OISD RP - 126

Amended edition

FOR RESTRICTED
CIRUCULATION

No.

SPECIFIC MAINTENANCE PRACTICES

FOR ROTATING EQUIPMENT

OISD RECOMMENDED PRACTICE 126

First Edition, August 1990
Amended edition, August, 1999

Oil Industry Safety Directorate

Government of India
Ministry of Petroleum & Natural Gas
 OISD RP - 126
First Edition, August 1990
Amended edition, August, 1999

FOR RESTRICTED
CIRCULATION

NO.

SPECIFIC MAINTENANCE PRACTICES

FOR ROTATING EQUIPMENT

Prepared by

COMMITTEE ON
INSPECTION OF ROTATING EQUIPMENT

OIL INDUSTRY SAFETY DIRECTORATE

2ND FLOOR, “KAILASH”
26, KASTURBA GANDHI MARG
NEW DELHI - 110 001.
 NOTE

OISD publications are prepared for use in the Oil and gas
industry under Ministry of Petroleum and Natural Gas. These are the
properties of Ministry of Petroleum and Natural Gas and shall not be
reproduced or copied and loaned or exhibited to others without written
consent from OISD.

Though every effort has been made to assure the accuracy and
reliability of data contained in these documents, OISD hereby expressly
disclaims any liability or responsibility for loss or damage resulting from
their use.

These documents are intended only to supplement and not

replace the prevailing statutory requirements.

Note 1 in superscript indicates the modification/

changes/addition based on the amendments approved in
the 17th Safety Council meeting held in July, 1999.
 FOREWORD

The Oil Industry in India is 100 years old. Because of various

collaboration agreements, a variety of international codes, standards and
practices have been in vogue. Standardisation in design philosophies
and operating and maintenance practices at a national level was hardly in
existence. This, coupled with feed back from some serious accidents
that occurred in the recent past in India and abroad, emphasized the
need for the industry to review the existing state of art in designing,
operating and maintaining oil and gas installations.

With this in view, the then Ministry of Petroleum & Natural Gas,
in 1986, constituted a Safety Council assisted by Oil Industry Safety
Directorate (OISD), staffed from within the industry, in formulating and
implementing a series of self regulatory measures aimed at removing
obsolescence, standardising and upgrading the existing standards to
ensure safe operations. Accordingly, OISD constituted a number of
Functional Committees of experts nominated from the industry to draw
up standards and guidelines on various subjects.

The present document on “Specific Maintenance Practices of

Rotating Equipment” has been prepared by the Functional Committee on
“Inspection of Rotating Equipment”. This document is based on the
accumulated knowledge and experience of industry members and the
various national and international codes and practices. This document is
meant to be used as a supplement and not as a replacement for existing
codes and practices. It shall be borne in mind that no standard can be a
substitute for judgment of a responsible qualified maintenance Engineer.
Suggestions are invited from the users, after it is put into practice, to
improve the document further.

Suggestions for amendments to this document should be addressed to

the Co-ordinator, Committee on “Inspection of Rotating Equipment”, Oil
Industry Safety Directorate, 2nd Floor, “Kailash”, 26, Kasturba Gandhi
Marg, New Delhi-110 001.
 FUNCTIONAL COMMITTEE
ON
INSPECTION AND MAINTENANCE OF
ROTARY EQUIPMENTS
List of Members
---------------------------------------------------------------------------------------------------------------------------------------
Name Designation & Position in
Organisation Committee
---------------------------------------------------------------------------------------------------------------------------------------
1. Sh. K. Gopalakrishanan Sr.Maint.Mgr.CRL Leader
2. Sh.B.P. Sinha Chief Project MGR-MRL Member
3. Sh.Chotey Lal Chief Engineer ONGC Member
4. Sh.R.C. Chaudhary Office Engr.MGR BPCL Member
5. Sh.K.M. Bansal Chief Maint. MGR. IOC Member
6. Sh.Ehsan Uddin Director OISD Member
7. Sh.R.M.N. Marar Jt.Director OISD Member Co-ordinator.
---------------------------------------------------------------------------------------------------------------------------------------
In addition to the above, several other experts from the industry contributed in the preparation, review and
finalisation of this Recommended Practices.
 SPECIFIC MAINTEANCE PRACTICES
FOR ROTATING EQUIPMENT

CONTENTS
SECTION PAGE NO.

