CAUSES OF VIBRATION

GENERAL
There are many causes of vibration, and an accurate analysis must be made in order to find the
stimulus before attempting to perform any corrective action. Some of the most common causes
of vibration are as follows:
1. Rubbing
2. Misalignment
3. Oil Whip
4. Thermal Instability
5. Double Frequency Vibration
6. Core Vibration
7. Other Causes of Generator Vibration
8. Mechanical Unbalance
Let us look at each cause and determine the course of action to take if the situation occurs on a
turbine-generator that you are working on.

RUBBING
Rubbing occurs when the rotating element comes in contact with the stationary element. In a
turbine, the rotating element is the rotor while the stationary elements are usually the oil
deflectors and steam and/or diaphragm packing. Packing and/or oil deflector rubs cause localized
heating on the shaft surface. Circumferential temperature gradients develop because the rub is
usually more severe on one side of the shaft and the rotor gradually bows toward the high spot.
The effects of rubs on vibration are more severe when the rotor is operating close to, or below,
the first critical speed than when the shaft is rotating far above it. One reason for this severe
effect is the 180° movement of the High Spot (point of hardest rub) through the critical speed
range. This interesting effect is illustrated in Figure 1.

Figure 1. Movement of High Spot as the Result of a Rub

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As the rotor accelerates, it develops a high spot in line with the unbalance, or center of mass (see
Figure 1). This is called HS1. As it gradually approaches a maximum and the angle approaches
HS2, the rate of change of the angle advances to a maximum at the critical speed. The rub angle
is the high spot angle (as well as the hot spot), and moves against rotation. The center of mass
assumes an intermediate position which is somewhere between its original location and the
location caused by the effect of the bow. This changes HS1, HS2, and HS3, through some
counterclockwise angle, to HS1’ HS2’ and HS3’ respectively.
From this illustration we can easily see that rubs occurring at speeds that are far below critical
speeds are self stimulating, and can rapidly accelerate in intensity until the rotor becomes
destructively eccentric. This happens because the rotor tends to bow into its own rub. Rubs
occurring at speeds near the critical are partially self-limiting because the rub angle is 90° from
the bow induced by the rub. However, the effect of this limiting factor is small compared to the
expanding effect of high vibration amplitudes at critical speed. Therefore, keep in mind that rubs
which occur at the critical speeds can also be very destructive.
Rubs that occur at speeds far above the critical tend to be self-limiting because the rub angle
approaches a point that is 180° from the resulting bow, and because the amplifying effect due to
resonance is no longer present. In other words, when operating far above the critical speeds, the
center of the rotor tends to run about the center of mass while the ends of the rotor vibrate a little
at the bearings.
The same phenomenon occurs at higher critical speeds, but the effects and amplitudes for unit
stimulus are less pronounced and the rotor deflections assume different shapes (i.e., 2 loop, 3
loop, etc.). However, the stimulus per unit of unbalance is proportional to the square of the speed
and therefore larger at succeeding critical speeds.
This discussion indicates that light rubbing in the turbine can be very serious at speeds between 0
rpm and the first critical. At speeds above the first critical, it requires very hard rubs to produce
strong vibration symptoms. During high load and high steam flow conditions, the effects of
rubbing are further minimized by the hot spot cooling effects due to the high flows involved.
Rubbing will ultimately provide the increased clearances required for smooth operation. The
important thing here is to minimize shaft deflections during the rubbing period in order to
minimize: clearance increases and the resulting efficiency losses, and the possibility of serious
equipment damage. There is very little value in attempting to balance a unit which is rubbing.
Tight Packing Clearances
Tight packing clearances are normally found on new machines and on machines that had new
packing installed during an inspection. Due to alignment and tight clearances, normal rotor
rotation will often result in some rubs. Therefore, before normal turbine operation is achieved,
there is usually some “rubbing out” of the packing required. This is accomplished easier with
“Hi-Lo” packing than it is with “slant tooth” packing. Slant tooth packing does not “rub out”
easily due to the material content and the fact that the tooth area increases as it is rubbed. Factory
engineering has recently increased the slant tooth packing radial clearances to .025” for 3600
rpm machines, and .040” for 1800 rpm L. P. rotors in order to alleviate this condition.
any reason, open the bypass valve slowly in order to prevent rapid hood cooling, which can also
cause rubs.

