“H302” - 2 Throw Series

INSTALLATION &
OPERATING INSTRUCTIONS

H302 – 3 stage compressor

GE OIL & GAS

HIGH SPEED
RECIPROCATING COMPRESSORS

April 2009 Page 1 of 126 H302 Manual

 H302 & H301 MODEL GAS COMPRESSORS
INSTALLATION AND OPERATING INSTRUCTIONS

TABLE OF CONTENTS

SECTION CONTENTS

A PREFACE

B GENERAL DATA

C INSTALLATION

D OPERATION

E VIBRATION

F LUBRICATION

G MAINTENANCE

H GE OIL & GAS CONTACT INFO

I Appendices, Compressor News

April 2009 Page 2 of 126 H302 Manual

 Section A - Preface
I. GENERAL SCOPE

A. Frame and Running Gear Assembly – Major Components

B. Cylinder Assembly – Major Components

II. WARRANTY

III. PROCEDURE FOR REQUESTING SERVICE, INFORMATION FOR PARTS

IV. GAS COMPRESSOR RECORD

A. Compressor Record
B. Startup Report for Packagers & Distributors
C. Pre- Startup Check List

April 2009 Page 3 of 126 H302 Manual

 Section A - Preface
I. GENERAL SCOPE

GE Oil & Gas High Speed Reciprocating Gas Compressors designs, manufacturers and supplies to
customers and qualified packagers the following basic compressor components.

A. The H Series Frame and Running Gear Assembly

Major components normally includes:

1. Frame with integral crosshead guides

2. Main (precision) Bearings and Bearing Housing
3. Distance pieces
4. Cover Plates
5. Lubricating Oil Pump & Filtration System
6. Cylinder Forced Feed Lubricator System
7. Crossheads with Pins
8. Crankshaft
9. Connecting Rods with Roller and Precision Bearings

B. The 30 Series Cylinder Assemblies for H Series Frames

Major components normally includes:

1. Cylinder
2. Cylinder Head(s)
3. Piston with Rings
4. Piston Rod
5. Piston Rod Packing
6. Valves and Valve Covers
7. Clearance Devices – Optional (Variable Volume Clearance Pocket, Valve Clearance Assemblies,
Valve Unloaders, etc.)

April 2009 Page 4 of 126 H302 Manual

II. WARRANTY
GE HSR compressor warranty is between the original equipment Packager & GE, per the terms and
conditions of the latest “Packagers Agreement”. Please contact your equipment Packager if you have any
potential warranty issues. Warranty is contingent upon the following:

1. An authorized representative of GE Oil & Gas – High Speed Reciprocating Gas Compressors or the
authorized packager ‘s trained service technician is present at the initial start-up.
2. All frame and cylinder assembly components received proper pre-start maintenance checks and
lubrication as stated in this manual.
3. Startup and operation of the compressor is within the design limits stated in the Purchase Order
and GE High Speed Reciprocating Compressor specifications.
4. Proper completion of the Gas Compressor Start-Up Record form, and return of one copy within
30 days after initial start-up to:

GE Oil & Gas

ATTN: Warranty Administrator – High Speed Reciprocating Gas Compressors

1333 West Loop South, Suite 1450

Houston, TX 77027 USA
Phone (713) 803-0900 Fax (713) 328-0519

NOTE: Replacement of a part does not extend the warranty of that part, nor the
compressor into which it is installed. Deterioration or excessive wear caused by
chemicals, abrasives, liquids in the gas stream, abuse, improper maintenance, and
excessive wear are not considered defects. Normal wear items (such as piston
rings, rod packing, valves, etc.) are not covered under warranty.

III. PROCEDURES FOR REQUESTING SERVICE, INFORMATION FOR PARTS

Any request for parts, information and/or service should be sent to GE High Speed Reciprocating Gas
Compressors. See Section H for GE High Speed Reciprocating Compressor contact information details.
Any request for parts or service should include the following:

1. Compressor Model Size

2. Frame and Running Gear Serial Number
3. Cylinder Serial Numbers
4. Part Description and Part Number (P/N) of the Desired Part
5. Date part is actually needed. If a breakdown has occurred and a part is required immediately
to return the compressor to service, this should be noted in the parts request.
6. Customer’s Purchase Order Number
7. Description or problem if service is required.
8. Your contact information.

April 2009 Page 5 of 126 H302 Manual

 HIGH SPEED RECIPROCATING COMPRESSOR - STARTUP REPORT
COVERAGE UNDER GE'S HSR WARRANTY POLICY IS BASED UPON
RECEIPT OF THIS REPORT WITH COMPLETE INFORMATION

DATE: ___________________ MAIL TO: GE OIL & GAS – HSR COMPRESSORS FAX: 713-328-0519
1333 WEST LOOP SOUTH, SUITE 800
HOUSTON, TX 77027 TECH HOTLINE: 832-978-9780
FROM: ___________________ ATTN: WARRANTY ADMINISTRATOR

COMPRESSOR: DIRECT SALE RENTAL/ LEASE UNIT RESALE OTHER

PACKAGER CUSTOMER
NAME: ___________________________________________________ NAME: _________________________________________________
PHONE: __________________________________________________ PHONE: ________________________________________________
EMAIL: ___________________________________________________ EMAIL: _________________________________________________
ADDRESS: ________________________________________________ ADDRESS: ______________________________________________
CITY__________STATE__________ COUNTRY__________ ZIP______ CITY__________STATE________ COUNTRY__________ ZIP______
PACKAGER UNIT #: __________SHIP DATE:_____________________ CUSTOMER UNIT #: ______________________________________

COMPRESSOR FRAME DATA UNIT LOCATION

MODEL: _________________________________________________ PROJECT NAME: _________________________________________
SERIAL: __________________________________________________ CLOSEST TOWN: _________________________________________
SALES ORDER #: __________________________________________ STATE: _______________ COUNTRY:______________________

PACKAGE START-UP DATE: ________________________________ OFFSHORE: YES______ NO______

SERVICE REP: _____________________________________________ CONTACT PERSON:_______________________________________

CONTACT PHONE: _________________________________________ CONTACT PHONE: _______________________________________

DRIVER DATA APPLICATION INFORMATION

ENGINE______ MOTOR______ APPLICATION: ______________________________________
(INJECTION, GATHERING, PIPELINE, CNG, etc.)
MFGR: __________________________________________________
MODEL: _________________________________________________ GAS COMPRESSED: ____________________________________
(Type or % NG, Methane, CO2, N2, H2S, Air, Propane, etc.)
MAX RATED HORSEPOWER: _______________@_____________RPM
PERFORMANCE RUN ATTACHED: YES_____
APPLIED SPEED: _______________________________________RPM SPECIFIC GRAVITY: _________ CAPACITY: ____________MMSCFD
APPLIED HORSEPOWER: ____________________________________ STAGES:____ SUCTION:_______ PSIG DISCHARGE:_______PSIG

COUPLING/FLYWHEEL DATA ELEVATION: _____________FT' AMBIENT TEMP. _____ F.

MFGR: ____________TYPE: _____________ SIZE: ________________ NON-LUBED CYLINDERS: YES______ NO ______

NOTES: ______________________________________________________________________________________________________________
_____________________________________________________________________________________________________________________

24 HOUR ASSISTANCE: PARTS: 866-565-2303 TECHNICAL SERVICE: 832-978-9780

April 2009 Page 6 of 126 H302 Manual

 Compressor Startup Conditions
Cylinder Pressure, PSIG Temperature, oF VVCP Cylinder
Throw#

Stage#
Cylinder
Bore SETTING Loading,
Serial # Suction Discharge Suction Discharge
Diameter inches Unload/SA/DA

Additional Unloader Types:

Note: Unload = Suction valves pulled, DA = Double Acting, SAHE = Single Acting Head End, SACE =
Single Acting Crank End

Lubrication Data

Frame Oil Cylinder Oil and Lube Rate

Brand: ______________________________________ Brand: ___________________________________
Type:
Type: _______________________________________
____________________________________
ISO Viscosity: ________________________________ ISO Viscosity:______________________________
Oil Pressure Normal: 45-55 psig @ 150-170 oF Lube Cycle Time, seconds/stroke
Minimum @ #1Main- Shutdown: 30 psig Alarm: 38 psig Break-in: _____________ Normal:______________
Oil Supply Temp Normal: 150 - 170oF Contact oil supplier for frame and cylinder
Maximum: 185oF (85oC) lubricant recommendations.
Frame Support & Alignment Verification

Frame Soft-Foot Check Alignment & Axial Thrust

Anchor Bolt Diameter: ________ Crankshaft Axial Thrust:: ______
Applied Bolt Torque: _________ 0 0
Cold
_____ FACE _____ _____ RIM _____
0. ____ 0.____ 0.____ 0.____ 0.____ 0.____
_____ _____
AUX END DRIVE END
Crankshaft Axial Thrust:: ______
0. ____ 0.____ 0.____ 0.____ 0.____ 0.____
0 0
Hot
_____ FACE _____ _____ RIM _____
Soft-foot: 0.002” (0.050mm) maximum
DS/ES/FS: Flywheel or Coupling Adapter _____ _____
Bolt Torque: 200 – 220 ft-lbs

April 2009 Page 7 of 126 H302 Manual

 Cylinder Piston End Clearances

Throw HE CE Throw HE CE
1 2
3 4
5 6
(USING SOFT FUSE WIRE OR SOLDER)

Crosshead to Guide Clearances

Throw IB MIDDLE OB Throw IB MIDDLE OB

1 2
3 4
5 6

(USING 12” LONG FEELER GAUGES ACROSS TOP OF CROSSHEAD)

NOTE: IB = IN-BOARD, OB = OUT-BOARD

Piston Rod Run-Out

Throw TOP SIDE Throw TOP SIDE

1 2
3 4
5 6

Notes:___________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________

April 2009 Page 8 of 126 H302 Manual

 Initial
Pre-Startup Checklist
1. Are the correct GE HSR Operator’s Manual, parts book, shop traveler, special tools & spares available?
2. Have the application operating conditions been determined?
Suction: ____________psig Temp: _________oF
Discharge: _________ psig Temp: _________oF
Max RPM________ Min RPM_______
3. Is a copy of the compressor performance prediction run of expected operating conditions on-site &
has valve tailoring been checked for this application?
4. Are expected startup & operating conditions within compressor design limits? If in doubt, contact
the GE Authorized Packager or GE HSR for confirmation of the compressor’s operational limitations.
5. Drain any condensed water from crankcase oil sump & lines. Check & thoroughly clean crankcase,
using lint free rags. Remove rust inhibitor (desiccant) bags from crosshead guides & cylinders.
6. Drain & flush compressor oil make-up tank & supply lines of debris & condensed water.
7. Confirm any discharge bottle supports are loose at ambient temperature.
8. Soft-foot: Confirm the frame leveling jackscrews have been backed off. Have frame & guide supports
been properly shimmed & bolts re-torqued? Compressor must not be twisted or bent.
9. Have crosshead guide supports been properly shimmed tight plus? + 0.005” for small cylinders 7”
and below and + 0.010” for large cylinders above 7”. Have bolts been re-torqued?
10. Has the compressor to driver cold alignment been checked at site? Are alignment readings within
specification and readings recorded?
11. Have coupling/flywheel adapter & drive coupling bolt torques been verified & recorded?
12. Has compressor crankshaft axial thrust been checked & recorded?
Note: Is drive coupling free floating when installed?
13. Have piston end clearances been checked & recorded?
14. Have the VVCPs been set to the desired clearance settings & stem jam nuts been re-torqued to
specification?
15. Has the oil filter been installed & compressor crankcase filled with oil to the proper level?

16. Is the crankcase oil supply isolation valve open?

17. Pre-Lube: Confirm prelube pump rotation if electrically or pneumatically driven.
18. Have the oil system, oil filter & oil piping been primed with oil?
Note: Electric motor driven units must have an automated prelube pump system.
19. Is the compressor crankcase oil level controller vented and set to the proper level?
20. Has the crankcase “low oil level” shutdown & alarm been adjusted and functionally
checked?
21. Has the low oil pressure shutdown tubing been installed & shutdown setting verified?
Note: ¼“ NTP connection @ the drive end # 1 main bearing oil supply point.
Minimum oil pressure 30 psig falling pressure.
22. Is oil cooler installed & is oil flow counter to water flow?
Maximum compressor oil supply temperature to main bearings is 185oF (85oC).
23. Has the force feed lubricator box been filled with oil?
Note: If frame & cylinder oils are not compatible, remove force-feed lube box overflow tubing
from frame and connect to a separate drain,.