1.0 Alignment Systems and Procedures

1.1 Scope
1.2 System Survey
1.3 Planning
1.4 Cold Alignment
1.4 Hot Alignment
1.6 Alignment Tolerance

2.0 Balancing
2.1 Scope
2.2 General
2.3 Selection of Number of Balancing Plane
2.4 Balancing Tolerances

3.0 Lubrication System

3.1 Scope
3.2 Functions of Lubricants
3.3 Types of Lubricants

4.0 Preservation of Spare Parts

4.1 Scope
4.2 General
4.3 Preservation of High Value Item
4.4 Preservation Procedure for Other Spare Parts
4.5 Preservation of Bearings

5.0 References

Appendix I
General Safety Precautions
 SPECIFIC MAINTENANCE PRACTICES FOR ROTATING EQUIPMENT

1.0 ALIGNMENT SYSTEMS
PROCEDURES
1.1 SCOPE
This section covers the standard alignment
systems and procedures for rotating machinery,
precautions to be taken before carrying out the
alignment and general alignment guidelines.
1.2 SYSTEM SURVEY
Many steps vital to good machinery alignment
should be taken well ahead of the actual ‘cold
alignment’. Some of the items, which warrant
specific attention, are as follows:
1.2.1 PIPING
A Visual inspection of piping is vital. The
following checks should be carried out:
a) Whether the piping is installed in apparent
agreement with the design criteria and is
complete in all respects as per the drawing.
AND at every machine support just prior to alignment.
If the shims have burrs, rust etc. these should be
removed and shims without rust, wrinkles, burs,
hammer marks and dirt should be used. Use as
few shims as possible and replace many thin
shims with fewer shims of greater thickness.
Stainless steel shims minimise alignment
problems associated with shim deterioration.
1.2.5 Checking for Misalignment
Misalignment should be checked in the following
manner. A dial indicator should be mounted on
the machine support with the indicator stem
resting on the sole plate. Watch the indicator as
the hold-down bolts are loosened. If movement
of the indicator is more than 0.025 to 0.05 mm, it
is an indication of a problem that must be
defined and eliminated. Remove the shim pack
and check with feeler gauges to be certain the
machine support is parallel with the sole plate. If
not, regrout, re-machine the support or prepare
tapered shims.
1.2.6 Checking the Causing for distortion

