MH-WH Instruction Manual

WH/MH Instruction Manual

Superior WH/MH Compressor

Instruction Manual Cooper Energy Services ■ Ajax-Superior

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Cooper Energy Services ■ Ajax-Superior

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WH/MH Instruction Manual

WH/MH Instruction Manual Table of Contents Page

Section 1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 Who We Are...a brief history . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 Ajax . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 Superior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

Warnings, Cautions, and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 Compressor Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3 Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5

Section 2 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 Unit Identification - Serial Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 Compressor Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 Crankshaft Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7 Balancing AJAX-Superior Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7 Compressor System Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8 Compressor Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8

Section 3 Lubrication And Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 Lubricating Oil Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 Compressor Frame Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2 Compressor Cylinder Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4 Lubrication Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5 Pump Per Point System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5 Proportional Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

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Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7 Lubricator Worm And Gear Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8

Compressor Frame Lube Oil Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8 Cylinder Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9 Packing Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10 Coolant Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

Section 4 Sour Gas Compressor Applications . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 Hazards of Hydrogen Sulfide or “Sour Gas” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 Concentration Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

Trim Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3 Hydrogen Sulfide (H2S) Concentrations Up To 2% By Volume: . . . . . . . . . . . . . . . . . . . . . . . 4-3 Level 1-11p Trim (H2S Concentrations of 2% - 5% By Volume) . . . . . . . . . . . . . . . . . . . . . . . 4-4 Level 2-11p Trim (H2S Concentrations > 5%) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4 Enhanced H2s Trim Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5

Section 5 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 Preparing The Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 Foundation Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3 Placement And Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4

Preparing The Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 Grouting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 Coupling Installation And Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5 Crankshaft Web Deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8 Cylinder Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9 Sliding Rod Through Packings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10 Setting Piston End Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10 Installation Of Cylinders To Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11

Section 6 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-1 Start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 Preparation for Initial Start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 Initial Start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3 Cooper Energy Services ■ Ajax-Superior

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Normal Start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4

Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4 Normal Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4 Emergency Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

Recommended Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

Section 7 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 Acceptable Tolerance Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 Torque Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3 Critical Bolt Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

Component Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 Base (Crankcase) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 Crankshaft, Thrust And Main Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 Connecting Rod And Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7 Crosshead Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8 Crosshead Removal And Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8 Auxiliary End Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9 Drive End Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10 Lube Oil Supply (Sump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10 Drive Coupling Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11 Flexible Drive Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12 Troubleshooting Thomas Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13 Elongated Bolt Hole . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13 Scored Body on Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13 Misalignment Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13 Fatigue Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14 Compression. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14 Elongation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15 Torque Overload (Visible only with strobe light while running) . . . . . . . . . . . . . . . 7-15 Cylinder Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16 Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17 Piston, Piston Rings And Piston Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17 Piston Rod Packing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17 Valve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21 Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22 Valve Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24

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Alarms And Shutdowns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24 Recommended Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25 Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27

Section 8 Parts Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-1 Ordering Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 Instructions For Ordering Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 Replacement Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2 Parts Listings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2 Using The Parts List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

Aftermarket Service Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3 United States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3 Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5 South America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5 United Kingdom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6 Mexico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6 Middle East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6 Far East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7

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Section 1 Introduction Who We Are...a brief history AJAX The first Ajax steam engine was produced in Corry, Pennsylvania, in the late 1870’s. This engine quickly became popular for use in oil well drilling. The company was incorporated as Ajax Iron Works in 1892, and, in 1895, Ajax was producing its first gas engine. Both Ajax steam and gas engines were in great demand in the early 1900’s as oil finding operations expanded westward. In the early 1920’s, Ajax faced capacity restraints and decided to discontinue production of its gas engine to focus exclusively on steam engine production. At this time, the National Supply Co. became the exclusive distributor of the Ajax steam engine for the oil fields. When oil well drilling slowed during World War II, Ajax developed a special steam engine used in the marine applications. After the war, Ajax returned to production of natural gas engines for use in the growing secondary oil recovery market. Ajax first came in contact with Superior’s operations in 1945 when it purchased a line of slow speed horizontal gas engines from the Superior Engine division of the National Supply Co. In the late 1950’s, Ajax introduced its popular integral gas engine-compressor to meet the market need for a durable, long life product in gas gathering and boosting applications. Cooper Industries purchased Ajax Iron Works in 1963.

SUPERIOR Shouvlin Manufacturing Co. was founded in 1889 in Springfield, Ohio, and became the Superior Gas Engine Co. in the early 1890’s. It originally produced gas engines for drilling rigs and oil pumping units during the development of Ohio and Pennsylvania oil fields. In 1928, Superior was acquired by the National Supply Co., previously Superior’s exclusive agent in the oil production industry. During the 1920’s, the Superior diesel engine line was introduced. This engine was used in commercial marine applications and in military vessels during World War II. During the economic boom of the 1940’s and 1950’s, Superior concentrated on selling diesels for use in locomotives, power plants, factories, ocean vessels, and other energy-intensive applications. In 1955, Superior was purchased by the White Motor Co. By the late 1950’s, a great number of Superior engine-generator sets were being sold for military defense use.

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The Superior natural gas compressor was introduced in 1960, and the company rapidly became one of the leading suppliers of natural gas compression equipment for markets in the U.S., Canada, and South America. Superior became a part of Cooper Industries in 1976. Ajax and Superior were previously separate divisions of Cooper Energy Services Group, with manufacturing locations in Corry, Pennsylvania, and Springfield, Ohio. In 1987, the Ajax and Superior divisions were consolidated in the Springfield facility to form the AjaxSuperior Operations of CES which in 1995 became a unit of Cooper Cameron Corporation’s Cooper-Bessemer Reciprocating Products Division.

Note This manual contains confidential proprietary information of the Ajax-Superior division of Cooper Energy Services, an operating division of the Cooper Cameron Corporation. This manual is provided to you for the limited purpose of providing information to facilitate your use and maintenance of your equipment. This manual should only be used for the stated purposes, and by receiving this manual you agree not to disclose such information to others.

WARNINGS, CAUTIONS, AND NOTES These safety instructions and procedures are to prevent injury in the operation and maintenance of Ajax-Superior engines, compressors, and auxiliary equipment. These safety procedures should not be considered as the only precautions to be taken. Good judgement and careful safety practices should always be used. DO NOT OPERATE OR ATTEMPT TO REPAIR THIS EQUIPMENT UNLESS YOU HAVE HAD THE PROPER TRAINING APPROVED BY AJAX-SUPERIOR. FOR TRAINING INFORMATION, CONTACT THE COOPER ENERGY SERVICES TRAINING DEPARTMENT IN MOUNT VERNON, OHIO, 43050; PHONE (614) 393-8200.

GENERAL 1. Follow all safety rules and operating procedures put in place by the company that owns and operates this equipment. 2. Read and understand the instruction manual prior to operating this equipment to become familiar with the safety, design, and operating features. If you do not have a manual, call Ajax-Superior at (513) 327-4200. 3. Always wear safety glasses or goggles, steel-toe safety shoes, and hearing protection.

Note Additional equipment may be required by the equipment owner. Cooper Energy Services ■ Ajax-Superior

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4. Do not wear loose fitting clothing, neckties, scarves, watches, rings, etc., near operating equipment as they can be caught in the moving machinery. Keep long hair tied back. 5. Locate nearest fire extinguisher to area where maintenance is to be performed. Ensure a clear path to fire extinguisher in case it should be needed for an emergency situation. 6. Do not open cooling or lubrication systems when engine or compressor is hot, as steam or hot liquids can be released, which can cause severe burns. Be aware that some surfaces can remain hot for several hours after the unit has been shutdown. 7. When draining the coolant and lubricants, prevent contamination of the environment by the equipment fluids. Refer to equipment owner’s material safety data sheets for additional information. (Remember: Antifreeze/Glycol solutions, as well as most lubricants, are flammable.) 8. Keep the area around the unit clean and orderly with ample space to walk safely around the unit. Clean up spills and leaks quickly to prevent accidents caused by slipping and falling. 9. Use only non-flammable, non-toxic cleaning solvents. NEVER USE GASOLINE OR OTHER FLAMMABLE PRODUCTS FOR CLEANING PURPOSES. REFER TO EQUIPMENT OWNER’S MATERIAL SAFETY DATA SHEETS FOR EACH CLEANING PRODUCT FOR ADDITIONAL PRECAUTIONS. 10. Use fans, blowers, etc. during maintenance and clean-up work in enclosed areas to remove fumes from cleaning solvents and vented gases. 11. Use ladders, platforms, etc. where possible when working on elevated work surfaces. Always stand on stable surfaces when working on this equipment. 12. Before starting any equipment, make sure all nearby personnel are aware of the start up and are clear of the equipment. 13. Do not use bare hands when checking for leaks of fluids under pressure, as fluids or particles can penetrate skin. Use cardboard or a similar material to check for leaks.

COMPRESSOR MAINTENANCE 1. Shut down the compressor first, then prevent it from being started before the work is done. (See ENGINE MAINTENANCE section previously if engine driven.) If electric motor driven, the electric power supply must be disconnected and locked out. THIS IS VERY IMPORTANT IF THE UNIT HAS REMOTE START CAPABILITY - a remote operations center may try to start a unit without knowing that work is being performed on it. Suction and discharge block valves (see site plan for location) must be closed to prevent gas from flowing into the compressor during maintenance. (Gas pressure could rotate the compresCooper Energy Services ■ Ajax-Superior

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sor and cause injury if not shut off and vented properly - see compressor section of manual.) Note: After maintenance work is done, some adjustments may need to be done with the compressor running. Stay clear of moving parts and follow instruction manual procedures as required. 2. Before attempting any maintenance or repair on the compressor, vent all gas pressure from the cylinders, piping, and other pressurized components or chambers. Know the piping system associated with this compressor. Open discharge blowdown and/or bypass valves to vent system to atmosphere. ALLOW COMPRESSOR TO COOL FOR AT LEAST 15 MINUTES BEFORE OPENING SUCTION OR INTERSTAGE VENTS. Atmospheric air can be drawn in if a vacuum exists and can create an explosive mixture. CHECK LOCAL OR PANEL PRESSURE GAUGES FOR ZERO READING BEFORE REMOVING ANY GAS PASSAGE COMPONENTS SUCH AS VALVES, VALVE CAPS, OR CYLINDER HEADS. Note: UNLOADER CONTROL PRESSURE IS TYPICALLY NOT SHOWN ON GAUGES. Vent unloader control pressure line by loosening control line tubing fitting. 3. IF POISONOUS OR SUFFOCATING GASES ARE BEING COMPRESSED, FOLLOW ALL PLANT SAFETY PROCEDURES PRIOR TO AND DURING MAINTENANCE ON ANY GAS EQUIPMENT OR PIPING TO AVOID INJURY OR DEATH DUE TO INHALATION OF SUCH SUBSTANCES. 4. Regularly check around compressor and piping gaskets and joints for leaks which could result in a fire or an explosion. 5. Test all pressure gauges on a periodic basis (see maintenance schedule) to ensure accurate pressure readings. Likewise, check all relief valves for design opening pressure (see manufacturer’s data for each relief valve in packaging section of manual). 6. Check all safety shutdown devices (low oil pressure, high and low gas pressures, vibration, etc.) per the schedule in the maintenance section of this manual. 7. Remove electrical lockout function if motor driven when maintenance is completed and REMOVE MANUAL BARRING DEVICE, if used during maintenance, before starting unit. 8. Before replacing any studs, measure stud height from machined surface and position replacement stud to the same height.

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WH/MH Instruction Manual

WARRANTY The Seller warrants to the Buyer that the equipment to be delivered hereunder will be free from defects in material, workmanship and title and will be of the kind described in the contract. THE FOREGOING WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES WHETHER WRITTEN, ORAL OR IMPLIED (INCLUDING ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR PURPOSE). If it appears within one year from the date the equipment is placed in service but no later than eighteen (18) months from the date of delivery to the Buyer, whichever first occurs, that the equipment does not meet the warranty specified above and the Buyer notifies the Seller promptly, the Seller shall correct any defect, at the Seller’s option, either by repairing any defective part or parts or by making available, at the Seller’s factory, a repaired or replacement part. The liability of the Seller to the Buyer (except as to title) arising out of the supplying of the equipment, or its use, whether on warranty, contract or negligence, shall not in any case exceed the cost of correcting defects in the equipment or part thereof and upon expiration of the warranty period all such liability shall terminate. The foregoing shall constitute the sole remedy of the Buyer and the sole liability of the Seller. The preceding paragraph shall not apply and the Seller assumes no liability whatsoever for breach of warranty when there is evidence that the defect arose as the result of (a) abuse or negligence in the operation of the equipment, (b) failure to maintain the equipment properly, (c) overloading or overspeeding, or (d) use of repair parts not approved by Seller. The warranty given to the Seller by its supplier of special equipment, including but not limited to generators, is hereby assigned without recourse by the Seller to the Buyer. AS TO THIS SPECIAL EQUIPMENT, WHICH GENERALLY BEARS THE NAMEPLATE OF THE SELLERS SUPPLIER, THE SELLER ASSUMES NO LIABILITY WHATSOEVER FOR BREACH OF WARRANTY, WHETHER WRITTEN, ORAL OR IMPLIED (INCLUDING ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR PURPOSE).

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WH/MH Compressor Instruction Manual

Section 2 Specifications General Information Your Ajax-Superior instruction manual has been carefully prepared to assist in the proper installation, operation, and maintenance of the equipment. It is difficult to accurately describe every type of installation. However, this manual, along with the drawings included in the parts list contains sufficient basic information to effectively operate and maintain this equipment. This manual represents today’s typical design and is subject to change without notice. If additional help is needed, contact the closest Cooper Energy Services Group Aftermarket office or the Ajax-Superior Field Engineering Department in Springfield, Ohio. This manual is divided into sections listed in the Table of Contents. Each begins with a general description of the equipment or system discussed and includes operating data, clearances, and information vital to operation. Reference may be made in the text to other manufacturer’s literature contained in the Auxiliary Equipment section which must be consulted, along with drawings or diagrams in the Parts List, for clarification of specific systems and components. Obtain the most recent versions of all referenced Engineering Standards and Service Bulletins before using this equipment. Sufficient operating manuals, including parts lists for the installation, are included with every Superior product. Additional copies can be obtained by contacting any Energy Services Group Aftermarket office. It will not always be possible to duplicate the original manuals over a period of years due to revisions made in the manuals. However, every effort will be made to give you information that will be helpful and will closely duplicate the original manuals.

Unit Identification - Serial Numbers Correspondence concerning your compressor and related equipment must include the serial numbers of the frame and cylinders. 1. The Compressor Frame Serial Number applies to the frame and running gear parts. It is located on the frame nameplate which is attached to the top cover.

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▼ Figure 2-1

Frame Nameplate

00744

▼

Figure 2-2 Cylinder Nameplate

00743

2. Each Compressor Cylinder has its own serial number which is stamped on a name plate attached to the cylinder. 3. These serial numbers should be included in all requests as a reference for Ajax-Superior. Cooper Energy Services ■ Ajax-Superior

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WH/MH Compressor Instruction Manual

Compressor Description The Ajax-Superior Compressor has been engineered for reliable, continuous, heavy duty and long life with trouble free operation. These ruggedly constructed, balanced-opposed type compressors are built to match the high speed, high precision, high quality, field proven standards as the Superior Engines. Ready accessibility of all wearing parts mean simplified maintenance and dependable service. The balance-opposed design, with two crank throws separated by a crank cheek, has become the modern standard for reciprocating compressors. Main and connecting rod bearings are of thin wall, steel backed, split, precision design. The crankshaft can be removed through the top of the base without disturbing the cylinders. The lube oil pump and the force feed lubricator are gear or shaft driven and mounted on the auxiliary end cover. Either may be maintained independently. Lube oil is drawn from the sump through a strainer which protects the lube oil pump. A fullflow lube oil filter with a differential pressure indicator to indicate a plugged filter, protects all frame running parts. Although piston and rod lengths may vary according to the stroke and model, all cylinders will fit interchangeably on the standard crosshead guide. Careful attention has been given to the cooling of cylinders designed for a 1.5 to 5:1 pressure ratio. Variable Volume Pockets are furnished as standard equipment on all cylinder classes, except the model #602 through #605 forged steel cylinders. On these cylinders, other methods of adding clearance, such as fixed heads (some with center plugs), fixed volume heads, or valves spaces can be furnished when required. The purpose of this manual is to familiarize operating and maintenance personnel with the design and construction of the compressor. Thus, they can understand the functions of the various parts and know how to care for them in order to obtain the most satisfactory compressor performance. The MH6 and WH6 compressors are all of the same basic configuration but vary in size and rating of certain components. The general configuration of each compressor and various cylinder head options are shown in Figure 2-3, Figure 2-4 and Figure 2-5.