April 2009 Page 9 of 126 H302 Manual

 Initial
Pre-Startup Checklist (continued)
24. Has the force feed lubrication system been primed and purged of all air?
25. Are all of the packing case drains/vents installed and open?
26. Replace all inspection covers.
27. Are the packing & cylinder (force feed) lubrication pump(s) adjusted to break-in (maximum
flow) rates? Normal lube rate: ______ seconds/stroke
28. Has force feed lubrication system “No Flow” switch(es) been installed and functionally
checked?
29. Is the force feed rupture disc assembly(ies) installed and checked for proper disc color &
pressure rating? (See operator’s manual & CN #05-003 for proper disc selection.)
30. Have the frame & cylinder cooling systems (if applicable) been filled with proper coolant /
antifreeze and purged of air?
31. Have the suction, inter-stage, & discharge pressure high/low shut downs been set and
functionally checked?
32. Have the safety relief valves been installed in the proper locations for each stage of
compression to protect piping and cylinder MAWP ratings?
33. Have the discharge gas temperature shutdowns been installed, set & functionally checked?
34. Is there a compressor frame vibration shutdown device installed, set & functionally
checked?
35. Have the temporary inlet debris screens (100 mesh) been installed at the suction flange of
each cylinder?
36. Have the suction lines been blown out to remove water, dirt, slag, etc?
37. Has the gas piping been purged of all air for machines compressing a combustible gas?
38. Have all critical fastener torques been checked & recorded?
Caution: Loose fasteners may result in a safety hazard or equipment failure.
See Operators Manual for list of critical fasteners.
39. Has the driver rotation been verified to match the compressor rotation?
40. Verify the compressor and its driver are free rolling with minimum force. For engine drives,
has the unit been rolled with the air starter to ensure it is free turning? For electric motor
drives, has the unit been barred over by hand to ensure it is free turning?
41. Have the compressor frame & cylinder lube oil systems been prelubed prior to starting?
42. Has the driver over-speed shutdown been electronically set & verified? Note: Do not exceed
compressor’s max unloaded inertia speed, see CN #06-007 “Operational Limitations”.
43. Have startup instructions for all package equipment been reviewed & performed?
44. Has the Packager’s representative reviewed the unit’s startup & operating instructions with the site
operator(s)?

April 2009 Page 10 of 126 H302 Manual

 Post-Startup Checklist
CAUTION: Shutdown compressor and perform “lock-out/tag-out” procedures
(mechanical, gas & electrical) as required before checking drive alignment or bolt
Initial
torque verifications. Do not tighten gas containment bolting under pressure.
Failure to follow these steps can result in serious injury.
1. Did the compressor oil pressure increase immediately?
2. Are oil pressure gauges & oil filter differential indicator working properly?
Note: Typically the oil filter element(s) are changed after about 24–48 hours of initial operation.
3. Is low oil pressure shutdown set at a minimum of 30 psig falling? Is the frame oil pressure
regulating valve (PRV) adjusted to 45 to 55 psig for a normal oil temperature (150-170°F)?
4. Check oil level in crankcase. Adjust oil level as required.
5. Were there any unusual noises or vibrations observed with the compressor or piping? If yes,
then shutdown compressor to investigate & correct as required.
6. Have high discharge gas temperature shutdowns been adjusted to normal operating
conditions?
Note: Correct settings are about 10% greater than normal discharge temp, but not to exceed
25°F (14°C) or cylinder’s 350°F (177°C) limit.
7. Is the cylinder lubrication divider block(s) visual indicator pin moving or LED light flashing?
8. Is pump set at maximum rate for break-in? Seconds/stroke: _________
9. Are there any oil or process gas leaks? If yes, then shutdown compressor & correct as
required.
10. Has piston rod packing begun to seal?
Note: Vent gas temperature is initially hot, but will decrease as packing seats in.
11. Have all package & compressor safety devices been reset to ensure unit shutdown if a
malfunction occurs?
12. Have all scrubber liquid level controls been inspected for proper operation & liquid removal?
How often do they dump? (_____ minutes)
13. Have discharge bottle support systems been readjusted to support the cylinder/bottle in a hot
operating condition?
14. Has drive alignment been checked, and adjustments made after reaching normal operating
temperature, and operating temperatures have stabilized?
Note: Alignment is usually verified within 500 hours of initial operation, about 3 weeks after
startup.
15. Has this “Startup Report” been completed & a copy mailed to the GE HSR compressor address
on the 1st page?

April 2009 Page 11 of 126 H302 Manual

 Initial “No-Load” Run Check List – No Process Gas Available
WARNING: During shop or field no-load test runs do not operate compressor above Manufacturer’s
recommended speed limitations (high crankpin inertial loads) nor below 700 RPM (inadequate oil
pressure) since compressor damage may occur. The duration of a typical no-load test run is
approximately 30 minutes. Initial
1. Have you reviewed operational & inertial speed limitations?
Note: Refer to Compressor News CN 06-007 “Operational Limitation” for D/DS, E/ES & F/FS models.
2. Remove one suction valve from the HE and CE of each cylinder.

3. Reconfirm correct compressor driver rotation.

4. Pre-lube compressor frame & cylinders.

5. Have operating personnel been stationed at the control panel, for the first 15 minutes of
operation, to activate ESD (Emergency Shut Down) in event of a malfunction?
6. Start compressor according to Packager and End User guidelines. Run at low idle speed (700
to 750 rpm). Closely monitor the compressor oil pressure, cylinder lubricator pump operation
and timing, unusual vibration, noise, knocks, heat, and leaks of oil or coolant.
Note: If a problem or malfunction occurs, immediately stop the compressor to troubleshoot
and correct as required.
WARNING: Do not exceed maximum compressor test speed, even momentarily to check
the driver’s over-speed shutdown setting, as compressor bearing damage can occur.
7. Immediately check panel for adequate compressor oil pressure, usually between 45 and 150
psig depending upon oil temperature and oil viscosity.
Note: Compressor normal operating oil pressure is 45 to 55 Psig at 150 to 170°F (oil temp).
8. Check oil level in crankcase. Adjust oil level as required.
9. Use an infrared temperature gun to scan the top cover, crosshead doors and sides of
crankcase for uniform temperature rise. Check top and bottom of each crosshead guide for
excessive heat development.
10. Upon completion of test run, shutdown compressor according to Packager and End User
guidelines.
11. Remove the crankcase top cover immediately after shutdown and use an infrared
temperature gun to check and record the main and conn rod bearing temperatures.
Note: Compressor main bearing temperatures should be with 10°F. Compressor conn rod
bearing temperatures should be with 10°F.
12. Check gasket & gasket surfaces for damage, repair/replace as required, then reinstall all
covers.
13. Check gaskets/o-rings and sealing surfaces for damage, repair/replace as required, then
reinstall the suction valves removed for the no-load operational test run.
14. Prepare unit for shipment or future operation, using appropriate compressor preservation
techniques.

April 2009 Page 12 of 126 H302 Manual

 Initial “Gas Load-Run” Check List – Process Gas Available
WARNING: During shop or field load test runs, do not operate compressor above Manufacturer’s
recommended speed limitations (high crankpin inertial loads) or below 700 RPM minimum
(inadequate oil pressure) since compressor damage may occur. The duration of a typical load test run
is approximately 30 minutes. Initial
1. Have you reviewed operational & inertial speed limitations?
Note: Refer to Compressor News CN 06-007 “Operational Limitation” for D/DS, E/ES & F/FS models.
2. Reconfirm correct compressor driver rotation.

3. Confirm compressor setup & valve tailoring is appropriate for operating conditions
4. Pre-lube compressor frame & cylinders.
5. Have all package & compressor safety devices been reset to ensure unit shutdown if a
malfunction occurs?
6. Start unit, warm up & load according to Packager and End User guidelines.
7. Complete GE HSR compressor startup checklist.

April 2009 Page 13 of 126 H302 Manual

IV. GAS COMPRESSOR RECORD - Please complete and retain for your records.
DATE: ____________ MODEL: _______________ SERIAL NUMBER:______________
PACKAGER: ________________________________ Packager’s S/N: ________________
USER NAME & LOCATION: ___________________________________________________

THROW NUMBER (SEE SKETCH)

Compressor Quick Reference Data 1 2
1. Cylinder Model/Series
2. Cylinder Bore
3. Cylinder Serial Number
4. Stage Number (1, 2, etc)
5. Crosshead Light or Heavy
(Where Applicable)
6. Piston & Rod Assembly Weight
(Pounds)
7. Weight Added Used for Balance
(Give Number of Pounds)
*8. Valve Part Numbers
(If Not Standard – Suction &
Discharge)
9. Optional Distance Piece
(X) If Yes
10. Variable Volume Clear Pocket
(X) If Yes
*If valves in the cylinder are changed to meet operating conditions, list new valve part numbers.

Drive End
Rotation

M, H & B Throw Orientation & Crankshaft Rotation Diagram

April 2009 Page 14 of 126 H302 Manual
 Section B – General Data

I. FRAME SPECIFICATIONS

II. BEARINGS & RUNNING GEAR

III. LUBRICATION SYSTEM

IV. PISTON to CYLINDER CLEARANCES

V. PISTON AND PACKING RING CLEARANCES

VI. RECOMMENDED CRITICAL FASTENER TORQUE VALUES

A. Critical Fastener Torques

B. H302 Critical Fastener Location Drawing
C. General Fastener Torques
D. Fastener Torquing Procedures

VII. Reciprocating Compressor Hold Down Bolting

VIII. BALANCE WEIGHTS

A. 2, 3 & 4 Stage Counter Weight Charts-Reciprocating Balance Nuts

B. Reciprocating Balance Component Part Numbers

April 2009 Page 15 of 126 H302 Manual

 Section B – General Data

I. FRAME SPECIFICATIONS

H302 Series Compressor Frames are available in either 1 or 2 throw configuration as seen in the tables
below. For more details, refer to GE’s High Speed Reciprocating Compressor general & technical sales
data information, found on the CD.

FRAME SERIES H301 & H302

Number of Throws 1 or 2
Maximum Number of Stages 2 or 4
Stroke Length in (mm) 3.00 (76.20)
Rated Speed, RPM 1800
Minimum Speed, RPM 900
Max Power per throw – HP (KW) 100 (74.57)
Height – mounting feet to crankshaft 12.3125
centerline (312.735)
Inches (mm)
Crankshaft Drive End Type Tapered, keyed
Minor/Major Diameters, 2.7035 (68.669)
for a 1.50 inch / foot Taper 2.9375 (74.613)
Approximate Frame Weight, cylinders installed
2 Throw, lbs (kg) 2000 (907)
Crosshead Clearance, shimable No
Crosshead Shoes, replaceable No, Babbitted
Piston Rod Diameter in (mm) 1.1250 (28.50)
Cylinders available for mounting M & H 30 Series
Compression, lbs (kg) 10,000 (4536)
Tension, lbs (kg) 10,000 (4536)
Total, lbs (kg) 20,000 (9072)

Table B 1. Frame Specifications

April 2009 Page 16 of 126 H302 Manual

II. BEARINGS & RUNNING GEAR

Description Inches (mm)