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Steam Temperature Variation

Fluctuating steam temperatures can cause a rub because of stationary component distortion. This
is especially true in a reheat section. The customer’ s steam temperature monitoring equipment
will generally indicate this condition as well as the turbine metal temperature recorders. The
logical corrective measure is to keep the steam temperature from varying too much.
Rapid Exhaust Hood Heating or Cooling
Exhaust hoods heat rapidly during low load and steam flow conditions and can be a source of
rubs. The hood spray system helps to alleviate this condition and should be operated in the
automatic mode. lf you have to bypass the automatic regulator for any reason, open the bypass
valve slowly in order to prevent rapid hood cooling, which can also cause rubs.
Hot Turbine Starts with Cold Steam
When a hot turbine is started with relatively cold steam, it is very difficult to eliminate the
ensuing rapid decreases in metal temperature. There are units that have never experienced
packing rubs until this situation occurred. If a hot turbine is started the rub conditions can be
somewhat alleviated by adjusting the boiler conditions to minimize the steam-metal mismatch.
Water Carryover
Water induction from steam leads or extraction systems will quench the turbine shell. As the
shell quenches, a large temperature differential will exist between the upper and lower shells.
Consequently, the shell will “hump”, or bow. This subject is very important and is well treated
separately from this article. It is sufficient to say that water is to be kept out of the turbine at all
costs.
A steam seal system that does not operate properly can lead to large temperature variations and
or water induction via improper valving. If this condition exists, fix the steam seal regulator
immediately.
Poor Alignment
Poor alignment of steam and diaphragm packing along with oil deflectors can lead to turbine
rubs. This condition can often be eliminated by diligently adhering to a careful realignment
program during an inspection.
Faulty Steam Seal System Operation
A faulty steam seal system and diaphragm packing along with oil deflectors can lead to turbine
rubs. This condition can often be eliminated by diligently adhering to a careful realignment
program during and inspection.

MISALIGNMENT
Turbine-generator misalignment should be suspected as a cause of vibration when there is
evidence of oil whipping, vibration instability, apparent change in critical speed range, unusual
and exceptionally high critical speed variation, or where the critical speed vibration varies over a
wide range of machine rpm (over 500 rpm). Also, abnormal bearing metal temperatures may
indicate misalignment in the unit.

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Misalignment by itself produces little vibration stimulus unless it is severe enough to unload
bearings to the point where oil whip occurs. If this happens, very large low frequency shaft
vibration amplitudes will clearly identify the whip. Misalignment may also significantly change
the response characteristics to the existing unbalance stimulus. For example, in some instances
the stationary vibration levels of the last turbine bearing have improved markedly due to small
alignment changes to the generator which did not affect either the stimulus or the shaft vibration.
Modern calculation procedures produce a “flexibility index” which permits a rapid estimation of
sensitivity to misalignment. This index can be made available to field engineers by consulting
Turbine Engineering if misalignment is suspected as a cause or contributor to unit vibration. If
major alignment alterations are required, Turbine Engineering should be consulted before the
changes are made. There is very little value in using a balance program to reduce vibration that is
caused by misalignment.

OIL WHIP
Oil whip is caused by an unstable oil stimulus in the bearing oil film. It develops as a complex
function of journal peripheral speed, oil viscosity, bearing shape, radial bearing load, and journal
attitude angle. Misalignment can contribute to the whip condition by changing the bearing
loading.
The oil whip will usually appear and disappear suddenly as operating conditions change. The
resulting shaft vibration amplitude is generally very high (10-15 mils) and most of the
displacement will occur at approximately half operating speed frequency. Whip conditions have
been clearly observed at frequencies that vary from 1400 to 2200 cycles per minute for different
types of 3600 rpm rotors.
Oil whip instability develops when the high pressure oil wedge (Figure 2) creates a lifting force
that is greater than the journal weight causing the journal to momentarily lift for relief. Repeated
periodically, this effect amplifies, especially in the presence of a rotor resonance that is close to
the oil whip frequency. In these cases, the resonant frequency will often determine whip
frequency.