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WH/MH Transverse Cross Section

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Plate Valve Variable Volume Pocket

Plate Valve

Piston

Packing

Rod

Connecting Rod

▼ Figure 2-3

00745

WH/MH Compressor Instruction Manual

WH Compressor Longitudinal Cross Section

Relief Valve

Hand Priming Pump

Breather

Crankshaft

Coupling Hub

▼ Figure 2-4

00746

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▼ Figure 2-6

WH/MH Cylinder Head Options

Cylinder Head Plug

00748

Typical Variable Volume Pocket

00747

Pneumatically Operated Pocket

00749

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WH/MH Compressor Instruction Manual

Crankshaft Rotation When facing the oil pump end of the frame, “counterclockwise” rotation is standard.

Balancing AJAX-Superior Compressor Ajax-Superior manufactures balanced opposed reciprocating compressors having 1 to 6 cylinders. The cylinders range in size from 3" to 26.5" diameter and may be mounted on the frames in various combinations. Since the goal is to produce a balanced opposed compressor, it is necessary to make the reciprocating weights on each pair of opposing throws approximately the same. This is quite a task, in view of the large number of cylinder sizes and throw location combinations that are possible, and because each piston and rod assembly (piston, rings, piston rod and cap screws) has a certain combined weight which will probably be different from the weight of the piston assembly that it will oppose. Balancing of the unit is accomplished by using both an appropriate weight crosshead assembly and a piston rod jam nut (balance nut) to obtain a maximum weight difference not exceeding 2 pounds on the opposing throws. The crosshead assembly consists of a pair of shoes, the bolts and nuts to attach the shoes, and the crosshead. There are two different weight crossheads available. Also available are balance nuts in 5 lb. increments. Consult Ajax-Superior Engineering for details concerning the use of the special weight nuts. In addition to the above mentioned balance parts, the connecting rod weight is also involved in the balance. Connecting rods vary in weight and when the units are assembled at the factory, care is taken to select the connecting rods so that the weight variation for opposing throws does not exceed 1 lb. Every effort should be made to achieve as near equal balance between opposite throws as possible.

! Caution The maximum allowable variation is two pounds on the reciprocating weights and one pound on the connecting rod weights for each pair of opposing throws. This does not apply to adjacent throw pairs, which sometimes vary by 100 lbs. or more, depending on cylinder sizes. The estimated balance for the original assembly of a compressor is recorded on the Compressor Torsional and Balance Data Sheet. A copy of the data sheet for this compressor is included in the Instruction Manual, and should be referred to in the event a change which would affect the balance is contemplated. The actual weight of parts can vary from the estimated weights. Also, when replacing crossheads, connecting rods, pistons, or changing

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piston ring material, the new parts should be weighted in order to reaffirm the actual unit balance.

! Warning Failure to verify and correct compressor balance can result in excessive mechanical vibration, frame cracking, piping vibration, foundation cracking and other damage to the compressor. It also creates a potentially UNSAFE operating condition for the operator.

Compressor System Vibration Due to the nature of the horizontal compressor design, the reciprocating weights generate some vibrational forces. Proper balance of reciprocating weights on opposing throws will minimize this effect. Compressor systems including skids, bottles, piping, valves and other components are subject to vibration. The design goal is to have a system free of vibrations in the normal operating speed range. Operators and maintenance personnel should be alert for excessive system vibrations that can cause damage to equipment. Normally, clamping or adding additional support to a vibrating component will raise its natural frequency and eliminate the vibration problem. Compressor cylinder mounting can be stiffened, if necessary, by attaching additional supports directly to the cylinder from the skid or foundation. Most cylinders now have a machined boss with drilled and tapped holes for attaching an outboard cylinder vibration suppression device. This is the preferred method of attachment.

Compressor Specifications Table 2-1 Compressor Specifications* Specification MH6 Number of Throws 2-6 Stroke Inches (mm) 6 (152.4) Speed Range - RPM 600-1200 Horsepower Per Throw @ 1200 900 (671) RPM-hp (kw) Rod Load-kips (kg) 38 (17,237) Rod Diameter - inches (mm) 2.25 (57.15) Connecting Rod Length 14.5 (368.3) Center to Center - inches (mm)

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Type Of Unit WH6 2-6 6 (152.4) 600-1200 900 (671) 50 (22,680) 2.5 (63.5) 15.0 (381.0)

WH/MH Compressor Instruction Manual

Table 2-1 Compressor Specifications* Crosshead Guide Bore 10.5 (266.7) Diameter - inches (mm) Crosshead Pin Diameter 4.0 (101.6) inches (mm) Crosshead Shoe - Oiling External Method Lube Oil Filter Differential < 5 psi Pressure - Normal Lube Oil Filter Differential 15 psi Pressure - Alarm Point Lube Oil Filter Differential 25 psi Pressure - Shutdown Maximum Limit for 397 lbs Recriprocating Weights * Subject to change without notice.

12.75 (323.85) 4.75 (120.65) Internal ---397 lbs

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WH/MH Instruction Manual

Section 3 Lubrication And Cooling General The responsibility for selecting the proper lubricant is primarily that of the supplier. Use of only products with field proven reliability and merit, produced by responsible concerns will provide the best assurance for achieving effective lubrication. Use of such products should always be accomplished according to the manufacturer’s recommendations. If a compounded oil is used, the non-corrosiveness of this oil must be looked into very carefully. The oil must not contain substances which might be injurious to tin or lead base babbitts and should be non-corrosive to copper-lead alloys. Similar, synthetic lubricants must be reviewed for compatibility with compressor materials. Compressor design, operating conditions, and the gases being handled all have a significant effect on how well a lubricant performs in the given application. The following will assist users in selecting the proper lubricant for each application. Any lubricant that performs satisfactorily in a Superior engine will generally perform well in a compressor frame. Compressor frame lubricating oils should normally be the same as used in the engines and should be selected in accordance with Superior Engineering Standards ES 1001 and 1002. In addition to the above requirements, the frame lubricant must be capable of operating with the type of gas being handled by the compressor cylinders. For most sweet natural gases and allied gas services, a lubricating oil with the minimum qualities specified in ES 1001 and 1002 will be suitable. In applications where the compressor cylinders are handling corrosive gases such as H2S or CO2, a lubricant with a higher TBN or method for adequate retention of the original TBN is recommended for service in the frame.

Lubricating Oil Requirements A good mineral oil which provides resistance to oxidation and corrosion is generally satisfactory for lubrication in a reciprocating compressor which has its crankcase sealed off from the cylinders. However, there is no objection to the use of a detergent type oil if this is more readily available. The best assurance of obtaining a suitable oil is to use only products of well known merit, produced by responsible concerns, and used in accordance with their recommendations. Do not permit your compressor to be used as an experimental unit for trying out new or questionable lubricants.

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In some cases it may be convenient or practical to use the same type oil in the compressor as is used in the compressor drive engine. This is permissible as long as the engine oil is of proper viscosity. The oil should be selected per the recommendations of this section.

Compressor Frame Lubrication The frame lubrication system consists of a gear driven pump, pressure relief valve, oil cooler, and oil filter. (See figure 3-1 or 3-2).

▼ Figure 3-1

Lube Oil System Schematic

00750

! Caution Verify that the oil temperature in the sump is heated to at least 40°F before attempting to use compressor. Prior to start-up, the frame lubrication system should be primed by using the lube oil hand priming pump or automatic priming pump. Use of this pump will prevent oil starvation in the bearings during start-up, prolonging compressor life. Compressor design, operating conditions, and the gases being handled all have a significant effect on how well a lubricant performs in the given application. Lube oil header pressure should be 50 psi (345 kPa) and is maintained at this level by the pressure relief valve. If adjustment is required, it can be done by removing the cap which provides access to the spring loaded adjusting screw. This should be adjusted while at normal operating speed and temperature. Cooper Energy Services ■ Ajax-Superior

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WH/MH Instruction Manual

When starting the compressor, verify a lube oil header pressure of 20 psi (138Kpa) or greater occurs within 5 seconds of compressor start-up. To prevent damage to the crankshaft and other lubricated parts, all compressors are equipped with low oil pressure shutdowns. This is triggered when the oil pressure falls below 20 psi (138 kPa). The oil level in the frame is normally at the center of the sight glass. An alarm should sound if the oil level rises 1 inch during compressor operation, this will submerge the gaskets on the bottom of the front and rear covers. A shutdown should occur if the oil level rises an additional 2.5 inches (1.5 on MH62) or if the oil level falls 1 inch from normal level. Any lubricant that performs satisfactorily in a Superior engine will generally perform well in a compressor frame. Compressor frame lubricating oils should normally be the same as used in the engines and should be selected in accordance with Superior Engineering Standard ES 1001. The frame lubricant must be capable of operating with the type of gas being handled by the compressor cylinders. For most sweet natural gases and allied gas services, a lubricating oil with the minimum qualities specified in ES 1001 and 1002 will be suitable. In applications where the compressor cylinders are handling corrosive gases such as H2S or CO2, a lubricant with a higher TBN or method for adequate retention of the original TBN is recommended for service in the frame. The oil level in the frame sump should be checked while the compressor is running. The correct level is shown by the round sight gauge on the auxiliary end of the compressor. Oil level (while running) should be no higher than the top and no lower than the bottom of the sight gauge. Oil may be manually added through the breather cap hole in the top cover. The breather cap is designed to be threaded into its bushing by hand and no wrenches should be used. Make up oil may also be continuously added through an optional, frame mounted oil level controller connected to an oil supply tank.

Note The regulator is not designed to make up large quantities of oil in a short time period, such as refilling the crankcase after oil or filter changes. It’s function is to compensate for small losses that occur during normal operation. Oil change periods, in general, may be longer than the period required for compressor drive engines. An initial break-in period of 300 to 500 hours is recommended. Thereafter, the filter element should be changed and the drainage periods can be increased to 2000 hours or longer, providing the filter element remains in good shape and the oil stays reasonably clean. However, if the oil is badly discolored and loaded with insolubles, it should be drained off and replaced when the filter element is changed.

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Compressor Cylinder Lubrication Some cylinders require cylinder bore lubrication and rod packing lubrication. A force feed lubricator is used to provide this. See figure 3-2.

▼

Figure 3-2 Force Feed Lubricator

00751

IT IS IMPORTANT to provide safe and ample lubrication by the properly adjusting the force feed lubricator pumps. Observe the detailed instructions, given in Section 5, when first starting up the compressor. With all lubricator pumps set at full stroke, bring the cylinder pressure up slowly until the unit is running at full rated speed and load. Watch for any signs of malfunction. After the first 48 hours at full load, the lubrication rate should be gradually reduced to the amount necessary for correct lubrication. Adjustment should be made slowly, a little each day, and should take several days to accomplish. Because of the variety of gases and operating conditions encountered by Superior compressor cylinders, the lubricant must be selected with the proper characteristics to be suitable for the application involved. Contact Superior Engineering for a copy of ES 1002 for detailed information on selecting lubricants. In all applications, the oil used for compressor cylinders should have the following qualities:

Good wetting ability. Oxidation and corrosion inhibitors not required, but may be beneficial. Clean and well refined. High film strength. Cooper Energy Services ■ Ajax-Superior

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WH/MH Instruction Manual

Pour point must be equal to gas suction temperature minus 15-20°F. Good resistance to carbon deposits and sludging formation. If any carbon is formed, it should be the soft, loose, and flaky type. Minimum flash point of 400°F.

Lubrication Rate The lubrication rate may be determined as follows: A fairly generous feed rate for a 6" stroke compressor running at 1200 rpm will be 1/5 pint per day for each inch of cylinder bore diameter. Piston rod packing is treated as a separate cylinder and the feed rate is doubled. That is, a 2-1/2" diameter rod packing is fed at the same rate as a 5" diameter cylinder. As an approximate setting for the vacuum sight feed type lubricators, the feed rate of 1/5 pint per day per inch of cylinder bore is equivalent to one drop per minute per inch of bore for a very heavy oil, and ranges up to 2 drops per minute per inch of bore for a light oil. EXAMPLE:WH62 Compressor with one (1) 10" cylinder and one (1) 20" cylinder operating at 1200 rpm: 2.5" Packing = 2 x 2.5 x 1/5 pint/day = 5/5 or 1.0 pint/day (5-10 drops per minute) 2.5" Packing = 2 x 2.5 x 1/5 pint/day = 5/5 or 1.0 pint/day (5-10 drops per minute) 10" Cylinder = 10" x 1/5 pint/day = 2 pints/day (10-20 drops per minute) 20" Cylinder - 20" x 1/5 pint/day = 4 pints/day (20-40 drops per minute) Total Lubrication Rate = 1.0 + 1.0 + 2.0 + 4.0 = 8.0 pints/day The feed rate specified for break-in and for normal operation may be approximated by adjusting the pumps as shown on the “Cylinder Lubrication Sheet,” but a check should always be made in terms of 24 hour oil consumption. Pump Per Point System If a cylinder has more than one feed point, and more than one pump, the requirements for lubrication should be split evenly. On a normal force feed lubricator, the proper proportioning of oil to cylinders and packing should, as a first approximation, be adjusted by the drops per minute method; but a check should be made in terms of actual 24 hour oil consumption, and the feed rate of all pumps adjusted “up” or “down” in the same proportion as the size of the cylinders being fed. The check on lubrication rate which takes precedence over any other method is a visual inspection of the compressor cylinder. This should be done (by removing a valve at each end) after 48 hours of operation at the final lubrication settings. There should be a film of oil over the entire circumference of the ring travel section of the cylinder bore. Separate pumps may be adjusted “up” or “down” as indicated by this inspection.

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Proportional Lubrication System This lubrication system of the distribution block type is a metered positive, displacement method of lubricating the compressor cylinders and packing. Since the system operates on a proportional basis, a single adjustment at the force feed lubricator pump increases or decreases the flow proportionally to every lubrication point. Oil flow rates given in percent of lubricator pump stroke accompany each compressor. These settings must be followed and checked to provide adequate lubrication for both “break-in” and normal operation. Description The force feed lubricator pumps oil into a single main line leading to a proportional distribution block. Hydraulically balanced pistons in the block divide the oil into accurate metered amounts for each lubrication point it serves. Selection and make-up of the distribution block allows (1) accurately measured “shot” sizes, and (2) precise proportioning to meet different or equal oil requirements. Because of the positive, metered operation, central warning equipment can sense trouble anywhere in the system. Safety equipment includes pin fault indicators, in each outlet from the distribution block, a pneumatic or electric shutdown switch in the event of lubricant flow failures, and a rupture disc in the lubricator collector manifold. Operation The operation of a typical lubrication system is as follows: Lubricant flows into the collector manifold where the pump discharge lines are combined into one. It then is passed through a strainer, a shutdown switch, and into the proportioned distribution block. Should blockage occur at one of the lubrication points in the cylinder or packing, the pressure build-up in the line will rupture an aluminum disc in the pin indicator. The pin will be moved forward indicating a problem in the line. The pin can re-seal if the pressure is removed. As the pressure continues to build up, the safety rupture relief in the collector manifold bursts, relieving pressure throughout the entire system and causing the no-flow shutdown to activate and stop the compressor. The protruding pin in the indicator on the distribution block gives a visual indication of the point where the blockage occurred. Before restarting, new rupture discs of the same color and thickness as originally installed must be replaced at the location where rupture occurred. It is the thickness of the “color coded”

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WH/MH Instruction Manual

discs that determine the rupture pressure. Refer to rupture disc data sheet in“Auxiliary Equipment” section of this manual. Maintenance In order to operate properly, the lubrication system must be completely purged of air. This is done by LOOSENING, BUT NOT REMOVING the nuts of the lube lines at the point of injection to permit purging of oil and air. The nut at the entry to the distribution block, all pin indicators and 1/8" pipe plugs in the face of the block must be loosened also, for the same reason.

! Caution High pressure oil streams may puncture skin. Use proper wrench and keep hands away from the immediate point where the system is purging air. Loosen the vent screws in the top section of the distribution block. Continue to operate the lubricator pump manually until clear, air-free oil appears at either of the two loosened vent screws. Retighten this vent screw and continue pumping until air-free oil emerges at the other vent screw. When this occurs, retighten second vent screw. Continue to operate the pump manually until air-free oil has emerged from tubing nuts at every injection point. Then, and only then, tighten the nuts on the tubing lines, the pin indicators, and pipe plugs.

Note If distribution block must be disassembled for cleaning, observe the following: (a) Record order of manifold sections and outlet positions in order to facilitate reassembly. (b) Have a clean work area. (c) Avoid vise marks; protect ground surfaces, and NEVER grip the ground mating surfaces in a vise. (d) Pistons are not interchangeable - - each piston is match-honed to its cylinder. (e) Pistons are removed by hand-punching with a brass rod (either way). (f) Clean all sections with an approved solvent. (g) Do not disassemble check valves - - clean with compressed air. Replace defective parts, as required. (h) Use all new gaskets when reassembling manifolds. (i) Torque must be carefully observed when reassembling manifolds, as follows:

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Distribution Block Tie Rod Nuts Check Valves End Plugs Alternate Outlets And Pin Indicators

20-25 Ft. Lbs. 15-20 Ft. Lbs. 15-20 Ft. Lbs. 10-15 Ft. Lbs.

Lubricator Worm And Gear Drive When starting a compressor for the first time, or after servicing, be sure that the gear box is filled with Exxon TK-680 Cylesstic Worm Gear Oil (ISO680 AGMA-8). It is advisable to check periodically to be certain that the supply of gear oil is maintained. New units are filled with oil at the factory, and should not need filling.