FRAME SIZE H301 & H302
Main Bearing Bore Diameter 3.3755 (85.738)
3.3765 (85.763)
CRANKSHAFT
Main Bearing Journal Diameter 2.9750 (75.565)
2.9980 (76.149)
Rod Bearing Journal Diameter 3.2495 (82.537)
3.2500 (82.550)
End Thrust Clearance .006 (.1524)
.008 (.2032)
Maximum Allowable End Thrust Clearance .012 (.3048)
Crankshaft Web Deflection – Maximum .002 (.0508)
MAIN BEARING
3.000 (76.200)
Inside Diameter – Installed
3.002 (76.251)
Width 1.87 (47.498)
.187 (4.7498)
Wall thickness
.188 (4.7752)
Clearance range .002 (.0508)
.0045 (.1143)
Maximum Allowable Clearance .007 (.1778)
CONNECTING ROD
Connecting Rod Length - CL to CL 8.50 (215.90)
Rod Bearing Bore Diameter 3.423 (86.944)
3.424 (86.970)
Crosshead Pin Bearing Bore Diameter 2.0610 (52.349)
2.0615 (52.362)
Taper, Ovality (Out of Round) and Barrel .0005 (.0127)
Side Clearance .012 (.3048)
.018 (.4572)
CONNECTING ROD BEARINGS
Inside Diameter – Installed with Bolts Torqued 3.252 (82.601)
3.254 (82.652)
Width 1.500 (38.100)
Wall thickness .0851 (2.1615)
.0856 (2.1742)
Clearance range .0020 (.0508)
.0045 (.1143)
Maximum Allowable Clearance .006 (.1524)

Table B 2. Dimensions and Clearances

April 2009 Page 17 of 126 H302 Manual

 II. BEARINGS & RUNNING GEAR, continued
Inches (mm)
CROSSHEAD PIN ROLLER BEARING
Outside Diameter 2.0625 (52.387)
Inside Diameter – Installed 1.500 (38.100)
Width 1.250 (31.750)
Clearance range .0000 (.0000)
.0002 (.00508)
Maximum Allowable Clearance .003 (.0762)
CROSSHEAD BODY
5.112 (129.84)
Diameter
5.117 (129.97)
1.5000 (38.100)
Pin Bore Diameter
1.5002 (38.105)
1.4998 (38.095)
Pin Diameter
1.5000 (38.100)
.0000 (.0000)
Pin to Roller Bearing Clearance
.0002 (.00508)
.0000 (.0000)
Pin to Crosshead Pin Bore Clearance
.0004 (.01016)
14.15 lb (6.4183 kg)
Crosshead Weight with Pin Installed Group A
14.20 lb (6.4410 kg)
14.21 lb (6.4455 kg)
Group B
14.26 lb (6.4682 kg)
14.27 lb (6.4728 kg)
Group C
14.32 lb (6.4954 kg)
14.33 lb (6.5000 kg)
Group D
14.38 lb (6.5227 kg)
CROSSHEAD LINER SLEEVE
Liner Outside Diameter 5.70 (144.78)
5.125 (130.17)
Liner Bore Inside Diameter
5.126 (130.20)
Liner Bore Out of Round .0015 (.0381)
Liner Bore Out of Round – Maximum .003 (.0762)
Liner Bore Taper .0005 (.0127)
Liner Bore Taper – Maximum .002 (.0508)
.248 (6.2992)
Liner Flange Projection from Crankcase
.250 (6.3500)
Liner to Crosshead Body Clearance .008 (.2032)
.011 (.2794)
Liner to Crosshead Body Clearance - Maximum .014 (.3556)

Table B 2. Dimensions and Clearances (Continued)

April 2009 Page 18 of 126 H302 Manual

III. LUBRICATION SYSTEM

Oil Sump Capacity, gallons (liters)

Frame Series H302
H302, 1 & 2 Throw 5.75 Gallon (21.77 Liter)
Frame Lubricating Oil Pressures, psig (barg) - see NOTE 1
Normal Operation
45 to 55 Psig (3.1 TO 3.8 bar)
(hot)
Low Oil Pressure –
35 to 38 Psig (2.4 to 2.6 bar)
Alarm
Low Oil Pressure –
30 Psig (2.0 bar)
Shutdown
Frame Lubricating Oil Supply Temperatures, °F (°°C) - see NOTE 2
Normal Operation
150 to 170 °F (65 to 76 °C)
(hot)
High Oil Temp –
185 °F (85 °C)
Shutdown
Torque Values for Oil System Components, ft-Lb (N-m)
Pressure Regulating Valve Cap – Nut Torque
H302 12 to 15 ft lb (16 to 20 N-m)
Divider Block Visual Cycle Indicator - Deliron (Magnetic)
Installation Torque 15 Ft – lbs (20 N-m)
Divider Blocks - Mounting Screws
Torque 80 Inch-lbs ( 1.7 N-m)

Table B 3. Lubrication System

Model RPM Oil Flow NOTE 3 Oil Heat Rejection

7000 BTU/Hour
H302 1800 7.5 GPM (28.4 LPM)
(1764 Kilo-cal / Hour)

Table B 4. Frame Oil Flow

NOTES:

1. Compressor frame oil pressure and shut down set point is measured at the # 1 (drive
end) main bearing, see frame General Arrangement drawing.
2. Compressor frame oil temperature and shut down set point is measured at the oil filter
inlet, downstream of the oil cooler.
3. Maximum oil pump output flow is at the rated speed listed above, with a nominal 160 °F
(71 °C) oil temperature. Contact GE Technical Support for the compressor required oil
flow rates.

April 2009 Page 19 of 126 H302 Manual

IV. CYLINDER SIZES, BORES, PISTON DIAMETERS AND CLEARANCES, inches (mm)

Cylinder Size Bore Diameter Piston Diameter Clearance

1.250 (31.750) 1.238 (31.445) .008 (.203)
1–1/4 (31.75)
1.252 (31.801) 1.242 (31.547) .014 (.356)
1.500 (38.100) 1.488 (37.795) .008 (.203)
1–1/2 (38.10)
1.502 (38.151) 1.492 (37.897) .014 (.356)
1.750 (44.450) 1.738 (44.145) .008 (.203)
1–3/4 (44.45)
1.752 (44.455) 1.742 (44.247) .014 (.356)
2.000 (50.800) 1.988 (50.495) .008 (.203)
2 (50.80)
2.002 (50.851) 1.992 (50.597) .014 (.356)
2.500 (63.500) 2.488 (63.195) .008 (.203)
2–1/2 (63.50)
2.502 (63.551) 2.492 (63.297) .014 (.356)
3.000 (76.200) 2.982 (75.743) .008 (.203)
3 (76.20)
3.002 (76.251) 2.992 (75.997) .020 (.508)
3.500 (88.900) 3.480 (88.392) .015 (.381)
3–1/2 (88.90)
3.502 (88.951) 3.485 (88.519) .022 (.559)
4.000 (101.600) 3.983 (101.170) .013 (.330)
4 (101.60)
4.002 (101.650) 3.987 (101.270) .019 (.480)
4.500 (114.300) 4.482 (113.840) .013 (.330)
4–1/2 (114.30)
4.502 (114.350) 4.487 (113.970) .020 (.507)
5.000 (127.000) 4.973 (126.310) .023 (.580)
5 (127.00)
5.002 (127.050) 4.977 (126.420) .029 (.740)
5.500 (139.700) 5.482 (139.240) .013 (.330)
5–1/2 (139.70)
5.502 (139.750) 5.487 (139.370) .020 (.507)
6.000 (152.400) 5.982 (151.940) .013 (.330)
6 (152.40)
6.002 (152.450) 5.987 (152.070) .020 (.507)
6.500 (165.100) 6.475 (164.460) .020 (.507)
6–1/2 (165.10)
6.502 (165.150) 6.480 (164.590) .027 (.690)
7.500 (190.500) 7.475 (189.860) .020 (.507)
7–1/2 (190.50)
7.502 (190.550) 7.480 (189.990) .027 (.690)
8.000 (203.200) 7.975 (202.560) .020 (.507)
8 (203.20)
8.002 (203.250) 7.980 (202.690) .027 (.690)
9.000 (228.600) 8.960 (227.580) .035 (.890)
9 (228.60)
9.002 (228.650) 8.965 (227.710) .042 (1.070)
10.000 (254.000) 9.950 (252.730) .045 (1.140)
10 (254.00)
10.002 (254.050) 9.955 (252.860) .052 (1.320)

Table B 5. Piston to Cylinder Clearances, typical

April 2009 Page 20 of 126 H302 Manual

 V. PISTON RING AND PACKING RING CLEARANCES:
Piston Ring and Packing Ring Side Clearance (Approximate Average), inches (mm)
Piston Ring, nominal 3/16” 1/4” 5/16” 3/8”
width
0.188 (4.775) 0.251 (6.375) 0.313 (7.950) 0.375 (9.525)
Actual Groove Width 0.189 (4.800) 0.252 (6.400) 0.314 (7.976) 0.376 (9.550)
Material Side Clearance
Bronze, Iron .0015 (.0381) .002 (.0508) .002 (.1016) .002 (.1016)
.0035 (.0889) .004 (.1016) .0045 (.1143) .005 (.1270)

Teflon Blends .005 (.1270) .006 (.1524) .007 (.1778) .007 (.1778)
.010 (.2540) .011 (.2794) .012 (.3048) .012 (.3048)

Piston Ring End Gap – 45º Angle Cut

Material Approximately Clearance
Iron .0030” per inch Cylinder Diameter (.003 mm per mm of diameter)
Bronze .0050” per inch Cylinder Diameter (.005 mm per mm of diameter)
Phenolics (Micarta) .0065” per inch Cylinder Diameter (.0065 mm per mm of diameter)
Teflon Blends .0175” per inch Cylinder Diameter (.0175 mm per mm of diameter)
NOTE: Clearances listed in this section are calculated from original micrometer dimensions. Clearance obtained with
feeler gauges will be slightly less.
Table B 6. Piston and Piston Ring Clearances

Pressure Packing Ring Side Clearance, inches (mm)

Cup Depth Ring Material Packing Ring Side Clearance
Carbon Filled Teflon
0.615 (15.621) with Cast Iron 0.016 (0.406)
0.617 (15.672) Backup + Glass – 0.022 (0.558)
Moly Filled Teflon
0.005 (0.127)
Cast Iron
0.010 (0.254)
0.005 (0.127)
Bronze
0.010 (0.254)
HTM / Micarta N/A
Carbon Filled Teflon
0.375 (9.525) with Cast Iron 0.017 (0.432)
0.377 (9.576) Backup 0.021 (0.533)
0.005 (0.127)
Cast Iron
0.010 (0.254)
0.005 (0.127)
Bronze
0.010 (0.254)
0.007 (0.178)
HTM / Micarta
0.012 (0.305)
Oil Wiper Packing Ring Side Clearance, inches (mm)
Ring
Cup Depth Material Ring Side Clearance
0.749 (19.025) Cast Iron 0.003 (0.076)
0.751 (19.075) 0.006 (0.152)
Table B 7. Packing Ring Clearances

April 2009 Page 21 of 126 H302 Manual

VI. RECOMMENDED CRITICAL FASTENER TORQUE VALUES:

A. Critical Fastener Torques

Refer to GES089 on the Technical Data page (Other Technical Information section) of the G.E. Oil & Gas CD.

April 2009 Page 22 of 126 H302 Manual

D. Fastener Torquing Procedures

The following procedure contains information to ensure that fastener tightening is accurate and design
torque values are properly applied. Always consult the torque wrench manufacturer’s written literature for
its proper use and calibration procedures.

1. A calibrated torque wrench must be properly used to achieve the required fastener torque for
critical parts assembly.
2. Select a torque wrench appropriate for the lb-ft or in-lb range specified for the fastener. For
higher torque values, a torque multiplier may be required. Before use, always verify the torque
multiplier’s actual mechanical advantage from the manufacturer’s literature.

NOTE: Worn internal parts of the torque multiplier may allow it to turn freely when not
attached to a fastener but adversely affect the actual output torque applied to the
fastener. This is due to higher frictional losses within the torque multiplier resulting
in a lower output torque.

3. Fastening hardware’s threads and contact surfaces are to be clean and free of burrs or dings.
This includes bolt, stud and nut threads, along with washer, nut, bolt head and associated
contact surfaces. Generally, the fastener should be capable of being “hand assembled”. With a
minimum of force. Generally fasteners should be installed with some radial clearance. Avoid
placing the fastener threads in shear or loaded against one side of the fastener’s hole.
4. Torque values are generally based upon the use of petroleum based lubricants, with lubricant
being applied to fastener’s threads and seating surfaces. Use of the compressor sump’s SAE 40
WT oil is preferred, unless otherwise specified.

CAUTION: Friction reducers, such as Never-Seize or molybdenum disulfide, are not to be

used unless specifically designated. Friction reducers using the specified torque
values can result in excessive fastener stresses.