b) Whether proper placement and adjustment Test for gross distortion of casing can be made
of guides, anchors and supports have been when shim packs are checked in the following
done, whether proper adjustment of tie bolts manner:
on expansion joints, correct positioning of
hangers have been carried out, whether a) With three supports tightened down, remove
make up of flanges with gaskets in place the shim pack from the fourth support.
have been completed and the bolts
tightened. b) Determine the total thickness of the shim
pack and record the dimension.
c) Whether the system is in order so that post
alignment piping modifications will not nullify c) Using feeler gauges, determine the distance
the alignment effort. from the sole plate to the machine support.
Measure the dimension.
d) Nomenclature with flow direction on pipes
Note 1 d) Subtract the feeler gauge dimension from
shall be given.
the shim pack thickness. This is the total
deflection of the machine casing with no
1.2.2 Grouting
support at the corner being checked.
Grouting should be checked to be sure it is
e) Repeat the procedure at each of the four
complete and satisfactory.
supports and compare the deflection of
each. Gross differences in deflections at any
1.2.3 Foundation bolts
of the four supports is an indication of
probable casing distortion.
Foundation bolts should be checked for
tightness.
1.2.7 Checking for piping strain
1.2.4 Shim packs
Piping strain is seldom detectable by visual
observation. However, gross problems can be
Shims are vital link between the machine and
detected by the following tests. Following the
foundation. All shim packs should be removed
check of casing distortion, place dial indicators
on the machine to monitor both vertical and
horizontal movement of the casing or shaft.
Loosen all the hold down bolts. If the machine
moves more than the average observed when
checking individual supports, it is obviously the
result of an external force, i.e. the piping.
1.2.8 Bearings
Ensure that the bearings are properly installed in
the machines and they are lubricated. Also
check the bearing covers for proper tightening.
1.3 PLANNING
Alignment program should be properly planned
in order to achieve good results within minimum
time. Plans should include:
a) Determination of the desired placement of
the shafts (cold settings) considering
anticipated thermal growth of the various
components. Definition of movement of
shafts within bearing clearances, hydraulic
loading and any other factors expected to
produce relative movement of shaft center
when the machines are operated.
b) Determining the sequence of alignment for
multi unit trains. For two component trains
determine which of the two machines is to
be moved.
c) Selecting a specific method for determining
relative shaft positions.
d) Deciding on tolerances for theoretical cold
alignment settings.
e) Ensuring the quality of alignment bracket,
dial indicators and shims required for
alignment.
f) Making provisions for permanent recording
of alignment data.
g) Ensuring that jack bolts are provided and
they are free for moving the machine for
alignment.
1.4 COLD ALIGNMENT
The term ‘cold alignment’ refers to the position of
a machine’s shaft center line relative to the shaft
center line of a connected machine, with both
machines in a non operating or ‘cold condition.
Cold alignment is normally the only check made
to directly determine the relative position of the
two shafts. Results of the check form the basis
for determining shaft alignment during operation.
The face and rim method and the reverse
indicator method are commonly used for
accurately measuring the shaft alignment
between machinery. In the face and rim method,
a face (axial) measurement and a rim (radial)
measurement determine the angle and position
respectively of one shaft relative to another. The
reverse indicator method uses two rim
measurements, one from each coupling to locate
one shaft center line relative to the other. Both
the face and rim measurements are to be taken
with dial indicators.
The face and rim method of alignment can be
carried out by using a single dial indicator for
taking the face reading or using two dial
indicators for taking the face readings. The use
of two dial indicators for taking face readings
eliminates the effect of axial movement of the
shafts during alignment. Procedure for carrying
out the alignment using three dial indicators is as
follows:
1.4.1 Alignment measuring procedure
-Three dial method
The normal method of alignment measurement
for turbomachinery is by using an apparatus with
three dial indicators as shown in fig 1. The dial
indicator with its axis in a radial direction
measures the radial misalignment of the shafts.
The two dial indicators with their axis in an axial
direction measures the axial misalignment of the
shafts. Normally the heaviest or the most
centrally placed machine is made the reference
for alignment.
1.4.2 Reading of the radial misalignment
Zero the radial indicator in correspondence to
the vertical plane as indicated in the figure.
Rotate the shaft in the operational direction of
rotation and note the gauge readings at 90 0
intervals. Interpret the readings as positive if the
dial indicator rod re-enters its appropriate place
and negative if it does not. The readings are to
be taken at least twice and ensure that the
indicator operates with the rod at half stroke. It
is advisable, especially for couplings with
spacers, to recheck by moving the apparatus
with the indicators from one shaft to the other.
The value of the misalignment in the vertical
plane is rv=b/2 where b is the reading effected
on the dial indicator after a rotation of 180 0.
Such are the values read after a rotation of 90 0
(W) and 2700 (Z) that their algebraic addition
coincides, with the measurement taken after
180oC , i.e. b =W + Z (approx.), while their
algebraic semi difference indicates the radial
misalignment in the horizontal plane, i.e. values
of W’, Z’ and ‘b’, must be considered with their
sign.
1.4.3 Readings of the axial misalignment
The axial misalignment of the shafts (angular
misalignment of the coupling) is read by means
of two offset indicators of 1800 and zeroed to