▼

Figure 3-3

Vent Fill Plug Filling Instructions

Upper Plug

00752

Drain Plug

1. Remove vent/fill plug. 2. Loosen upper plug. 3. Fill with Exxon TK-680 Cylessic oil (ISO680 Agma-8) until it begins to leak at upper plug. 4. Tighten plug, install/fill plug.

Compressor Frame Lube Oil Cooling The compressor frame is lubricated by the pressurized lubrication system. The oil must be cooled by the shell and tube cooler provided with the compressor (shipped separate for mounting by the packager). Oil should be circulated through the shell side and coolant through the tube side of the cooler. The maximum recommended oil temperature for oil returning to the frame is 175°F. To insure this oil temperature, coolant temperature and flow must be selected to remove heat according to the following:

Table 3-1 Oil Cooling Specification Compressor Model

Heat Rejection In BTU/Hr (At 1200 RPM)

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WH/MH Instruction Manual Table 3-1 Oil Cooling Specification MH62/WH62

42,000

MH64/WH64

65,000

MH66/WH66

110,000

Cylinder Cooling The Ajax-Superior compressor’s cylinder jackets can be cooled by one of three ways: (1) Dry jacket, (2) Standpipe, or (3) Circulated water cooling. 1. Dry jacket cooling is generally used where the gas discharge temperature is less than 140°F. and gas inlet temperature is greater than 60°F. In this form of cooling, the air present inside the cylinder water jacket is the medium which transfers heat out of the cylinder. The cylinder jackets must be vented when this form of cooling is used. 2. In standpipe cooling, a water with corrosion inhibitor and/or antifreeze solution is used as the medium for heat transfer. The cylinder jackets are filled with the coolant and then vented to the atmosphere at their highest point. The vent (or standpipe) should be a 6" long vertical section of pipe which will contain the coolant when it expands. The pipe must be topped with a vented cap to prevent dirt from entering the coolant. This form of cooling may be used when the gas discharge temperature is less than 250°F. and the rise between gas suction and discharge temperature is less than 170°F. The temperature of the liquid coolant will reach a mean temperature somewhere between the suction and discharge gas temperatures. Accordingly, a coolant must be chosen whose boiling point is at least 25°F greater than the mean temperature and whose freezing point is at least 25°F less than the suction gas temperature (or ambient, whichever is lower). 3. The third form of cooling is by coolant circulation through the cylinder jackets. This form of cooling must be used on compressor cylinders having gas discharge temperatures greater than 250°F. or a gas temperature rise greater than 170°F. For maximum performance, it is recommended that the cylinder coolant temperature be maintained 10°F to 15°F higher than the suction gas temperature. At lower coolant temperatures, condensation forms on the cylinder walls. This condensation must be avoided as it has a tendency to wash the oil film from the cylinder bore, promote corrosion (especially in non-lubricated cylinders), and cause internal damage by excessive wear on rods, rings, valves, and the cylinder bore due to lack of lubrication. Also, condensates are incompressible fluids which can cause damage to any cylinder part by creating forces well beyond the capability of the machine. To control condensates and still maintain optimum cylinder performance, the coolant must be monitored and regulated. This is accomplished by monitoring the coolant in and out temperatures for each cylinder with thermometers and sight flow indicators. From these

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readings, the operator may regulate the water flow to each cylinder by using a water regulating valve until a coolant temperature differential of 10°F (15°F maximum) is obtained.

Note Applications that require low suction temperatures (Below 40°F) should be coordinated with Superior Engineering.

Packing Cooling In the majority of applications, rod packings will perform satisfactorily without a coolant being circulated through the packing case and therefore don’t have coolant passage. Some applications, however, do require that the packing cases be cooled in order to achieve adequate packing ring life. These applications usually involve high pressures and temperatures, marginal lubrication (characteristically encountered with wet and sour gases), and unclean gases. On these units, the packing cases are provided with internal coolant passages. (See Figures 3-4 and 3-5.) Adequate cooling flow through the packing cases at a satisfactory temperature is required to properly conduct the heat out of the packing. Inlet coolant temperatures should be as cool as possible, but no higher than 90°F. is recommended to achieve optimal cooling. The coolant flow required is normally 1 GPM for each inch of rod diameter with a minimum of 2 GPM. A pressure drop with water coolant of approximately 30 to 50 psig should be expected across each packing case at the required flows.

Coolant Requirements The most important consideration for cooling systems is good water quality. The following chart shows the range of limits for water quality. If raw water is tested and found to have higher concentrations than the chart allows, it should be treated or de-ionized. If concentrations are lower, then it should be suitable for use with the addition of inhibitors.

Table 3-2 Water Quality Specification

pH

Total Hardness (PPM) Chlorides (PPM)

Standard System

Ebullient/Steam System

7.5 Min.

7.5 Min

Standard System

Ebullient/Steam System

100-170 Maximum

5.0 Maximum

25 Maximum

25 Maximum

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WH/MH Instruction Manual

Table 3-2 Water Quality Specification Sulfates (PPM)

20-100 Maximum

20-100 Maximum

Total Dissolved Solids (PPM)

300-400 Maximum

300-400 Maximum

------

50 Maximum

Silica (PPM)

A good industrial-type of antifreeze should be used in all closed-type cooling systems. All industrial antifreezes have some corrosive inhibitors; however, these inhibitors break down with heat. This requires periodic adjustments to maintain the corrosive protection of the coolant. Corrosion inhibitors vary in their chemical make-up and concentrations, depending on the manufacturer. Most products will do their job with a good quality water (de-ionized or demineralized), but will not give adequate corrosion protection with hard or impure water. The key to good protection is clean water and a reliable water treatment specialist. Periodic testing of the coolant, whether by the user or the vendor of the treatment system, is absolutely necessary in order to assure that a proper level of protection is maintained. The equipment user must obtain the specific instructions for the use and testing requirements of the inhibitor compounds from the supplier or manufacturer. A clean system is a prerequisite for establishing protection of any cooling system. Adequately protected closed cooling systems seldom, if ever, present problems caused by scaling, corrosion, deposits, or cavitation. There are three types of cooling systems used for stationary engines and compressors: open, closed, and combination. Open systems involve cooling towers, spray ponds, and cool the water by evaporation. Closed systems involve heat rejection through either shell and tube or radiator type heat exchangers. Combination systems have the jacket water in a closed system using shell and tube-type heat exchangers to transfer the heat to an open system using cooling towers, etc. Both closed and combination-type systems are commonly used and approved cooling methods. However, because the open-type systems involves not only large volumes of make-up water, but also ease air-borne contamination, we do not recommend them. Superior recommends that the compressor coolant system should be pressurized. To pressurize the system, all radiators and surge tanks must have a 7 to 10 pound pressure cap.

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▼ Figure 3-4

Crosshead Guide and Distance Piece - Lube and Liquid Cooled Package

00753

View Of Typical Distance Piece

00754

Cross Section Through Compressor Distance Piece

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▼ Figure 3-5

00755

Crosshead Guide & Distance Piece - Lube & Non-Liquid Cooled

View Of Typical Distance Piece

00756

Cross Section Through Compressor Distance Piece

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Section 4 Sour Gas Compressor Applications General Information This section defines additional compressor hardware and special materials for use when the compressor is applied in sour gas or corrosive gas service. The requirements listed are based on API-11P Standards, dated 1989, NACE MRO175, and Ajax-Superior experience. Additional specifications may apply to pulsation dampers, piping and other equipment used in conjunction with this compressor. (See API-11P for additional information.)

These specifications apply to equipment only. Follow safe operating and maintenance procedures associated with personnel around sour gas machinery as dictated by your company procedures. Sour Gas is poisonous and attacks the nervous system and can cause paralysis, permanent injury or death.

Hazards of Hydrogen Sulfide or “Sour Gas” Caution should be taken when working in or around hydrogen sulfide (H2S). This chemical is dangerous and can cause harm to personnel. H2S is colorless and smells like rotten eggs. In higher concentrations it will kill your sense of smell and impede your ability to detect it. DO NOT rely on your sense of smell as a detection method. The following information gives some general information on the concentrations levels of H2S and it’s effect on the body. This should be thoroughly read and understood before working in an H2S environment.

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Concentration Levels Table 4-1 Hydrogen Sulfide Effects

H2S Concentration 1 ppm (.0001%)

Effects Detectable of “Rotten Eggs” Odor.

Protective Equipment Is Recommended For Any Concentrations Over 10 ppm (.001%)

100 ppm (.01%)

Kills sense of smell in 3 to 15 minutes. May burn eyes and throat.

200 ppm (.02%)

Kills sense of smell rapidly. Burns eyes and throat.

500 ppm (.03%)

Loss of reasoning ability and sense of balance. Respiratory disturbances will occur within 12 to 15 minutes of exposure. Requires prompt artificial respiration.

700 ppm (.07%)

Rapid loss of consciousness and breathing. Death will result if not removed quickly. Immediate artificial respiration is required.

1,000 ppm (.10%)

Immediate unconsciousness. Permanent brain damage may result if not rescued immediately.

The equipment specifications are based on three levels of sour gas plus additional NACE requirements as defined by the following percentages of H2S: Level I Less than 2% H2S (by volume) Level 1-11P 2% to 5% H2S Level 2-11P Greater than 5% H2S Enhanced TrimNACE MR0175 Guidelines

Trim Requirements Hydrogen Sulfide (H2S) Concentrations Up To 2% By Volume: ◆

For any concentration of H2S up to 2% by volume in lubricated service, special trim will not be required. Standard material is acceptable and special lubrication practices are recommended.

◆

The frame lubricant used must have a total base number (TBN) of 15 or higher to help prevent the lubricant from turning acid and damaging bearings and bushings. This alkalinity

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must be maintained during operation in the machine at no less than approximately 30% of the original TBN number by appropriate timely make-up or complete oil changes. ◆

The frame lubricant must meet or exceed the requirements of MIL-L-2104B, Supplement No. 1.

◆

A complete oil analysis program on the frame lubricant is required to determine proper oil change intervals as well as to monitor the condition of the lubricant and the unit.

◆

Compressor cylinder lubricants must adhere to the requirements of Ajax-Superior Engineering Standard ES 1002. Viscosities are to be on the high side of the pressure conditions normally required and a 3% to 5% compounding (similar to steam cylinder oils) is also required.

◆

The compressor cylinder lubricant rate is to be double the normal rate for equivalent nonsour gas applications.

◆

All brass, bronze, copper and other copper alloys are to be avoided on hardware for all gas wetted parts.

◆

The distance piece is to be properly vented in accordance with local safety standards to provide maximum safety to personnel.

◆

Soft iron or aluminum gaskets are to be used between the valve and valve seat.

◆

The O-ring material used for standard equipment is Viton (Spec. 473) and this is also acceptable for H2S service. For lower temperature operations (< 27°F) Neoprene (Spec. 479) can be specified as an option.

Level 1-11p Trim (H2S Concentrations of 2% - 5% By Volume) All of the requirements applicable to concentrations of less than 2% apply plus the following additional requirements: ◆

A suitable corrosion inhibitor should be added to the cylinder lubricating oil.

◆

Cylinders are to be equipped with a suction flushing system (injection of cylinder lubricating oil into the suction nozzle of each cylinder). This is in addition to the regular cylinder lubrication. This helps to resist the natural solvent action of the sour gas and insures a thorough distribution of oil for better lubrication. It also helps to better form a barrier to corrosion by coating all the valve surfaces with an oil film.

◆

Oil slingers are to be used on each compressor rod in the distance piece compartment to insure that none of the H2S contaminated cylinder or packing lubricant works its way back into the crankcase and contaminates the frame lubricating system.

◆

Packing and piston ring material shall either be non-metallic or contain no copper bearing metals. Cooper Energy Services ■ Ajax-Superior

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◆

Compressor valves will be standard construction and hardness.

◆

All carbon steel, alloy steel, or 12CR steel parts which are gas wetted (come into contact with the process gas stream) are to have a maximum hardness of 22 HRC. This is to include all internal fasteners and V.V. pocket screws as a minimum, but excludes valve fasteners.

◆

The piston rods are 17-4 pH stainless steel with a hardness of 28 - 33 HRC (Heat Treat Spec ZA).

◆

Forged steel cylinder bodies made of AISI 4142 are to have a maximum hardness of 235 HB. Engineering will evaluate these applications on an individual basis as some cylinder pressure ratings may have to be reduced because of the mechanical properties restrictions.

Level 2-11p Trim (H2S Concentrations > 5%) All of the requirements for H2S concentrations of 2%-5% apply plus the following: Valve components made of carbon steel or AISI 4140 alloy steel shall have a maximum hardness of 22 HRC (Heat Treat Spec. H2S). This reduces the pressure differential capability of any specific valve design and thus the pressure differential capability of the cylinders. Engineering will evaluate these on an individual basis and select appropriate alternative designs to meet the application requirements. This reduced hardness requirement also includes steel valve cages (retainers) when they are used. Compressor valve components may also be made of AISI 416 stainless steel with a maximum hardness of 22 HRC. Valve plates wherever possible are to be plastic to better prevent seat wear against the softer valves seats. When metallic plates are required, 410 stainless steel with a hardness of 17 to 22 HRC will be used. Nimonic 90 valve spring material will be used. Two compartment configuration of distance pieces is required. The outer compartment must be purged with inert gas to a pressure of 3 - 5" H2O. All compressor cylinder and distance piece critical bolting, capscrew, studs, and nuts which come in contact with the process gas stream shall conform to ASTM A913-B7M (bolts and studs) and ASTM A194-2HM (nuts).

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All instrumentation that comes into contact with the process stream (liquid level controls, shutdowns, bourdon tubes, process valving, relief valves, etc.) shall meet the full requirements of NACE MRO125 except stainless steel tubing fittings. This requirement is the packager’s responsibility. The distance piece shall be purged with inert gas. The packager is responsible for purging per these requirements. If other venting or purging systems are desired the details are to be negotiated between the purchaser and the packager (i.e., vacuum systems or sweet natural gas purge). The final detailed system should provide for the safety of persons around the equipment and should prevent contamination of the frame oil with sour gas. Packing cases will not be purged unless required by the customers.

Enhanced H2s Trim Requirements This section covers H2S trim requirements based on guidelines established by NACE MR0175. This section specifies more rigid H2S trim levels than required for standard API 11P trim. The following requirements should be followed when H2S trim in excess of API 11P requirements is needed to meet NACE. This enhanced level of trim can also be used for any concentration of H2S as required by the customer. The requirements are as follows: ◆

A suitable corrosion inhibitor should be added to the cylinder lubricating oil.

◆

The cylinders are to be equipped with a suction flushing system (injection of cylinder lubricating oil into the suction nozzle of each cylinder).

◆

Two compartment distance pieces are required. The outer compartment must be purged with inert gas to a pressure of 3 - 5" of H2O. The inner compartment can either be separately vented as described previously or purged with inert gas to a pressure of 3 - 5" H2O.

◆

Oil slingers are to be used on each compressor rod in the distance piece compartment to insure that none of the H2S contaminated cylinder or packing lubricant works its way back into the crankcase and contaminates the frame lubricating system.

◆

Compressor valve springs are to be Nimonic 90.

◆

Packing garter springs are to be Inconel.

◆

The piston rods are Stainless Steel with a hardness of 28 - 33 HRC (Heat Treat Spec. ZA).

◆

Tungsten carbide coating is required in the packing travel area of the piston rods.

◆

The valve components are to be made of carbon steel or AISI 4140 alloy steel with a hardness of 22 HRC maximum (Heat Treat Spec H2S). This reduces the pressure differential

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capability of any specific valve design and thus the pressure differential capability of the cylinders. Engineering will evaluate these on an individual basis and select appropriate alternative valve designs to meet the application requirements. Compressor valve components may also be made of AISI 416 stainless steel with a maximum hardness of 22 HRC. ◆

This reduced hardness requirement also includes steel valve cages (retainers) when they are used.

◆

Forged steel cylinder bodies are to be made of AISI 4142 with a maximum hardness of 235 HB. Engineering will evaluate these applications on an individual basis as some cylinder pressure ratings may have to be reduced.

◆

All steel gas wetted parts are to have a maximum hardness of 22 HRC. This is to include all internal fasteners and V.V. pocket screws as a minimum.

◆

Valve plates wherever possible are to be plastic to better prevent seat wear against the softer valve seats.

◆

When metal plates are required, 410 stainless steel with a hardness of 17 to 22 HRC shall be used.

◆

All compressor cylinder and distance piece critical bolting, capscrews, studs, or nuts which come into contact with the process gas stream shall conform to ASTM A193-B7M (bolts and studs) and ASTM A194-2HM (nuts).