5. When using a torque wrench always apply a steady and slow force until a click is heard or felt.
Do not rapidly jerk the wrench, since the resulting torque can be 1.5 to 2 times the setting.
6. Fastener assembly can be accomplished with various types of speed wrenches. However,
always apply the final torque using a torque wrench.
7. Do not “double click” a torque wrench. Torque applied with a rapid “double click” method can
result in excessively high torque values.
8. To verify a torque value, slowly apply a steady and slow force until the click is heard or felt.
9. When a torque wrench is not being used, always reduce its setting (spring tension) to its
minimal value. The torque wrench’s calibration accuracy will be affected if it is left with a high
spring tension setting for long periods of time.
10. Unless checking loosening torque values on critical fasteners, do not routinely use a torque
wrench when breaking fasteners loose. Regular use of torque wrenches to rapidly loosen
fasteners can overload the wrench and affect its calibration accuracy. Torque wrench accuracy
must be verified annually or as required.
11. Special wrench adapters are sometimes required to tighten fasteners that are not readily
accessible. When torque wrench adapters (socket, boxed end or crow’s foot) are used, the
torque setting will not match the applied torque. The only exception to this rule is when the
adapter is used at a right angle (90°) to the wrench centerline; see Figures B 10 & B 11.

April 2009 Page 23 of 126 H302 Manual

 12. The ratio between actual fastener applied torque and the wrench setting is as follows;
Tw = Tf x L
L+A
where, Tw = Torque wrench setting, lb-ft or lb-in
Tf = Fastener’s torque requirement, lb-ft or lb-in
L = Torque wrench length (from square drive end to handle’s
center point), ft
A = Adapter length (measured along wrench’s centerline, from drive end
to adapter), ft

Figure B 10. Torque Wrench with Adapter at any angle except 90° right angle

Figure B 11. Torque Wrench with Adapter at right angle (90°)

Example: Tf : bolt torque requirement equals 100 Ft-lbs.

L : Length of torque wrench socket drive to point of applied force equals 18 inches.
A: Effective length of torque wrench adapter or extension equals 3 inches.

Tw = 100 x 18 = 1800 = 85.7 Ft-lbs.

18 + 3 21

April 2009 Page 24 of 126 H302 Manual

VII. Reciprocating Compressor Hold Down Bolting

Frame Foot
GE High Speed Hole Required Torque Range (2),
Reciprocating Diameter (1) Bolt or Stud Size lb-ft (N-m)
Compressor
Inch Inch – TPI Minimum Maximum
Model
H301 / H302 7/8” 3/4 – 10 UNC 225 (305) 250 (340)

Table B 12. Reciprocating Compressor Frame & Crosshead Guide Support Hold Down Bolting

Notes:
1. Suggested bolt-hole diameter in packager’s fabricated compressor pedestal / skid.
2. All torque values bases upon threads lubricated with SAE 40-weight frame oil.

VIII. BALANCE WEIGHTS

Reciprocating balance weights are required on opposing crossheads, where the cylinder bores have a
different diameter, or cylinders oppose a blank (no cylinder) throw. Additional weight is required in order to
balance the reciprocating inertia forces that occur during the compression cycle. Depending on the GE HSR
model, various weighted components are used to achieve the required reciprocating balance.

Note: All GE HSR compressor frames are assembled and given a mechanical test run. Frames with
cylinders installed are balanced with addition of weights to the appropriate throws.

The M & H Series compressors can use either a standard or weighted nut to lock (jam) the piston rod to the
crosshead, based upon the application. The jam nut is a critical component of the compressor’s running
gear assembly, therefore its proper selection & installation is important to the successful operation of the
compressor.

Various jam nut weights are available to balance the opposing throw’s reciprocating weight. Two heavy
crossheads are available for use in a “dummy” crosshead guide, when a cylinder is not installed. The
following weight tables, B 11 thru B 14, provide the part numbers and weight of the reciprocating balance
components used in GE High Speed Reciprocating Compressor H frame models.

CAUTION: The maximum out of balance for opposing reciprocating weights is 4 ounces (0.113 kg).

April 2009 Page 25 of 126 H302 Manual

Table B 13. H Frame Reciprocating Balance Jam Nut Part Numbers – 2 Stage (IL1123)

April 2009 Page 26 of 126 H302 Manual

 Table B 14. H Frame Reciprocating Balance Jam Nut Part Numbers – 3 Stage (IL1122)
April 2009 Page 27 of 126 H302 Manual
 Table B 15. H Frame Recip Balance Jam Nut Part# – 3 or 4 Stage CNG (IL1126)

April 2009 Page 28 of 126 H302 Manual

 Balancing Lock (jam) Nuts
Part Number Weight – lbs (kg)
406-5173 * 0.79 (0.36)
406-6445 7.57 (3.43)
406-6486 6.92 (3.14)
406-6494 17.80 (3.54)
406-6518 11.67 (5.29)

408-0861 7.45 (3.38)

409-2881 13.11 (5.95)

409-2898 6.66 (3.02)
409-2905 7.18 (3.26)
409-2913 12.24 (5.55)
409-2921 6.11 (2.77)
409-2938 6.59 (2.99)
409-2954 5.80 (2.63)
409-2962 1.25 (0.57)
409-2979 9.44 (4.28)
409-6362 15.53 (7.04)
409-7690 2.87 (1.30)

420-5670 15.15 (6.87)

420-9802 2.07 (0.94)
420-9819 1.82 (0.83)
420-9924 3.54 (1.61)
420-9957 8.96 (4.06)

424-1504 16.88 (7.66)

424-2930 8.72 (3.96)

427-6312 13.60 (6.17)

427-4350 3.76 (1.71)
Heavy Crossheads
Part Number Weight – lbs (kg)
427-6140 29.24 (13.26)
427-6188 40.81 (18.51)

Table B 16. “H” Frame - Reciprocating Balancing Component Part# & Weight

* Standard Crosshead Jam Nut

PART NUMBER BASED ON THE PISTON ASSEMBLIES. THESE COUNTERWEIGHTS ALSO SERVE AS
THE PISTON ROD’S LOCK (jam) NUT AT THE CROSSHEAD, MAKING IT A CRITICAL COMPONENT IN
THE RUNNING GEAR ASSEMBLY. THEREFORE, COUNTERWEIGHTS MADE TO MANUFACTURER’S
SPECIFICATIONS ARE CRITICAL TO SUCCESSFUL OPERATION OF THE COMPRESSOR.

April 2009 Page 29 of 126 H302 Manual

 Section C – Installation
I. GENERAL
A. Access & Safety
B. Vents & Drains

II. FOUNDATION SUPPORT (Sub-base or Pedestal)

A. Support Requirements

III. LEVELING AND ALIGNMENT

A. Leveling
B. Foot Check (Frame Distortion)

IV. ALIGNMENT

A. Alignment Concerns
B. Thermal Growth – Cold to Hot
C. Misalignment – maximum allowable
D. Free Coupling Alignment Method
E. Compressor Crankshaft End Thrust Clearance

V. COMPRESSOR HOLD DOWN BOLTING

A. Purpose
B. Recommended Bolt Size/Torque
C. Bolting Requirements
D. Bolt / Fastener Tightening

VI. PIPING
A. Process Gas
B. Lubricating Oil

VII. AUXILIARY EXTENSION (Stub) SHAFT DRIVE

A. Standard 7.5 Hp Extension (Stub) Shaft – Threaded End

B. Optional 16 Hp Extension (Stub) Shaft - Ringfeder Compression Ring
C. Cooling Water Piping

April 2009 Page 30 of 126 H302 Manual

 Section C – Installation
I. GENERAL

The installation of high speed reciprocating compressors, with its associated driver and piping, must be
carefully performed with attention to precision. This installation section cannot address all of the concerns
and questions that could arise during a specific installation. However, this section does attempt to address
some of the more critical issues and requirements.

A. Access & Safety

Any installation of a compressor assembly must include providing adequate space for routine operation
and maintenance activities.

Provide sufficient space and crane facilities or lifting access to efficiently remove, re-install or service the
following:

Compressor valves
Major compressor components
Major components in the gas piping system
Cooling water system components, if used, including drains

Consideration must be given to personnel hazards, such as moving parts, high temperature and pressure,
and electrical power.

B. Vents & Drains

For personnel safety & safe compressor operation, verify that all vents and drains are functional
and open as required. Vented explosive gases or liquids must be piped away from the compressor,
either to skid edge or outside the building. If the process gas is heavier than air, then vent and drain
design must take this into account.

In certain areas it may be necessary to install screens or sintered plugs over vents and drains to prevent
blockage, especially if the compressor may be shutdown for an extended period of time.

II. FOUNDATION (Sub-base or Pedestal)

Support Requirements
GE high speed reciprocating compressor must be securely bolted to a base (foundation or steel frame skid)
of sufficient mass, stiffness and weight bearing capacity. This is required to:

A. Prevent compressor movement and resist vibration due to unbalanced inertia forces and couples that
may be present. Compressor and driver reaction forces are transmitted to the foundation.

NOTE: Reciprocating inertial forces are balanced on GE High Speed compressors, but
unbalanced couples also exist. The magnitude of these unbalanced forces

April 2009 Page 31 of 126 H302 Manual

 and couples, if not shown on the foundation drawing, may be obtained from the
Packager.

B. Support the total weight of the complete compressor assembly and attachments, without
bending or twisting of the compressor frame, crosshead guides or cylinders.

C. Provide rigidity to maintain correct drive train and running gear alignment.

III. LEVELING AND ALIGNMENT

A. Leveling

1. All leveling should be done with the frame leveling screws (if used) resting squarely on the sub-base,
and all frame & crosshead guide to sub-base mounting bolts loose. The compressor frame
mounting feet should be supported in a plane, with minimal tilt or roll. In leveling, it is
suggested that a precision machinist’s level with a cross leveling glass be used.

NOTE: Refer to “Compressor Hold Down Bolting” section for recommended bolt sizes and
minimum torquing requirements.
2. To level the compressor assembly both lengthwise and crosswise, remove the frame top
cover plate and place the machinist’s level on the frames top milled surface. After leveling is
completed, securely tighten the frame sub-base bolts. Crankshaft deflection readings may
be taken between the crank webs with a strain gage after performing a “soft foot” check,

CAUTION: To maintain main bearing bore alignment, the crankshaft deflection readings
should not exceed 0.002 inches (0.051 mm).

B. Soft Foot (Frame Distortion) Check

The common term for machine frame distortion, “soft foot” is caused when one or more feet of a machine
are shorter, longer or angled some way different than the rest of the feet. This non-uniformity causes stress
on the machinery when the foot is forced into place by tightening the hold-down bolt. Missing shims under
a foot, or a deteriorating base plate or foundation can cause this condition.

CAUTION: Frame soft foot should be less than 0.002 inches (0.051 mm). Shim any foot
clearance that is more than 0.002 inches (0.051 mm).
A magnetic base dial indicator should be used to check for frame distortion (soft foot) when the frame sub-
base bolts are being tightened. It may be necessary to add shims between the frame and sub-base to
eliminate any distortion.

IV. ALIGNMENT
A. Alignment Concerns
Proper drive train alignment is required for acceptable long-term compressor performance. When a
compressor’s drive train is properly aligned for its hot operating condition, the resulting forces on
the connected equipment are minimized. Establishing and maintaining good alignment results in
efficient, smooth running equipment.

Even though flexible coupling design allows for misalignment, poor alignment can affect;
April 2009 Page 32 of 126 H302 Manual
 1. Coupling component life
2. Main & thrust bearing wear
3. Package vibration levels and compressor axial thrust
4. Crankshaft bending and shaft seal wear
5. Power consumption efficiency and available compression horsepower

GE High Speed Reciprocating Compressors can be aligned by several acceptable methods, including dial
indicator, laser, and optical. Regardless of the alignment method used, when aligning a drive train some of
the procedural concerns are;
1. Soft foot – compressor mounting foot support not on plane
2. Hold down bolt torque inadequate
3. Thermal growth – change in shaft centerline from cold to hot operating conditions
4. Repeatable readings
5. Indicator sag
6. Weight of flywheel – if used

The typical misalignments that may occur between two coupled shafts are shown in Figure C 1.
Angular (Face) Misalignment Parallel Offset (Radial) Misalignment

Figure C 1. Illustration of Typical Coupled Shaft Misalignments – Angular & Offset

Dial indicators positions for checking the radial and angular alignment are suggested in Figure C 2.