Figure 2. Bearing Oil Wedge

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Corrective action for oil whip includes the following:

1. Additional journal loading by an alignment change
2. Reduce oil wedge pressure by additional drainage or leakage area
3. Lower oil viscosity
4. Use of special bearings that add to unit stability
The design details of these special bearings are outside the scope of this section. However, the
two principal types of bearings used to increase stability are the shortened (or grooved) elliptical
and the tilting pad bearing.

THERMAL INSTABILITY
There are many causes of thermal instability in turbine and generator rotors. The following are
the most prominent:
1. Shaft heat sensitivity
2. Water or oil in the shaft bore
3. Uneven heat transfer between rotor parts
4. Loose wheels or pin bushings
5. Other loose or poorly fitted parts (i.e., buckets)
6. Unsymmetrical ventilation
7. Short circuited turns in field coils
It may be generally said that thermal instability is characterized by marked changes in vibration
levels as operating conditions vary. These vibrations will almost always exist in operating speed
frequency.
Changes in load, steam conditions, field temperature, water and steam seal adjustments, along
with other variables may cause a gradual change in overall vibration level. If there are large
variations in operating conditions, make one correctional move at a tile; evaluate the move and
make another if required. This is the best way to properly diagnose these phenomena. Usually,
the responsible factory engineering group is consulted before undertaking an extensive study of
this nature.
The magnitude of vibration changes caused by certain forms of thermal instability may
sometimes be reduced by balance work. The important concept here is to reach a compromise
between the various conditions that cause thermal instability and produce acceptable vibration
levels during all normal operating conditions. The apparent changes in vibration level quite often
become smaller as the balance refinement progresses.
If step changes in vibration levels are witnessed when inlet steam conditions are altered, it may
be the signal that something drastic has happened to the turbine. Cracked rotors have been
indicated in this manner.

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DOUBLE FREQUENCY VIBRATION

Double frequency vibration (vibration at twice operating frequency) sometimes occurs on two
pole generators because the generator rotor cross-section is unsymmetrical. This situation can’t
be eliminated by balance work. However, in such cases the operational-speed frequency
vibration can be balanced out in order to improve overall vibration amplitudes.
Double frequency vibration can sometimes be the result of cracks within a turbine rotor. Along
with step changes in vibration levels due to load changes, this situation may be a clue to crack
propagation.

CORE VIBRATION
A generator will occasionally develop objectionable vibration levels due to magnetic forces
acting on loose portions of the core. This vibration occurs at twice operating frequency and may
be transmitted from the core to the stator frame. Core vibration is often accompanied by a
noticeable buzzing sound which can be readily identified because the sound will quickly
disappear when the field current is removed while the unit is at synchronous speed. Balance
work has no effect on this type of vibration. This problem is rare because of the use of spring
mounted key bars and cutting cross slots on the generator pole faces (2 pole fields).
Other sources of core vibration stimuli include irregular journals and periodic steam or electrical
forces. While these and other special cases have a high degree of importance, their effects are
self-evident and will not be discussed here.

OTHER CAUSES OF GENERATOR VIBRATION

If you see an increasing trend in generator vibration, the problem may lie in the turbine and not
the generator. Occasionally, the force of a packing rub in the LP turbine may be transmitted to
the generator. This often happens, especially with a G2 type turbine.
Instances have occurred where vibration was attributed to insufficient cooling water to the
hydrogen coolers. The coolers were valved out and grossly unbalanced hydrogen temperatures
existed.
An inadequate cooling water supply can also be traced to vibration problems in the alterrex as
well.