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Section 5 Installation General Installation of the compressor will be determined by the fabricator and the end customer. Since the method employed will vary due to application, the following is offered as a guide to aid in the installation. These instructions are based on previous installations that have proven satisfactory. There are two basic compressor mountings: the baseframe or skid mount and the direct to block mount. See Figures 5-1 and 5-2. The baseframe/skid mount is most commonly used whereby the fabricator sets up the complete installation as a package. This package is then moved to location and placed on a foundation. With the block mounting, there is no intermediate (baseframe) between the compressor and foundation, thus the compressor is mounted direct to the foundation (block). This type installation is of a somewhat more permanent nature. If you have a choice as to the location of the compressor, select a site where the ground under and around the unit will be firm and dry at all times. Filled ground, wet clay, unconfined sand and gravel or similar soils provide poor support. Be sure that sufficient space is available for necessary maintenance. For instance, there should be ample space to permit removing the piston and rod assembly out the outboard end of the cylinder. See that provisions can be made for an overhead hoist, or that a portable crane can be moved into position as necessary for removal or installation of major parts or assemblies. Electrical outlets, lighting and cleanliness are other important factors. Adequate ventilation is essential to safety and the welfare of the operating personnel.

Foundation The responsibility for an adequate foundation is that of the customer; thus, it is suggested that a foundation engineer be called in where soil conditions are questionable or where the location of the compressor is such that transmitted vibration would have detrimental effects not only to the compressor installation, but on surrounding machinery, buildings, or personnel. Often times, a neighboring installation on similar soil will serve as a clue to the soil conditions. However, unless the nature of the ground is well known, it is advisable to dig several test pits at the proposed site. Ajax-Superior will gladly furnish data on weights and unbalanced forces required for calculations by a foundation engineer. In any case where increasing the size of the standard minimum foundation is necessary, the area of the base should be increased to decrease the soil loading and the possibility of rocking. When

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freezing temperatures are likely to occur, the foundation must be carried well below the lowest expected frostline as determined by the foundation engineer.

▼ Figure 5.0-1 Base Frame/Skid Mounting

00757

▼ Figure 5.0-2 Block (Concrete) Mounting

00758

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Foundation Bolts To locate the foundation bolts, make a wooden template to temporarily position the bolts according to the dimensions given on the foundation plan. Set up the template in the exact position to be occupied by the compressor, allowing space for the grout as indicated. See Figure 5-3. Fasten the template firmly in position. The next step is to attach the bolts to the template so that they will extend into the foundation. There are two important items which should be considered at this point: (1) Make sure the bolts project far enough through the frame hole to allow two full threads beyond the nut. Allow for thickness of grout, frame, nut, etc. (2) Provide allowance for misalignment. A piece of 2.5" to 3" pipe or metal tube positioned around each bolt, as shown will prevent the bolts from being cemented into a fixed position and thus allow slight movement of the bolts for alignment with the holes in the frame. Stuff paper or rags around the bolts at the top of the pipe to prevent cement from entering when the foundation is poured. The length that the bolts extend into the foundation is indicated on the foundation plans.

▼ Figure 5.0-3 Foundation Bolt Positioning

00759

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Placement And Leveling After the foundation has been completed and the concrete has had ample time to thoroughly set, the unit is ready to be placed upon the foundation. First, remove the template and chip off the top layer of pure cement and sand so that the grout will have a good solid surface for bonding. Then, clean the top surface of the foundation thoroughly. Soak the surface for several hours before pouring grout, but make sure there is no standing water. Remove the stuffing from around the foundation bolts. Next, screw each jackscrew through the frame (Figure 5-1 and 5-2) in a manner which would support the frame approximately 1" to 1.5" above the foundation. This provides for leveling, aligning and grouting. (There should be a jackscrew at each holddown bolt.) With the compressor resting on the jackscrews, check to see that it is level. Place level on top side of frame as required to level in both directions all around. Bring frame to level by adjusting jackscrews. Keep all jackscrews snug. After levelling, foundation bolt nuts should be secure but NOT TIGHTENED. It is very important the unit is aligned as accurately as possible so that after grouting or shimming has been completed, the foundation bolts may be pulled down without any resulting stresses.

Grouting The compressor frame may be grouted to a concrete or steel sub-base. In either case a grout form must be used. Some use a steel grout tray instead of wood. Do not remove stuffing from foundation bolts pipe casing before pouring grout. The bolts should not be encased so that they are free to stretch. Before grout can be poured, a grout form or “dam” must be constructed on top of the foundation completely around the baseframe. This form should extend a minimum of 1" to 1.5" beyond the outer perimeter of the compressor baseframe and be deep enough (1.25") so that at least 1/4" of the grout will come up above the bottom edge. See Figure 5-2 and 5-3. On a block mounted installation the area under the center of the frame should not be grouted. Leave the space empty to aid cooling. Also, only the necessary amount of grout will be needed. A piece of hose or Styrofoam may be used to blank off this area. Whereas Styrofoam may be left in place, it is important that there is air space under the unit. An epoxy grout (or non-shrink grout) is recommended in preference to cement. Pour the grout into the area contained by the grout form so that it comes up at least 1/4" above the bottom edge of the base. Work the grout up under the inside of the base and into the sleeves around the anchor bolts. Work grout under frame or baseframe cross-members as well as outside members. Trowel off for smoothness and allow to set.

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! Caution Responsibility for the grout belongs with the customer or his contractor. Grouting material instructions should be carefully followed. Failure to comply with this warning may result in damage to your unit. When the grout has completely hardened, LOOSEN THE JACKSCREWS and tighten down all the foundation bolt nuts evenly. Make sure that no stresses are set up when pulling down the nuts by checking alignment with a dial indicator.

Coupling Installation And Alignment The success of a compressor installation depends greatly upon the construction of the foundation and upon the care used to align the compressor with its driver. The standard flexible coupling used to drive the SUPERIOR compressor is shown in Figure 5-4. Installation is as follows:

▼ Figure 5.0-4 Flexible Coupling Assembly

00760

a. Disassemble the flexible coupling. Note the arrangement of bolts, washer, and nuts. They must be replaced in their original position. Tie a string or wire through one bolt hole of the laminated rings (A) (Not shown) to retain the dialed position of individual discs.

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Note Laminated rings must be re-assembled in the coupling exactly as received. b. Mount flange (B) (Not Shown) on engine flywheel. Torque flange screws per Table 5-1 and lockwire together. Mount hub (C) on compressor crankshaft. (See instructions given in 7.13 DRIVE COUPLING HUB.) c. With engine and compressor moved into position, as shown on the Outline Drawing, reassemble coupling. Dimension (D) (Not Shown) must be maintained during the following alignment procedure. The recommended procedure for establishing final alignment is called the “indicator method.” Proper lining up may take a little time, but it is absolutely essential. Flexible couplings should not be required to compensate for any misalignment that can be eliminated. The closer the initial alignment, the greater the capacity of the coupling to take care of subsequent operational misalignment.

▼ Figure 5.0-5 Indicator Method of Alignment

00761

d. After attaching dial indicator as shown in Figure 5-5B, rotate coupling 360 degrees to locate point of minimum reading on dial; adjust indicator to zero. e. Rotate coupling 360 degrees. Observe misalignment reading. f. Move engine or compressor, or both, until dial indicator reading does not exceed .0003" for each inch of diameter at indicator stem. This is approximately .006" (.15 mm) at outside diameter of flange B (Figure 5-4). This corrects angular misalignment. g. Reset indicator to zero and repeat steps d e and f if either the engine or compressor is moved during aligning trials. h. The coupling should be turned several revolutions to make sure no “end-wise creep” in the crankshaft is measured.

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i. Mount dial indicator as shown in Figure 5-5C to check for parallel misalignment. Set indicator stem on outer diameter surface of flange (B) and adjust to zero. j. Rotate coupling 360 degrees. Move and/or shim the units until the indicator reading comes within the maximum allowable variation of .004" (.10 mm). k. Torque all bolts. See Table 7-2 for recommended torque values. After several hours of operation, recheck both alignment and bolt torque. l. When proper alignment is attained within the previously specified limits, the laminated rings (A) must appear vertical and undistorted. There must be no end thrust due to poor initial assembly of the coupling. n. Alignment should be checked periodically. Realign unit when parallel misalignment exceeds .014" (.36 mm) T.I.R. and/or angular misalignment exceeds .020" (.51 mm) T.I.R.

Table 5-1 Thomas Flexible Coupling Torque Valves Coupling Size

Bolt Size

Threads/Inch

Torque (Foot-Lbs)

Dimension-D Figure 5-4

500

3/4

16

260

8-3/4

550

7/8

14

350

9-7/8

600

1

14

490

10-7/8

700

1-1/8

12

630

12-7/16

750

1-1/4

12

830

13-1/2

800

1-3/8

12

1100

14-3/4

850

1-1/2

12

1400

15-3/4

Note Couple bolts are tightened at the factory for shipping purposes only. When installing coupling, the above values apply to bolts and locknuts as they are received from the factory. If any additional lubricant is used or if the threads are wiped dry, these values must be modified.

Note Bolt heads should be held and locknut only turned, when tightening coupling bolts.

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Crankshaft Web Deflection The compressor should be aligned to the driver according to the instructions given above. During the alignment procedure, the crankshaft web deflection should be measured on the number one throw. (See Figure 5-6.) The deflection should not be greater than .001" (.025 mm). The deflection should be periodically checked and should not exceed .002" (.051 mm).

▼ Figure 5.0-6 Crankshaft Web Deflection Measurement

00762

Cylinder Mounting Cylinders are normally mounted on the compressor frame when shipped to a location. Sometimes, because of shipping and packaging restrictions, cylinders may be shipped separately. If that is your case, remove cylinder head and the piston and rod assembly from the cylinder body. When reassembling the cylinder to the crosshead guide, use the nut tightening sequence shown in Figure 5-7. See Table 7-2 for recommended torque values. Outer end cylinder supports, if supplied, are intended to support the weight of the cylinder only. Do not use them to force the cylinder into alignment. If a cylinder cannot be aligned, check for dirt, burrs, or other irregularities at the mounting surfaces.

! Caution After the cylinder is mounted and torqued, install the piston and rod assembly and the cylinder head. See the next paragraph for the proper way to pass the piston rod through the Cooper Energy Services ■ Ajax-Superior

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packing. The Cylinder Head must be properly indexed on the mounting studs so that Valve Cut-outs will be aligned with the valve locations in the Cylinder Body.

Sliding Rod Through Packings. Obtain the piston rod starter tool shown in Figure 5-8 before attempting to slide the rod through packing. This tool consists of a split sleeve cone and capscrew. The piston rod should be coated with grease before and after installing it on the rod. This tool is designed to protect the packing rings from damage during removal and installation of the rod from the cylinder.

Setting Piston End Clearance Piston end clearance is set by screwing the piston and rod assembly further into or out of the crosshead. With a cold compressor, the total clearance should be distributed with two-thirds on the head end and one-third on the crank end of the cylinder. This allows for thermal growth of the reciprocating assemblies during normal operation. Measure end clearance as follows: a. Remove a valve from each end of the cylinder. b. Bar over the compressor, at least one revolution in the normal operating direction, to insure all parts are working freely. c. While barring the compressor over again, head end clearance is taken by inserting a 1" length of solder between the approaching piston and cylinder head. Pistons 10" and larger should use solder inserted from both sides to keep the piston from cocking and giving a false reading. (See Figure 5-9.) Measure the crushed wire. (See Figure 5-10.) The head end clearance should be .070 to .090" 1.78 to 2.28 mm) for a cold compressor.

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▼ Figure 5.0-7 Piston End Clearance Check

00763

▼ Figure 5.0-8 Measuring the Piston End Clearance

00764

d. Check the crank end using the same method. For a cold compressor, the crank end clearance should be .030 to .050 (.76 to 1.27 mm). e. If any adjustment is needed, loosen the balance nut and screw the piston and rod assembly in or out of the crosshead. The MH6 and WH6 piston rods both are threaded with 10 threads per inch. Thus one complete turn of the piston and rod assembly moves it .100" (2.54 mm). f. After adjusting the piston and rod assembly, recheck the head end and crank end clearances. g. After setting the piston end clearance, re-torque the balance nut. See Table 7-2 for torque values. Cooper Energy Services ■ Ajax-Superior

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WH/MH Instruction Manual

Piston Rod Run Out Once the piston and rod assembly and cylinder head are assembled, and the piston end clearances are set, a check can be made for the piston rod run out. Proceed as follows a. Bar over the compressor until reaching the crank end dead center position. b. Place two dial indicators as close to the packing as possible. Zero the two dial indicators.

▼ Figure 5.0-9 Dial Indicator

00765

c. Bar over the compressor until reaching the head end dead center position. Record indicator movement. d. Compare the vertical run out results with the graph. (See Table 5-2.) The horizontal run out should not exceed .001" (.025 mm) e. If the horizontal run out exceeds acceptable limits, loosen the packing and re-torque. If the “crisscross pattern” of torquing is not followed this may cause the packing case to seat at an angle; causing the rod to deflect to one side. If the run out still exceeds limitations, contact your Energy Services Group Aftermarket facility for assistance. f. If the vertical run out exceeds acceptable limits, check the packing case as explained for horizontal run out. Also, check the piping and bottles attached to the cylinder to see if they are distorting the cylinders. If run out still exceeds limits, loosen the cylinder to crosshead

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Guide nuts and re-tighten them. If the run out is still beyond acceptable limits, contact your Cooper Energy Services Aftermarket facility for assistance.

Table 5-2 Vertical Runout Tolerances Cylinder Diameter

Cylinder Number

Bore to Piston Rider Ring Running Clearance (At 70°F)

Rod Run-Out (At 70°F)

6.00"

615

.012 to .030

-.0004 to -.0014)

6.25"

616

.012 to .030

-.0004 to -.0014

6.75"

617

.012 to .030

-.0004 to -.0014

5.75"

618

.012 to .019

-.0005 to .0007

6.25"

619

.012 to .019

-.0005 to .0007

6.75"

620

.012 to .019

-.0005 to .0007

7.25"

621

.012 to .019

-.0005 to .0007

6.00"

659

.014 to .025

-.0004 to .0012

6.50"

660

.013 to .028

-.0005 to .0018

7.00"

661

.016 to .029

-.0005 to .0018

7.50"

625

.015 to .033

-.0005 to .0018

8.00"

626

.016 to .034

-.0005 to .0018

8.50"

627

.017 to .032

-.0002 to .0018

9.50"

628

.019 to .034

-.0002 to .0018

10.25"

629

.019 to .034

-.0001 to .0018

9.00"

630

.019 to .034

-.0001 to .0018

9.50"

631

.019 to .034

-.0001 to .0018

10.0"

632

.019 to .034

-.0001 to .0018

10.5"

633

.019 to .034

-.0001 to .0018

11.0"

634

.019 to .034

-.0001 to .0018

11.5"

635

.019 to .034

-.0001 to .0018

12.0"

636

.019 to .034

-.0001 to .0018

11.0"

637

.022 to .037

.000 to .002

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WH/MH Instruction Manual

Table 5-2 Vertical Runout Tolerances 11.5"

638

.021 to .036

.000 to .002

12.5"

639

.038 to .053

.0013 to .0033

13.0"

640

.039 to .054

.0013 to .0033

14.0"

641

.015 to .033

-.003 to .0019

14.5"

642

.016 to .034

-.003 to .0019

15.0"

643

.017 to .035

-.0003 to .0019

15.75"

644

.018 to .036

-.0003 to .0019

17.0"

645

.030 to .046

.0003 to .0027

18.0"

646

.030 to .046

.0003 to .0027

19.5"

648

.079 to .097

.0032 to .0049

20.5"

649

.079 to .097

.0032 to .0049

22.5"

650

.083 to .101

.0035 to .0052

23.5"

651

.083 to .101

.0035 to .0052

25.5"

652

.083 to .101

.0035 to .0052

26.5"

653

.083 to .101

.0035 to .0052

Installation Of Cylinders To Frame Superior cylinders are interchangeable on the various frame throw locations. Each cylinder is attached to the crosshead guide with bolts. These bolts must be tightened in the sequence as shown in Figure 5-7. See Section 7 for proper torque values.

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WH/MH Instruction Manual

Section 6 Operation Preparation For Initial Start-up The following procedure is suggested before starting the unit for the first time, after an overhaul of the frame or cylinders, or after an extended (over 6 months) shutdown.

! Caution Read this manual and familiarize yourself with the compressor, auxiliary equipment, and your company’s safety procedures before attempting to start this equipment. a. Check the alignment between the driver and the compressor. b. Verify the proper torquing of the foundation bolts. c. Remove the top cover of the base and the covers for the crossheads and distance pieces on each crosshead guide. Thoroughly wipe the interior of the compressor with a lint free cloth to remove any water or foreign material that may have accumulated during shipment or storage. d. Check the crankshaft for web deflection. e. Check the piston rod run out. (See Section 5)

! Warning Vent the compressor and the process system to the atmosphere before removing any gas-containing part of the compressor or it’s associated piping. f. Remove a valve from each end of every compressor cylinder. (See Section 7) g. Check the piston end clearances on all cylinders. h. Add lubricating oil, which meets the proper specifications, to the base and to the lube oil filter. i. Check the force feed lubricator for cleanliness and fill to the proper level with oil. j. Adjust all force feed lubricator pumps to full stroke for cylinder and packing break-in. k. Disconnect ends of force feed lubricator lines as close as possible to cylinders and crosshead guides. Hand pump the lubricators to fill lines and eliminate air. Cooper Energy Services ■ Ajax-Superior

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! Warning High pressure oil stream may puncture skin. Use proper wrench and keep hands away from the immediate point where connection is purging air. l. Connect the force feed lubricator lines and operate pumps ten more strokes to force oil into cylinders and rod packing. m. Prime the frame oil system with the lube oil priming pump. Operate the pump a minimum of 100 strokes. This should fill all empty oil lines.