Compressor
Side

Figure C 2. Dial Indicator Mounting Arrangement

April 2008 - Page 33 of 126 - H302 Manual
B. Thermal Growth – Cold to Hot

The compressor’s cast iron frame will thermally grow between ambient (cold) to normal (hot) operating
conditions. The expected vertical change, from the bottom of the frame foot to the compressor’s crankshaft
centerline position, is shown in table Table C 3. These thermal growth figures may need to be prorated, if
the anticipated difference between cold and hot operating conditions is more or less than 100°F. (38 C).

Frame Model Centerline Height - Thermal Growth (see note),

Series nominal, inches (mm) Inches, (mm)
H301 / H302 12.315 (312.8) 0.007 (0.178)

Table C 3. Compressor Frame Thermal Growth

NOTE: The tabled compressor frame thermal growth figures are based upon a 100°F (38 °C)
temperature rise and use a cast iron thermal expansion coefficient of
0.0000058 inch/inch/°F.

C. Misalignment – Maximum Allowable

A GE High Speed Reciprocating Compressor’s drive train must be properly aligned for its normal (hot)
operating condition.

The maximum allowable hot TIR (total indicator run out) is 0.003 inches (0.0762 mm) for both
angular (face) and parallel (radial) misalignment when using a 12-inch (305 mm) diameter coupling.

Since the compressor and its driver seldom have the same shaft centerline height and operating
temperature, the drive train is often misaligned for its ambient (cold) condition. However the drive train’s
alignment must be checked, and adjusted as required, during compressor installation and after startup for
its normal (hot) operating condition.

NOTE: Typically the compressor (with its attached piping limiting it movement) is
considered the fixed piece in the drive train, with the driver being the movable
component for realignment purposes. The Packager’s design and installation
practices will determine the initial cold offset between the driver and the
compressor.

D. Free Coupling Alignment Procedure

The “free coupling” method is recommended to minimize alignment inaccuracies, since one end of the
coupling is unrestrained. Refer to Figure C 2 for dial indicator setup and which coupling hub bolts to
remove.

Indicator R will measure the radial misalignment or parallel offset. Indicator A measures the axial or
angular misalignment. Alignment must be checked with one set of bolts removed.

Mounting bracket for indicators should be designed for a known minimum sag (droop). The sag must be
known to correct the R readings.

April 2008 - Page 34 of 126 - H302 Manual

Rotate the driver (both coupling halves) slowly, taking readings at four points 90º apart. The readings will be
alike at the four points when the shafts are in perfect alignment.

Any parallel offset (R indicator) should not exceed .003 inches (0.076 mm) TIR (total indicator run out). This
corresponds to a .0025 inches (0.064) mm parallel offset of the shaft centerlines. A permissible TIR on the
angular misalignment (A indicator) is .003 inches (0.076 mm) when referred to a 12-inch (305 mm) hub
diameter.

Final alignment readings (cold, hot & adjusted) should be noted in the unit’s startup paperwork
and normal O&M records. (See Section D Start-Up Checklist.) The alignment should be checked
periodically as part of a routine O&M practice. Realign the unit when the parallel offset exceeds
the recommended maximum allowable for current normal (hot) operating conditions.

Always verify axial thrust clearance of both the compressor and driver after any alignment
adjustment is made.

E. Compressor Crankshaft End Thrust Clearance

The compressor is designed with a crankshaft end clearance that allows limited movement (float) in an
axial direction. This thrust movement accommodates thermal expansion and limited operational forces.
Drive train alignment is often offset cold, so that it can be more closely aligned in its normal hot operating
condition. The driver (either engine or electric motor) position directly affects the thrust clearance of both
the compressor and driver. A driver placed too close or too far from the compressor will place increased
axial forces on both the compressor and driver thrust bearings.

The crankshaft end clearance must be in its ‘free floating’ condition for final ‘cold’ and ‘hot’ drive coupling
alignment checks. Thrust clearance should be checked with the drive coupling completely assembled and
all bolts torqued to specification.

NOTE: Consult the driver manufacturer’s manual / data for crankshaft or rotor end thrust
clearances. Electric motors may have a magnetic center that determines and controls the
axial position of the rotor shaft affecting compressor crankshaft end clearance during
operation.

The compressor crankshaft end thrust clearance is checked after the alignment has been completed. The
compressor crankshaft must stay, unrestrained, at its full fore and aft positions during end thrust checks.
Fore or aft crankshaft movement after releasing the bar indicates axial spring force in the drive coupling,
due to the driver being too far from or too close to the compressor. Axial adjustment of the driver’s position
is required to correct this condition.

The crankshaft end thrust is checked using a dial indicator having 0.001” resolution increments.

1. Rotate the compressor crankshaft to position a counterweight near the top of the crankcase.
2. Mount the indicator base on the top cover gasket surface of the crankcase.
3. Position the dial indicator contact point on the counterweight face enabling the dial to register
axial crankshaft movement.
4. Use a pry bar to move the crankshaft towards the drive end solidly against the thrust bearing
washer.
5. Zero the dial indicator with the crankshaft at its extreme drive end position.
April 2008 - Page 35 of 126 - H302 Manual
 6. Use the pry bar to move the crankshaft towards the non-drive end solidly against the thrust
bearing washer.
7. Observe the dial indicator reading.
8. Pry the crankshaft back and forth several times to confirm accuracy and repeatability of the
readings.
9. Compare measured end thrust clearance with end thrust specification found in Section B of this
manual.

Check the driver’s end thrust clearance and confirm result is within the driver manufacturer’s
specifications.

IV. COMPRESSOR HOLD-DOWN BOLTING

A. Purpose

Proper hold down bolting selection, installation, and torque are required to transfer and resist normal
inherent reciprocating compressor shaking forces and couples into its skid. Failure to install and
maintain the compressor’s mounting fasteners can result in equipment vibration, drive train
misalignment, and compressor main bearing bore misalignment (soft foot).

Reciprocating compressors will develop unbalanced forces and couples due to the tolerances in the
reciprocating weights and the offset of opposing compressor throws. The unbalance results in the
presence of horizontal and vertical forces, and horizontal and vertical couples. The compressor skid and
foundation must be designed to dampen and transfer these shaking forces originating from the
compressor into the skid and foundation. Secure mounting of the compressor frame and crosshead guide
to the skid is necessary to minimize the vibrations associated with these forces.

B. Recommended Bolt Size/Torque

Table C 4 lists the hold down bolting sizes and minimum torque requirements recommended for GE High
Speed Reciprocating Compressors. High strength studs and bolts are recommended to secure the
compressor frame feet to the compressor skid.

NOTE: Bolt lengths extending only through the compressor mounting foot & I-beam may
not be sufficient to prevent loosening. All hold down bolts must be periodically
checked for tightness, and retightened as required.

C. Bolting Requirements
1. The compressor frame’s hold down bolt is typically 1/8 inch (3.175 mm) smaller in diameter than
the mounting foot hole opening, unless otherwise specified.
2. The length of hold down bolting should be as long as possible and stressed using a torque value
appropriate with the bolting material.
3. Table C 4 “Compressor Hold Down Bolting”, lists the minimum frame foot and crosshead guide
bolt sizes and torque requirements.
4. Use of the tabled values is based upon bolting materials with proof loads greater than 100,000
psi (689,480 kpa). Higher strength bolting material is preferred.
5. Compressor frame foot bolting typically uses ASTM A193 GR B-7 threaded studs or Grade 8 bolts,
along with hardened steel washers and ASTM A194 nuts.

April 2008 - Page 36 of 126 - H302 Manual

 6. Grade 8 or 9 hold down bolting is recommended for M & H model compressor mounting and
crosshead guide support systems.
7. Tighten the mounting fastener to pre-stress its material to a value greater than 55% of its proof
load rating. A higher strength bolting material will result in torque values higher than those listed.
8. Verification of hold down bolt torque value, ‘soft foot’ deflection, and proper crosshead guide
support shimming must be made at initial compressor startup and periodically during the
compressor’s normal operation.

Frame Foot Torque

GE High Speed Hole Required Torque Range (2),
Reciprocating Diameter (1) Bolt or Stud Size lb-ft (N-m)
Compressor
Inch Inch – TPI Minimum Maximum
Model
H302 / H304 7/8” 3/4 – 10 UNC 225 (305) 250 (340)

Table C 4. Reciprocating Compressor Hold Down Bolting

Notes:
1. Suggested bolt hole diameter in packager’s fabricated compressor pedestal / skid.
2. All torque values bases upon threads lubricated with SAE 40-weight frame oil.

D. Bolt / Fastener Tightening

1. Fastening hardware threads and contact surfaces are to be clean and free of burrs or dings. This
includes bolt, stud and nut threads, along with washer, nut, bolt head and associated contact
surfaces.
2. Threaded fasteners are to be installed free turning, with minimal hand force.
3. Torque values are based upon the use of a petroleum lubricant applied to both the threads and
seating surfaces. Use of the compressor sump’s SAE 40 WT oil is preferred.

CAUTION: Friction reducing lubricants, such as molybdenum disulphide or Never-Seize, are

not to be used unless otherwise specified. Friction reducers using the specified
torque values can result in excessive fastener stresses.
4. Fasteners should be installed with some radial clearance. Avoid placing the fastener threads in
shear or loaded against the fastener’s opening in the mounting foot or skid.
5. Use a calibrated torque wrench and a torque multiplier as required.
6. Incorporate periodic hold down bolting torque verification and soft foot checks into your routine
compressor maintenance program.

V. PIPING
A. Process Gas Piping
All compressor suction and discharge process gas piping should be designed and installed as follows:

1. The suction and discharge piping should never be smaller than the compressor suction and
discharge pipe flange connections.

NOTE: The only exception to this minimum piping size requirement is specifically designed choke tubes.

April 2008 - Page 37 of 126 - H302 Manual

 2. All piping should be thoroughly cleaned internally of weld slag, mill scale & other construction
debris before installation.
3. On discharge piping or where condensation can occur, avoid using overhead piping.
4. Avoid use of skid or underground inlet piping loops that can trap liquids (“pee” trap affect).
Liquids can accumulate, with resulting liquid carry over into scrubbers and cylinders. This can
result in major damage to scrubber and compressor cylinder internals.
st
5. An inlet gas scrubber(s) should be installed on the suction lines to each 1 stage or side stream
stages, whenever a wet or dirty gas is being compressed.
6. Piping should be connected to the compressor strain free, in such a way that no undue thermal
or mechanical stresses are placed on the unit.
7. Liquid separators, with ample capacity and drainage, should be installed to remove the
condensate in the piping leaving the coolers. Also, install drain valves in all “low spots” in the
piping.
8. The inlet piping to all cylinders should be designed and installed so no incompressible materials
(dirt, liquids or foreign materials) can enter the compressor. A temporary fine mesh inlet strainer
similar to that shown in Figure C 3, can be installed in the suction lines during the first few weeks
of operation.
9. All cylinder bottle supports must be “loose” when “cold” and no adjustments should be made
until the compressor has warmed up. The cylinder and crosshead guide bores should be level
and undistorted when the bottle supports are correctly adjusted. Final bottle support adjustment
is made when the compressor cylinders have reached their normal (hot) operating
temperatures.

Gas Flow
1.5xD

Pipe ID
D

Figure C 3. Inlet Gas Strainer

10. Install properly designed pipe supports and clamps. The scrubber, cylinder and cooler
connections may not be designed to adequately support the piping.

B. Lubricating Oil Piping & Tubing

All compressor lubricating oil piping should be designed and installed as follows:

1. All oil piping should be thoroughly cleaned internally of weld slag, mill scale & other construction
debris before installation.
2. All removed or replaced oil tubing should be internally cleaned, its ID deburred & blown clean of
any debris before re-installation.

April 2008 - Page 38 of 126 - H302 Manual

3. If an electric or pneumatic motor driven oil pump is used in place of the frame mounted oil pump, it is
recommended that stainless steel pipe be used.
4. Packager installed instrumentation & fittings shall not restrict oil flow to the compressor.