MECHANICAL UNBALANCE AND BALANCE PROGRAMS

GENERAL
Vibration is the product of a periodic driving stimulus and the response of the associated rotors
and structures. Reduced vibration is achieved by reducing the stimulus or the response.
Mechanical unbalance, the most common vibration stimulus, may be reduced by implementing
balance programs. Rotors are considered to be unbalanced when they are forced to rotate around
centers which are not coincident with the center of mass. Therefore, in order to have a rotor that
operates smoothly, every effort must be made to bring the center of mass as close to the center of
rotation as is humanly possible. This process is known as balancing, and is accomplished by

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adding small weights to the rotor. These weights change the location of the center of mass in
order to make it coincide with the center of rotation. In the following paragraphs we will find out
how to obtain, interpret, and plot accurate balance data. Also, we will discuss the methods of
calculating a balance shot using the “one shot” and the “measured effect” techniques.
A word of warning should be mentioned here. Be -fore beginning any balance program, it is
extremely essential that the cause of vibration is correctly identified as a mechanical unbalance
condition that can be corrected by adding balance weights. Hence, balance personnel must be
able to recognize the types of vibration that cannot be reduced by balance work.

PLOTTING VIBRATION DATA

It is generally desirable to confer with colleagues, the district office, or Turbine Engineering
before placing a balance shot in a rotor. For these discussions, an established convention must be
used throughout the balance program in order to avoid confusion.
Polar coordinate graph paper that is similar to General Electric Form FN-163 is used to plot the
vibration data. Keep in mind that the convention plots phase angles as they are on the rotor.
Hence, the angles will increase against the direction of rotation. Since the unit is viewed from the
generator end of the turbine, these angles will increase in a counterclockwise direction (the
direction of rotation is clockwise). The right side of the horizontal axis is designated 0°, the top
vertical axis is 90°, and so on. Magnitude is marked on any convenient linear scale beginning
with zero which is located at the cross section of the horizontal and vertical axes. See Figure 3.

Figure 3. Polar Graph Paper Plotting Conventions

A separate sheet of polar graph paper should be used to plot data obtained for each rotor. If these
angular conventions are used, the effect of a weight move plotted on the graph paper will be in
the same direction as a weight move on the shaft. Thus, weight rotation on paper coincides with
weight rotation on the rotor.
When plotting data for a particular balance run, the average of four consecutive readings that
were obtained after the unit had reached steady state conditions is used. This value is marked on
the appropriate sheet in the form of a small arrow that points radially outward from the center of

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the graph paper. The bearing number and shot number are marked near the tip of the arrow in the
following manner: #10, #11, #12, etc.

INTERPRETING DATA
When performing any balance program it is very important to correctly set up the balance
instrument, take accurate readings at the right time and location, and record and plot the data in a
neat and accurate manner. Having done this, many balance programs can be analyzed quite
easily. Hence, the art of “calling a shot” is not mysterious, but becomes a rational, analytical
procedure.
If a good set of data for a “zero” run has been recorded, the first problem to solve is, “which
rotor takes the first corrective shot? “Should the vibration levels on one rotor be noticeably
higher than the others, that rotor is normally selected. However, further balance work may
possibly show that this was an incorrect decision. If more than one rotor indicates appreciable
vibration levels at the bearings, the rotor with the largest mass should probably be selected.
The next choice facing balance personnel concerns the type of correction required. It is usually a
static pair or couple. Careful observation of the unit as it passes through critical speeds and speed
vibration curves often provides important information as to the type of correction needed.
Further information may be obtained from the angular readings of the balance instrument. A
static correction is indicated if the angular readings from each end of the rotor are approximately
the same value. If the angular readings differ by approximately 180°, a couple correction is
indicated. Angular readings that differ by about 90° with vibration levels greater at one end of
the rotor than the other, indicate that both types of correction may be required.
This phase angle method of analysis is particularly valid for rotors where two bearings per span
largely isolate the vibrational effect of one rotor from the other. It allows each rotor to behave
more like a theoretical model.
Rotors that are symmetrical, or nearly so, should always be balanced by using static pairs and/or
couples. Single weights may be used on non-symmetrical rotors (usually the massive end of
single flow turbine rotors).
After the rotor and type of correction has been selected, the weight size must be determined. The
unit size, speed. amount of unbalance, and location of unbalance determine the amount of
corrective weight needed. Finally, the angular location of the weight must be ascertained. This
can be accomplished by using the previously discussed high spot theory along with the
equipment phase angle. A high spot number and weight sensitivity chart contains this
information for most large steam turbines. (See addendum.)
The objective of balance work is to properly locate corrective weights on a rotor so as to nullify
the unbalanced condition. After the original shot is installed, another balance run is made and the
effect of the shot is measured. Further changes in angular position and amount of weight can be
deduced from this data if they are required. After corrections have been made and maximum
benefits gained, other corrections of another type may be implemented, or another rotor in the
combination can be improved.