Note Oil level in frame should be filled to the level in the Kenco level regualtor NOT the level in the frame bullseye n. Hand lubricate the piston rod next to the packing. (This does not apply to non-lubricated applications.) o. Replace all covers with their respective gaskets and tighten screws according to torque chart given in Section 1. Distance piece covers may be left off to check for packing leaks on start up if not using sour gas. For Sour Gas Applications See Warnings In Sour Gas Trim Section Of Manual. p. Check to see that all crosshead guides or distance pieces and packings are individually vented with the proper size of vent lines. Refer to Superior Engineering Standard ES 3 for the most up-to-date recommendations. q. Verify that all safety switches, shutdown devices, and relief valves are properly set and operational. See Section 7 for recommended set points. r. Visually verify that all guards are in place. s. Unload the compressor for start-up by placing the bypass line between the first stage suction and last stage discharge lines. t. Verify that suction and discharge block valves are open.

Initial Start Up 1. Open the valves supplying water to the compressor cooling system (when required). 2. Start up and operate the unit under no-load conditions at reduced speed where possible (600RPM for engine driven units). Check the oil pressure. When the compressor is started, an oil pressure of 20 psi (138 kPa) must be experienced within 5 seconds or the com-

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WH/MH Instruction Manual

pressor must be immediately shut down. Do not restart until adequate oil pressure can be assured. ‘

3. Run compressor for 2 to 5 minutes at 600 RPM. If driver is a constant speed electric motor run compressor for only 1 to 2 minutes.

! Caution Running compressor at speeds less than 600 RPM for longer than 12 minutes may result in unusual wear of the packing and piston rings. 4. Shut system down and check all bearings and packings for high temperatures. 5. Remove crosshead guide covers and check all lubricated surfaces for high temperatures. 6. Check piping for oil or water leaks. 7. Start system and compressor up again and run for approximately 20 to 30 minutes. Add oil to the crankcase to bring the oil level (while running) up to the middle of the sight glass. Shut down and recheck as above. 8. Start Unit. Bring unit up to full rated speed. Apply load to compressor by closing the bypass line between the first stage suction and last stage discharge lines. 9. During the initial period of operation, pay close attention to the machine for any unusual high temperature, pressure, or vibration. In the event of equipment malfunction where excessive vibration, noise, high temperature, or any other dangerous condition exists, the compressor should be stopped immediately.

! Warning Do not immediately remove the equipment covers after the compressor has been stopped. Allow the unit to cool down to prevent possible explosion due to in rush of air or injury caused by contact with hot surfaces.

Normal Start Up Not all of the instructions provided for initial start-ups are required for routine starting. The following notes comprise the normal starting procedure: 1. Unload the compressor. 2. Operate the force feed lubricator pumps, by hand, for ten strokes. (Be sure the lubricator tank is kept full.) Cooper Energy Services ■ Ajax-Superior

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3. Hand prime the frame lube oil system by priming 40 strokes. 4. Turn on cooling water supply. 5. Start the unit. Check frame lube oil pressure. 6. Operate at low speed (600 RPM where possible) and no load for several minutes. Check force feed lubricator sight glasses for feed. (See Section 2.) Check lube oil for proper level, at sight gauge. 7. Bring up to rated speed and apply load.

Normal Shutdown 1. Decrease speed to 600 RPM (Engine driven units only). 2. Unload the compressor by opening the bypass line between the first stage suction and the last stage discharge lines. 3. Shutdown the compressor driver. 4. Close suction and discharge block valves. 5. Turn off water supply. 6. Relieve pressure by venting compressor cylinders, suction piping, and discharge piping to remove any remaining gas.

Emergency Shutdown In an emergency situation, the shutdown devices will shut down the system. In such as case, the cause of the shutdown must be identified and corrected before restarting the compressor. Refer to the Troubleshooting Section to troubleshoot compressor.

! Warning If the compressor has stopped, DO NOT immediately remove the equipment covers. Allow the unit to cool down first.

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WH/MH Instruction Manual

Recommended Operating Conditions The compressor should only be operated at speeds, pressures, and temperatures listed on the data sheets or performance curves. The unit should never be operated at conditions other than those specified on the data sheets without contacting the manufacture.

! Warning Improper setting of variable volume pockets, fixed volume pockets, valve unloaders, or other unloading devices can result in damage and/or injury to equipment and personnel. Operating the system without clearance and loading information can result in equipment failure due to overload, excessive rod loads, and high temperatures.

Note Superior attempts to furnish performance curves and/or design performance computer printouts to assist you with compressor operation. If they have been omitted please fill out the following form and new curves will be provided to you. If compressor operating conditions change, contact your Cooper Energy Services Aftermarket Sales Office.

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Fill Out and Return To:

Cooper Energy Services 1401 Sheridan Ave. P.O. Box 540 Springfield, Ohio 45501-0540

Unit Serial Number ______________________________________________________________ Model ________________________________________________________________________ Compressor Cylinder Sizes _______________________________________________________ Elevation _____________________________________________________________________ Ambient Temperature (F) ________________________________________________________ Suction Gas Temperature (F) _____________________________________________________ Specific Gravity ________________________________________________________________ “N” Value ____________________________________________________________________ Design Suction Pressure _________________________________________________________ Anticipated Suction Pressure _____________________________________________________ Design Discharge Pressure _______________________________________________________ Alternate Discharge Pressure ______________________________________________________ A complete gas analysis must also be supplied. Send Performance Curves To:

________________________________________________________________________________ ________________________________________________________________________________ ________________________________________________________________________________ ________________________________________________________________________________ ________________________________________________________________________________

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WH/MH Instruction Manual

Section 7 Maintenance General The diligent observation of the inspection and maintenance procedure, given in this section, will go a long way toward insuring satisfactory operation of the compressor. Ajax-Superior recommends planned periodic inspections of equipment. Regardless of the gas compressors, malfunctions can occur. Faithful preventative maintenance and the use of Genuine Superior Parts will help prevent costly down time, repairs, and replacement costs. Planned shutdowns for doing preventative maintenance will result in minimum maintenance costs and maximum mechanical efficiency of your equipment. Good preventative maintenance practice includes a periodic check of critical bolt torques, such as compressor main and connecting rod bolts and drive coupling bolts. The following paragraphs contain valuable precautions, tolerance limits, and recommended torque values.

Precautions Follow the precautions listed below when any maintenance is performed. Damage to the equipment, personal injury or death may result if these precautions are not followed. a. Block the flywheel to prevent rotation of the compressor and driver. b. Remove all gas by unloading, venting, and then “blinding” the compressor. Blinding means to shut off all block valves so there can be no process gas flow to the compressor. c. Eliminate all internal pressures by removing cylinder indicator plugs or vent through indicator cocks, if provided. d. Prevent clogged oil lines or filters by using only lint free cloths. e. Insure all tools and work areas are clean and free of oil, water, dirt, dust or grit. f. Never file, grind or scrape any lubricated parts (i.e. bearing shells or saddles). g. Never distort or mark the piston rod with any tool or device. Rods that are bent or have burrs will damage the packing or prevent it from sealing. In severe cases, the rod could break. h. Never torque or tighten any nut, cap screw or stud if threads or mating threads are covered with paint or other materials that are not specified by Ajax-Superior for use on threads. Cooper Energy Services ■ Ajax-Superior

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i. It is recommended that genuine Superior parts replace any components which are changed. j. Do not refinish worn valve plates. k. When reassembling parts during maintenance, replace all worn or damaged gaskets and seals. l. Always install new cotter pins or lockwire. m. Check and clean all lubricating oil passages when the unit is down for repair or normal maintenance. n. After a long period of shutdown or a major overhaul, frequently check the unit during the first 300 hours of operation. o. After completing maintenance, remove any locking or blocking devices before attempting to rotate the equipment.

! Warning When work is being done on the compressor, the driving unit must be blocked in such a way that the compressor cannot turn over. Block valves must be closed on the suction and discharge lines. Air or gas must be bled off from the cylinders. Precaution must be taken to prevent the opening of any valve which would release pressure against a piston, causing it to rotate the unit at a critical moment.

Acceptable Tolerance Values Table 7-1 shows tolerance values for some critical components. When a part is first installed, the tolerance should be within the range shown under “First Installed”. If not, the part is defective or has been incorrectly installed. During inspections, tolerances found exceeding the “Maximum Limit” values indicate worn parts that should be replaced.

Table 7-1 Acceptable Tolerances Assemblies

Limits inch (mm)

Crankshaft - Main Bearing (MH6 & WH6)

.004 - .0084 (.102 - .2133)

Connecting Rod Bearing (WH6)

.004 - .0084 (.102 - .2133)

Connecting Rod Bearing (MH6)

.004 - .0096

Crosshead Pin to Connecting Rod Bushing (WH6)

.003 - .0045 (.076 - .1143)

Crosshead Pin to Connecting Rod Bushing (MH6)

.003 - .004

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WH/MH Instruction Manual Table 7-1 Acceptable Tolerances Crankshaft End Play - Thrust Bearing WH6 & MH6

.011 - .022 (.028 - .056)

Crosshead Pin to Crosshead (WH6)

.0015 - .0035 (.0381 - .0889)

Crosshead Pin to Crosshead (MH6)

.0015 - .003

Crankshaft Web Deflection (MH6 & WH6)

.000 - .001 (.000 - .025)

Connecting Rod Thrust (WH6)

.014 - .027 (.035 - .068)

Connecting Rod Thrust (MH6)

.017 - .029

Gear Backlash -Aux End Lube Oil Pump (WH6)

.004 - .006 (.000 - .025)

Gear Backlash -Aux End Lube Oil Pump (MH6)

.003 - .007

Crosshead To Guide (WH6)

.007 - .020 (.178 - .508)

Crosshead To Guide (MH6)

.014 - .022

Lube Oil Pump Drive Gear Backlash (WH6 & MH6)

.006 - .010 (.152 - .254)

Torque Recommendations To insure satisfactory compressor performance and to minimize costly failures, it is extremely important to tighten all nuts and bolt s to the recommended torque values specified in Table 7-2. Additional information is given in Service Bulletins 168 and 175. Follow the following general recommendations. Torque wrenches should not be used to “Break Loose” fasteners. Use an appropriate wrench or breaker bar. Hand position is critical. Only pull from the hand hold to assure accuracy. The torque wrench supplied with Superior equipment is a heavy-duty, adjustable “click type” wrench. It will only torque in the clockwise direction. Occasionally clean and lubricate the ratcheting head with light oil, NOT GREASE. Periodic Calibration is essential to ensure accuracy.

! Caution When tightening nuts and bolts on compressor valve caps, bottles, and flanges care must be taken to exercised to avoid excessive tightening. Over-tightening can result in unnecessary stress in the cylinder body and, in the case of valve caps, can result in valve seat distortion.

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Page 7-3

Critical Bolt Torques It is critical that the following preventative maintenance schedule be followed to prevent major damage to your compressor. Check all critical bolt torques on major engine . components as follows:

One month after unit is placed in service. Six months after unit is placed in service. Every twelve months thereafter. Repeat this schedule when the compressor is rebuilt, overhauled, or has major repairs. All torque values shown in Table 7-2 are based on threads which are clean, free of burrs, paint, etc. and lubricated with engine oil or similar petroleum base lubricants. Unless specified, DO NOT USE any compounds containing Molybdenum Disulfide as a thread lubricant. Due to its high lubricity, excessive stresses will result if used with the torque values given in Table 7-2.

Table 7-2 Recommended Torques Fastener (S.A.E. Grade 5 or Better)

Size

Torque Ft-Lb (N-m)

3/4 - 10 UNC

185-200 (251-271)

MH6

1" - 8 UNJ

430 - 450 (583 - 610)

WH6

1" - 8 UNJ

680 - 720 (922 - 976)

Spacer Bar (MH6 &WH6)

1 1/8" - 7 UNC

380 - 400 (515 - 542)

Crosshead Guide to Frame (MH6 & WH6)

7/8" - 9 UNC

200 -220 (271 - 298)

Cylinder to Crosshead Guide (MH6 & WH6)

7/8" - 9 UNC

200 -220 (271 - 298)

MH6

1/2" - 20 UNF

30 - 35

WH6

3/8" - 16 UNC

18 - 22 (24 - 30)

2 1/4" - 10 UNS

1900-2300 (2575- 3100)

Specific Torque Values Main Bearing Cap (MH6 & Wh6) Connecting Rod Cap

Shoe to Crosshead

Balance Nut MH6

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WH/MH Instruction Manual Table 7-2 Recommended Torques

WH6

2 1/2" - 10 UNS

2650-3250 (3593-4406)

2" - 8 UN (for through rod)

1500 - 1600 (2034 - 2169)

7/8" - 9 UNC

200 - 220 (271 -298)

1/4"

4 - 6 (5 - 8)

3/8"

12-18 (16-24)

1/2"

35-45 (47-61)

5/8"

60-70 (81-95)

3/4"

120-140 (163-190)

7/8"

200-220 (271-298)

1"

260-290 (353-393)

1-1/8"

370-410 (502-556)

1-1/4"

520-570 (705-773)

1-3/8"

700-770 (949-1044)

1-1/2"

930-1030 (1261-1396)

Cylinder Number

Cylinder Diameter

Valve Cap Nut Torque (Ft/lbs)

615

6.00"

370

616

6.25"

370

617

6.75"

370

618

5.75"

300

619

6.25"

300

620

6.75"

300

621

7.25"

300

Piston to Piston Rod MH6 AND WH6

General Torque Values All Fasteners

Special Torque Values

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Base (Crankcase) The base is made of high strength alloy iron and is heavily ribbed and reinforced for maximum rigidity. Large spacer bars provide further stability and ease reassembly. The top and end covers are individually removable to provide easy access to moving parts. Our open-top design allows the crankshaft to be easily removed. An oil sump is provided in the lower portion of the base. The line-bored main bearing supports have caps which are matchmarked and numbered and must be assembled accordingly.

Crankshaft, Thrust And Main Bearings The complete crankshaft assembly includes the drive end oil slinger and the auxiliary end drive gear. Both of these are shrunk onto the crankshaft, eliminating the need for keyways and keys. The crankshaft is drilled to carry lubrication from the main bearings to the connecting rod bearings. The thrust bearing is a “half washer” type. It fits into a groove machined in the main bearing saddle and is held captive by the crankshaft, the main bearing saddle and the main bearing cap. The upper and lower main bearing shells are interchangeable. After the compressor has been run, it is preferable that the shells be placed back in their original position. Therefore, upon removal of the bearing shells, they should be so marked.

! Caution Only use a pencil for marking on the parting line faces or in the groove of the bearing shells. After removing the main bearing cap and the upper bearing shell, the lower bearing shell can be rolled out from underneath the crankshaft with the help of the main bearing removal tool. This is done by inserting the neck of the tool into the oil passage in the crankshaft journal. When the compressor is barred over, the tool will push the bearing shell out from underneath the journal and around to the top where it can be removed. A new bearing shell can be installed using the same procedure. Carefully clean the crankshaft, bearing shells and saddles before attempting to replace the bearing shells. Under no circumstances should any filing, scraping, or other fitting be done on either bearing shells or saddles. The bearing cap nuts should be tightened uniformly (using a crisscross pattern) to the proper torque given in Table 7-2. The main bearing clearance (tolerance value) can be checked by using a dial indicator and a hydraulic jack. Proceed as follows: a. Remove the top cover to gain access to the crankshaft.

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WH/MH Instruction Manual b. Attach the dial indicator to the bearing cap via a magnetic base. Mount the indicator so the button comes in contact with the crankshaft at it’s highest point. Depress the button until the dial makes one complete revolution and set the pointer top to zero. c. Use a hydraulic jack that will fit between the crankshaft and frame bottom. Position it as

close as possible to the bearing being checked. d. Support the jack with a piece of wood and jack the crankshaft up and down to get a

clearance reading on the dial indicator. e. Compare the clearance reading with the tolerance value given in Table 7-1. if the clearance reading exceeds the maximum limit, the bearing needs to be replaced.

Connecting Rod And Bearings The connecting rod is a steel forging, rifle-drilled to provide lubrication to the crosshead pin bushings. The crankpin end of the rod is split and retains the precision type bearing shells by means of four alloy steel bolts clamping the cap and rod together. The cap is aligned to the rod by dowels and both parts are precision machined as an assembly. A complete assembly must be ordered, if replacement is necessary. The upper end of the connecting rod carries two pressed in bushings - one from each side of the rod. When bushings are replaced in the field, extreme care should be used in maintaining the bore of the new bushings parallel to and properly spaced from the crankpin bore. To change the connecting rod bearings (crankpin end), bar the compressor over until the connecting rod cap rises to its highest point . This will offer easy access to the cap bolts. Support the connecting rod so it will not drop after the cap has been removed.

