at point 3,
the testing is again repeated on side ‘A’ IF there is no significant change in the amplitude of vibration, then
Q is increased or decreased by 10-15 gm. And the graph is again plotted a (See fig. 15).

From the graph the optimum value of the weight Q is obtained which gives the minimum value of amplitude
of vibration.
If even in this case, the amplitude of vibration got by Qo is still considered the weight (Qo now) is shifted by
trial and error sometimes towards 2 and sometimes towards 4.
The movement should be about 10-20 mm in each case. A graph is them made. In this example, it is seen
that the weight Qo should be shifted by 20mm in the direction.Of point 2 from 3.

After having got satisfactory result in the direction A we proceed for balance of the other and of the
rotor. For this, the balancing head is fastened at the end A and from the end B it is freed, and similar
operations as carried out at side A are repeated again. Having determined the balancing load Qm at the end
B, it is necessary to recalculate the balancing wt. so not to disturb the balance of the earlier balanced portion
A.
For this load Q is replaced by two loads X and Y and load X to be installed at the same place as Q
and load Y to be installed diametrically opposite to Q in the direction of a in the place of load Q.
The values of X & Y are calculated by according to the following formula.

X = Q1 mn/mn-ab
Y = Q1 am 21/mn – ab 23
The values of a,b,m,n, are qetermined from the rotor sizes: 2 1& 23are the radius a-t which the
balancing loads are installed in the direction A & B.
During the final placement of the weight Q & Y they can be replaced by a single equivalent weight Z the
parallelogram of weights, and fasten it in the direction AB after installing, weights X & Z, the results of
balancing are checked with both sides freed from balancing heads and ther separately. If the testing shows
that the amplitude or vibration of each head is within the permissible limts, then, the loads are installed
permanently and the balancing is considered complete. The amplitude of vibration (minimum) permission
for rotor weighin 5-10 tons as not more than 0.04 – 0.06 m this could be determined accurately as follows:
The sensitivity of the balancing stand is given by the formula.
K=2 P 1 / Amax Amin (gm/0.01mm)
Where P1 = test load in gms.
A Max,. Maximum amplituue of vibration of of
Balancing head in hundred of mm.
A min. – minimum amplitude or vibrations.
The sensitivity of the balancing stand is given by weight of the load in gms which aftects vibration of the
head of the stand by 0.01 mm.
The centrigugal force caused at of the rotor by the remaining unbalance at working rpm is given by the
formula – C = K.Ao/g.103 900 R. Kg
When n = rpm: K = sensitivity of stand.
In gm/0.01 mm. Ao = residnal amplitude of vibration of head in gm/0.01 mm Ao = residnal amplitude or
vibration of head in hundredths of mm.
R = redius of the installation balancing weight in meter.
G = acceieration due to gravity 9.8 IM/sec2.
For a rotor with a working rpm of 3000.
After substituting actual values for g,m, and this formuls becomes,
C = 10 K. AoR(Kg)
Experience of balancing has established that when the value ‘C’ is within 5% of the rotor weight, the
amplitude of vibration in the bearings of the working turbine come out exceed in any case the vibration
norms delineated as good.
The balancing weights should be very carefully adjusted without any clearance and well fastened as shown
in the figure below.
The balancing weights are prepared out of steel mark 1 x 18 H 9 T
During the whole course of balancing all operations are done to be recorded, (Starting, measurements etc)
unsystematically and frequent changing of weights and their positions & proceedings with the balancing
operation of the other end before completing the first one, is not advisable.
After completion and handing over, a proto cal is to be prepared showing the values and positions of the
balancing weights and the residual amplitude of vibration.
During every overhaul of the turbine rotor the condition of the balancing weights should be carry fully
checked.

Replacing the individual elements of the Turbine rotor.

During the course of capital overhaul of turbine there arises at times an occasion to replace particular
item of the rotor. More frequently, it may be the sealing bushes, or the thrust disc, or the ma-in oil pump
impeller and to a considerably less extent the turbine discs.
 Before dismantling and subsequent assembly of rotor constitutes the most responsible work in
Turbine Maintenance
Before dismantling it is necessary to carefully carry out checking of all clearances in the rotor and
enter them in a special log sheets, and then only proceed to dismantling of the details. The small parts of the
rotor up to and including sealing bushes, are removed with the rotor in horizontal position where as for
removal of the disc it necessary to fix the rotor vertically.
The removal of half couplings, thrust disc, sealing bushes, etc. is carried out by means of a special
screw type. Puller, accompanied at the same time by heating of the items concerned, Similarly, mounting all
the above items back on the rotor is carried out only after all the parts are well clraned, checked, and all
necessary measurements are taken of the shaft as well as of the bores of the bores of the details.
During rotor assembly, the following conditions are to be fulfilled:
1. The mounting of the heated up part should be free without any application of force on to its seating
place.
2. The mounting of the parts lightly up to the limit fixing up its axial position, on the shaft and
maintaining it in this position till it completely cools off.
3. The provision of allowance for thermal expansion in the parts mounted while the turbine is working.
4. Absence of deformation and misalignment of parts after their cooling.
Therefore it could be seen, that it is very important to have bounting tolerances and thermal
clearances in the parts for rotors of AKB -12 IV and as such the following tolerances are
recommended.

No. Description of rotor parts. Tolerance in Microns.

Min. Max.

1. Oil pump impeller 15 65

2. Axial shift relay disc 23 35
3. Thrust disc. 40 110
4. Oil seal bush 30 105
5. First bush of front seal 145 220
6. Second bush of front seal 140 220
7. Third bush of front seal 140 220
8. Curtis disc 360 440
9. Bush between I & II discs. 360 440
10. Disc No.2 260 340
11. Disc No.3 260 340
12. Disc No.4 250 330
13. Disc No.5 250 330
14. Disc No.6 250 330
15. Disc No.7 250 330
16. Disc No.8 280 360
17. Disc No.9 280 360
18. Disc No.10 290 370
19. Disc No.11 300 380
20. Disc No.12 290 370
21. Bush of Rear seal 110 195
22. Bush of oil seal 30 105
23. Disc of half coupling. 110 180

The thermal clear ancesbetween the rotor parts of turbine AK – 12 are:-

No. Description of clearances. Values in Microns.

 Min. Max.
1. Between thrust ring and thrust disc. 80 150
2. Between thrust ring and 1st sealing bush. 150 250
3. Between thrust ring and 2nd sealing bush. 150 250
4. Between thrust ring and third ring bush. 200 250
5. Between 1st ring and 1st disc. 200 250
6. Between 1st disc and bush. 0.00 0.00
7. Between bush and 2nd disc. 200 250
8. Between 2nd and 3rd discs. 0.00 0.00
9. Between 3rd and 4th discs. 200 250
10. Between 4th and 5th discs. 0.00 0.00
11. Between 5th and 6th discs. 200 250
12. Between 6th and 7th discs. 0.00 0.00
13. Between 7th and 8th discs. 200 250
14. Between 8th and 9th discs. 0.00 0.00
15. Between 9th and 10th discs. 200 250
16. Between 10th and 11th discs. 200 250
17. Between 11th and 12th discs. 200 250
18. Between 12th and thrust ring 200 250

In order to have a free and unhindered mounting of the parts on the shaft, the clearance should be
0.010-0.15mm i.e. the of the parts after heating up should larger than the dia of stages at the seating place by
0.2 – 0.3 mm.
The temperature to which the parts are to be heated is founded by the following formula.
T = H+2/DHB where
T = temperature of heating
DH = Dia of the hub or housing mm
B = 0.000011 – Coefft: of linear expansion
H = Mounting tolerance in mm.
O = Clearance (radial) 0.10 – 0.15 m.

During heating, the diameter of the housing is measured by an Inside micrometer which should be
protected from the heating the heating of the details is carried out by gas torches which may be 2 to 4 in
number.
While mounting on the shaft 2 or more parts, immediately one after the other, it should be
remembered, that some conditions of heat could have taken place in the shaft from the parts earlier fixed and
as such the shaft dia: might have enlarged. Unless there is a certainty that the shaft dia: has not altered, it is
not advisable to hurry and it is better to wait till the items have cooled down to normal temperature.
All parts installed on the rotor should be properly fixed and locked in strict conformity with the
manufacturer’s instructions regarding assembly of rotor.
After mounting all the details and completion of rotor assembly it is placed on its bearings in the
casing and the measurements repeated as done earlier before dismantling.
The readings taken, including the tolerances should be entered in the special chart showing
clearances in rotor assembly. In connection with this, it is very essential to check the rotor beating
eccentricity at places by means of indicators. Certain cases comes to light, in which the shaft once straight
before mounting of the details, has developed some bend after mounting them. The reasons for the bending
should be found out and the defect rectified.
In all types of repair of rotor, the rotor should be inspected by a special committee before its
placement in the cylinder and boxing up. An act should be prepared setting forth the general condition of
the rotor as a whole, including the balding. Boxing up is permitted only after their theis procedure is
completed and duly approved.
 CHAPTER – IV
REPAIR OF BEARINGS & ALIGMENT OF ROTORS
OVER HAULING OF JOURNAL BEARINGS:

During the course of overhauling the following points are to be checked.

a. The side and top oil clearances.
b. Condition of the surface of habbit bearing lining.
c. Any melting away of lining.
d. Any crush or cracks in the babbit layer.
e. Any tiny foreign particles which have got entrenched and stuck up in the babbit layers.
f. Adjustment of journal supports to the seats in the bearing pedestals.
g. Tightness of the bearing cover.