C. Cooling Water Piping

All compressor cooling water piping, if used, should be designed and installed as follows:

1. Cooling water pipes and fitting sizes are large enough so flow is not restricted.
2. Cooling water system isolation and flow balancing valves may be required, depending upon the
application.
3. Counter-current coolant flow shall be utilized through water to oil coolers.

VII. Standard Auxiliary Extension (Stub) Shafts - for H302 & H304 Frames Only
GE has two optional auxiliary “stub” shaft extensions available for the H302 that mount on the crankshaft’s
non-drive end. This shaft provides the Packager with a lpower take off (PTO) shaft extension for a Packager
supplied auxiliary driven component (cooler fan, pump or other).

A. 7.5 Hp - Threaded End (part# 407-0291)

The optional low horsepower stub shaft, rated for 7.5 horsepower at 1800 RPM, threads into the
crankshaft’s non-drive end. It is supplied loose in the compressor’s toolbox for Packager installation.
Normal rotational resistance of the driven component keeps the shaft threaded tightly into the
crankshaft.

Caution: Improper stub shaft installation can cause the shaft to loosen from inertial forces if
the compressor is quickly shutdown.

7.5 Hp Shaft
Extension,
threaded end
into crankshaft

Figure C 4: 7.5 Hp Threaded Auxiliary Shaft Extension Installed on H302

April 2008 - Page 39 of 126 - H302 Manual

B. 16 Hp, Ringfeder Compression Ring (part# 427-6175)
1. optional medium horsepower stub shaft, rated for 16 horsepower at 1800 RPM (part#), is also
available. It is also supplied loose in the compressor’s toolbox for Packager installation. It attaches
to the crankshaft stub OD via a Ringfeder Locking Assembly.

Special Adapter
Bolt Tightening
16 Hp Shaft
Tool
Extension, 3 piece
Ringfeder design

Crankshaft Ringfeder ID
Compression
Ring

Figure C 5: 16 Hp Ringfeder Type Shaft Extension on H302

April 2008 - Page 40 of 126 - H302 Manual

 Section D – Operation
I. GENERAL

A. Safety
B. Maximum Allowable Working Pressure (MAWP)
C. Compressor Reapplication

II. START UP

A. General Information
1. Compressor Information
2. Filling Crankcase Sump
3. Prelude (Priming) Frame
4. Cylinder Lubricator System Priming

B. Pre-Start-Up Checklist (New or Overhauled Units) – see Section “A”

III. NORMAL OPERATIONS

A. Routing Starting
B. Normal Stopping
C. Cylinder High Discharge Temperature Safety Settings
1. Setting Recommendations
a. Maximum Allowable
b. Shutdown
c. Alarm

2. Cylinder Temperature Shutdown Setting & Formula

3. Discharge Temperature Calculation Examples:

April 2008 - Page 41 of 126 - H302 Manual

 Section D – Operation
I. GENERAL

A. Safety

The start up and initial operation of high speed reciprocating compressors requires thorough knowledge of
the equipment, the application and proper starting procedures. For the safe operation of this compressor,
do not attempt to start the unit without being completely knowledgeable about this section’s information
and the Packager’s Operating Manual.

CAUTION: Before starting a new, relocated or reapplied compressor, or after a major overhaul,
ensure that the appropriate startup checklist items have been completed. This checklist
is designed to assure that the unit is safe to start and operate.

B. Maximum Allowable Working Pressure (MAWP)

All GE HS Reciprocating Compressor cylinders have a “Maximum Allowable Operating Pressure” (MAWP).
Refer to the cylinder’s data tag for this MAWP value. The MAWP is stamped into the serial number plate of
every cylinder. If the cylinder nameplate is missing or illegible: then the manufacturing numbers may be
used to trace to identify the cylinder. These numbers are cast in the cylinder’s side or die stamped on every
cylinder (usually on the machined head end surface).

NOTE: The Packager is responsible for providing pressure relief valves for every compressor
stage per the appropriate section of API Standard 618.

WARNING: The unit’s operating conditions must not exceed the cylinder’s “rated design
pressure” (RDP) nor MAWP.

C. Compressor Reapplication

This compressor was originally configured for a specific application. Before starting the unit in a new
application, verify that compressor performance, operating pressure ranges and lubrication rates are
correct for that application.

If any of the following conditions have changed, please consult with your Packager or GE to determine
whether equipment or documentation changes are required.

1. Compressor relocation to a different site.

2. Gas pressures, temperatures or flow requirements
3. Gas properties (gas analysis)
4. Cylinder reconfiguration, size or stage
5. Driver type, rotating speed or torque
6. Cylinder and packing lubrication type change

April 2008 - Page 42 of 126 - H302 Manual

II. START UP

A. General Information
1. Compressor Information

It is strongly recommended that the following compressor frame and cylinder data tag information be
recorded for future reference.

Compressor Model_______________ Serial Number ___________________

Compressor Frame Lube Oil, Make/Type/Viscosity: _____________________
Cylinder Lube Oil, Make/Type/Viscosity: ______________________________
Packager _____________________________________
User and Location________________________________________________

Cylinder Information
Throw # Cylinder Size Serial # MAWP, psig Stage Unloader
1

2. Filling Crankcase Sump

Most compressors are shipped or relocated with lubricants drained. It is recommended that the
compressor sump be filled and the lubricating systems for both the frame and cylinders be primed
before proceeding with any start up checks involving crankshaft rotation.

1. Check the oil level in the crankcase by use of the dipstick located on the rear / auxiliary end, of
the crankcase. The oil level should be near the full mark on the dipstick when the unit is
shutdown.

2. Add oil, as required, manually through the crankcase cover breather opening, oil filler neck or
through the oil makeup system.

CAUTION: DO NOT OVERFILL SUMP! The crankshaft will hit an excessively high oil level, which will
aerate and foam the oil. Aerated oil will affect compressor horsepower during startup, can
cause pump cavitations, and makes oil level control difficult.

3. When sump is filled, replace breather cap or return oil auto fill system to its normal condition.

3. Prelube (Priming) Frame

If the unit is electric motor driven or has unattended automatic startup controls, a separate motor or
pneumatic driven oil pump is required for priming and prelube purposes. This pump should run a
minimum of 30 seconds at a pressure of 10 psig (70 kpa) to ensure adequate pre-lubrication prior to
start up.
4. Cylinder Lubricator System Priming

April 2008 - Page 43 of 126 - H302 Manual

Ensure that the cylinder lubricator pump is adjusted to maximum rate. Prime the lubricator system, and
verify oil has reached each lube point by breaking the tubing fitting to verify oil has reached it. Make sure
all loosened tubing fittings are re-tightened.

B. Pre-Start-Up Checklist (New or Overhauled Units)

Refer to Section A – Startup Report for a copy of this checklist.

II. NORMAL OPERATION

Refer to your Packager’s job book for specific instructions concerning startup and shutdown procedures for
your particular installation. The procedures outlined below are generally recommended for reciprocating
gas compressors. See piping schematic Figure D 1 for major gas piping components and flow.

Figure D 1. Piping Schematic

A. Routine Starting
1. Open discharge, by-pass and vent valves. Use suction valve to provide purge/pressurize gas.
2. Purge and pressurize gas system through compressor cylinders.
3. Pre-lubricate the bearings and cylinders by operating the hand pre-lube pumps.
4. Start unit and run at idle RPM (except electric motor drivers).
5. Adjust suction valve for adequate gas flow with full unit recycle.
6. Immediately check for unusual noises, oil pressure and oil level.
7. Run unit at reduced speed and load until oil warms up.
8. Open suction valve & load compressor.
9. Increase driver RPM to operating speed.
10. Check suction (inter-stage) and discharge pressures immediately.
11. Recheck oil pressure and oil level.
12. Check gas, oil, and water temperatures.

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B. Normal Stopping
1. Slow unit down & reduce driver speed to idle, approximately 50% rated speed, if engine driven.
2. Unload compressor.
a. Open bypass valve, allow compressor to run in an unloaded/minimized load condition for
a few minutes to cool down
b. Close suction valve
c. Close discharge valve
d. Stop compressor.
3. Open gas-piping vent and blow down gas pressure

CAUTION: If maintenance requires opening gas lines or compressor cylinders, ensure that gas pressure has
been vented to atmosphere before removing any valve covers or loosening any gas connections.

4. Perform lock-out/tag-out, to isolate potential energy sources, before performing maintenance activities.

C. Cylinder High Discharge Temperature Safety Settings

1. Safety Setting Recommendations

Excessive cylinder discharge temperature can damage the compressor internals. The purpose of a high
discharge temperature switch (alarm & shutdown) is to identify an abnormal cylinder temperature
increase before major damage results. Due to changing operating and ambient conditions, it is the
operator's responsibility to daily check and adjust, as required, all compressor safety shut down devices.

Maximum Allowable Discharge Temperature

The maximum allowable operating temperature out of the cylinders is 350 °F. (177 °C). This maximum
operating temperature is due to the pressure/temperature limitations of cylinder thermoplastic
components, which typically includes valve plates, piston rings & piston rod pressure packing rings.

Shutdown – Not to exceed 350 °F. (177 °C)

The recommended discharge temperature switch shutdown set point, for each cylinder, is:

CAUTION: The discharge temperature shut down set point of each cylinder must be set at
10%, but NEVER more than 25 degrees F (14 degrees C) above the highest NORMAL daily
discharge temperature of that cylinder.

Alarm - Not to exceed 325°F (163°C)

The high discharge temperature alarm setting is normally about midway between the cylinder’s normal
operating temperature and its shutdown set point.

2. Cylinder Temperature Shutdown Setting & Formula

For proper compressor cylinder protection, a compressor‘s high discharge gas temperature alarm &
shutdown settings should be the lesser of;
Alarm: 5% or 12°F (7°C) above the normal discharge temperature, not to exceed 325°F (163°C)
maximum.
Shutdown: 10% or 25°F (14°C) above the normal discharge temperature, not to exceed 350°F (177°C)
maximum.

April 2008 - Page 45 of 126 - H302 Manual

A floating discharge temperature alarm (DTal) or shut down (DTsd) value can be programmed into a
compressor package’s PLC using the following input values and formula to calculate the expected DT.
Programming of the actual alarm and shut down points should be security protected to allow changes by
only those qualified individuals authorized to make changes.

DTal = DT + 12 F.
DTsd = DT + 25 F. Discharge Temperature Formula:
DT = [(460 + ST) x (((DP x 1.03) + ATM) / ((SP x .97) + ATM))^((N-1)/N)] – 460
Where:
DT = Discharge gas temperature in degrees F, at cylinder discharge flange.
ST = Suction gas temperature in degrees F, at cylinder inlet flange.
DP = Discharge gas pressure in Psig, at cylinder discharge flange.
ATM = Atmospheric pressure in Pisa.
SP = Inlet gas pressure in Psig, at cylinder inlet flange.
N = Ratio of gas specific heats. Gas ‘K’ value may also be used.
(Default ‘N’ value is 1.26)

3. Discharge Temperature Calculation Examples:

Inputs Example #1 Example #2

ST = 80 °F 100 °F
SP = 300 Psig 300 Psig
DP = 600 Psig 600 Psig
ATM = 14.65 Psia 14.65 Psia
N = 1.26 1.26

DT = 167 deg F. 191 deg F.

Outputs

DTal = 187 deg F 211 deg F.

DTsd = 192 deg F 216 deg F.

WARNING: Failure to confirm that each cylinder’s high discharge gas temperature shutdown and
alarm settings are adjusted properly for its normal operating conditions can result in
equipment damage.

April 2008 - Page 46 of 126 - H302 Manual

 Section E – Vibration
I. GENERAL DESCRIPTION

A. Mechanical

B. Inertia Unbalance

C. Pressure Pulsations

D. Torsion Vibration

II. PRESSURE PULSATION CHART VIBRATION VS. FREQUENCY (Fig E 1)

April 2008 - Page 47 of 126 - H302 Manual

 Section E – Vibration
I. GENERAL DESCRIPTION
When vibration occurs, first determine the type of vibration and its cause. In general, there are four
types of vibration associated with this type of equipment, namely:

1. Mechanical
2. Inertia Unbalance
3. Pressure Pulsations
4. Torsion Vibration

When unsatisfactory levels of vibrations are detected, and the cause determined, corrective action
should be taken immediately. Notify the Packager or GE if unable to correct the problem.