! Warning Take extreme caution to adequately support the rod. If care is not taken during the bearing removal process, personal injury and equipment damage could result. With the connecting rod supported, remove the rod cap and its bearing half. In order to get access to the other bearing half, bar the compressor over so the crankshaft moves slightly away from the connecting rod. Install a new bearing half against the back wall of the connecting rod. The tang recess within the rod should support the bearing until the crankshaft can be moved back into position. Complete the assembly process by putting the other bearing half and rod cap in position and tighten the bolts (using a crisscross pattern) per the torque values given in Table 7-2. The rod cap and crosshead pin must be removed to remove a connecting rod. The crosshead pin can only be removed when the cross head is in the outer most position. Remove the Cooper Energy Services ■ Ajax-Superior

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Page 7-7

crosshead pin by removing the retaining ring - external on the MH6 and internal on the WH6 - on one side of the pin. Push the pin through the crosshead far enough to release the connecting rod. The connecting rod can be eased out of its position when the crankshaft throw is slightly below the inner most position.

! Warning Always support the connecting rod so it can not drop and damage equipment or cause injuries. A connecting rod can be installed by reversing the above procedure.

Note The caps and rods are numbered by throw and have their weights stamped on them. Always install rods with this information displayed up.

Crosshead Guide The fasteners holding the crosshead guide to the base must be torqued uniformly (using a crisscross pattern) to prevent cocking of the guide relative to the base and crankshaft. (See Table 7-2 for torque values). Large side covers on the crosshead guide allow easy access to the crosshead, connecting rod, and rod packing. The crosshead can be removed through these openings without disturbing the cylinder mounting. Lubrication to the crosshead slide areas is handled differently between the MH6 and WH6. On the WH6, lube oil is sent via an internal oil path.

Crosshead Removal And Installation The crosshead is made of ductile iron and has removable top and bottom shoes which have durable bearing material on the sliding surface. Screws and locknuts hold the shoes firmly in place. These must be torqued uniformly to the figure specified in Table 7-2. Like all bearing maintenance, cleanliness is an important factor during the assembly of shoes to the crosshead and placing the crosshead in to the guide. To remove a crosshead and proceed as follows: a. Vent compressor clearance bottles, unloaders and all associated gas piping to atmospheric pressure. b. Bar over the compressor so piston is in the outer most position. c. Remove the cylinder head and crosshead guide covers. d. Loosen the balance nut with the crosshead nut wrench.

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WH/MH Instruction Manual e. Use the piston puller to turn the piston and rod assembly out of the crosshead. Do not use directly on the piston rod. f. After the piston rod is free of the crosshead, remove the balance nut from the rod. g. Prepare the piston rod for moving through the packing. (See Section 6). Pull the piston

and rod assembly out far enough to allow the crosshead to be removed. h. Remove one of the retaining rings which constrains the crosshead pin. i. Support the connecting rod and carefully remove the crosshead pin. j. With the pin removed, slowly bar over the compressor to inner most position. Be careful to support the small end of the connecting rod so it cannot score or dent the bottom slide. k. Support the crosshead weight, roll the crosshead the rest of the way over and lift it out. Care should be used to prevent damage to the shoes or slides. Any special tools needed for the above procedure are listed in the Bill of Material located at the rear of this manual. To install a crosshead, reverse the above sequence. When using the crosshead installation handles, more care and feel is required. DO NOT USE FORCE as this is the first indication that the job is being done incorrectly and damaged crosshead shoes may result. The correct procedure is to stand to one side of the crosshead guide and feed the crosshead across, attempting to roll it in at short intervals. From the proper position, the crosshead will roll in easily without damage to the shoes. During the reassembly procedure, the machined face of the balance nut must be toward the crosshead. Check piston end clearances and then make sure that the balance nut is torqued properly against the crosshead. (See Table 7-2.)

Note Crossheads and balance nuts are stamped with throw numbers and must be replaced accordingly.

Auxiliary End Cover The auxiliary end cover is aligned to the base and located by a dowel. Additional dowels in the auxiliary end cover provide proper location for attaching the lube oil pump drive carrier and the force feed lubricator drive carrier. Both the lube oil pump and force feed lubricator carrier assemblies are fitted with precision bushings which may be replaced without disturbing gear alignment or backlash. See Table 71 for acceptable tolerance limits.

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Drive End Cover Note This procedure applies to the old-style cover P/N #620-093-D01. The new cover P/N # 620027-001 is machined and does not contain the same number of components. The drive end cover is aligned with the base by two dowel pins. An additional dowel pin is used in the end cover to locate the seal cover. (The oil drain hole must be down.) The seal cover has a close pilot fit in the end cover. If it is desirable to remove the crankshaft from the base without removing the drive coupling hub, this can be done. First, remove the screws holding the drive end cover. Then support the drive end cover in place on the crankshaft, while lifting out the crank. Remove the screws holding the seal cover. The drive end cover can now be snaked off the crankshaft toward the auxiliary end - leaving the seal cover on the slinger hub. It must be supported to prevent it from moving.

Lube Oil Supply (Sump) The oil circulating system is of the pressure, wet sump type, where in the lubricating oil supply is carried in the compressor frame and circulated by means of a gear type pump - gear driven from the crankshaft. The pump takes oil from the frame sump, through a suction strainer and delivers it into the lubricating oil header, or manifold on the compressor - the oil first passing through an oil cooler and full flow filter. The precision built, gear type lube oil pump provides full pressure lubrication for all moving parts in the frame. The pump, with its drive gear, can be removed from the base end cover independent of the cover or other gear drives. When installing the pump, observe the following: a. Clean the pump mounting face thoroughly. b. The gaskets between the pump body and the pump carrier assembly determine the pump end clearance. The pump end clearance for both the MH6 and the WH6 is .003 to .007 (.076 to .178 mm). c. When installing pump to carrier cap screws, tighten gradually and evenly. Turn the rotor shaft slowly as the mounting screws are tightened to ensure that the shaft turns freely. d. Assemble key, drive gear and lockplate. Tighten screws holding the lockplate to the gear, and fasten with lockwire. Add a slotted nut to the rotor shaft and lock in place with a cotter pin.

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WH/MH Instruction Manual e. Add gasket for carrier assembly. Slide carrier assembly into place on the end cover, using the dowel to locate. f. Proper gear backlash is given in Table 7-1.

Drive Coupling Hub The main drive coupling hub has a shrink taper fit on the compressor crankshaft. Additionally, the hub is held in place by a round locknut which threads onto the end of the crankshaft and is locked in place by “Nylock” setscrews. The coupling hub is removed as follows (refer to Figure 7-1): a. Loosen lock nut (E), after first unlocking its setscrews, until approximately 1/8" of space

exists at dimension “X.“ b. Mount a steel bar (G) in the manner illustrated. Putting a 1 1/2-6 UNC tapped hole at

its midpoint will permit a standard 1 1/2 UNC cap screw to be used as a jackscrew. c. Tighten nuts on cap screws (H) per torque values given in Table 7-2. d. Torque jackscrew (J) up against the crankshaft per the torque values given in Table 7-2. e. Connect a 10,000 psi hand hydraulic pump to the 3/8“ pipe tap (F) in the hub. f. Operate the hand pump until the hub becomes loose and slides against the lock nut (E). g. Remove the jackscrew and bar arrangement. h. Remove nut (E); the hub can then be lifted off by crane or by hand. If the proper equipment is not available, the most practical method of removing the coupling hub from the crankshaft is by first removing the crankshaft from the base. The crankshaft and drive end cover plate may now be taken to a suitable work area where the locknut is removed, the hub heated and pressed off the crankshaft. Install the coupling hub onto the crankshaft as follows: a. When at room temperature, push the hub on the crankshaft taper as far as possible. b. Push the crankshaft all the way to one side to take up any thrust clearance that may be present. c. Use gage blocks and shims to fill the space between the coupling and the compressor end cover. d. Remove the amount of shims needed to provide an advance of the hub on shaft of .050.

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e. Heat the coupling hub and slide it on the shaft until it engages the gage block, reduce the amount of shims needed as required. f. Hold hub in position until it is cool enough to engage the crankshaft. e. When hub has cooled to room temperature, install lock nuts and Nylock setscrews.

▼

Figure 7-1

Removing Crankshaft Coupling Hub

00766

Flexible Drive Coupling Obtain the most recent version of Service Bulletin 149 for detailed information on flexible drive couplings. The Flexible Coupling will give you relatively trouble-free service and long life if installed and maintained properly. The coupling was selected based on known loads and operating conditions of the driver and driven equipment. Initial alignment is one of the most critical factors affecting coupling performance. It should be remembered that the couplings are basically in-line devices which are intended to compensate for small amounts of shaft misalignment caused by bearing wear, foundation settling, thermal growth, etc. The more attention paid to initial alignment, the larger the reserve margin that will exist for accomplishing the intended purpose of the coupling. The recommended limits of are contained in this compressor manual. These limits represent about one-third of the total misalignment capacity of the coupling and are generally adequate for most installations. It should be kept in mind that there are definite advantages to be gained from aligning the equipment to more precise values than those shown. The primary advantage is that the reserve margin for accepting misalignment during the life of the machinery is thereby increased. Exceeding the table values for alignment will reduce the service life of the coupling. Cooper Energy Services ■ Ajax-Superior

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WH/MH Instruction Manual Another factor to be considered, and one of the most important to good performance is adherence to the bolt torquing recommendations contained within. Loose bolts can induce fretting corrosion, hammering, and pounding which will eventually destroy the bolts and coupling discs.

Troubleshooting Thomas Couplings The Thomas disc coupling is easily inspected. A visual analysis may point to possible drive system problems. Proper evaluation of the disc packs and connecting parts may save considerable maintenance costs and down time. Here are some of the more evident visual inspection criteria and recommended corrective procedures. Consult Ajax-Superior, Springfield, Ohio, or your nearest Energy Services Group Aftermarket facility for further assistance. Elongated Bolt Hole Disc broken through bolt hole. Indicates loose coupling bolts. Replace disc pack and tighten bolts to specified torque value.

▼

Figure 7-2

Elongated Bolt Hole

00767

Scored Body on Bolt Discs embedded into bolt body. Usually a result of a loose bolt. This may also be caused by turning the bolt during installation. Replace the bolt and tighten locknut to proper torque. Do not turn the bolt during locknut tightening process.

▼

Figure 7-3

Scored Body Bolt

00768

Misalignment Failure Disc is broken adjacent to washer face. Usually indicates excessive shaft misalignment during operation. This type of disc failure usually starts in the outer discs in the pack and progresses through the disc pack. Realign equipment and replace disc pack. Make HOT check of alignment to assure it is within coupling misalignment capacity.

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▼

Figure 7-4

Misalignment failure

00769

Fatigue Failure Disc is broken adjacent to the washer face with heavy corrosion along area of break. This failure is typical of discs that have been in service for years or have been operating in an offshore environment. Breaks will first appear in the outer discs and will progress into the disc pack. If excessive corrosion exists, they should be replaced with stainless steel plating.

▼

Figure 7-5

Fatigue Failure

00770

Compression. Disc pack is wavy and dimension between flange faces is smaller that indicated on installation instructions. This means that the coupling was installed in a compressed condition or equipment has shifted axially during operation. Check for thermal growth. If the application is a bearing motor, verify that the operating center line of the motor rotor is properly positioned.

▼

Figure 7-6

Compression

00771

Elongation

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WH/MH Instruction Manual Disc pack is wavy and dimension between flange faces is larger than specified on installation instructions or applicable assembly drawing. The coupling has been installed in an elongated position or equipment has shifted axially during operation. Realign position of equipment so coupling operates with a neutral flat disc pack. If sleeve bearing motor, make sure operating centerline on motor rotor is in proper position.

▼

Figure 7-7

Elongation

00772

Torque Overload (Visible only with strobe light while running) The disc pack has a bulge near the center or is bowed toward one flange in every other chord position. This condition is a result of a large torque overload induced into the system above the peak overload capacity of the coupling. The remaining disc pack chordal sections will be very straight and tight. Check the driven equipment loading. If not correctable, contact the Springfield facility immediately.

! Caution If bulged or bowed condition only appears in one chordal section there may be a loose bolt on one side of the distortion. Loosen coupling locknuts and turn bolt slightly to remove friction. Bulge should flatten out. Re-torque locknuts. If distortion does not disappear, replace disc pack.

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▼

Figure 7-8

Torque Overload

00773

Cylinder Body A wide range of cylinder sizes is available. Each cylinder is conservatively designed for very low stress at rated working pressures . All cylinder bodies are provided with drilled water passages, top and bottom, which connect the water inlet and outlet with the cooling muff, which surrounds the ring travel area of the bore. Whenever the water jacket covers on the cylinder sides are removed to clean out deposits, the drilled passages should also be cleaned out. If the pipe plugs in the crank end of the drilled passages are removed, they should be coated with good waterproof sealer and replaced. This will prevent water seepage into the atmospheric vent space. Lube oil, from the force feed lubricator tubing system, passes through a check valve and into a fitting on the outside should be cleaned out and all steel tubing checked for soundness and tightness. This paragraph does not apply to non-lube operation. Plugs are provided, on all size of cylinders, which can be removed and indicator cocks inserted to take pressure readings, if desired.

Cylinder Head After removing a cylinder head, examine the O-ring which provides a seal between the cylinder head and the cylinder body for nicks, tears and compression set. Replace as required. The water seal grommets should also be checked. It is recommended that a complete set of O-rings and grommets, for all cylinder sizes used, be kept in stock at all times.

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WH/MH Instruction Manual

! Caution The cylinder head must be properly indexed on the mounting studs so that the valve cut outs in the head align with valve locations in the cylinder body.

Piston, Piston Rings And Piston Rod The piston is attached to the piston rod via six (6) cap screws, for most piston sizes and (4) capscrews on remaining sizes. Some pistons have a through rod and nut while others have a one piece piston and rod. See Table 7-2 for proper torque values. Prior to passing the piston rod through the piston rod packing, prepare the rod as described in Section 5. The piston end clearances are adjusted as specified in Section 6 and should be checked with the balance nut torqued to its proper value. In order to reduce cylinder bore wear, Ajax-Superior designed every piston to operate with rider compression rings or rider rings. The rider compression rings and rider rings are not collapsible in the piston groove, thus supporting the piston in the cylinder bore. In non-lubricated applications, the rider compression rings, rider rings and the piston rod packing will wear with time. Replacing these elements before they wear beyond allowable limits will contribute to the successful operation of a non-lubricated cylinder. Contact the Ajax-Superior Engineering Department for wear limits for your specific cylinder size and application.

Piston Rod Packing Piston rod packing comes in many different arrangements and designs. This manual will not explain each individual design, but should contain enough detail to allow you to successfully remove, maintain and install the piston rod packing on your compressor. Piston rod packing can be divided into two different groups based on packing function wiper packing and pressure packing. (See Figure 7-9 and Figure 7-10.) As the piston rod moves through a wiper packing, oil is stripped off the rod and prevented from migrating in to another part of the compressor.

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▼ Figure 7-9

Typical Lubricated Wiper Packing Case

00774

The purpose of pressure packing is to prevent the loss of gases from the cylinder along the piston rod. During initial operation, a packing may leak or tend to overheat. This temporary condition occurs while the packing rings are adjusting to the piston rod and packing case.

! Warning As a general guide, temperatures not tolerated by resting your hand on the packing case flange, after the unit is shut down, indicate to fast of a wear rate. For a lubricated packing, check to see if the lubrication rate is set properly (Section 3). Definite lubrication rates and time intervals for packing “wear in” are difficult to prescribe. Experience has indicated that these factors may vary widely on different applications. If there is concern about proper lubrication rate, contact the nearest Cooper Energy Service Group Aftermarket office.

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WH/MH Instruction Manual ▼ Figure 7-10 Typical Low Pressure Packing Case

00775

Ordinarily, packing cases (cups and glands) are not severely worn. Therefore, it is possible to repair piston rod packings by replacing the packing rings only. It is good practice to keep a complete set of packing rings on hand for the packing assemblies of all your cylinders. In order to remove a packing case from a crosshead guide or cylinder, the piston rod must be pulled out through the assembly out. Before disassembling a packing case, note all identification marks to insure components are reassembled properly. If components are not marked, identify each cup’s position relative to the adjacent cup or flange by numbering or marking them together. While disassembling a packing, record the position of each ring and the direction each ring faces for proper reassembly. Refer to following figure for aid in identifying packing rings. Knowing your packing rings is very helpful when ordering new ones.

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▼ Figure 7-11 Typical Packing Configurations

00776

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WH/MH Instruction Manual The packing cups and glands that are not being replaced by new ones must be soaked and thoroughly cleaned in a non-acid solvent. They should then be blown dry and examined closely for unusual nicks or burrs which might interfere with the rings free floating or contact with the rod. Particular care must be taken with rings made of soft metals and it is very important that wiper rings be handled and installed carefully to prevent damage to the scraping edges.