Before starting the work on the hearings the journal of the rotor should be checked for any
eccentricity, taper or ellipticity. All these deviations, if any should be within the norms indicated in the
chapter. “Repair of Rotors”. Journals should be polished well and should not have burrs. Scratches etc.

Before checking the radial clearances we have to check the horizontal mating surface of the covers.
As such with the top cover placed in position in the bottom one, the clearance is checked by a 0.03 mm.
feeler gauge which should not pass through. This is attained by careful scraping of the surface repeatedly &
testing with blue.
The radial clearance between rotor journal and bearing cover is measured by taking impressions on
pieces of lead wire of dia- 1.00 to 1.5 mm. and length 30 to 40 mm. which are placed in two places on the
rotor journal cross-section to its axis and in 4 places in the bottom half cover.
In order that the lead wire does not get disturbed and fall down, they are smeared with grease and then kept
on the surfaces.
The position of the lead wires are as shown in the fig-19

To get the impressions on the lead wise the top cover is placed and tightened by bolts uniform ally.
Then the cover is taken out and by means of micrometer the thickness of impression is measured.
The average thickness of the impressions is got by the following formula.

A= a1+ a2 /2 B = b1 + b2 /2
Radial clearance is determined by:-
1. C = (c1 – a); Front
2. C = (c2 – b) Rear
3. C = CFron + Crear/2

In practice the value of clearance should be approx. equal to 0.002 of Dia of shaft journal. The
following tolerances in the radial clearances of the bearings are allowed:
Dia of shaft journal Clearance in MM
Min Max
100 0.25 0.35
115 0.25 0.35
125 0.25 0.35
175 0.38 0.50
200 0.40 0.65
225 0.50 0.65
255 0.50 0.65
305 0.75 0.90
Side clearances are measured with the help of feeler gauge, with the top cover removed. The side clearance
(sum total) should be equal to 0.7 to 0.9 of top radial clearance. The top cover is fitted back with the
tightness of 0.03mm – 0.08.
The tightness is measured also by the method of lead wires, piece of lead wires are kept in two places
on the top the pad of the bearing and in for places on the horizontal plane between the cover and the bearing
bearing body. The required tightness is got by adjusting the shims under the bearing pads. But it would be
advisable not to use more than three shims under each support. The pads seating should be matched property
for proper seating in the bearing housing, using blue and fuler gauge. In the journal thirst bearing with a
spherical jointing, firstly, the tightness’ is checked between the spherical housing and the bearing body. For
this purpose the upper half of the housing is placed on the spherical surface of the upper cover, and slightly
moved on one direction to the end in plane of the bottom housing. At the other end there should be a
clearance of not more than 0.04mm. of the housing has seated properly on the spherical surface of the upper
cover.
In this case the lightness will be within the limits 0.00 – 0.02.
The rotor journals rubbing action on the habbit lining should be confined only to the bottom half,
uniformly along its length in an arc of 60 approx. in a normal set up there should be no rubbing on the upper
part and on the side surface. During bearing overhaul, these rubbing marks should be removed by a linght
movement of a scraper. Babbit layer thickness should not be reduced in any case, however.
The extent of wear in the lower half, that is the amount by which the rotor has got displaced
downward, is determined by a special measuring gauge, by installing it on the horizontal surface of the
bearing housing. This reading is compared with the readings taken during the previous capital repairs.
So also the various other defects in the lining for example, peeling off of babbit, cracks and burns in
the babbit layer necessitates, as a rule complete relining or building it up. In certain exclusive cases where
there are some insignificant local defects, the relining by deposition of babbit material can be carried out by
autogenic us burners (blow pipes) However the composition of built up metal should be the same as that of
the main layer.

OVER HAULING OF THRUST BEARINGS:

This involves the careful inspection of all the parts and carrying out of the checkup of clearances and
carrying out of the check up of clearances and measurements. In case of the thrust bearings with
selfadjusting pads.
a. The rotor axial play in the thrust bearings should be within the specified limits 0.3 – 0.4 for turbines
and 0.4 to 0.6 for compressor. This is measured in the fully assembled condition of the bearings.
b. The clearances in the oil sealing rings of the bearing body.
c. The spherical surface of the cover and body should have uniformly distributed marks of wear. No
rusting of the surfaces of wear. No rusting of the surfaces of deposition of any slime is to be allowed.
d. The working surfaces of the thrust pads should not show marks of wear. Any rubbing marks on the
pads should be uniformly spread on all the pads and distributed near to the outer edge.
e. The babbit layer should not have peeled off from the body nor should it have any cracks or burrs etc.
f. The thickness of each pad should be measured by the dial indicator and the deviation in the ckness of
the pads in a particular bearing should be within 0.01 mm.
g. The spacer ring of the thrust bearing should not have any defect, and difference in thickness should
not be greater than 0.01mm.
The thickness of the thrust pads & the spacer ring is checked up in the following way.

When defects are noticed, the thrusts pads should be changed. If the axial play has increased, the
spacer rings of the thrust bearings should be changed.
Rotor end play should not be reduced by using a packing under the adjusting ring. Although these are
necessarily scraped and adjusted to a thickness of accuracy within 0.01mm, the pads should be matched
finally with the thrust bearing in assembled position. For this the thrust bearing is fully assembled in
position, bearing cover is also fitted, prior to assembly a thin parts of blue with turbine out is smeared in to
the thrust disc of the bearing. After assembly the rotor is now moved round, pressing it towards the working
side. The bearing is then/opened, and by means scraper the high points are removed such that all the pads on
the thrust bearing are melted uniformly. Of course at the outset the side thrust disc should be checked and
the surface polished as described in the chapter “Relining of rotors.”
Relining of Bearings:-
The quality of relining of bearings depends, as a matter of fact, on the extent to which the
instructions for such a procedure is strictly followed such as the preparation of the bearing sufface lining,
heating the bearing shell, and the babbit metal powering.
The equipment for relining the bearings consists of an angle plate welded out of two steel plates
thickness 8-10mm. in the inside half of the bearings the core 3 is placed. The core is made of iron sheet of
thickness 0.5 to 1.0mm.
An asbestos packing sheet 2 is given between the bearing shell is kept against the angle by means of a v-
clamp. The core and the bearing and between the bearing and the angle. As shown in shown in the fig

The end surfaces of the bearing are smeared with a thin asbestos pate as shown in the sketch Before
remetalling the old metal should be melted out and cleaned by heating the bearing shell to a temperature of
2500C (When the babbit melts). By tapping from a hammer on the heated surface the old metal is removed.

Thereafter, the bearing body is rubbed thoroughly with a steel brush and then scraped. Any oily particles
sticking to body should be rinsed away immersing it in a boiling to body should be rinsed away immersing it
in solution of caustic soda and then by wasting with a jet of water. Subsequently the bearing shell should be
pickled for 8 to 10 minutes in a 10 % normal solution of sulphur is acid, or 2 to 3 Minutes in 50% solution of
Sydrocloric acid. After pidling the bearing shell is again rinsed with hot running water and then dried.
All the holes, openings, groves etc. in the bearing body should be plugges with asbestors or clay.
After this bearing body is to be tinned by heating it up to 250 0C and the surface to be babbitted should be in
smeared with an solution to Zncl2(Zinc chlorid)
The pickled place is them rubbed by means of a soldering rod (70%) load, 30% tin with a spinkling
of ammoniam chloride: the rubbing of the tinned alloy is carried out by means of a clean coarse hemp or jick
or a thick felt. If the tinning has been pr properly carried out on the bearing it will have a dim silver lustre. A
yellow tinge shows that the lining has undergone oxidation. In that case the bearing body is considered fit for
rebabitting. After this the bearing is assembled in special device for relining the bearing. The body is heated
up to 2500C - 2700C,.overheating of the body not advisable. One of the main condition for obtaining a good
lining is maintaining the temperature within 375 - 400 0C which is measured best by means of a pyrometer of
a thermometer.
Overheating of babbit is to be taken care of , as it leads to crystallization of habbit. The process of
pouring should be done quickly without any delay, in a steady, smooth & continuous stream. In order to
expedite the release of gases from the molten babbit, it is stirred over and over again by means of a tinned
iron before it cools down.
When the above instructions regarding relining of the bearing is correctly followed, the lining will
give forth a characteristic deep metallic sound when knocked upon.
The bottom half of the turbine ring bea is relined with mark B-83. Wheresas the upper one with B-16
The amount of habbit/the cessary for relining two halves of bearing can be calculated as follows:-

Q = 1.12D2 _ d2 1r,
4 4
Q = wt of the babbit.
R = Specific gravity of babbit = 7.2 gms/cm3
I = Length of the bearing.
D = outside diameter of lining.
D = Inside diameter of lining.

An allowance for later machining is given for the inside dia as per the following table.