their initial position. For taking the reading of
axial misalignment use the two vertically aligned
indicators. Zero the indicators. Then rotate both
shafts and record the measurements read on the
dial indicators for each misplacement of 90 0 as
indicated in figure 4.
Supposing that the two comparators are installed
on the flange of the P Shaft (with the indicator
button bearing on the flange of the Q shaft)
and that the readings are made looking at the
unit from left to right, we have the value of the
axial misalignment in the vertical plane “av as av
= d-g/2. If “av” is negative, the flanges appear
open downwards and if av is positive flanges
appear open upwards. The value of the axial
misalignment angle in the vertical plane is
obtained through
tg < v = av/o
The value of the axial misalignment in the
horizontal plane as will be
ao = (c-o) --(F-h)
___________
2 operating pressure and temperature of the driver
If “ao” is negative flanges appear open leftwards.
If “ao” is positive flanges appear open
rightwards. The value of the axial misalignment
angle in the horizontal plane “L” is obtained
through tg < O = ao/o. Values of c,d,e,f,g and h
must be considered with their sign.
1.4.4 Alignment correction procedure
First perform the correction of axial alignment on
the vertical plane. It can be corrected by
verifying the height of the shims placed
underneath the support plates of the machine.
As shown in figures the shims to be removed
from underneath of the external support is
obtained as follows:
S= av.L
--------------
o 2.0
To correct the vertical radial misalignment, lift
and lower the machine and without changing its
angular position, insert or withdraw a shim from
each support plate of the machine feet.
To correct the axial and radial misalignment on a
horizontal plane, it is sufficient to horizontally
move the machine by turning the set screws of
the machine.
1.5 HOT ALIGNMENT
Alignment of machineries changes from ambient
to operating conditions. Correction for this can
be done in two ways:
a) By calculating the thermal growth of
individual machineries and giving
allowances for it in the cold alignment.
b) By shutting down a machine which had been
allowed to stabilise at temperature, installing
dial indicators and taking measurements.
The second procedure should be adopted for
pumps where the couplings are readily
accessible and indicators can be installed in a
matter of minutes. But this method is difficult for
high speed machineries where it takes more time
to install the indicators by which time the
machine gets cooled and a change in alignment
takes place. Hence, for these machines first
procedure is to be adopted.
1.6 Alignment Tolerance
Alignment tolerance means the misalignment
that can be permitted between the driver and the
driven shafts. This misalignment is specified at
and driven equipment irrespective of the type of
coupling used for power transmission.
Tolerances are as given below:-
1. Maximum radial misalignment shall not
exceed 5/100 mm TIR (Total indicator
reading).
2. Maximum axial misalignment shall not
exceed 5/100 mm TIR (Total indicator
reading).
BALANCING
2.1 SCOPE
This section covers the balancing procedures to
be followed in shop after repair jobs and the
maximum specific residual unbalance allowed
for various rotors.
2.2 GENERAL
Imbalance is basically a very simple problem
caused by an asymmetry in the rotating element
which results in an offset between the shaft
center line and center of mass. This asymmetry
can be of center weight distribution or it can be a
thermal mechanism which produces uneven
heating and bowing of the rotor. Imbalance is
nearly always characterised by a high radial
vibration at running frequency which may also be
accompanied by a high amplitude in the axial
direction. This is a normal problem encountered
in maintenance and it becomes essential to carry
out balancing of rotors and couplings.
Guidelines for carrying out balancing are given
below:
2.3 SELECTION OF NUMBER OF
BALANCING PLANE
It is important to recognise the fact that not all
balancing problems can be solved by balancing
in a single correction plane. To determine
whether single plane or two plane balancing is
required, the ratio of the length of the rotor
exclusive of supporting shaft to the diameter of
the rotor can be used as a guideline as given in
table 2.1
Another standard for rigid rotors defines the
maximum permissible imbalance as 4W/N
where W = rotor weight in lbs and N = Rotor
Speed rpm.
Since the unbalance of a rotor could be in any
plane or planes located along the length, it is
very difficult to locate the plane. Moreover, it
may not always be possible to make weight
correction in just any plane. In these conditions,
corrections can be made in the convenient
planes available. (Follow procedure specified by
manufacturer).
2.4 BALANCING TOLERANCES
When machines are being balanced in place, it
is customary to use the vibration criteria to
determine when an acceptable balance has been
attained. API Standard 612 and 617 for special
purpose steam turbines and centrifugal
compressors respectively specify that “ the
maximum allowable unbalanced force at any
journal at maximum continuous speed shall not
exceed ten per cent of the static loading of the
journal”. Both API standards state that the
maximum residual imbalance shall not exceed
56347 X (journal static loading, lbs).
---------------------------------------------------
Nmc 2
Where Nmc = maximum continuous speed.
The more conservative standard depends on the
specific rotor’s speed and weight. The API
standard will be more conservative for light
weight high-speed rotors, while the 4W/N criteria
will be more conservative for heavy low speed
rotors. This is a property by which an oil retains its
viscosity within a narrow range at higher or lower
For dynamic balancing of flexible rotor ISO STD temperatures conditions i.e. the oils does not
5406 may be referred. become thin at high temperatures and thick at
lower temperatures. This property is essential in
3.0 LUBRICATION SYSTEM any operating machinery because there is
always a variation in operating temperatures
3.1 SCOPE from idle to ‘full speed’ operations.