Note The rings must be placed in the packing cups in the same position (facing original direction) as the original set. Before installing new packing assemblies, it is important that the piston rod be carefully checked. If the rod is worn, rough, pitted or has a taper, it must be replaced. The bore for the pressure packing nose cup must be cleaned and examined for burrs. If found, burrs should be removed. Also, replace the O-ring in the outside diameter of the wiper packing flange with a new one. A new metallic gasket should be placed in the groove of the pressure packing nose cup. Remove the old metallic gasket with a sharp tool - being careful not to damage the groove. Clean the groove thoroughly and install a new gasket. Tap the gasket into the groove with a hard rubber mallet. Do not use a steel hammer as this may damage the sealing surface of the new gasket. After installing the packing cases and before connecting the oil tubing to the packing flange (for lubricated packing), hand pump the force feed lubricator (when supplied) until oil runs from one of the disconnected tubes. Connect this tube to the respective hole in the packing flange and continue to pump the lubricator 12 to 15 more strokes. After the piston and rod assembly has been reinstalled, the piston end clearance must be set (See Paragraph 5.9) and the piston rod run out must be checked (See Paragraph 5.10).

Valve Installation Suction and discharge valves must be installed in the proper direction. This can be determined by first inspecting the valve to see which direction the valve plates move while opening or compressing the springs. Gas will flow in that same direction.

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▼ Figure 7-12 Valve Installation

00777

Valve Replacement Proceed with valve removal in the following manner:

Note Before removing any gas containing part of the compressor or associated gas piping system, vent compressor and system to atmospheric pressure. a. Loosen bolts or nuts holding valve cap. DO NOT remove completely until after cap is

pulled out far enough to vent any pressure trapped under cap. b. Remove valve cap. Inspect O-ring; replace if defective. c. Loosen setscrew in valve retainer (bottom valves only); insert threaded puller into valve retainer and remove.

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WH/MH Instruction Manual ▼ Figure 7-13 Valve Replacement

00778

d. Using threaded valve puller, remove valve from seat in cylinder. e. Remove gasket, inspect and replace as needed.

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f. Clean the gasket surface on valve and in valve pocket. Use new gasket. g. Place valve in pocket, FACING PROPER DIRECTION. h. Locate the retainer on top of the valve assembly and grease or oil the O-ring of the valve cap before forcing the cap into place by torquing the nuts or screws evenly to the values listed in the torque tables.

Note The valve cap flange must not contact the cylinder body. Clearance must exist at this point to insure that pressure is applied to the valve and retainer gaskets when the relief cap bolts or nuts are tightened. To replace a valve in a bottom port (assume that this is a discharge port), proceed as follows: i. Invert retainer. Place valve on top of retainer with valve guard facing out (away from the cylinder). Slip gasket on valve assembly. j. Lift the complete works up into the bottom port, making sure that the valve seat enters first. k. Tighten the retainer setscrew just enough to hold everything in place. l. Lubricate valve cap O-ring, and replace as described in step “h”above.

Valve Maintenance For valve maintenance information see the Auxiliary Equipment section of the manual.

Alarms And Shutdowns Each unit is equipped with a specified complement of electrically or pneumatically operated alarm and/or shutdown devices. These devices are designed to protect the unit in the event of any abnormal operation or any malfunction which may occur. Each device should be checked and reset after each shutdown, or at least once every six months - whichever is sooner, to assure that they are operative. All questionable devices should be replaced. Several safety devices may be employed on compressor units. The most common ones and their recommended set points are listed in Table 7-3. Questions regarding these and other devices and their set points may be referred to the Energy Services Group Aftermarket office.

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WH/MH Instruction Manual

Table 7-3

Recommended Alarm Setpoint

Alarm/Shutdown

Normal Condition

Alarm Point

Shutdown Point

Oil Pressure

45-55 psig

25

20

Oil Temperature

160-180 F (Out)

185°F Out

190°F Out

Vibration

Nominal

1/4-3/8 turn from normal condition

3/8 - 1/2 turn from normal condition

Gas Temperature

Suction (TS) or Discharge (TD)

20°F above TS or TD

25°F above TS or TD

Water Temperature

Tin or Tout

20° F above Tout or Tin

25° F above Tout or Tin

Gas Pressure

Suction (PS) or Discharge (PD)

5% below PS 5% above PD

10% below PS 10% above PD

Special Tools Refer to the parts section of this manual for information on special tools.

Recommended Maintenance Schedule Adhering to Table 7-4 Recommended Maintenance Schedule will result in less equipment down time and less operating costs.

Table 7-4

Recommended Maintenance Schedule

System

Daily

Weekly

Monthly

SemiAnnually

Annually or as Needed

CONTROLS

✔

Perform safety shutdown system tests. Note and record panel gauge readings. Check calibration of all thermometers and pressure gauges.

✔ ✔

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System

Daily

Weekly

Monthly

SemiAnnually

Annually or as Needed

LUBRICATION SYSTEM Check oil levels, oil level regulator, and oil sight level.

✔

Check lubricator line connections for leakage.

✔ ✔

Inspect frame, lubricator, and packing cases for leakage.

✔

Clean and/or replace crankcase breathers(s). Check compressor force feed lubricator pumps (s) for proper output rate.

✔

Collect a compressor oil sample for analysis.

✔

Change compressor oil and filters.

The lubricating oil and filter elements should be changed after the first 400 hours of compressor operation. Oil and filter change periods can then be extended out to 2000 hours of operation. Change lube oil filters when a differential pressure of 12-15 psi has been reached.

✔

Replace O-rings.

System

Daily

Weekly

Monthly

MECHANICAL/OPERATING SYSTEM - CYLINDERS Note and record inlet temperatures.

✔ ✔

Check for loose cylinder fasteners. Note and record cylinders discharge temperatures.

✔

Hand check suction valve covers for coolness.

✔

Listen for unusual noises.

✔

Check temperatures of coolant to and from cylinders, lube oil cooler, and packings.

✔

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SemiAnnually

Annually or as Needed

WH/MH Instruction Manual

✔

Check one compressor valve on each stage. Inspect for broken plates, broken springs, and trapped solids or liquids.

✔

Remove the distance piece cover from the crosshead guide and inspect the packing area on each piston rod.

✔

Remove head and piston of the first stage cylinder. Check cylinder bore, piston rings, packing rings, piston, and rod bearing.

System

Daily

Weekly

Monthly

SemiAnnually

Annually or as Needed

MECHANICAL/OPERATING SYSTEM - FRAME Check crosshead clearances.

✔

Check crosshead guide for wear metals.

✔

Check foundation bolt torques. Check compressor coupling for proper alignment.

✔

Visually inspect frame interior for bearing material in frame, gear tooth condition, crosshead shoe and guide condition.

✔

✔

Roll out compressor thrust main lower shell for inspection. Check compressor accessory drive gear lash and general condition.

✔

Troubleshooting Troubleshooting is the process of finding operational problems. This section describes the difficulties which may arise during operation of a compressor, the typical origins or sources of these problems and suggestions on how to repair the trouble. The following steps should be followed in all troubleshooting activities: a. Determine what general area is affected - frame, cylinders, lubricating system, etc. b. Analyze the symptoms (clues) to pinpoint the exact location of the problem valves, bearings, etc.

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c. Replace all defective or damaged parts. d. Return the unit to service and verify that normal operation is resumed. Table 7-5 lists many typical symptoms, causes and corrective measures. It may be necessary to refer to more than one symptom to locate the entire difficulty. The suggested corrective actions are supposed to direct you to those areas most likely to be at fault. How ever, do not limit your analysis only to those areas found in the table. If symptoms persist, contact your nearest Energy Services Group Aftermarket office for possible field assistance.

Table 7-5 Compressor Frame Troubleshooting Symptom

Possible Cause

Potential Damage

Corrective Measure

Compressor Will Not Turn Over

a. Mechanical Seizure of Compressor.

Seized Crosshead, rods, main bearings.

Replace all defective parts. Check compressor for proper crankshaft alignment, piston rod runout, and lube oil system operation.

b. Tripped shutdown device.

Defective shutdown device.

Check the control system and device for proper operation.

c. Foreign material (water, non-lube packing, etc.) in cylinders.

Cylinder scoring, valve damage, possible bent piston or connecting rods.

Replace damaged parts and take measures to prevent future foreign material entrapment in the compressor cylinders

d. Improper piston-tocylinder end clearance.

Possible piston or rod damage.

Replace any damaged parts and and properly set the piston-to-cylinder end clearances.

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WH/MH Instruction Manual Table 7-5 Compressor Frame Troubleshooting Compressor Vibration

a. Opposing cylinders are out of balance.

Foundation cracking, weld cracking, or foundation bolt failure.

The total weight of the crosshead, balance nuts, piston rods, Conn. rods, and rings should be within 3 lbs. of the same components on the opposite throw. Replace the balance nuts or crossheads to obtain this balance.

b. Worn bearings.

Possible broken frame, connecting rods, crankshaft, or piston rods.

Verify crankshaft alignment, piston rod run-out, and bearing clearances. Replace bearings as needed, and reverify alignment and run-out.

c. Improper compressor installation and alignment.

Foundation damage, foundation bolt failure, grout cracking, or broken frame and crankshaft.

Realign the compressor as shown in Section 2.

d. Gas pulsation

Excessive vibration causing cracked welds, foundations, grout, and parts. Also possible foundation bolt breakage.

Analyze compressor with a vibration or indicator analyzer. Install orifices at the cylinder flange, change piping, change cylinder operating configuration, or change operating speed.

e. Loose valves

Valve seat damage, broken valve bodies, or broken valve retainers.

Remove valve and retainer. Replace broken parts. Dye check the cylinder valve seat for cracks. Install new valves and tighten to proper torque.

Table 7-6 Oil System Troubleshooting Symptom

Possible Cause

Potential Damage

Corrective Measure

No lube oil pressure.

Lack of Oil

Scored bearings, crankshaft, crosshead shoes and pins. Possible seizure of compressor.

Check all lubricated surfaces and replace parts as required. Fill with oil to the proper level.

Clogged strainer or filters.

Same as above.

Check all lubricated surfaces and replace parts as needed. Replace filter element and/or strainer.

Lube oil pump or drive gear.

Same as above.

Check mating gears and replace if needed. Check pump end clearances.

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Table 7-6 Oil System Troubleshooting No lube oil pressure.

Air leak in suction piping.

Same as above.

Repair leaks as needed.

Low lube oil pressure.

Low oil level.

Scored bearings, crankshaft, crosshead shoes, and pins. Seizure of compressor is possible.

Check all lubricated surfaces. Fill with oil to the proper level.

Clogged or dirty filters.

Same as above.

Check all lubricated surfaces and replace parts as needed. Replace filter element and/or strainer.

Air leak on suction side of pump.

Same as above.

Find and stop leak.

Sticking or maladjusted pressure relief valve.

Same as above.

Free or adjust valve.

Excessive main and connecting rod bearing clearance.

Same as above.

Replace defective bearings.

Lube oil cooler clogged or dirty.

Reduce viscosity resulting in lower lubrication and filtration.

Clean cooler.

Insufficient warm cooling water through cooler.

Same as above.

Correct water flow problem or temperature.

High lube oil temperature.

Table 7-7 Cylinder Area Troubleshooting Symptom

Possible Cause

Potential Damage

Corrective Measure

Failure to deliver gas.

Restricted suction line or filter screens.

Clogged suction screens.

Clean suction line and screen, if dirty.

Defective or missing valves

Cylinder damage through broken valve parts in the cylinder bore. High or low discharge pressure between stages with insufficient rod reversal. Resulting in pin failure.

Replace defective plates, springs, or any other worn, broken, and defective parts.

Deposits on valves.

Possible broken plate valves or springs.

Clean and replace any defective valve parts. Review type and quantity of of lube oil used.

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WH/MH Instruction Manual Table 7-7 Cylinder Area Troubleshooting

Low compressor cylinder discharge pressure.

High compressor cylinder discharge pressure.

Insufficient capacity.

Open or defective clearance pocket.

Possible insufficiencies on rod load reversal and head mechanism damage.

If open, load compressor. If damaged, replace defective parts.

Defective piston rings.

High discharge temperatures.

Replace rings.

Worn piston rings.

Piston, ring, and bore overheating.

Replace with new rings.

Defective or missing valves.

Insufficient rod load reversal. This can cause damage to the crankshaft from excessive heating, seizure of the crosshead pin, as well as damage to the piston rods, crossheads, crosshead guides, and connecting rods. Collateral damage from broken parts entering the cylinder bore.

Replace plates, springs, or any other worn, broken or missing parts.

Open or defective fixed/ variable pocket head.

Same as above.

If damaged, repair or replace defective parts.

Loose valve(s).

Same as above. Valve seat damage, broken valve bodies and retainers.

Remove valve and retainer. replace any broken parts. dye check the cylinder valve seat. Install new valves and properly torque down valve caps.

Improper setting of volume pockets.

High rod loads, insufficient rod load reversal, or discharge temperatures exceeding the maximum working pressure.

Increase setting of variable volume pocket(s) or open fixed volume pocket(s) until discharge pressure decrease to a proper level. Unload the crank-ends if this does not reduce pressure. Open all pockets before starting. Always follow performance curves provided with your compressor.

Improper positioning in piping downstream of the compressor.

Same as above.

Open valve.

Clogged Cooler.

Same as above.

Clean coolers.

Dirty suction scrubber.

Possible cylinder heat buildup.

Clean scrubber.

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Table 7-7 Cylinder Area Troubleshooting Insufficient capacity.

Worn piston rings.

Piston, rings, and bore overheating.

Replace rings.

Restricted suction line or filter screens.

Clogged suction screens.

Clean suction line and screen, if dirty. Replace screen if damaged.

Defective or missing valves.

Insufficient rod load reversal. This can cause damage to the crankshaft from excessive heating, seizure of the crosshead pin, as well as damage to the piston rods, crossheads, crosshead guides, and connecting rods. Collateral damage from broken parts entering the cylinder bore.

Replace plates, springs, or other worn or broken parts.

Open or defective fixed/ variable pocket head.

Same as above.

Replace defective parts.

Suction valve in discharge or discharge valve in suction.

Same as above.

Properly install valves. Replace any damaged parts.

! Warning If all valves are reversed, excessive pressure can build up resulting in cylinder failure and injury.

High interstage pressure.

Loose valves.

Same as above. Possible damage to valve seat, valve bodies or retainers.

Remove valve and retainer. Replace any broken parts. Dye check the cylinder valve seat.

Improper settings of clearance pockets on the higher stage heads.

Rod load exceeding the design M.W.P. of the lower stage cylinder that results in piston, rod, crosshead, or crankshaft damage.

Reduce variable volume pocket setting or close the fixed volume pocket on the higher stage until the interstage pressure decreases to an acceptable level.

Missing or defective suction valve(s) on the higher stage.

Same as above.

Repair or replace the suction valves in the higher stage cylinder.

Worn piston rings in the higher stage cylinder.

Same as above.

Replace with new rings.

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WH/MH Instruction Manual Table 7-7 Cylinder Area Troubleshooting High interstage pressure.

Defective relief valve.

Same as above.

Repair or replace defective valve parts.

High gas discharge temperature

Defective discharge valves.

Gasket O-rings damage and cylinder overheating.

Replace defective parts.

High discharge pressure.

Rod load exceeding design. Insufficient rod load reversal exceeding the M.W.P. of the cylinder. High discharge temperature.

Increase setting of variable volume pocket(s) or open fixed volume pocket(s) until discharge pressure decrease to a proper level. Unload the crank-ends if this does not reduce pressure. Open all pockets before starting. Always follow performance curves provided with your compressor.

Low suction pressure.

Insufficient rod load reversal which can lead to damage to the crankshaft from excessive heating, seizure of the crosshead pin, as well as damage to the piston rods, crossheads, crosshead guides, and connecting rods.

Refer to Low Compressor Cylinder Discharge symptom.

High section temperature.

Leaking suction valves causing suction valve damage. Overheating of compressor cylinder.

Replace springs or plates.

Improper water cooling.

Breakdown in cylinder lubrication causing overheating, cylinder scoring, and valve damage.

Check pump for proper flow, heat exchanger condition for proper cooling, and water supply for proper level. Repair, clean, or add water as required to the cooling system.

Table 7-8 Troubleshooting Abnormal Noises. Symptom

Possible Cause

Potential Damage

Corrective Measure

Growling in lube oil pump.

Suction side air leak.

Pump rotor and drive gear damage and lubricated part damage.

Find and stop leak in line.

Chatter in relief valve.

Air in oil lines.

Damage to relief valve and lubricated parts damage.

Find and stop leak in line.

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Table 7-8 Troubleshooting Abnormal Noises. Knock in cylinder area.

Foreign material in cylinder (Including Water).

Cylinder scoring, valve damage, scored or bent rods and crankshafts. Blown off cylinder head.

Remove foreign material from cylinder. If condensation is present in gas, use separators and check dump valve operation.

Piston-to-cylinder end clearance set incorrectly.

Bent rods and crankshaft.