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VECTOR RESOLUTION OF DATA

When operating at their rated speed, the vibration levels of most turbine rotors are influenced by
two critical speeds. Therefore, the data recorded during operation is resolved into static and
couple components and plotted on polar graph paper. See Figure 4.
Example:
The following readings are recorded:
“A” bearing = 4.6 mils at 50°
“B” bearing = 2.8 mils at 110°
Vectors OA→ and OB→ represent the unbalanced condition. This data is resolved into static and
couple components by completing the parallelogram 0-A-C-B-O (see Figure 4). This is done by
drawing BC→ and AC→ equal and parallel to OA→ and OB→, respectively. BC→ and AC→
intersect at C and therefore complete the parallelogram. Next, draw the diagonals of the
parallelogram vectors OC→ and AB→. These two vectors, or diagonals, bisect each other at point
D.
Vector OC→ represents the total static unbalance in this example. It is equal to 6.4 mils at 72°.
Since many rotors are balanced in two planes (near the journal bearings), vector OD→ represents
the static unbalance effect at each bearing and equals 3.2 mils at 72°.
Vector AB→ represents the couple component. To measure and locate this component, transpose
AB→ so that it intersects point 0 and call it EF→. Note that vector DA→ is equal and parallel to
OE→, and vector is equal and parallel to OF→. The couple effect on “A” bearing is 2 mils at 12°,
while the couple effect on “B” bearing is 2 mils at 192°.

“ONE SHOT” METHOD USING AN IRD

The following approaches apply to calling a balance shot using the “one shot” method:
1. Graphical Approach
2. Analytical Approach (based upon the graph)
3. Use of the “One Shot” Calculator The following information is also required:
The following information is also required:
1. Pickup angle
2. Balance instrument used to obtain data
3. High Spot Number and sensitivity to weight
The importance of the first two items is stressed in another section.
Weight sensitivity and the high spot number are functions of the speed of the unit in relation to
its critical speed. The closer the unit speed is to the critical, the more sensitive the unit will be to
a mechanical unbalance stimulus. Conversely, if the unit speed is further from the critical, the
less sensitive the unit is to the same stimulus. For example, a rotor moves through the first
critical speed range and reaches a peak vibration amplitude of 10 mils. This can be considered to
be a pure static component. At operating speed the static portion of the peak amplitude is 4 mils.

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Figure 4. Vector Plots

The mechanical unbalance stimulus is the same for both situations. If 20 ounces of corrective
weight was used at the critical speed, the weight sensitivity at critical speed is (20 ounces / 10
mils), or 2 ounces/mil. Similarly, the weight sensitivity at operating speed is
(20 ounces / 4 mils), or 5 ounces/mil. In each case the corrective weight totals 20 ounces.
For most units that were built in Schenectady, a high spot number chart is published for general
use. This chart is added as an addendum to this section for your reference, and it represents the
accumulated data on many similar units. If the turbine code, rotor type, rated speed, length of last
stage bucket (LP rotors), and type of exhaust hood are known, you will be able to determine high
spot numbers and weight sensitivity (ounces/mil) when vibration data is taken at the critical or
operating speed of a unit.