Shaft Dia (in MM.) Allowance in dia (in MM)

 Up to 100 6 – 10
Up to 200 10 – 20
Up to 300 20 – 30

After relining the bearing, the outside diameter of the bearing cover is measured for any deformation taken
place. Thereafter the inside dia of lining is machined on lathe and then by scrapping, it is matched with the
shaft, maintaining the necessary oil clearances. The relining of the thrust bearing pads is done in a similar
way as described above. The fixture for relining consists of a metallic iron case. 0.5mm. thickness, the
accommodate, the pad to be relined as shown in figure 23.

ALIGNMENT OF ROTORS.

The alignment of rotors is ine of the most responsible tasks in the course of repairs and should be
carried out with all care and attention without any way trespassing the tolerances established and from the
point of view of the change in alignment curing under the working conditions in which the unit will be
functioning.
The following points are ceracearified with regard to alignment of turbo units (during repairs).
1. Rotor alignment as per half couplings for checking the collinearity of axes. This is doen as a rule,
during every prev. and capital repairs.
2. Alignment of rotors with the checking up of the rotor position in the housing of and glands in the
cylinder. This is done:-
a. In case of considerable misalignment as per half coupling.
b. In case of fouling in the end and intermediate glands and whenever these are changed.
c. In case of relining of bearing and redignment of diaphragms.
d. In case of repair of longitudinal and vertical keys of cylinders.
e. In case of repair of housings under the bearing cover.

When one takes up the alignment work, he has to take into consideration the effect on alignment set
up, for example in the position of cylinders and rotors under working conditions.
Those are:-
1. Heating up of bearings and turbine cylinders.
2. Elastic deformation of in cylinder due to the action of vacuum, wt. of condenser & the circulation
water on it.
3. Elastic deformation of cylinder under its own weight especially as the alignment is done without the
cylinder cover (usually cases are met in blowers).
4. The formation of oil film as a wedge in bearings and the slight lifting up of rotor due to that action.

At the outset, the bearings and the rotor Journals should be thoroughly checked up and overhauled.
Also, the adjustment of the bearing in front pedestal housing, adjustment of spherical bearing surface,
adjustment of rotor journal to the cover of bearing, have to be done. Therefore if necessary, we should take
up the alignment as per end glands housing.
A special clamp with a projecting stud is fastened to the rotor for this purpose the clearance in three
directions in the vertical place to the right, to the left and down-ward.
Rotor eccentricity in the cylinder housing in the horizontal plane is calculated by:-

(a-b)
F for = ( )
( 2)

& in the vertical plane

Fvert = (C –a+b)
2
 The position as calculated by this method of rotor should conform to the readings got by rotor
alignment as per the method of half couplings. The decision as to shifting the rotor in one or other direction
follows only after this. The rotor shifting is carried out by hanging the thickness of the packing under the
installed bearing pads.
When the amount by which rotor is to be shifted is found out the necessary thickness of packing (to
increase or to decrease) can be calculated in the following manner

The values of sinx, and cos for fthe angle subtended by the centre line of pads to the horizon is given by
table below:-
Angle Sin Cos Angle Sin Cos
0 0.00 1.00 40 0.64 0.76
15 0.26 0.96 45 0.70 0.70
20 0.34 0.94 50 0.76 0.64
30 0.50 0.86 60 0.86 0.50
35 0.57 0.82 90 1.00 0.00

In the method of aligning by half couplings it is necessary to record the readings in the following
manner:-

ALIGNING FIXTURE ON COUPLING.

The clearance are measured by feeler gauge or by an aligning fixture especially sent by the plant with
an additional installation of three dial gauges two on the faces of half couplings and one on its periphery.
The rotating of the rotors is to be done to gather so that the clearances are measured in one and the same
place. If it is difficult to measure the bottom clearances a 2 and b2they can be determined by the following
equations:-
A2 = (a3 + a4) - a1 B2 = (b3 + b4)– a1
If the measurements of the clearances have been done correctly we should get the following
equations tallied in all the positions of the rotor.
A1 + A2 = A3 + A4
B 1 + B2 = B3 + B4
When the discrepancy is more than 0.02 Wt.in these equations it means the clearances are not
measured correctly or the e could have been a mistake in totaling the feeler gauge leaves, or deformation in
the bearings etc. So the reasons should be found out and the defect rectified and the whole process of
alignment carried out again.
If the alignment is checked in a three rotor unit then in order to rectify the alignment we should
record the rotor positions as according to all the couplings. The following types of misalignment can be
frequently a met with:-
a. Axes coaxial but the coupling surfaces are not parallel.
b. Axes not coaxial but parallel.
c. Combination of and b.

The misalignment is calculated as the half of the difference in diameters:-

Ag = a4-a3
2
Ab = a1-a2
2
Bg = b3-b4
2
Bb = b1-b2
2
Where ag and bg is in connection with the horizontal
 Ab and bb connection with verticals.
For a good view a horizontal and vertical cross as seetional projections of misalignment pertaining to
the mutual positions of rotors and couplings are drawn.
The amount of shifting to rectify the misalignment in the rotors both in vertical and horizontal
planes for correcting the axial misalignment can be calculated by the following formula:-
X=2b1
0
Where X = The amount of shifting of rotor.
B = Axial misalignment in vertical or horizontal planes.
I = Length of rotor between bearings.
D = Diameter of the half coupling relative to which the measurement is done.
In this the rotor is rotated through a certain angle around the point of support of the nearest bearing
and the half coupling of the rotor of which the alignment is to be corrected, is moved by an extent.
Y = Xp
1
Where P = distance from the half coupling face to the centre of the nearest beraing.

I = 6000 P = 600
Bb = 0.25-0.05= 0.10
2
Bg = 0.300-0.00 = 0.15
2
Ab = 0.16 = 0.08
2
Ag = 0.26 = 0.12
2

To arrive at a perfect parallelity of the surfaces and the concentricity of the half couplings it is
necessary to lift bearing No.4 by an amount.
X1 = 2x0.1x6000 = 2mm.
600
And move it towards the left by
X2 = 2x0.15x6000 = 3mm.
600
As a result of all these measure-s in bearing No.IV the alignment according to be half coupling faces
will be corrected but this will cause a change in the alignment according to the peripheny the
coupling of the compressor is brought down by an amount
X1 = 2 X 600 = 0.20mm.
6000
And to the right by an amount.
Y2 = 3 X 600 = 0.30mm.
600
Therefore to get a perfect concentricity of the half coupling we have to further lift bearings No. III &
IV upward by (0.20-0.16) = 0.04 taking into consideration the already existing misalignment.
2 ab = 0.16mm.
Besides we have to shift bearings No III and IV to the left by an amount equal to:-
(0.30 – 0.24) = 0.06 mm, taking into consideration the already existing misalignment:
2 ag = 0.12x2 = 0.24mm.
In all cases of rectification of alignment we have to resort to shifting the support of the bearing cover,
taking into consideration the position of the rotor in the cylinder housing under the end seats.
After rectification of alignment, the measurements, according to the method of half couplings
is carried out again for checking as well as filling up the date sheets.
 TOLERANCES PERMISSIBLE WHILE ALIGNING THE ROTOR
BY THE METHOD OF HALF COUPLING.

Type of coupling Permissible Tolerances.

Plan On the
Vertical Horizontal periphery
Spring +0.06 -+0.04 -+0.08
Semi rigid +0.05 -+0.03 -+0.06
Rigid Gear +0.04 -+0.02 -+0.03
Can +0.06 -+0.06 -+0.05

After competing the alignment the diatance between the turbine and compress half couplings is
measured. The intermediate connecting shaft should have a play of 1 to 2 mm.

CHAPTER – V.

REPAIR OF STEAM DISTRIBUTION AND REGULATION SYSTEM.

Steam Regulation:-
The auto stop valve and the regulating valves come under the preview of the regulating system. The
wear and tear of the details in the steam regulation system is mainly confined to the wear and tear of the
seacs of regulating valves, of valves itself, of the packing bushes and steams. This is very pronounced when
the tribune works for a prolonged period at a very low load. Minor defects in the valves and seaes can be
rectified by polishing and grinding but in case of deep cuts and fittings the parts may have to be changed.
The most important of those replacements is the one involving the replacement of seats and bushed. At the
shop level, these jobs in case of A.S.V. & regulating valves are carried out by means of artificially cooling
them.
For cooling small articlaes a special tube with A vent should be arrrange insulated walls and cover is
prepared/release any oapour in the cover to liberated. The cooling is carried out with liquid nitrogen which
offers a subzero tempr. Upto – 1900C.
The tempr. To which the article is to be cooled for press fitting, can be calculated by the following:-
Tag = (Doat, - (g+2) X 10-3) / Doa-………
Where tg = tempr. Of cooling.
T1 = tempr. Of surroundings in which the pressfitting.
D0 = Intiial dia. Of the part.
A = liner co-efficient of expansion while cooling from t1 to tg.
G = Maxm. Shrinteage entailed.
I = shipulated clearance during assembly.
L = is taken as 0.6 Do – 0.8 Do mm for seals
1000 1000 bushed
G can be taken = 0.06 mm for seats & bushed. The Co- efficient a for the popular grades of steel, in usage
can be found from table:-
TA-BLE:-
Steel grade Tempr. Gradient a/10-6
Steel 45 -190 8.9
-100 10.4
-50 10.73
Steel 40 X -190 9.3
-100 10.6
-50 11.1
Steel 2 X 13 -190 8.4
-100 9.6
-50 10.0
Steel 1 X 18 H 9 T -190 13.1
-100 14.3
Heat resisting alloy -190 6.7
Co-20, W-8, Mo-7, Cr-5 -100 8.8
V-2 C-0 7. B = 0.1 -78 9.7
Heat resisting alloy -195 8.1
Co-44, W-17, Cr = 33, -105 9.9
C = 2.25 -78 10.2