Set end clearance to proper value.

Improperly installed valve.

Piston, rod, pin, crosshead rod, or crankshaft damage.

Replace damaged parts.

Loose valve.

Seat damage on cylinder and broken valve bodies and retainers.

Remove valve and retainer. Dye check valve seat.

Loose piston nut.

Head, piston, crosshead, or cylinder damage.

Replace damaged parts.

Incorrect piston to head clearance.

Failure of piston and/or piston rod. Damage to crosshead.

Reset clearance. Check for stretched piston rod and/or rod studs. Check for loose crosshead nuts.

Scored piston or cylinder.

Piston seizure.

Find and eliminate reason for scoring.

Loose valve assembly.

Damage to seating surfaces in cylinder or on valve.

tighten assembly and check gaskets.

Loose packing assembly.

Damage to seating surfaces on packing case.

Tighten assembly and check gaskets.

Loose piston.

Scoured piston or cylinder.

Tighten piston rod nuts. Check for stretching of studs.

Excessive carbon deposits.

Same as above.

Remove carbon.

Foreign object in cylinder.

Same as above.

Remove any objects and repair damage. Check separation equipment.

Loose cylinder head.

Damage due to gasket seat surface.

Tighten head.

Loose variable volume pocket unloader.

Damage to gasket seal surface.

Tighten variable volume pocket.

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WH/MH Instruction Manual Table 7-8 Troubleshooting Abnormal Noises. Whine in auxiliary end gear.

Worn, broken, or chipped gear teeth.

Gear damage.

Replace gear.

Improper backlash setting.

Gear damage.

Reset gear lash.

Table 7-9 General Troubleshooting Symptom

Possible Cause

Potential Damage

Corrective Measure

Vibration

Piping system improperly supported.

Potential failure of piping system.

Install proper piping support to raise the frequency of the vibrations.

Loose piston or piston rod.

Piston seizure; contact between piston and and cylinder heads; bent piston rods; or failure of running gear.

Replace all damaged components. Tighten components properly.

Loose nuts on cylinder to frame mounting studs.

Same as above.

Tighten nuts.

Unit loose on foundation or rails.

Piping strain.

Tighten.

Excessive pressure drop in piping system.

Loss of production.

Properly design piping system.

Gas measurement techniques are not correct.

Apparent production loss.

Use correct measurement techniques.

Poor mechanical condition of unit.

Failure of individual components.

Restore to proper mechanical condition.

Gas pulsation in vicinity of cylinders.

Causes abnormal cylinder capacity performance.

Modify piping to eliminate pulsation.

Excessive capacity being delivered.

Overload

Determine cause and correct.

Poor mechanical condition of unit.

Distortion of compression cycle resulting in excess load.

Correct mechanical problems.

Gas pulsation in vicinity of cylinders.

Causing abnormal cylinder horsepower performance.

Modify piping to eliminate pulsations.

Low capacity.

High load.

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Table 7-9 General Troubleshooting Lubricator does not discharge oil.

Feeds not vented of air.

Overheated and/or damaged packing. Scored cylinder walls.

Prime lubricator pump to insure oil passage to the pump.

Low oil level.

Same as above.

Add oil to proper level.

Plugged vent in lubricator tank.

Same as above.

Unplug vent.

Oil check valve on cylinder faulty.

Same as above.

Replace oil check valve.

Line leaking or kinked.

Same as above.

Un-kink or replace line.

Incorrect adjustment of pump stroke.

Same as above.

Readjust pump stroke.

Leak in line or fitting.

Same as above.

Retighten fitting or replace line as needed.

Faulty suction valves in high stage cylinder.

Damage to cooler.

Replace faulty compressor valves.

Defective gauge.

Improper operation of the compressor.

Replace gauge.

High discharge temperature.

Faulty valves.

Cracked or broken cylinder; bent rod; or worn piston rings/packing.

Replace valves.

High discharge temperature.

Scored piston or liner.

Same as above.

Repair damage and replace damaged parts.

Insufficient lubrication (lubricated cylinder only).

Same as above.

Increase lubrication.

Packing too tight.

Same as above.

Check rings for proper clearance and packing case for clearance around rod.

High suction gas temperature.

Same as above.

Check valves, coolers, and process.

High discharge pressure.

Same as above.

Check valves and/or process condition. On multistage units check suction valves of next higher stage.

Low suction pressure.

Same as above.

Check proceeding stages of process.

High cooler pressure.

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WH/MH Instruction Manual Table 7-9 General Troubleshooting Liquid in cylinder.

Broken valve and springs.

Rupture disk ruptures.

Condensate caused by cold interstage piping.

Broken or bent rod. Cracked cylinder.

Raise cooling water temperature.

Liquids in process are not removed from the gas stream by separation equipment.

Same as above.

Check process operating conditions. Check operation of separation equipment and dump valves.

Dirty gas or foreign matter in gas stream.

High gas temperatures. Possible piston and cylinder damage.

Clean up gas by proper separation and/or filtration.

Liquid in cylinder.

Same as above.

Find source of liquid and correct.

Excessive lubrication.

Same as above.

Reduce lubrication.

Carbon deposits.

Same as above.

Reduce lubrication. Change to lubricant which forms less carbon.

Improper assembly.

Same as above.

Reassemble properly.

Insufficient control. Pressure or leaking seal in variable volume pocket unloader.

Same as above.

Check for possible control pressure leak.

Disk rating incorrect.

Overheated and/or damaged packing. Scored cylinder walls.

Trace line from designated rupture disk and fix malfunctions.

Clogged filter.

Same as above.

Replace filter.

Blocked main line.

Same as above.

Unblock line.

Blocked secondary line.

Same as above.

Unblock line.

Divider block does not cycle.

Same as above.

Clean divider block interior.

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Cooper Energy Services ■ Ajax-Superior

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WH/MH Instruction Manual

Section 8 General Information Ordering Parts This section provides directions for ordering parts and illustrations to aid in the assembly of various sections of the engine. The right is reserved to change the construction or material of any part without incurring the obligation of installing such changes on units already delivered.

Instructions For Ordering Parts Provide the following information when ordering parts: ◆

Part number, part name, and quantity. If a part has no part number then give a complete description and size of the part.

◆

Engine serial number.

◆

The full address where the parts are to be shipped.

◆

Method of shipment: freight, express, parcel post, etc.

Please confirm all verbal orders in writing. Broken or damaged goods should be refused. All items leaving the factory are sound, so any damage incurred has been the result of shipping. Make a complete description of the damage on the freight bill. If this is done, full damage costs can generally be collected from the transportation company.

Service Cooper Energy Services maintains a large staff of qualified service representatives and mechanics that are familiar with your equipment and will be able to handle any problems that may arise. Field Service, diagnostic equipment, tools, and engineering support are available to assist you upon request. Field service rates are highly competitive; contact the nearest Aftermarket facility for further details.

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Replacement Parts Cooper Energy Services maintains a multi-million dollar inventory of genuine Superior replacement parts at reasonable prices. These parts are designed and engineered specifically for your Superior power equipment and are recommended to keep your equipment operating within design parameters. CES part distribution center makes parts available 24 hours a day, seven days a week.

Parts Listings Using The Parts List This parts list is made to conform to the original construction of the unit, and CES does not assume the responsibility or obligate itself to maintain this catalog to conform to any subsequent changes made on the unit after it leaves the factory. Complete records of all changes and service orders for each unit are maintained at the factory and at the CES Aftermarket Parts Department in an effort to supply the correct parts. Due to occasional part substitutions in the field and since there is no assurance that parts furnished from the factory are installed, CES cannot guarantee the furnishing of correct parts. Be aware that this parts list does not include any subsequent parts supplied by the packaging agent of the equipment. Below is an example from the parts list. The Item refers to the callout used in the illustration. P/N is the part number of the item. Qty/ Assy refers to the total number of that part in the assembly above it. If no assembly is above the part, the Qty/ Assy refers to the quantity of that part used in the engine. An assembly is listed followed by its component parts, which are indented to show their relationship to the assembly. Description is the name of the part. ◆

An assembly is index numbered numerically (e.g., 1, 2, 3) and its description will include the word “Assembly.”

◆

An assembly’s detail parts will be indented two spaces and index numbered using numeric and alphabetic characters (e.g., 1A, 1B, 1C).

◆

If a detail part is in turn an assembly, its detail parts will be indented two spaces further and are index numbered numerically, alphabetically, and again numerically (e.g., 1A1, 1A2, 1A3).

Cylinder Head Assembly Item .... ......P/N............. ......Qty/Assy... ......Description 1 .... ...... 650-183-D05 ............. .......8..... ...... CYLINDER HEAD ASSEMBLY 1A . ...... - - - - - - - - ..................... ......1............ ...... HEAD, CYLINDER 1B.. ...... 650-123-001 ............. .......1............ ...... FREEZE PLUG, 0.698 1C . ...... 650-123-003 ............. .......2............ ...... FREEZE PLUG, 0.875 1D . ...... 650-123-005 ............. .......7............ ...... FREEZE PLUG, 1.125 1E.. ...... 650-123-018 ............. .......2............ ...... FREEZE PLUG, 1.5 1F .. ...... 650-123-008 ............. .......2............ ...... FREEZE PLUG, 2.125 Cooper Energy Services ■ Ajax-Superior

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WH/MH Instruction Manual 1G . ......650-120-000 1H . ......650-121-000 1J ... ......650-127-000 1K.. ......650-113-000 1L .. ......650-138-000 1M. ......650-404-000

............. ...... 2............. ......GUIDE, BRIDGE ............. ...... 3............. ......GUIDE, VALVE (SHORT) ............. ...... 1............. ......GUIDE, VALVE (LONG) ............. ...... 2............. ......SEAT, INTAKE ............. ...... 2............. ......SEAT, EXHAUST ............. ...... 2............. ......VALVE, INTAKE

In the parts list example, there are 8 Cylinder Head Assemblies (Item Number 1) within the engine. There are 3 Short Valve Guides (Item Number 1H) to each Cylinder Head Assembly. Therefore, there are three short valve guides to a cylinder head; the total number of short valve guides for a 2408G engine is 24 (3 per head x 8 heads). Some parts that make up an assembly cannot be purchased by themselves. An example of this is the Crankshaft. The crankshaft can be purchased through the Crankshaft Assembly part number. Other parts can be purchased individually, but for convenience it may be easier to purchase the subassembly.

! Warning Proper length of studs and bolts is important for proper thread engagement. Before removing any studs, measure stud height from machined surface and position replacement stud to same height.

Aftermarket Service Locations United States ANCHORAGE, ALASKA Cooper Energy Services 600 Easte 57th Place Anchorage, AK 99518

Phone: (907) 562 - 9262 Fax: (907) 562 - 9263

LOS ANGELES, CALIFORNIA Cooper Energy Services 7152 Patterson Drive Garden Grove, CA 92641-1416

Phone: (714) 891 - 3491 Fax: (714) 895 - 5904

DENVER, COLORADO.. Cooper Energy Services 9850 South I-70 Service Road Wheat Ridge, CO 80033-2267

Phone: (303) 425 - 1700 Fax: (303) 425 - 1307

MIAMI, FLORIDA........................ Cooper Energy Services Intl...

Phone: (305) 386 - 5180 Fax: (305) 386 - 8783 Cooper Energy Services ■ Ajax-Superior

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5600 S.W. 135th Avenue Suite 201 Miami, FL 33183-5123 ROCKFORD, ILLINOIS... Cooper Energy Services 429 Phelps Avenue Rockford, IL 61108

Phone: (815) 226 - 0065 Fax: (815) 226 - 0151

BROUSSARD, LOUISIANA Cooper Energy Services 206 Boncrest Broussard, LA 70518-3530

Phone: (318) 837 - 5171 Fax: (318) 837 - 9028

NEW ORLEANS, LOUISIANA Cooper Energy Services 10446 River Road St. Rose, LA 70087-9126

Phone: (504) 465 - 0260 Fax: (504) 465 - 9543

MT. VERNON, OHIO....... Cooper Energy Services 105 North Sandusky Street Mt. Vernon, OH 43050-2495

Phone: (614) 393 - 8200 Fax: (614) 393 - 8373

SPRINGFIELD, OHIO...... Cooper Energy Services 1401 Sheridan Avenue Springfield, OH 45501-0540

Phone: (513) 327 - 4200 Fax: (513) 327 - 4487

TULSA, OKLAHOMA..... Cooper Energy Services 4405 South 74 East Avenue Tulsa, OK 74145-4727

Phone: (918) 622 - 4670 Fax: (918) 622 - 7291

ALICE, TEXAS................... Cooper Energy Services Highway 281 North and Commerce Road Alice, TX 78332

Phone: (512) 668 - 0521 Fax: (512) 664 - 0838

HOUSTON, TEXAS.......... Cooper Energy Services 1111 Lockwood Drive Houston, TX 77020

Phone: (713) 674 - 3300 Fax: (713) 672 - 9042

ODESSA, TEXAS............... Cooper Energy Services

Phone: (915) 362 - 2511 Fax: (915) 366 - 0534

Cooper Energy Services ■ Ajax-Superior

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WH/MH Instruction Manual 8927 Andrews Highway Odessa, TX 79765-1308 PAMPA, TEXAS............... Cooper Energy Services 225 S. Price Road Pampa, TX 79065

Phone: (806) 669 - 1806 Fax: (806) 669 - 0667

SALT LAKE CITY, UTAH Cooper Energy Services 6925 Union Park Center Suite 600 Salt Lake City, UT 84047-4141

Phone: (801) 562 - 2724 Fax: (801) 565 - 0280

EVANSTON, WYOMING Cooper Energy Services 109 Meadow Drive Evanston, WY 82930

Phone: (307) 789 - 0117 Fax: (307) 789 - 0121

Canada EDMONTON, ALBERTA Cooper Energy Services 10685 - 176 Street Edmonton, Alberta Canada T5S 1G5

Phone: (403) 483 - 9366 Fax: (403) 489 - 6621

GRANDE PRAIRIE, ALBERTA Phone: (403) 532 - 8800 Cooper Energy Services Fax: (403) 539 - 9393 11447 - 98th Avenue Grande Prairie, Alberta, Canada T8V 5S5 MEDICINE HAT, ALBERTA Phone: (403) 526 - 2186 Cooper Energy Services Fax: (403) 526 - 0194 578 - 18th Street SW Medicine Hat, Alberta, Canada T1A 8A7

South America Cooper Energy Services International. 5600 S.W. 135th Avenue Suite 201 Miami, FL 33183-5123

Phone: (305) 386 - 5180 Fax: (305) 386 - 8783

CARACAS............. Phone: 58 - 2 - 912811 Cooper Energy Services De Venezuela, S.A. 58 - 2 - 912066 Cooper Energy Services ■ Ajax-Superior

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Apartado 61358 Centro Banaven, 2. Piso Oficina A-23, Entrada ’A’ Avenida La Estancia, Chuao Caracas 1060-A, Venezuela

Fax:

58 - 2 - 993 - 0306

ANACO WAREHOUSE... Phone: 58 - 82 - 22264 Cooper Energy Services De Venezuela, S.A 58 - 82 - 22696 Carretera Negra, KM. 97 Fax: 58 - 82 - 23659 Apartado No. 12 Anaco, Edo. Anzoategui, Venezuela MARACAIBO WAREHOUSE...... Phone: 58 - 61 - 74831 Cooper Energy Services De Venezuela, S.A 58 - 61 - 70798 Av. 12 Entre Calles 78 Y 79..... Fax: 58 - 61 - 70839 Edificio Torre 12 Mezanine Norte Maracaibo, Edo. Zulia, Venezuela

United Kingdom LIVERPOOL.................................... Cooper Energy Services Int’l.. Atlantic Industrial Complex Dunnings Bridge Road Bootle, Merseyside L30 4UZ United Kingdom

Phone: 44 - 51 - 524 - 6555 Fax: 44 - 51 - 524 - 6557

Mexico MEXICO CITY................................. Cooper Energy Services Int’l.. Sierra Mojada No. 626 - 2DO. Piso Lomas De Chapultepec Deleg. Miguel Hidalgo Mexico, D.F. - 11050 Mexico City

Phone: 525 - 540 - 1379 525 - 202 - 2887 Fax: 525 - 520 - 2740

Middle East DUBAI ................................ Cooper Energy Services Int’l.. Dubai World Trade Center

Phone: 971 - 4 - 313160 Fax: 971 - 4 - 314417

Cooper Energy Services ■ Ajax-Superior

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WH/MH Instruction Manual PO Box 9213 Dubai, United Arab Emirates Courier: Dubai Trade Centre 20th Floor

Far East CHINA............................................. Cooper Energy Services Int’l.. 3331 China World Tower Jianwai, Beijing, 100004 People’s Republic of China

Phone: 86 - 1 - 505 - 1717 Fax: 86 - 1 - 505 - 1716

SINGAPORE ............................... Cooper Energy Services Int’l.. Boon Lay PO Box 888 Singapore 9164

Phone: 65 - 863 - 3631 Fax: 65 - 862 - 1662

Courier:

72 Joo Koon Circle Singapore 2262

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