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Example:
G-3 Turbine-Generator
LPDF ‘A’ Rotor
Operating speed = 3600 rpm
LSB = 33.5”
Herzog hood
Vibration instrument = IRD “314”
Pickup angle = 60°
#5 bearing = 5.0 mils at 20°
#6 bearing = 4.5 mils at 170°
This data is plotted in Figure 5 and the results are as follows:
Static:
#5 bearing 1.2 at 85°
#6 bearing = 1,2 at 85°
Couple:
#5 bearing = 4.6 at 6°
#6 bearing = 4.6 at 186°

The equipment phase angle for an IRD “314” is 90°; the HS for a couple is 2,4, and the weight
sensitivity is 4 ounces/mil (Ref. HS Chart at the end of this section).

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Figure 5

GRAPHICAL METHOD
Locate the couple component of the #5 bearing end plane (see Figure 5). The rotor is stopped
with the IRD mark at the couple component angle for #5 bearing which is 6° on the stator
reference. Next, measure against rotation from the shaft pickup using the following steps.
1. Equipment phase angle is 90°. This point on the shaft is the dynamic high spot.
2. An H.S. correction of (3.0-HS#) x 90° is required. (3.0-2.4) x 90° = 54°. This is
the position for the couple correction for #5 bearing, An additional 180°
correction for #6 bearing is required because this is a couple.

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Stator Angle

Figure 6. Graphical Representation

Figure 6 represents the graphical representation of the problem. The equipment constant of the
IRD must be considered in order to locate the high spot. Hence, the high spot is found 90°
against rotation from the shaft pickup. Once the high spot is identified, the weight can be located.
This correction is made as a function of unit speed versus critical speed. A high spot number of
2.4 requires a correction of (3.0-2.4) 90° = 54° in order to locate the required weight which is
against rotation from the high spot.
The rotor position must now be located relative to the stator reference marks. From the previous
vector resolution the #5 bearing couple component is located at 6°. Using the 0° stator reference
mark as the initial point and measuring against rotation as positive, we find that the weight
location against rotation from the IRD mark is +90° + 6° + 54° - 60° = 90°.

The first shot would entail installing a weight of 4 oz./mil (from H.S. charts) x 4.6 mils (from
vector analysis) = 18.4 ounces at the 90° rotor angle on the #5 bearing balance plane. Since this
is a couple correction, the weight (18.4 ounces) is to be placed at the 90° + 180° = 270° rotor
angle on the #6 bearing balance plane.

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ANALYTICAL REPRESENTATION
The graphic method as shown on Figure 6 can also be expressed mathematically by the
following equation.
shot =  - pu + ml+ (3.0-HS#) 90°
shot = desired location to place weight
 = resolved phase angle reading (IRD mark)
pu = location of pick up
ml = IRD constant
HS# = high spot number
shot = (60) - (600) + (900) + (3.0-2.4) 900
shot =6O~600+900+540
shot = 900
The weight sensitivity is still 4 ounces/mil. Hence, 4 ounces/mil x 4.6 mils = 18.4 ounces of
corrective weight is required for the couple. This weight is added at the #5 bearing rotor angle of
90° and at the #6 bearing angle of 90° + 180° = 270°.

“ONE -SHOT” CALCULATOR

The same results can be obtained by using the “one shot” calculator. In order to determine the
location of the couple correction for #5 bearing, let the “0” mark on the rotor angle represent the
IRD mark. Place this “0” rotor mark at the resolved phase angle for the couple correction (6° -
see Figure 7).

Figure 7. Rotor vs. Stator Angle

Next, place the arrow on the pickup wheel opposite the 60° (position of actual vibration pickup)
on the stator angle. Be sure to hold the previously positioned wheel stationary (see Figure 8).
From the previous methods we obtain a H.S. 2.4 and the IRD equipment constant of 90°. The
high spot number (2.4) is lined up opposite the equipment constant (90°) on the pickup wheel.
Remember to hold the positions of all wheels constant, or else the answer is meaningless. (See
Figure 9.)

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Figure 8. Pickup Angle

The “W” indication (Figure 9) on the H.S. scale is opposite the 90° position on the rotor wheel;
hence, the 18.4 ounces is placed at 90° on number 5 bearing and 90° + 180° = 270° on number 6
bearing.