The valve seats of steam chest are installed with a shrinkage of 0.06 mm. & cooled up to – 95 0c. &
the stem bushes upto -1300C. with the same amount of shrinkage.
All the parts which are to undergo cooling for press fitting should be carefully cleaned of any oil film
or residential fat & should have been machined to dimensions & should be less that the bore & into which
they will be assembled by I mm.
Before fitting the cooler part the seating portions should be smeared with a mercury paste, while
fitting no undue shock or force is to be transmitted while dealing with liquid Nitrogen all safety measures
pertaining to the operation should be taken. The grinding in of valve seats of steam chests is done with the
help of a special tapping plate, the position of which relative to the seat is fixed by the grinding spindles.
While dismantling the horizontal traverse from the regulating valves (in the type bar type), the serial
making of the regulating have should be taken note of for later guidance while assembling, as any
misplacement of one or two valves will lead to a breakdown of the regulation system of the m/c.
The stroke in the case of valve in turbo-blower AKB - 12 – 11 is as follows:-
1 valve 2 valve 3 valve 4 valve 5 valve
15mm 15mm 30mm 37mm 45mm
Regulation System:-
The regulation & protection systems of a turbo blower consist of:-
a. Auto stop valve.
b. Volume regulator of jet type
c. Speed governor.
d. Starting device.
e. Servomotor with main pilot valve.
f. Emergency over speed governor.
g. Oil switch block
h. Pump capacity begulator.
i. Axial shift relay.
j. Axial shift relay witch
k. Electric oil pressure regulator
l. Electric oil pump relay
m. Antisurge regulator
n. Servomotor of antisuge valve complete description of all the elements of the regulation system and
their functioning & activation on one another are furnished in the manufacturers in instructions.

To the denary play and are supplied along with the equipment maintenance personnel should be
familiar with the function, constructions & salient features of each item of the regulation system
which they take up for repairs. Only those who are comparatively better qualified than thers are to be
 deputed for such work. Direct supervision should be exercised only by those who will also be
responsible for the setting & adjustment of the system sifter completion of its repairs.
The description and the mutual interrelation of actions of the items of regulation system are not being
covered in the present work but we shall only carefully study the specialties and the established
values of each part which should be taken into account during repair.
The disentails of the regulation system details should begin after 3 – 4 days of capital repair by which
time all the insulations dust etc. are removed. For dissemble assembling the regulators, there should
be a special table with a wooden top & covered with press palm.
The table should be surrounded on all the 3 sides by a par apenkple 80 -100 mm. height equipped
with fitters’ bencvices which are supplied with copper or aluminum pads at the jaws. The working
place should be well illuminated and should be provided with compressed air for blowing & cleaning
the details.
The overhauling of the regulators is to be done by fully dismantling their from their installed places
as only in this way, there are full possibilities of a careful and through measurement of all the
regulator parts.
The hver hauling consists of:-(91) carful cleaning of all details (2) Inspecting splies, cracks and
scratches & such other defects (3) In measuring important clearances (4) In the grinding of sealing
surfaces and assembling within specified clearance limits.
Also all the springs of the governors and their conforming to the manufacturer’s data are to be
checked as during the process of operation, the sprin s could have lost their original characteristic
which is a deciding factor in their replacement.
While assembling, the possibility of any in advert falling of dust particles or a length of cotton waste
thread etc. all the packings sheets should conform to their thickness that is specified in the trainings
or as kept earlier. Cartain established values in the regulators which are to be taken care are
givenbelow:-
SPEED GOVERNOR:-
The regulating bolt of the speed governor pilot valve is installed in such a way that when the
postar is in the upper most position and consequently also the pilot value, with the box also in the
upper top position, the port opening is about 9mm so, the pilot valve is taken out of the box and it’s
height h is checked in such a position relative to the box that the milled port of the latter is open by
9mm the adjustment of the screw at the bottom fixing the tension of the mainspring of speed
governor is carried out at the time of steeing the regulation system with the machine working.
The characteristics of the speed governor spring is as follows:-
Description of property Unit Mainspring end coild of spring
Rigidity kg/cm 151 7.96
Free length mm 125 50
Wire dia mm 10 3
Wire dia mm 10 3
Average dia of spring mm 48 25
No. of working colis mm 6 5

2. Starting devise:-
During overhaul, the mating surfaces of the piston and valve are to be given careful
inspection. These surfaces are to be tapped wirely and their leakproof. Ness tested, by turning the
regulator upside down and filling up the availing in the piston with kerosene No. leakage. Is allowed.
Soring characteristics:-
Regidity = 4.4 kg/cm
Free length = 105 mm.
Wire diam = 3.5 mm.
Average diameter = 3.2 mm.
No. of coils = 10 Nos.
3. Servomotor vith main pilot vlave:-
 During overhaul the clearances between the rod and the pistion should be 0.04 – 0.05 mm
The grinding shoulers of the pilot valve should have sharp edges. Tapping or grinding of the
guiding shanlders in prohibited.
Description of Regulator Rigidity Free length Wire dia Average No. of
Ka/Cm. mm mm. dia mm. colls.
1. Oil Capacity regulator 3.33 48 2 20 6
2. Electrical oil – Pump relay. 10 86.75 5.5 5.5 5.5
3. Oil switch block front. 3.04 118 3.5 34 12
Front rear. 2.7 65 2.5 24 10
4. Axial shift relay. 3.15 78 3 32 6
5. Steam and oil top 23.5 53 6 54 3.5
Pressure regulator, Bottom 5.6 76 4 46 14.5
6. Over speed emergency Governor. 18.2 69 4 26 8
7. Emergency governor lever (not installed). 10.5 70 5 35 135

After assembling all the items of regulation system and setting up, the following values are to
be fixed up and recorded in the proper Performa.
(a) Axial shift relay of turbine & compressor:
(b) Oil capacity regulator:-
(c) Speed governor:-
(d) Emergency over speed governor:-
(e) Oil spring screw of Main pilot valve:-
(f) Drossel position in oil switch block:-
(g) Relay position of starting electric oil pum

CHAPTAR – VI
Overhaul of oil system of turbo-blower
The oil system comprises of oil pipelines and valves, oil tanks, oil pumps and oil coolers. The over
haul mainly consists of careful and through cleaning of all pipes and tracks in the system and removal or dirt
and other corrosion deposits.
The decision as to whether compete pipelines should be dismantled or not for cleaning or only part of
them, to be done. Depends upon the oil analysis results and the condition of oil pipes itself. If the pipelines
have considerable amount of corrosion products deposits in them, full dismantling is called for .in this case,
each pipe is subjected to chemical and mechanical cleaning. The former is done with a solution of di-chlore-
ethyl or of trichloro-ethylene or 4-8% solution tank of dimensions 4000X800X500 is prepared and filled
with 4-8% HCL. Small pipes so immersed that they are fully submerged in the solution larger pipes have
their one end worden-plugged and filled with solution from the other end. Dipending on the concentration of
solution and the extent to which they are dirty, pipes lay immersed for 2-8 hrs. pipes can be considered to
have been etched fully when their interior surfaces reveals a shining white surface. After etching, the pipes
undergo blowing by wet steam preferably, as high tempr. Steam will cause deposits adhering to the pipes
waters. A temperature not more than 1500C is recommended.
For attemparating the steam, the following method is used:-
After blowing the tube it is usually lubricated with turbine oil and assembled into the system. The cleaning
of the flanges should be carried our before picking of the oil pipeline.
Those workers engaged in the pickling and blowing of oil pipes should be famillar with certain
special safety instructions concerning these jobs.
So finally all the slimy deposits are got in the overflow and drain pip e where the velocity of oil is
small 1-3m/sec therefore, these overflow pipes may be cleaned hydraulically without dismantling the oil
system for system for this purpose, a high speed slit type nozzle with an outside dram. 40-45 mm.
Awhichpirmits inserting nozzle through all over flow pipes. Oil at a pressure of 5-6 atm is supplied to the
nozzle through a flexible number hose of 22-25mm either by gear oil pump or a centrifuge of the oil tank of
same unit. The nozzle with the hose is inserted thro the oil overflow observation port of the bearing housing
and reachoes the whole length upto oil tank.