This section covers the functions and properties 3.3.3 Pour Point
of the lubricants and lubrication methods
commonly used for rotary equipment. This is the ability of the oil to remain in a fluid
state at low temperatures, i.e. it should not
3.2 FUNCTIONS OF LUBRICANTS congeal or become solid at low temperatures.
The necessity of this property is obvious.
Selection and applications of lubricants are
determined by the function they are expected to 3.3.4 Flash Point
perform. The principal functions of lubricants
are : This property ensures that oil will not vaporise at
higher temperature and ignite.
1. Control friction
2. Control wear 3.3.5 Acidity
3. Control temperature
4. Control corrosion The oil should be of low acidity so as not to
5. Insulate (Electric) corrode the parts.
6. Transmit power (Hydraulic)
7. Damper shock (Gears) 3.3.6 Oxidation Stability
8. Remove contaminants (Flushing action)
9. Form a seal (grease) This is a property which ensures that the oil does
not deteriorate due to long periods of storage
3.3 TYPES OF LUBRICANTS under exposure to atmosphere.

There are mainly two types of lubricants, liquid
and semi solid. Both are mineral oil based.
Though there are some non-mineral oil based
lubricants for special purposes, we will only
consider the former for the present.
3.3.1 Properties of liquid lubricants or lube
oils
There are hundreds of grades of lube oils which
are specified for particular services. The range
varies from very heavy i.e. high viscosity oils
like gear oils to very light i.e. low viscosity oils
like instrument and watch oils.
Normally high viscosity oils are used where the
machinery operates at low speeds but high loads
or torque. A heavier oil here helps to form a
fairly stable film (which does not sheer easily).
Lighter oils are used where the speeds (RPM)
are high but the load is less, which forms a
thinner film but takes off the heat faster. A thick
oil in such cases will form a thick film and
creates a ‘drag’ on the parts demanding more
work energy. Selection of proper viscosity of the
oil for a particular service is very important.
3.3.2 Viscosity Index
3.3.7 Addition of additives
Apart from the above key properties mentioned
in 3.3.1, there are many other properties
specified for specific purposes. Some of them
are emulsification number, detergent/dispersant
activity, corrosion inhibition, antifoaming activity
(foam collapse time) etc. The key properties are
achieved by processing the oil in various process
units by adding additives. Additives are
complex, organic or inorganic substances which
are specially compounded. Some of the
additives used in lubricants are: Antioxidants
(hindered phenols), anticorrosion compounds
(dithiophosphates), rust inhibitors, detergents
(petroleum sulphenates), antifoam agents
(silicate polymers), demulsifiers, extreme
pressure additives (chlorinated paraffin wax),
etc.
When a lubricant is to be chosen for any service,
the exact conditions to which the lubricant is to
be subjected should be known and proper
lubricant should be chosen. Just any oil is not a
lubricant. In the name of inventory control or
variety control do not choose the oil at random.
Ensure that the oil selected is exact equivalent
as per manufacturer’s recommendation.