Figure 9. Equipment Constant vs. High Spot Number

SHOT CALCULATION WITH GENERAL ELECTRIC TSI

In order to determine the weight location for a balance shot using data recorded by General Elec-
tric’s TSI equipment, the following formulas should be used:
ØWgt = location of corrective weight
= ØHS + (3-HS#) 90° (Equation 1)
Therefore,
ØWgt = ØM – ØRG + ØCal - 90° + (3-HS#)90° (Equation 2)

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Example:
G-3 Turbine-Generator
LPDF “A” Rotor - 3600 rpm
33. 5” LSB
Herzog hood
G. E. TSI vibration equipment
Vibration probe = 60°
Readings: #5 bearing 5.0 mils at 135°
#6 bearing 4. 5 mils at 285°
Resolving this data yields the following corrections:
Static:
#5 bearing 1.2 mils at 200°
#6 bearing 1.2 mils at 200°
Couple:
#5 bearing 4. 6 mils at 121°
#6 bearing 4. 6 mils at 301°
The solution of weight location is as follows:
ØWgt =?
ØM = #5 bearing 4. 6 mils at 121°(given)
ØRG =0
ØCal = 5°
HS# = 2.4 (see H.S. Chart)
Therefore:
ØWgt = 121° -0° +5° -90° + (3.0 – 2.4) 90°
ØWgt = 90° for #5 bearing
ØWgt = 90° + 180° = 270° for #6 bearing
The above example is the exact duplicate of the example given for the IRD “314” equipment.
The initial readings were different due to the difference in instrumentation, but the answers are
the same. The ØWgt of the General Electric TSI equipment is normally expected to be within ±20°
from the ØWgt obtained using the IRD.

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SHOT CALCULATION WITH BENTLEY NEVADA TSI

The Bentley-Nevada TSI unit does not require an equipment constant correction. Once the data is
taken, resolved, and corrected for the proper High Spot, the corrective weight may be directly
installed. See Figure 10.

Figure 10. Placing Balance Weight on Bentley-Nevada TSI

The rotor is viewed from the turbine end, hence it is rotating in a counterclockwise direction. The
vibration probe (β) is usually located 60° above the right side horizontal joint, while the
reference probe (δ) is usually located 20° below the right side horizontal joint. With the collar
notch located at the reference probe, the corrective weight is installed Ø degrees against rotation
(CW) from the vibration probe.
Example:
Resolved data for #1 bearing = 4. 0 mils at 120°
High Spot Number = 2.7
Ø = 120° + (3.0-2.7) 90° = 147°

MEASURED EFFECT
It is very important to plot the measured effect of the first shot, whether or not it improves the
unit vibration. The measured effect is a vector that represents the effect of the shot on the rotor
that is being balanced, and from it we can deduce what the theoretical vector should have been
for that particular correction.
The measured effect method (Figure 11) has been the backbone of the balancing technique for
many years. If large enough weights are used, it is almost always possible to understand the
effects of a particular shot in any given rotor in one or two balance runs. In reference to Figure
11, the reading for shot 0 was 4.6 mils at 6°, and for shot 1 it was 3.0 at 70°. The vector between
0 and 1 represents the effect of the installed weight (dotted line). If the weight was rotated
counterclockwise by the angle ,the vector would be in a direction exactly opposite the vector at
0. Therefore, vector 01 would cancel vector 0, except that it is slightly less in magnitude.
Hence, this bearing requires a movement against rotation by an angle Ø (approximately 40°), and
a very slight increase in weight.