In case of a correctly designed and fabricated nozzle the velocity of oil flow from the circular shit
reaches up to 12-25 meters/sec. this is quile enough to remove all shiny deposit in oil pipes. This shine
settles finally in the oil tank where it is released by the fitters.
The method described above gives a good result of cleaning oil pipes and this necessity of
dismounting the pipe is avoided, effecting considerable saving in time and labour consumed in repair. The
assembly of oil pipes should be carried out very accurately taking into account the possibility of any dust
particle gaining access into the tube.
The oil tank should be carefully cleaned of shine and other corrosion products which are very often
found in the upper part of the oil tank.
In most cases, satisfactory results are obtained by washing with kerosene oil and the wiping it with
clean napk in.
Before tapping up the oil tank should be inspected for cleanliness, by a representatives of repair as
well as representatives of operation.
Oil coolers should be taken out and fully dismantled in case of shine deposit on the tube surface (oil
side) it is necessary to clean them by chemical methods. The beat results are obtained by through ringing in a
hot solution of disodium phosphate. For this the oil cooler tube bundles are placed in a vertical tank whose
height is higher than that of oil cooler. The tank is filled with hot water and filled with a tri-sodium
phosphate to obtain a medium concentration of the solution.
In the tank a steam pipe line is installed and steam at 2-4 atm. a bs. Is let in, which agitates, the
solution and maintains it in a boiling state. The oil center bundles are kept in for 6-12 hrs. depending on the
extent to which surfaces are deposited and there after blower with steam. The seals and deposits formed on
the water side are easily removed by brushers. The clean ones are their got up ready for hydraulic testing
which is arrived out on the waterside at 2.5 atm.
If tube function is suspected, then hydraulic testing on the out side should be done to locate the tube.
In such a case, the oil cooler is mounted on a special fixture the details of which are given in the chapter
fixture for repair work.
The overhaul of oil pumps consists or their dismantling, cleaning oil the details thoroughly and
measuring all the clearances and recording in the charts. The ball bearings of turbo – oil pump are to be
given special attention which, as a rule, are changed during repair, as also oil and steam side packing seals of
turbo-oil pump and bronze bushes of electric oil pump.

CHAPTER – VII
OVERHAUL OF COMPRESSOR CYLINDERS & ROTORS

This is done according to the same standards which apply to the turbine cylinders and rotors as dealt
with in the proceeding chapters, however, it is necessary to remember that individual items of the impelled
are subjected to a high stress up to an average of 4500kg/Cm 3. Generally speaking, the centrifugal impeller
has taken a long road of development and represents a very robust construction. The strength of which is
determined only by a static stress as distinguished from the stress consequent opposite to the high speed of
its rotations mass. However operation experience of centrifuge machines shows that there are a number of
cases of vibrational failure of the extension part breaking off from the discs. In most if the cases the original
cause of failure an be traced to a crack appearing at the outer surface of overing discs, at the outset, near the
edges of firs rivet holes & this gradually spreads either outward on inward.
Example of a crack of a vibrational character:-

When vibration occurs, dynamic stress of very considerable amount takes place in the rivets which
may lead to their failure,. It is also necessary to remind ourselves, that strength and rigidity of compressor
rotor sharply declines when working in a medium of air mixed with dust, hard particles etc. content above 5
mg/M3 of dust in the air sucked in leads to an intensive abrasive wear of blades, rivets and shrouds.
 It goes without saying that during the period of capital repairs, the inspection of all the rotor
components should be done very carefully. The outer discs should be thoroughly rubbed and polished with
emery paper and surface inspected under a magnifying glass.
It is also necessary to measure the clearances between the impelled and the disc. 0.03 Mm. feeler
should not be able to pass through there should not be any clearance at all. When the m/c. works in a dust
laden air medium it often happens that one of the rivets on the side of the vanes gets abraded as shown in the
figure. The amount of cut is to be found out and if it exceeds 20% of the rivet thickens, the rivet is to be
changed.
Example of abrasive wear of rivet.

It is also emphasized that the spherical head of the rivet should also be carefully examined for any
abrasive wear, since this type of wear has been/also encountered fairly frequently and which may lead to
weakening of the binding between the disc and the vane.
It is also very essential to check up whether the clearances in the labyrinth seals are within
permissible limits, test an increased clearance not only effects a reduction in economy but an increase in the
axial stress on the thrust bearing.
In most of the cases of unsatisfactory functioning of compressor thrust leanings the reason can be
traced to the increased clearance in the impeller packing seats and during pisting.
During overhaul, the difference with guiding vanes should be taken out and the guiding vanes
themselves, musts and the luck washers on the heightening both of guide vanes and the control studs of the
different etc.
Defects found, if any, in the rotor system of compressor should be analysed and the cause found out
and eliminated. It hot riveting is to be done, their heating is best done by a contact type electric heater
utilizing the current strength upto 400-450.
The description of heater is given in the chapter fixtures.

CHAPTER – VIII
OVERHAUL OF AUXILAR ES OF TBS:-

The following are considered:-

(a) Condenser and its auxiliaries.
(b) Electors.
(c) 2 Nos. Condensate pumps, one of them with a turbo – drive also.
(d) L.P. and H.P. heater.
(e) Gland steam air efector cum-cooler.
(f) Inter-cooler.
(g) Pipes fittings and valves.

We shell now consider some aspects of their over haul (a) Condenser – surface type, SEPERATED
into halves for two-pass flow of water. The shell is rigidly connected to the exhaust casing of turbine. It is
provided underneath and on 5 springs to take up thermal expansion which are adjusted uniformly to take up
its weight when without work. During the period of overhaul, we shall try to achieve a thorough cleaning,
and leak proofness of its vacuum system as well. It is well known that a drop of 1% of vacuum increases the
fuel consumption by 1.2%.
Soon after the condenser and cogers are opened, some scales formed in the type interior surfaces are
to be collected and sent to the lab. For inspection to decide the method to be adopted for cleaning the tubes.
The scale formed may be of the following nature.
(a) Mechanical – dirt, grass sand, gravep etc.
(b) Biological – formed by linving and dead or ganism which have formed and multipled in the water
lines including lish.
(c) Salt depoits, - forming scale frequently all the three are met with. The method of cleaning
decided, depends upon the character of these deposits.
 Mechanical and other biological deposits in the condenser are satisfactiorly removed by shooting
rubber plugs. Plugs of 35-40mm. thickness and whose outside dia: is equal to the inside dia. Of tubes are
placed at one of the tubes (preferably at wider inter side) and are shot in thro (the whole clength by water at
5-6 atm pr. From a special attachment, while passing along the plug sweeps away all scales and dirt. At the
other end a net is arranged for collecting the rubber plugs and deposits (see fig-39)
The number of plugs should be such that simulataneously all the tubes in arc section of condenser are
covered with them. After all the tubes have been shot thro they should be further checked with a steel rod, as
in case of thickly adhearent hard deposits, the plugs on the contrary may get worn out. The scale on tubes are
cleaned with the help of a steel brush fixed on one end to a metallic rod. A better method of giving
satisfactory results is, when the steel brush is fixed to a flexible lead and to be rotated by an electric or
preumatric drive. This method is also to be followed by washing with water.
Where the condensed is very dirty and enither of the hydraulic and technical cleaning have given
results we have to adopt chemical method..
the chemical cleaning is carried out by a 2-3% concentration of hydracloric acid or a chlorinated
solution of 15-20 mg/litre concentration or a 2% cone. Solution of sodium hydroxide depending on the
character of scales, after chemical cleaning, the condenser is to be flushed with circulating water for a
prolonged period.
Leakproofness of condenser and in fact the while of vacuum system can be tested by flood testing the
condenser. In certain cases where source of leakage could’nt be detacted by such a test, but while in
operation it is clear that air leakage takes place, we have to resort to hydraulic testing of condenser at a
pressure up to 1 kg./cm2.
For this the turbine end glands are covered with special clamps packed with asbestos ropes. The
vacuum system of condenser is filled with water up to the horizontal joint and throá nipple situated at the top
cover to pressurize and the whole vacuum system is carefully inspected.
In all cases, where the vacuum system is flooded, it is essential that at the condenser bottom, addition
supports be placed under the springs or screw jacks if available.
During the overhaul, the intermediate support plates for the condensed tubes have also to be checked
whether around the area of the plates the tubes have been scord or worn-out, which may lead to a significant
increase in the condenser tube vibrations.
1. Condensate pumps:-
Overhaul consists of complete dismantling of pump, replacing worn out parts, cleaning, measuring
all clearances and reassembling of pump.
The bearings especially are to be given more attention. Sleeve bearing radial clearances should be
within the limits specified in the reference books for signal raw ball bearings of internal diameter 50-100
mm the radial clearances should be .02-0.4 mm. this clearance is measured by feeler gange inserted between
the race and the ball. The oxial play allowable for each type of bearing should also be accordingly governed
is specified in the handbooks. In the case of journal thrust bearings, having are internal dia between 30-120
mm the axial play should be in the range of 0.03-0.25 mm. the system of tolerances employed for
unstallation of sliding bearings of shafts and casing is as follows:-
Up to internal dia. Of bearings 50-120 mm, shaft diameter should be:-
The diameter of casing bore shall have = -+(.02-.025)
Have been carefully scrutinized because any sright. Deviation even of the order -.02-.05 mm. will
result in the bearing getting damaged quickly.
The placement is better done after heating the bearing in hot oil at tempr. 80-90 0C. the bearing can
function effectively only when the shaft axis and the bore axis concide. In case the casing bore is found to
have more clearance it will not be useful to pack it with foils etc. the bore in the casing should be built up by
welding and then machined accurately to the original internal bore specified, while installed the top cover of
the bearing casting, it is necessary to see that overmuch tightness does not take place be tightness is not more
than .02-.025 mm. the shaft should not be constrained and should be able to rotate freely and easily by hand,
without jerks and jamming. Iff- the bearings had been installed in a normal way there should’nt be any
character noise and vibration. A deeply resounding intermittent noise indicates a dirty bearing.
A shrink whistling sound indicates that there is no lubrication in the bearing and considerable friction
is taking place between one or the other components in the bearing. In most of the cases such defects are
accompanied by increase in tempr. The tempr.Permissible.Is up to 60 0C above that of ambient tempr. Or
900C whichever is less.
During the overhaul of condensate pumps special attention is devoted to those fittins which fall under
vacuum when the m/c is working the bearing and the gland cooling – lines should be checked and kept in
good working condition. The alignment between pump and motor should be given the most careful attention
as also the coupling joint details should be properly and uniformly assembled.
2. Overhaul of heat exchangers:-