4.0 PRESERVATION OF SPARE PARTS
4.1 SCOPE
This section covers the standard preservation
procedures to be followed for various rotary
equipment spare parts.
4.2 GENERAL
Moisture and oxygen are the main contributors
causing deterioration. These may cause rusting,
pitting of surface and other forms of
deterioration. Dirt and dust also causes
deterioration particularly for antifriction bearings.
Some components such as rubber etc. are
affected by ultra-violet rays and should be kept
away from the light. Some instruments in
general and electronic instruments in particular
requires temperature control for proper
preservation. Long cylinder shaft and rotors
need to be restored in such a way that
permanent deflection does not take place. Tyres
require frequent change of position to avoid
deformation.
Various preservatives are used for preserving
various components such as oil preservations
compounded with inhibitor and wetting agent.
Anti-corrosive compound such as Servo RP 120
or equivalent can be used as oil preservatives.
Asphatic/petroleum base grease such as Indian
Oil Servo RP 330 can be used as grease
preservative. Ordinary greases containing soap
should not be used. Wrapping with water-proof
paper is a good method of preserving.
4.3 PRESERVATION OF HIGH VALUE
ITEMS
4.3.1 Rotor Preservation
In addition to protecting the rotor from corrosive
effect of oxygen and other gases in the
atmosphere, the rotor also requires protection
against deflection. It is recommended that rotors
are to be rotated at least once in three months to
avoid sagging on long storage. After the receipt
of rotor at site it should be rotated by 180 oC as
early as possible.
 It should be rotated by 1800 position after
three months
 It should be rotated by 900 position after
three months.
 It should be again rotated by 900 position
after three months.
This procedure should be continued
subsequently. By this method the sag will be
altered into two mutually perpendicular planes of
the rotor. The rotor parts should be preserved by
application of rust stop 184 or equivalent. This
is to be sprayed on the machined surfaces of all
casing, rotors and diphgrams, etc. The rotor
journals should be protected by application of
two coats of Asian blue lacquer rust preventive
and again wrapped up with two layers of
bituminous paper and one layer of polythene
sheet and then kept over 12mm thick felt or
rubber sheet on the wooden blocks in the
pedestal. The remaining portion of the rotors are
to be preserved with “Rust stop 184 or
equivalent”. The pedestal should be kept on
perfectly hard & horizontal surface Note 1.
4.3.2 Rotor Re-preservation
The rotor will require represervation on frequent
intervals which can be decided by inspecting the
rotor and will depend on environment of
protection. The following procedure should be
followed for represervation:
 For represervation, earlier coating shall be
removed by suitable method and subsequent
washing of the surfaces by suitable solvents
should be done. Mechanical cleaning, if
adopted, should not cause any scratches or
lines on the journal portion. Care should be
taken not to spoil the surface finish.
 If any slight corrosion is observed it should
be removed with fine emery paper.
 After removing corrosion, if any, the surfaces
should be degreased with the help of a soft
brush or pad moistened with a suitable
degreasing agent. Degreasing operation is
to be carried out a number of times
depending upon the dirt on the surface after
which the surface is rubbed dry by a piece
of cloth.
 Surface prepared for represervation should
not be touched by hand.
 Preservative should be applied in closed
premises not later than 3/5 hours after
cleaning and degreasing. Application of
preservatives should not be done in humid
atmosphere and during short changes in
temperature, which may cause sweating of
surfaces under preservation.
 Surfaces can be coated with the
preservative by spray gun, by brush or by
dipping. While applying anti corrosive layer,
 care should be taken to see that the coating
is uniform and without overflow or gaps.
 Coating should be done in solid smooth layer
without lapses bald sports and flaws. Each
subsequent layer shall be coated after the
preceeding one dries up completely.
 Surfaces coated with anti corrosive greases
should be additionally protected with two
layers of waxed paper.
 Quality of the anti corrosive layer is checked
by visual inspection. Any observed defects
should be immediately rectified.
4.3.3 Alternative method of preserving
rotor
Another method of preserving the rotors is to
store it vertically by suspending in a container
sealed and preserved under nitrogen pressure of
0.5 kg/cm 2. The pressure gauge indicating the
pressure of nitrogen in container should be
inspected periodically and positive nitrogen
pressure is required to be ensured at all time.
Such preservation will not require periodic