Satisfactory, marginal and unsatisfactory levels of vibration are noted in Figure E1.

A. Mechanical
Loose hold-down bolting, coupling misalignment, a twisted frame, or a bent crankshaft may cause
vibration. In trying to determine the cause, each of these areas should be checked individually (See
Section C - Installation).

B. Inertia Unbalance
Excessive shaking forces and couples, due to unbalanced rotating and/or reciprocating weights, may
cause unacceptable vibration. It is seldom possible to completely balance reciprocating piston type
compressors. Weighing the piston assemblies and adding balance weights as needed balance shaking
forces. Unbalanced couples cannot be completely eliminated, but are minimized.

The maximum out-of-balance between opposing piston assemblies is 4 ounces (0.25 lb, 0.113 kg)
on the H Series frames (see Section B – General Data for balancing procedure and available weights).

Unbalanced couples due to rotating weights can cause both vertical and horizontal movement at the
crankshaft speed frequency.

Unbalanced couples due to reciprocating weights can cause horizontal movement only at crankshaft
rotation frequency or multiples thereof; i.e., primary vibration at crankshaft speed, secondary at two
times crankshaft speed, etc.

The compressor skid and foundation must absorb these inertia forces and couples that exist. Vibration
caused in inertia unbalance can be measured with small handheld vibrographs.

C. Pressure Pulsations
Pressure pulsations are caused by piston motion, which generate the basic fundamental pulsation
frequency corresponding to crankshaft speed and by the flow pattern of the gas through the valves and
piping and the properties of the gas.

The pulsation level is the product of piston speed and fluid density times the speed of sound. Acoustic

April 2008 - Page 48 of 126 - H302 Manual

resistance determines the magnitude of the pressure pulsations.

Pressure pulsations can cause physical movement of compressor cylinders, piping, surge bottles, and
can cause destructive forces in the compressor valves. Check for possible vibration due to pressure
pulsation by checking all process piping for the presence of high frequency vibration. The high frequency
vibration will be characterized by a physical “buzzing” at the subject pipe. A tingling sensation may be
felt where a subject pipe is touched. Removing the inlet and discharge piping to a cylinder can also
determine if vibration in a compressor is being caused by pressure pulsations (Gas boosters generally
have surge tank volumes on the inlet and discharge sides of a cylinder).

Before and after removing the piping, operate the unit over the speed range and observe the cylinder
vibration. A drop in the vibration level after the piping is removed generally indicates pressure pulsations
are present. It can be corrected by: (1) orifice plates, (2) piping supports and/or hangers, (3) volume tanks,
and (4) pulsation dampers.

D. Torsion Vibration
Torsion vibrations are very difficult to detect without the use of special instruments. If the unit is in a
tensional critical, violent V-belt movement at the free end of the engine is usually observed and gear
noise will also be present. At a critical, very high frequency vibration of engine components can be
detected.

For a quick check for tensional vibration critical, change the engine or compressor speed and observed
belts for “flapping.” Listen for change of pitch noise in gear trains and the vibration level in general.
Moving the engine speed through a wide range of speed (900 to 1200 or 1800 RPM) may be required to
pass through a torsional critical speed at which point the belts may flap violently. Torsional vibration may
develop in compressor packages when the engine mounted torsional vibration damper becomes
ineffective due to age, damage, loss of fluid, etc.

April 2008 - Page 49 of 126 - H302 Manual

 II. PRESSURE PULSATIONS CHART –
VIBRATION VS. FREQUENCY

Figure E 1

April 2008 - Page 50 of 126 - H302 Manual

 Section F – Lubrication
I. GENERAL DESCRIPTIONS

A. Frame Oil Pump – Gear Type

B. Cylinder Lubrication Pump – Plunger Type

II. FRAME AND RUNNING GEAR LUBRICATION

A. General Description - Frame Running Gear

1. Frame Lubrication Schematic
2. Oil Pressure Control & Settings
3. Oil Filtration – Spin-on Elements
4. Oil Pressure Regulating Valve (PRV)
a. Location – on pump
b. Setting Oil Pressure

B. Crankcase Lubricant
1. Oil Level, Condition & Initial Change Interval
2. Oil & Filter – Normal Change Interval
3. Lubricant Selection
4. Oil Viscosity

C. Crankcase Oil Capacity – See Section B

III. CYLINDER LUBRICATION

A. Typical Cylinder Lubrication Schematic

B. System Installation Options

C. Lubricator Oil Supply – Common versus Independent

1. Common Supply
2. Independent Supply
3. Gravity Fed – Day tank

D. Entrapped Air Removal

April 2008 - Page 51 of 126 - H302 Manual

 E. Lubricator Set up and Adjustment
1. New Compressor Start-up
2. Lubrication Rate and Cycle Time
a) Visual Cycle Indicator – Magnetic
b) Cycle Time – Normal & Break-in Rates
c) Cycle Time Calculation
d) Cylinder Lubrication Check – Cigarette (Tissue) Paper Method
e) Piston Rod Packing Lubrication Check – Visual Inspection

3. Rupture Disks
f) Over-Pressure Protection
g) System Function
h) Removal, Modification or Plugging
i) Trouble Shooting
j) Cap Orifice & Disk Rating Details
k) Cautions

4. Digital No-Flow Timer (DNFT) Switches

a) DNFT Description & Approval Ratings
b) DNFT – Alarm & Shutdown Capabilities
c) Magnetic Housing Assemblies
d) DNFT – Internal Battery
e) “H” Compressor – DROPSA Blocks Standard

F. Cylinder Lubricants

April 2008 - Page 52 of 126 - H302 Manual

 SECTION F – LUBRICATION
I. GENERAL DESCRIPTION
There are two separate lubrication systems on H Series compressors, namely:
A. FRAME OIL PUMP – Gear Type

A Positive Displacement Pump System that provides proper lubrication of adequate flow and
pressure to the running gear and frame. The oil is stored in the crankcase sump.

B. CYLINDER LUBRICATION OIL PUMP – Plunger Type

A Forced Feed Lubrication Pump System that supplies proper lubrication of adequate flow and
pressure to the cylinder and piston rod packing.

II. FRAME AND RUNNING GEAR LUBRICATION

A. GENERAL DESCRIPTION - Frame Running Gear Lubrication
The lubricating oil is drawn from the sump into the pump and discharged into the Packager
installed lube oil cooler. From the oil cooler, oil moves through the oil filter, and on to the front and
rear main bearings, gear drive train and crosshead liner / sleeves. From the main bearings, the oil
flows to the connecting rod bearings through passages drilled in the crankshaft and then on to the
cross head pin bearings through drilled connecting rods.
1. Frame Lubrication Schematic
The Lubrication System for H Series Gas Compressors is shown schematically in Figure F 1 below.

2. Frame Oil Pressure Control & Settings

Frame lubricating oil is controlled with an oil pressure-regulating valve (PRV), manually adjusted to 45 – 55
psig (310 – 380 kpa) at normal operating speed and temperature. The PRV limits the lubricating oil system
pressure during both cold start-up and normal (hot) compressor operation.
The PRV is internal on the H302 frame oil pump, dumping discharge oil back into the pump suction. On the
H304 frame the PRV is a separate device located downstream of the oil pump, dumping discharge oil back
into the crankcase.
Frame Low Oil Pressure Sensing Point & Setting
A compressor’s low oil pressure sensing point is generally located at the #1 main bearing, the oil supply
connection furthest from the oil pump. See Figure #1, or the frame’s General Arrangement drawing, for this
sensing point’s physical location.
NOTE: The H302 compressor’s connection for the low oil pressure switch is located on top of the front main
bearing housing (drive coupling end) just upstream from the #1 main bearing’s oil supply
connection.
The low oil pressure shutdown switch must be set at 30 PSIG (205 kpa) falling pressure. The low oil pressure
shut down switch and panel gauge are provided by the Packager.

April 2008 - Page 53 of 126 - H302 Manual

 #1 Main
Bearing

AIR COOLER

TSH
Figure F 1. Typical Frame Lubrication Schematic

C. Oil Filtration – Spin-on Elements

GE has upgraded the oil filter, and improved the mounting of the oil filter assembly on the M and H frames, refer
to Compressor News #07-004. This upgrade can be applied as a retrofit to existing compressors in the field.
New filter assemblies & elements can be purchased as replacement spare parts.

Effective 2 April 2007, all M & H two throw compressor frames were shipped from the factory with this assembly
mounted that includes a non-bypassing spin-on element. To improve lubrication system cleanliness, this filter
assembly is now factory mounted and connected to the frame oil inlet. This provides a closed oil system
downstream from the filter. GE recommends that this closed system not be disturbed, and that all other
connections to the oil system be made upstream of the filter.

Oil filtration is vital for the successful operation of a compressor and deserves special attention. The use of
aftermarket oil filters that are less effective than the OEM filter can result in compressor damage.

This filter element upgrade takes advantage of oil filtration technology improvements that are applicable
for the following series of frames:
• Current H301 and H302
• Legacy HPD, HPDS, HPSS

The M & H frames have historically used a spin-on type oil filter element mounted on an aluminum filter
housing. Since this filter was originally designed for automotive engine use, this filter had pleated cellulose
media, and incorporated an internal bypass design. GE has upgraded this filter to take advantage of

April 2008 - Page 54 of 126 - H302 Manual

technology advances that have improved the micron rating/efficiency, and removed the internal by-pass
device, see table #1. The upgraded filter (Part # 1-104392, BF783) element’s non-bypassing feature
reduces the possibility of unfiltered oil carryover during cold weather startups. Both filter elements (Part #
427-6355 & 1-104392) are compatible with the existing filter head (Part # 405-045).

NOTE: The 1-104392 (BF783), 427-6355 (BT347), and 405-046 (BT251) filter elements all use the same spin-
on head, see Table #1 below for details.

New Standard Optional

Obsolete 2005 Obsolete 2007
Details 2007
Old BT251 Old BT347 New BF783 Oil New B96MPG Oil
Media Type Pleated Pleated Pleated Synthetic
Cellulose Microlite Microlite
Nominal Rating 25 @ 50% 12 @ 50% 5 @ 50% 4 @ 50% efficiency
(microns) efficiency efficiency efficiency
Absolute Rating 45 @ 98.7% 25 @ 98.7% 20 @ 98.7% 20 @ 98.7%
(microns) efficiency efficiency efficiency efficiency
By-pass Valve 8 30 Non-Bypassing Non-Bypassing
Rating, psid
Debris Capacity, 50.1 61 40 126.5
grams
Filter OD x 3-11/16" x 7- 4-1/4" x 7- 4-1/4" x 7- 4-11/16” x 11-9/32”
Length, inches 1/8" 11/32" 11/32"

Old Part # Old Part # New Part # Optional Part #

Filter Element 405-046 427-6355 1-104392 1-103539
Filter Head 405-045 405-045 405-045 2-100004
Filter Assembly
With Element 405-047 405-047 N/A N/A

Table F 1. M, H & G Series Oil Filter 2007 Upgrade

FIELD RETROFITTING:
The upgrade filter mounting bracket & SS tubing can be retrofit to existing M & H, and legacy compressors

April 2008 - Page 55 of 126 - H302 Manual

in the field, see CN# 07-004’s Table 2 & Figure 5, for parts list & installation location. A straight piece of ½” SS
tubing is provided for field bending.
OPTIONAL FILTER:
GE also offers an optional oversized filter assembly (Filter Part # 1-103539, B96MPG, Head Part # 2-100004).
This element is also utilized on the “A” series compressor frames (CN# 06-006).
To use this optional filter on the M & H frames, a new filter head, bracket, and tubing is required. This
option provides additional debris holding capacity and can reduce pressure drop across the filter element
during cold weather start up.

Figure #3: Optional Part # 1-103539 (B96-MPG) Oil Filter Element

Note: The PN1-103539 (B96-MPG) oil filter also requires filter head PN 2-100004 see table #1 above
for details.