This consists of cleaning all be the parts after dismantling and then carrying out hydraulic tests. All
defects are to be attended. The interior surface of the shell to be inspected for probable wear. In case of
considerable pitting due to erosive wear, it is necessary to drill a few holes at certain places to ascertain the
thickens remaining in the shell and also to decide the possibility of keeping the equipment in operation
further. All the valves and other fittings on steam and water side are overhauled.
3. Overhauling of steam and water fittings & accessories and pipelines.

The piping in thermal power stations work under strenuous conditions. During working the piping is
subjected to a more or less constant loading by pressure of the flowing machine, wrights of filling and
valves, own weight, weight of flowing mass, insulation and any stress due to thermal expansion. Beside this
at times a periodic stress also can be expected on the pipelines by nonumiform and improper heating,
jamming of moveable support, a considerable amount of friction resistance in the movable pipe supports
and by vibration transmitted from other machinery. The first thing expected of a pipeline is its reliability.
During pipeline maintenance, especially that of steam & extraction pipes the following points should be
given careful attention.
(1) The condition of pipe supports and hangers which should be as stipulated as in the design fixed supports
should be properly fastened, whereas movable supports should have well cleaned surfaces for sliding
Ball or roller supports should have stops to prevent the travel so as to prevent the falling of the body with
balls and rollers from the support. No misalignment or deviation is permitted in the movable supports on
the sliding surfaces. Spring supports and spring hangers should have proper spring tension adjusted as
per indicated values in the drawings:-
(2) The whole pipe line should have a free scope for thermal expansion. There should be an excess of at
least 50 mm clearance over and above the termal expansion amount between the pipeline and the
insulations and the foundation
(3) It possible, the cold tension clearances provided in the pipeline supports should be checked, depending
on possibility (for example in the Main steam are connected to auto stop valve), whether they conform to
the valves given in the drawing.
(4) All leakages in the flurge points should be attended by changing the pickings. If even a very slight
leakage in the welding point is observed, then, the sport should be located exactly and the point chipped
off thro its whole thickness (it is better to chip out the complete joint itself and weld a new
(5) All the insulation that has been pulled out from the pipelines should be put back in good condition. No
pipeline should be left-un-insulated if the tempr. Is above 200 0C. all steam pipelines passing under oil
system pipes should be with a metholic tray with a drawing arrangement as a fire preventive
measure to preclude fire hazarda in case of a casual oil leak on to the pipeline.
All the valves in the pipeline are overhauled. They should provide a reliable & break down free service
in between the capital repairs. The fittings are overhauled in the following sequence.
(a) Dismantling.
(b) Cleaning and washing all the components.
(c) Inspection and detetion of faults.
(d) Repair and replacement of individual parts if necessary.
(e) Assembling the components with new packing joints and gland ropes.
(f) Hydraulic testing of the vlaves.

The most important components of valves working a very stren regime are the gates and seals of gate
valves, and the valve and seats of stop valves. The sealing or mating surfaces of these components come
under the combined action of corrosion and erosion and many develop cracks or crumble down as a result of
which valve loses its leakprofness.
We shall now discuss the problem of repair that these seating surfaces of the valves present to us.
The materials with which these valves and seals are made of should satisfy the following
requirements.
Well ground and tapped, wear resistant to the flow of working medium without splits or cracks,
should be robust against corrosion caused by working medium at the working tempr.
Mostly the following grades of steels are used:

S.No Nomenclature U.S.S.R.Grate.

1. Stainless Steel 2 X 13
2. Stainless Steel 3 X 13
3. Chrome-nickel titanium steel 1 X 18 HIT
4. Alloyed Chrome Molybdenum aluminum steel 38 X M to A

Valve components made of any of the above steels should undergo the following heat treatment
process:-
1. 2 X 13 hardening at tempr. 970-99900C in oil and subsequent tempering at 680 X7500C in air.
2. 3 X 13 hardening at tempr. 980-1500C and subsequent tempering at 6000C in air.
3. 1 X 18 HIT – hardening at tempr. 10500C in water.
4. 38 X M to A – hardening at tempr. 9400C in oil.

And subsequent tempering at 6500C in water and Nitridingat tempr. 520-5600C (1 to a depthe
of .5mm) to impart an hardness of 800-1000 BHN.
While repairing valve fittings it is not permissible to remove a layer tempr. The hardness surface by
machining unless it is to be welded upon latter, as, the ultimate stress, (which cause the metal to split or
crack) charges sharply as seen from table.
Steel Grade UI timate stress Hardness of surface as per
crack kg/cm2 Vickers, KV Kg/MM2
Nitrided steel 38 XM to A. 710 870
Unnitrided X 38M to A 70 203
Heat treated 2 X 13, 3 X 13 300 760
Un-heat treated 18 HIT 1550 170

If the sealing surfaces have worn out to an extent that it may not be possible to restorsthem back by
grinding (be depth of pitting more than 0.2-0.3 mm) their surfaces are built up by welding. To accomplinsh
this, it is necessary take the original overall dimensions of the components and then worn out sealing
surfaces is machined on the lathe to a depth of 2-3 mm and thereafter building up is done.
The welding is done using a hard allow for example or high chromium electrode (containing upto 17-
18%). While welding, the component should be hated by gas torches upto 400-500 0C. andthere after welding
is done using a 4mm dia. 8 SWG electrode with a minimum current strength of 130-140 A.
The building up should be done all round the periphery. After deposition of every layer of weldm
slag should be removed carefully be rubbing the surface till the metallic surface is welded.
There should not be any break in the process of welding, as it leads to the cooling down of the part
resulting in cracking.
As such, welding should be continuous and till the end of the part should be placed on dry sand heated up to
80-900C in order to cool it down very gradually. The thickness of the weld layer should be nearly 5mm be it
should be 2-3mm above the normal size of the components.

1- For gate valves on steam-lines, USSR – standard electrode. Mark “MM” of 2 X 13 steel having the
following composition.
C = .16 - .24; Si + .6; Mn = .6; p = .035
 S = .03; Cr = 12-14; Ni = .6
The Indian standard corresponding to this is “Citochromax” electrode having C = .15: Mn = 2.0 Cr =
19% Ni = 4%
2- For gate valves on feed water lines, the following electrodes are recommended by USSR standard
-3M or -15” of 1 X 18 having composition as follows:-
C = .12, Si .8; Mn 2.0, p. .035, S .03
Cr = 17-20%, N1 = 8-11% Ti = .8.
The Indian standard corresponding to this is “inox. AW” having the following composition of CF
= .05, cr = 18, N1 = 10%, 8 S = .03, p = .03. After building up, the component is machined to its original
size, and the saling surface is ground to ahigh degree of finish, on these sealing surfaces there should not be
ayn cracks, blow holes or scratches. That treatment after building up is not usually done. After machining
and grinding, the components of the sealing surfaces are tapped to gether in place – tapping with a coarse
one and finishing with the smoother one.

In case the valve seals are in good condition or at the most not much worn out and building up is
done only on the gates, then it is advisable that the seals are tapped first by using a cast iron tap and a coarse
grained tapping power after completion of tapping, the valve is assembled. Taking care that all parts, spindle
shifting box bush etc. are also checked up properly. The valve should then undergo hydraulic test up to the
pressure specified by the manufacturer.

CHAPET – IX
START-UP TESTING & COMMISSIONTING OF TURBO – COMPRESSOR UNITS

On completion of repair and erection work of turbine units, the following jobs preparatory to starting
are carried out:-
A. Oil flushing.
B. Blowing off of steam pipelines.
C. Leakage testing of vacuum system.
D. Trial testing of auxilitry units.
E. Preliminary setting and adjustment of regulation system.

A. FLUSHING OF OIL:-
After through cleaning, inspection and assembly of all the oil systems, oil tanks, oil pumps and oil
coolers, the flushing of oil in the entire system
1. Flushing through filter network before the bearing.
2. Flushing direct through the bearings without the network.
3. Oil flushing without the network and by passing the thrust block.