rotation of turbine rotor and corrosive effects of
the atmosphere, accumulation of dust, etc. will
be avoided.
4.4 PRESERVATION PROCEDURE FOR
OTHER SPARE PARTS
4.4.1 Pump rotor assembly
Pump rotor assembly is preserved by coating
them with mineral oil 45 corrosion inhibitor.
4.4.2 Crank shaft
Crank shaft of compressor and diesel engines
are protected by painting with bituminous paint
on all surfaces except the journals which are
protected as indicated in the case of journal of
the rotors.
4.4.3 Casing of reciprocating compressors
Casing of reciprocating compressors wherever
stocked as insurance spares are painted with
bituminous paint except the bore of the cylinder
which is preserved by using anti-rust grease.
4.4.4 Pump and compressor spares
All spare parts should be waxed sprayed and
wrapped in water proof or VCI papers. These
parts should be stored indoor.
4.5 PRESERVATION OF BEARINGS
Bearings which are to be stored for a
considerable time must be well protected and to
achieve this they should be heated in a bath of
good quality petroleum jelly at temperature of
115-1200 C (240-2500 F). The bearings should
remain in the bath until they have reached its
temperature thereby ensuring that they are free
from all moisture. They should then be cooled to
approximately 600 C so that the petroleum jelly
does not run off when the bearings are taken out
of the bath. The rust preventive capacity of the
petroleum jelly is increased by mixing it with 3%
pure, solid stearic acid.
In all cases the bearings should be wrapped in
grease proof paper and then placed in a box
which has a lid. The box should be sealed with
adhesive tape so that the bearings are well
protected against dust. Moisture absorbing
sachets should be provided in the box Note 1.
The bearing designation should be written
outside of the box so that the contents will be
known at a later date without the need to open
the box.
5.0 REFERENCED PUBLICATIONS
i) Machinery analysis and Monitoring by John
S. Mitchell.
ii) Turbomachinery Handbook published by
Hydrocarbon Processing.
iii) BHEL Instruction Manual.
iv) Sawyer’s Turbomachinery Maintenance
Handbook-Volume II.
v) Instruction Manual of Hard bearing balancing
machines.
vi) Predictive Maintenance Manual of Indian Oil
Corporation.
vii) Mechanical balancing of Rotating Bodies
BS5265 PART 1981
viii) API 617.
ix) Manual of SKF Bearings.
 Appendix-1
1. GENERAL SAFETY PRECAUTIONS
Following general safety precautions
should be observed while carrying out any repair
jobs on a rotating machinery:
1.1 Maintenance work on any rotating
equipment should be started only after obtaining
the work permit from the concerned department.
Ensure that the equipment is electrically isolated.
1.2 The opening of equipment such as
pumps and compressors presents a special
safety problem, if proper precautions are not
followed. To ensure safety while opening, it is a
good practice to treat the equipment as if it were
under considerable pressure even though all
steps have been taken to relieve the pressure.
1.3 In opening flanges, persons shall first
loosen and remove the bolts on the far side
away from the men doing the work, with a
sufficient number of bolts allowed to remain tight
on the near side until the connection can be
wedged open. Any unanticipated entrapped
pressure will then be dissipated in a direction
away from the main doing the work.
1.4 Whenever a pump handling
hydrocarbons is taken out of service, all the
hydrocarbon lines connected to the pumps
should be isolated by blinding. In the case of a
back pull out pump, the casing should be blinded
by a special fluid instead of blinding the lines.
1.5 Whenever a valve changing, stuffing
box packing or checking of piston rings in a
reciprocating compressor is taken up the
compressor should be isolated from the system
by putting positive blinds.
1.6 Vehicle entry permit should be obtained
from the concerned authority before bringing any
crane or any other equipment for removing the
pump.
1.7 During the sole run of a prime mover
fitted with a gear coupling half ensure that the
coupling half is properly locked with a lock plate.
Otherwise remove the coupling half from the
shaft before the sole run of prime mover.
1.8 Rotary equipment should never be
allowed to run without coupling guards.
1.9 Teflon tapes should not be used in the
threads of plugs and nipples provided in the
pump casing of hot pumps. Instead of this,
proper high temperature sealants should be
applied on the threads of plugs and nipples.
1.10 Persons working on rotating machinery
should not wear loose clothes because of the
possibility of such items getting caught in
moving parts.
1.11 Gaskets and bolts used for making up
the flanges should be suitable for the service.
1.12 A display board with clear & bold writing
of "EQUIPMENT UNDER MAINTENANCE"
should be kept at working site Note1.