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When surveying the response of an entire unit, as many as eight or ten plots may be required.
Proper analysis of these plots can become very complex. The key to a successful balance
program lies in improving the highest vibration levels, maximizing the effect of a balance shot
on those bearings nearest the corrective weights, and often compromising a great deal. It may be
necessary to increase optimum vibration levels in one rotor in order to gain acceptable vibration
limits in adjacent rotors. In the end, all components of the entire unit will operate within
acceptable vibration limits.
It is extremely desirable that each bearing “calling for” a move is not adversely affected by the
move. When both bearings react favorably, chances are that the right rotor and correction was
selected for the trial weight. However, this is not always the case. If the data indicates that the
weights benefited only one end of a rotor, while the other end of the rotor or other parts of the
unit became “rougher”, it may be apparent that the wrong rotor or corrective shot was selected.
Thus, it necessitates the analysis of data covering the entire unit, and it may even be necessary to
remove the corrective weights and try another approach.
Many balance programs proceed by trying a correction and moving it to its optimum location,
and, if necessary, making a second correction and repeating the entire process for each rotor. It is
not uncommon to use four or more corrections on a large unit that contains several unbalance
stimuli where the goal is to achieve low vibration levels throughout.

VIBRATION LIMITS
Vibration limits are necessary in order to decide whether or not a balance program is necessary
for a given unit. Also, limits are necessary for units that vibrate due to causes other than me-
chanical unbalance (i.e., oil whip, rubbing). However, the primary interest here is to establish
shaft and stationary part vibration limits that relate only to mechanical unbalance.

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 CAUSES OF VIBRATION

Figure 11. Measured Effect

For units operating under steady state conditions at high loads, vibration below levels in Table 1
is considered satisfactory and no immediate ba1ance programs are required.
TABLE 1. Steady State Condition - High Load
Unit Shaft Vibration Bearing Ped. CouplingVibration Collector Ring.
Vibration Vib.
3000-3600 rpm 4 mils 1 mils 6 mils 6 mils
1500-1800 rpm 6 mils 1 ½ mils 8 mils 8 mils

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 CAUSES OF VIBRATION

Allied with Table 1, vibration at critical speed is satisfactory if the levels are below those stated
in Table 2.

TABLE 2. Critical Speed Vibration Levels

Unit Shaft Bearing Pedestal
3000-3600 rpm 8 mils 3 mils
1500-1800 rpm 10 mils 5 mils

A unit is considered well balanced and refinement attempts are not justified if the steady state
vibration levels are less than, or equal to, the levels outlined in Table 3.
Allied with Table 3, the critical speed vibration limit for all well-balanced units would be below
7 mils on the shafts and 3 mils on the bearing pedestals.

TABLE 3. Vibration Levels for a Well Balanced Unit

Unit Shaft Bearing Ped. Coupling Collector Ring.
3000-3600 rpm 2 mils ½ mils 3 mils 4 mils
1500-1800 rpm 3 mils 1 mils 5 mils 6 mils

It is difficult to establish absolute maximum steady state vibration limits because some judgment
is involved which is dependent on several variables. However, General Electric experience
indicates that vibration exceeding the levels indicated in Table 4 is sufficient reason to shut a unit
down and execute a balance program.

TABLE 4. Maximum Vibration Levels

Unit Shaft Bearing Ped. Coupling Collector Ring.
3000-3600 rpm 6 mils 2 mils 8 mils 8 mils
1500-1800 rpm 8 mils 3 mils 12 mils 12 mils

In conjunction with Table 4, critical speed vibrations exceeding 12 mils on the shafts are
sufficient to warrant unit balancing.

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 CAUSES OF VIBRATION

VIBRATION TRIP LIMITS

Vibration limitations are dependent upon speed, length of time at specified vibration levels, and
the cause of the vibration. In order to prevent possible damage to turbine parts, Table 5 gives the
vibration trip limits relative to speed and time.

TABLE 5. Vibration Trip Limits Relative to Speed and Time

3000-3600 rpm units
Speed Trip after Shaft Vibration exceeds: Trip immediately if shaft
mils for mm. vibration exceeds:
Less than 800 rpm 5 mils
800-2000 rpm 7 mils for 2 minutes 10 mils
2000-running speed 7 mils for 15 minutes 10 mils

1500-1800 rpm units

Speed Trip after Shaft Vibration exceeds: Trip immediately if shaft
mils for mm. vibration exceeds:
Less than 800 rpm 8 mils
800-2000 rpm 10 mils for 2 minutes 14 mils
2000-running speed 10 mils for 15 minutes 12 mils

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