The main propose of flushing is to provide final cleaning of oil lines before the commissioning of the
unit.
The first method consists of providing brass fitter with galmanizedgaule setting before each bearings. The oil
pump is the started and whenever there is a tendency for pressure build up, the oil pump is stopped and the
fitters periodically cleaned. The main advantage of this system is that there is no necessity to open up the
bearings on completion of flushing but this process is a time – consuming one and the flushing operation
may last a day or two even.
 The second method is more effective but the disadvantage is that after flushing the bearings,
regulation system etc. will have to be inspected.
The quickest and most effective flushing can be ensured by the third method – turning of the lower
half of thrust block and several of the top half of the bearing blocks, as result of which the oil is directly
drawned into the turbine housing, by passing the thrust blocks. Oil is draimed quite fast and under normal
conditions, flushing can be completed is 8-10 hours.
If we are quite certain that these is no dirt or dust in the regulation system equipment then flushing is
to be done only in the lubrication system, in which case the electric oil pump will do. Oil which gathers up
impurities in the process of flushing is drained from the tank and oil system after which the oil tank section
and oil fillers are subjected to thorough cleaning. Fresh or filtered oil is filled back into the tank, but it is
most essential that this must be previously certified in the laboratory about their purity. The bearings are
then assembled and put back in working. Turbo – oil pump is to be started (after testing it thoroughly) and
the entire oil system is thoroughly inspected and even the oil leakage are traced and rectified. On completion
of this, we certify that the entire oil system is ready for trial running of the turbine unit.

B. BLOWING OF STEAM LINES:

Blowing of the main steam line up to the auto stop valve is required when:-
a. Any gas-cutting or arc-welding job has been carried out on the main steam line.
b. Considerable metallic pieces or particles have falling in the main steam the network.
c. Steam line has been left open some sports for quite some time during the repair work (e.g. main
steam valve, follplaate etc.)
For blowing the steam line, the auto stop valve is removed with protective netting and the blowing
pipeline is connected to the flange to the main steam line. The blowing line must be of diameter not less than
half that of the main steam line and the transition must be firmly fixed on the main line to avoid failure due t
resultant steam jets.
The steam valve at the main header must be very gradually opened. The flow meter orifice plate must
be removed and steam consumption under this condition must be assessed from the metres provided in
Boiler hous. Blowing is to be carried out for about 10 to 12 minutes at a rate equal to the averagesteam flow
for the turbine. At the same time the steam lines of:-
a. Turbo condensate pump.
b. Turbo oil pump and oil steam regulator.
c. Main steam valve of ejectors.
d. Front turbine sealing glands.
The auxiliary steam lines can be blown directly inside the turbine hall.
On completion of the blowing operation the steam lines are assembled the normal working position
and the line is pressureized up to the main steam valve. The entire drainage system must also be
inspected. The steam inlet system is deemed to be ready in all respects. That is no leakage either at
(to drainages or at the other fillings)
C. LEAKAGE TESTING OF THE VACUU SYSTEM:
Generally, the entire vacuum system is filled with water and inspected for leakage is any for this
purpose it is essential:-
1. To provide supports or jack under the condenser tubes.
2. The valves provided in the pipe line of vacuum and rgeneratic system upto the condensate pump
to be opened and the condenstic drain valve to be closed.
3. The atmospheric relief valve lever to be locked in the lower position.
 4. One of the watches on the turbine exhaust the valve to be opened and through. His the water level
filling the condenser is observed.
5. Vacuum system is filled with water upto a level such that 3 or 4 = blader of the last stage of
turbine is dipped in water.
After rectification of all the leakage observed under these conditions and cleaning all the water from
condenser, we can proceed to test the system under vacuum.
Initially some steam is supplied to the ejector and their individual performance observed. For this
purpose isolate the ejector from condenser by closing the air valve keeping the condensate pump working.
The second stage of condenser must have at least 80-85% vacuum & the first stage up to 96-96%
After this testing of ejector is successfully completed, the starting ejector is made operative and
vacuum is raised. The starting ejector must ensure 150-200 mm Hg col vacuum in about 8-10 minutes an
after this the second stage of main ejector is put on. Without sealing of turbine glands it should be possible to
obtain 400-500 mm Hg col under this condition. On seeling the glands, vacuum must rise to 550-600 mm
Hg. If all the above tests are successful, we can consider the vacuum system ready in all respects.
D. TESTING OF AUXILARY LINITS:
Among the auxiliary units to be tested are the condensate pumps, turbine drive of condensate pump,
circulation and technical water system condenser, oil cooler and intercooler. The proper opening and
closing of all the fittings, valves etc. which are not under pressure are to be tested. Condensate pumps
must be wamed up & run for 4-6 hours and their automatic interlock system tested. Ensure that
sufficient oil is there in the dashpot of the mon-return valve of the compressor & the condition of
thro ttle valve at the compressor is normal.
E. Initial setting & adjustment of Regulation system.

Washers must be installed in the oil inlet pipes of the bearings after flushing is completed. The
washer diameter must correspond to the valves recommended in the test certificates given b the
manufactures. While setting and adjusting the regulation system, it is recommended that the oil temperature
must be maintained close to that of working conditions, i.e., 40-50 0C. in case the temperature is considerably
different from the working valves, then additional corrective measures for regulations setting will have to be
taken. Oil to the hydraulic (jet) regulators is to be closed and the starting device handle is to be turned
clockwise to the very end. The speed governor hand-wheel is turned such that the sleeve box is in the top
position. The oil switch lock lever is the started and at a steam pressure of 12 to 13 atg. The oil pressure
reducer valve is adjusted to give 5 Atg. Pressure of “power” (regulation) oil. This after this, the starting
device is moved to the top position and with the oil switch black throttle, oil is made to pass in the “flow-
passage” system. When this oil pressure reaches a valve of 2.65 Atg. The main servomotor and regulating
valves, must move in the opening direction.

This is ensured by adjusting the setting screw of main pilot valve spring.

For proper working of the regulation system of turbine AKB – 12 – II the following points must be
born in mind.

1. With the starting device valve in top position and the speed governor sleeve also in the top,
servomotor opening must be 20 – 25 mm.
2. When the starting device valve is in top position and speed governor sleeve is in bottom position,
the servomotor opening must be 55 – 60 mm.
 The opening and closing characteristics of the auto stop valve are checked. The emergency governor
action is tested by hand as also that of the axial displace. Ment relay. In addition the axial displacement
protection is tested by simulating the transducers.
The dead zone characteristics of the regulators is then to be tested. For this purpose the hand-wheels
of starting device and speed governor are periodically moved a little and the corresponding response of the
main servomotor is noted, both for he closing and for the opening direction. If the servomotor moves with
jerks and gives rise to wide fluctuations in flow passage oil pressure, this indicates same jamming or heavy
friction in the main pilot valve or the servomotor. These should be no difficulty in maintaining any position
of the servomotor – extreme positions as well as any intermediate position. A graph showing the dependence
“M” as a function of “S” is then drawn, where

M – Servomotor opening.
S – Movement of speed governor sleeve.
M – f(S)

This graph must be drawn both for opening and for the closing directions of servomotor. The graph
must be linear one. The maximum dead zone must not exceed 1 mm movement of the main servomotor. The
characteristics of the hydraulic condolence is tested separately in the special test stand intended for that
purpose. Volume regulator dead zone must not exceed 3 mm. W.C. while the antis urge regulator should not
exceed 10mm WS- dead zone. When the volume regulator hand operating leaver is pressed the regulating
valves must open immediately. The antisurge valve operation is then tested. Under normal oil temperature,
the valve must open fully in 14 – 15 seconds. The working of oil steam regulator and the electric oil pump in
terlock are then tested. If necessary, car tain readjustment be made. He baring gear and its interlock
systems provided on the panel one tested. On successful completion of these job, the regulation system can
be considered to be ready in all respects,
The next step is the running of the turbine light, 1,0. Uncoupled from compressor and checking its no
– load performance and that of the emergency governor. These jobs should not be undertaken when
compressor is coupled to the turbine.
F. LIGHT RUNNING OF TURBING.
The turbine is to be started strictly as per the instructions given in the opening manual. The
maker’s recommendation for staring an running the turbine is as shown below in the graph.
At a speed of 2500 r.p.m. the “power” (regulation) oil pressure is finally set at 5 Kg/Cm 2and that of
flow passage oil at 2.65 atg. By adjusting the screw of main pilot valve. At speed 2600-2700 r.p.m. the
emergency governor is tested by applying oil pressure under the strikrs (tip lever). The laxial displacement
relay is tested and then speed is raised to 3100 r.p.m. after a certain internal of time, speed of the turbine is
further raied and working of the emergency governor is tested. At about 3500-3550 r.p.m. the governor.
Must disengage the oil switch blok bolt. If necessary the governor can be readjusted by changing the specing
tension. The latter amay be calculated as per the formula.

S = (N22)
1( -1) where
2
(N 1 )
I = initial speing tension, mm.
S = additional spring tension required mm.
N1 = speed at which the emergency governor acts.
N2 = speed at which it should act,
Example:-
The initial spring tension (1) was measured to be 22,5 mm: when first tested, the governor acted at
3240 r.p.m. in order that it may act at 3500 r.p.m.
Hence the additional spring tension requires is 3.76 mm during the staring operation a very careful
check must be maintained over the performance of all the equipment and instruments. Whatever defects are
observed, oil or steam leakages etc. must be noted down and made to be rectified when the turbine is stopped
for coupling with compressor.
G. STARTING OF TURBING WITH COMPRESSOR COUPLED:
The starting should again be done strictly as per the instruction is the manual. With the starting
device piston in the top position and the speed governor sleeve in a position corresponding to minimum
speed and the steam and vacuum at normal value, the speed must come up to 2550 r.p.m. this is set by the
throttle wasted in the oil switch block. The speed governor must come into action at 2500 r.p.m. the upper
of the working range of travel of the sleeve box. it must be remembered that 1 mm height corresponds to a
speed of 40 r.p.m. of turbine.
Befor proceeding to set the antisurge regulator, the surage characteristics of the machine-bothe
presence an volume at speeds 2600, 2900 and 3100 r.p.m. are to be chcked. With these data, a graph PK =
f(Q) is drawn. The moment when the auti-surge regulator should come into action must be 200-300 rm 3/min
within the steady working range of the machine. For setting the anti-surge regulator, the machine is made to
run at 2600 r.p.m. and then the short valve is gradually closed so as t attain a volume about 200 mm 3/min
above that of the eritical (surge) point. At this functure, the regulator must be adjusted so that it gives the
necessary protective action, i.e. the antisurge valve starts floating 2 to 3 mm. afterwards the working
characteristics of the antisurge regulator at various speeds is checked. After setting the regulator check units
etc. must be tightened.
The working of volume regulator must be done as given in the instruction.
Then the machine is working on load, the quality of the condensate to be tested and if it is good
enough, must be diverted to deaerators. The performance of the various heaters (L.P., gland, H.p. etc) must
be checked, vacuum drop test in the running dondition is performed by closing the air valve of the ejector
(ejector disconnected) and gland heater working. The vacuum drop rate is checked for 5 minutes and a graph
drawn. if the drop rate does not exceed 4 mm per minute, then the system is considered satisfactory. The
vacuum system can also be tested for leakages by the value of recoiling of condensate. For this purpose the
temperature of exhaust steam sfter the last stage of turbine and that of condensate right after condenser are
measured. In case the system is leak proof, the different in tempr. Between these two valves must not exceed
1-20C. A high different between them indicates the presence of leakages in the system.

During the test run of the machine at various regimes, the readings of all the instruments provided
must be noted down: also the longitudinal expansion of the cylinder etc. must be noted. A curve, showing
the dependence of regulating valve openings on steam consumption, is then drawn and compared with the
one drawn prior to stopping the machine for repairs. A good quality of repair work must ensure that the
curve is moved slightly to the left.
Similarly, the other characteristics taken before the start of repairs are compared with those after
repairs. A complete aerodynamic characteristic curve is then drawn for the machine, showing the surge line,
setting of anti-suge regulator and the allowable working range of the machine. The steam consumption at
various speeds must also be marked on the curves. A sample characteristic graph for turbo-Blower type K –
4250-41-2 is shown in.
Before handing over the turbo compressor to the operation after capital repairs, the following
certificates and documents must be prepared and duly signed:-
1. All log sheets showing the clearances as per the type and lists provided by the maken.
 2. Interim details showing all important jobs undertaken (condition of rotors, boxing up of cylinders
etc.)
3. Operating characteristics and date before and after the repairs.
4. A handling over statement as per the preform recommended in “Instructions for General overhaul
(Capital repairs)” with appendices, characteristic graphs, sketches etc.

If during the repairs, the radial or thrust blocks of the bearings had been charged or built up, it is
essential it that case to stop the machine after 8-12 H working for inspection of these blocks or other places
where considerable temperature rise or vibrations are indicated. The machine must be made to run under
snort conditions for at least 12-24. House before connecting it to Blast Furnace (the no. of hours of snort
working depends on the volume of work carried out during capital repairs). After this, in case there are no
defects observed all the documentation is complete, the machine can be taken over for operation.
In order a machine can be taken over for operation, it should have a pleasing external appearance, all
inscribing work done properly and repainted. All other equipment must be thoroughly cleaned and repainted
as also the working platforms staircases, valves, fittings etc. concrete foundations, supports etc. which are
stained by oil are to be thoroughly cleaned: oil-soaked concrete must be removed and replaced. Places (floor
etc.) when there is possibility of oil leakage during operation, must be pointed with oil paint. A committee
consisting of operation department authorities’ chief of operation chief of turbine hall and engineers in
charge of repair works must analyses the work carried out and note the quality of repair work.

CHAPTER – 10
SPECIAL TOOLS AND TACKLES EMPLOYED DURING THE GENERAL
OVERHAUL OF TURBO COMPRESSORS.
ROLLERS FOR MOUNING AND SETTING OF ROTORS:-

During repairs rotors can be fixed and set very conveniently on special roller arrangements. When
mounting on rellers, it is very easy to carry out cleaning, inspection and other jobs right up to reblading of
rotors. These rollers take the form of steel discs of ida 250 mm and thickness 50 mm. a layer of 3-5 mm that
copper is welded on to the working surface of the rollers after which it is subjected to finishing on a lathe
machine. The rotors ismomented on these rollers directly on its journal and there is no fear of any scratches
under these conditions. The rollers are assembled in units of two and can be fixed on any type of jacks
intended for rotor mounting. Roller axes are to be grease lubricated. Sketch showing typical roller mounting.
1. Roller 250 mm; thickness 50mm
2. Steel casing, 15 mm.
3. Lubricator gland.
4. Pin 60mm.
5. Sfittener, thickness 10 mm
6. Fixing bolt for jack, M-30
7. Thrust waster, 5 mm

Special Frame – type Adapters for Fixing and repairs of blades.

Turbine blades can be very easily and conveniently fixed on to special adapters. Which is mounted
on a vertical position and this is also very useful for repairs of labyricush packing. The adapter is fixed near
the cylinder during repaired and mounted back and have the time required for crane movements etc. is
greatly reduced. For repairing and reassembly the lab rink packing, the adapter along with the blades is
transported by crane to some convenient location.
The adapter is welded construction the main frame of which is made up of channel pieces N.- 16 and
the blade fixing frames of angle pieces 50 X 50 and 70 X 70. It has also lugs to which steel ropes can be
fixed. Since the center of gravity of the adopter varies consider ably when the blades are mounted in position
it is advisable to use wire ropes of different sizes for the front and rear ends of the adopter – the forward end
should have a larger wire rope diameter. In order to reduce the size of the adapter, it is preferable to make if
for sets of blades only: the last (i.e. 11th ) set is removed separately.
Sketch showing construction of adapter.
A special Device for Hydraulic Testing of oil Cooles:

If there is any leakage in the oil cooler pipes or at the flared ends of pipes connected to the header
pipe, it may not generally be possible to trace the fault simply by hydraulic test. In case the testing is done in
the housing isseld at the oil system, the lower pipe bundle header is closed and is generally not inspected.
Hence special device is a recommended for use for this purpose which consist of a housing a lower
flange with holes corresponding to those provided in the oil cooler and a top flange which can be rotated.
The top flange is made rotatable mainly for adapting to various oil coolers in which the top and bottom
flange holes may not exactly correspond to each other it is also possible the oil coolers may differ in
longitmdinal dimensions by 1 – 2 mm and hence it is advisable to use expansion pieces (compensator). With
the oil cooler pipe section mounted in position in the above device, the whole unit is tested hydraulically at
2-2.5 Atg. The pipe bundles, headers etc. are thoroughly inspected and defect, if any, are easily rectified.

Device for oil cooler testing.

1. Housing.
2. Compensator.
3. Lower flange.
4. Top flange (rotatable).
5. Resting ring.
6. Oil cooler section.
7. Packing.
8. Pressure gauge.

Special electric heater for heating rivets while riveting:

It is advisable to use a special electrical type of heater for heating the rivets while riveting the blades
on to the rotor. One chief advantage of this method is that only the rivet is seated (and not other parts like
blades, discs etc.) unlike in case of gas heating. The contact type electric heater is made in the form of a rod,
25mm, 200mm long with the outer surface properly insulated. The supply is taken from welding transformer
or generator. For rivets of dia 6 – 8 mm. the current strength should be about 350-420 amp. At 60 volts.
When the blade is mounted on the rotor in position and the rivets are pressed, it is enough if the electric
heater is pressed to the rivets for about 2 – 4 seconds, by which time they would have been heated
sufficiently.

Bibliography (Reference):
1. M.A. Eltzman& A.P. Pilitsyn. : Erection, Testing & overhaul of Turbo generator &
Turbo compressor units.
2. V.F. Riss. : Centrifugal compressors.
3. N.K. Bodashkoff. : Steam Turbine operation.
4. Instruction manuals of the nevsk is (machine building works).
5. Instructions published by the ministry of power stations (USSR) regarding repairs and overhaul of
major power equipment.