3. Oil Pressure Regulating Valve (PRV)

Proper lubrication is critical to successful compressor frame operation. The type (grade), cleanliness,
flow, pressure, and temperature of the oil are all important factors in proper lubrication. The overall
compressor lubrication system is shown in Figure F1.

a. PRV Location – on pump

An important component in the “H” frame lubrication system is the oil pressure-regulating valve (PRV).
The H301 and H302 frames use an adjustable pressure regulating valve (PRV), internal to the oil pump. It
controls the output pressure and flow by recycling excess oil volume from the pump discharge side to its
suction side.

b. Setting Oil Pressure

Remove the threaded cap over the PRV adjustment screw. Turning the screw inward (clockwise) increases
pump output oil pressure. Conversely turning the screw outward (counter-clockwise) decreases pump
output oil pressure. See Section “B” – General Data for oil system pressure setting.

NOTE: It is NOT recommended to fully close the PRV when at operating temperatures because oil
system components can be damaged from high pressure during cold start-up conditions.

B. CRANKCASE LUBRICANT
1 Oil Level, Condition & Initial Change Interval
The crankcase oil level should be checked every 24 hours and before every start-up. Under no
circumstances should a compressor be operated with an inadequate oil level. Do not overfill the

April 2008 - Page 56 of 126 - H302 Manual

crankcase, or oil aeration will occur as the crankshaft passes through the oil.

Each time the oil level is checked, the condition of the oil should be observed. Replace the oil at any time if it
is obviously diluted, discolored, thickened by sludge, or otherwise appears deteriorated.

On a new compressor, the oil condition and filter differential pressure should be examined after the first
24 hours of operation, or after the first shutdown, whichever comes first. Change the oil filter after 48
hours, or when its differential pressure exceeds 10 psid at normal operating conditions. During initial
compressor operation the lubricating oil will wash out the debris from the crankcase and crosshead
guides.

If inspection of the oil found in the crankcase shows it is contaminated, it should be removed immediately.
The use of reclaimed oil is entirely at the machine owner’s discretion, but is strongly discouraged. It is wise
to consult a lubrication engineer from the oil supplier as to the advisability of reusing oil. Never put dirty or
contaminated oil into a compressor

2. Oil & Filter – Normal Change Interval

The frequency of oil changes depends upon the operating conditions and should be determined as follows:
Change oil every 2,000 hours (three months) or as determined by oil analysis, whichever occurs first. Based
on the oil analysis over a period of 6,000 hours or nine months, the oil supplier should then be in a position
to recommend an optimum frequency for oil changes.

Change the oil filter with every oil change, or when its differential pressure exceeds 10 psid at normal
operating conditions.

Whenever the oil is completely drained, the inside and bottom of the frame should be thoroughly cleaned
and all sediment removed by washing with cleaning solvent (safety Flash Point of 105 ºF (41 ºC) minimum)
or special gum solvent which when added to the oil in service will provide cleaning. After washing, the
frame should be wiped dry with lint-free rags. Never use gasoline or kerosene to flush out the machine
crankcase, as their use is dangerous and may present a personnel safety hazard.

3. Crankcase Lubricant Selection

GE High Speed Reciprocating Compressors does not recommend specific lubricants by brand name or type.
Most oil companies are marketing oil types with an additive package suitable for lubricating this type of
compressor. Contact your local oil supplier/expert for a lubricant suitable for your application.

4. Oil Viscosity
High speed reciprocating compressors can operated for 20+ years, so lubrication selection is an important
concern that deserves special attention. Compressor lubricating oil must be “suitable for service”, with
adequate oil pressure and flow such that lubricating viscosity at operating temperature is within the
equipment’s design parameters.

To assist its Customers with frame lubrication selection for M & H compressor models, GE Oil and Gas
recommends an ISO 150 (SAE40WT) mineral oil as the minimum viscosity to be used in the crankcase. A
good quality mineral oil, with an additive package that provides oxidation inhibition, rust and corrosion
inhibition, and anti-wear properties is sufficient for the crankcase, but may not be sufficient for cylinder
lubrication. Failure to select an appropriate lubricating oil with adequate operating viscosity can result in
reduced bearing life and equipment damage.

April 2008 - Page 57 of 126 - H302 Manual

The selection of the proper compressor oil viscosity depends upon the operating temperature of the
machine, or more specifically, the operating temperature of the oil in the crankcase. The operating
temperature is affected by geographical location and by the duty under which the machine is performing.
A compressor operating at low ambient temperature (an unheated building or outdoor installation) should
have oil heaters in the crankcase, supplemental heat or a cold weather startup procedure that limits
compressor load & speed until oil temperature exceeds 50 ºF (10 ºC).

The minimum allowable oil viscosity of 20 cSt at 175 deg F (80 deg C) is required to extend the service life of
the crosshead (wrist) pin and auxiliary gear cover needle bearings used in the H302 compressors.

Oil Operating Temperature ºF (ºC) Recommended Viscosity

150 to 170 ºF (66 to 77ºC) ISO 150 (SAE40WT)

Table F 3. Oil Operating Temperature vs. SAE Viscosity

The oil’s maximum viscosity depends upon the ambient temperature when the compressor is started, but
with increase exponentially at temperatures below 50 ºF (10 ºC).
Lowest Ambient Temperature º F (ºC) Recommended Viscosity
40º F (4º C) and Above ISO 150 (SAE40WT)
ISO 150 (SAE40WT) - with Crankcase Heaters,
40º F (4º C) and Below supplemental heat, or special cold weather loading
procedure

Table F 4. Lowest Ambient Temperature vs. SAE Viscosity

D. Crankcase Oil Capacity – See Section B, “General Data”

III. CYLINDER LUBRICATION

A. Typical Cylinder Lubrication Schematic

A typical cylinder (and packing) lubrication system for a GE (HSR) compressor is shown in Figure F 3 below. A
frame’s cylinder oil system can be customized for a specific application’s requirements.

B. System Installation Options

Variations of the cylinder lubrication system shown in Figure F 3 may be as follows:
1. The cycle pin indicator replaced with a flow meter to record oil output.
2. An electronic “No-Flow” switch installed on a the divider block outlet to shut down compressor
when no oil flow occurs within a specified time period.
3. Check valves should be installed at the outlet of each block to ensure oil delivery to end points.
4. Balance valves may be installed on divider block outlets to ensure oil an adequate

April 2008 - Page 58 of 126 - H302 Manual

 delivery to all end points when process gas operating pressures exceeding 1200 Psig.
5. External oil supply to the lubricator pump from an oil storage tank (day tank).

WARNING: Never replace a divider block valve with one of another size number and letter. The
specific size affects the percentage of all oil routed through the block. Changing one
block size may cause compressor damage.

Pressurized Frame
Oil or Day Tank
(Gravity Feed)

F S
S
Optional T
Filter or
Strainer T

Figure F 3. Typical Cylinder Lubrication System

C. Lubricator Oil Supply – Common versus Independent

The cylinder lubricator pump is cam driven by a speed reduction gear train located in the compressor’s
auxiliary end housing. Oil entering the lubricator pump must be at a positive pressure (suction head) to
ensure priming of the plunger during the charging stroke.

1. Common Oil Supply

When process gas composition and cylinder operating conditions allow compressor frame lubricating
oil to be used for cylinder and packing lubrication, known as a “common oil supply”, the resulting
force feed lube systems are installed as shown in Figures F 3. Filtered frame lube oil is supplied
under pressure to the lubricator pump suction. This is standard factory procedure unless otherwise
specified.

2. Independent Lube Oil Supply

When process gas composition and cylinder operating conditions require an oil type different than what is
required in the crankcase, then an “independent oil supply” must be used. The resulting gravity fed lube
system, from an elevated tank, requires a separate oil supply as shown in Figure F 3.

April 2008 - Page 59 of 126 - H302 Manual

3. Day Tank – Gravity Feed
When a day tank is used, a minimum head of 3 feet (one meter) is required. Head height is measured from
the tank’s bottom outlet connection to the cylinder lubrication pump inlet port. To keep debris out of the
lubricator pump, an oil strainer or filter should be installed upstream of the pump(s).

NOTE: To improve cold weather oil supply flow to the lubricator pump, supplemental heat (electric
or engine coolant circulation type heat tracing and insulation of the day tank and supply
line) may be required.

Caution: If the cylinder lubricating oil is not compatible with frame oil, disconnect the lubricator box
overflow tubing from the frame. To prevent frame oil sump contamination, excess lubricator
box oil overflow tubing must be removed from the frame and directed to a separate drain
connection. Compressor damage can occur when incompatible oil are mixed in the crankcase.

D. Entrapped Air Removal

Removal of entrapped air from the cylinder lubricator pump and the complete cylinder lubrication
system is critical to achieving reliable oil delivery. To properly fill and purge air or gas from the system,
use the following procedure:

1. Fill the cylinder lubrication system by connecting a manual or pneumatically driven oil pump to the
purge or rupture disc fitting located immediately down stream of the cylinder lubrication injection pump.

2. The frame or temporary manual oil pump is used to fill the cylinder lubrication system with oil and purge
air from the system.

3. Purge and fill divider blocks and tubing as follows:

a) Loosen a connection located on top of the pump unit and the inlet and outlet connections to the
No-flow switch.
b) Loosen tube nuts at the inlet and outlets of the divider block assembly.
c) Loosen tube nuts at all injection points. (cylinder and packing.)
d) Operate the manual pump, filling the system until clear, air-free oil appears at each disconnected
point in turn.
e) Retighten loose connections starting from the manifold block the fitting located on top of the
pump unit in sequence from the No-flow switch to the divider block inlet and outlets. socket head
screws.
f) Continue pumping and sequentially tightening tube nut connections until air-free oil is discharged
at all divider block outlets and injection points at the packing and cylinder termination check
valves.
g) When all lines have been filled and tightened, operate the pump for a few additional strokes and
check for leaks or malfunctions.

E. Lubricator Set Up and Adjustment

Set the total oil feed rate through the system by adjusting the pump flow rate. This is the only required
adjustment. Break-in oil flow is to be set at the maximum pump output or twice the normal flow rate. See
page 62 for contradiction. Flow percentage through each injection point is predetermined when the divider

April 2008 - Page 60 of 126 - H302 Manual

block assembly is selected and cannot be changed by pump stroke adjustment.

Max Stroke

Min Stroke

Loosen Locknut
To Adjust
Plunger Stroke

Figure F 4. Typical Lubricator Pump With Plunger Shown @ Max stroke volume/cycle
NOTE: Screw plunger out of base to increase the stroke volume per cycle, or in to decrease stroke volume
per cycle.
CAUTION: There must leave be at least 4 plunger threads engaged in base @ max stroke.

1. New Compressor Start-Up

a) Pre-lube the compressor frame before startup.
b) Set the adjustment on the lubricator pump head to the maximum stroke position.
c) Start compressor, operate for about 30 minutes and check for proper lubricator performance.
If no problems, reduce the lubricator pump feed rate to the break-in rate. See page 61 for
contraction.
d) After operating for 300 to 400 hours, the lubrication may be out of normal rate. (See
below for calculation.)

2. Lubrication Rate and Cycle Time

The lubrication rate is given as a minimum guideline. A precise lubrication rate cannot be furnished due to
various operating conditions and gas compositions. For break-in on initial startup, set pump at maximum
output. Reduce the oil flow rate and check the cylinders and piston rods for proper oil film at
approximately two-day intervals during the first week, then every six months thereafter.

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a) Visual Cycle Indicator - Magnetic
A visual indication of system operation is made available with a magnetic cycle indicator mounted in one of
the divider valve block outlets. The indicator pin, an extension of the piston in the divider valve, cycles back
and forth as the piston moves. The oil supply volume is determined from the rate at which the indicator pin
cycles.

b) Cycle Time – Normal & Break-in Rates

Cycle time (seconds/stroke) and associated oil supply volume (pints per day, PPD) rates for break-in and
normal operation should be found in the Packager’s instructions. Oil supply volume can be adjusted to
minimize dilution affects due to cylinder operating pressure and specific gas composition.

When operating at rated speed, the normal oil supply volume for of GE reciprocating compressor
cylinders is approximately 0.30 pints (0.14 liter) per day (PPD) for each inch (25.4 mm) of cylinder
diameter.

c) Cycle Time Calculation

The oil supply volume for pressure packing is approximately 0.6 pints (0.28 liter) per day (PPD) for
each inch (25.4 mm) of piston rod diameter. These are approximate rates and should be
regarded as minimums. The operating setting should be made after checking the cylinder’s
lubrication coverage with tissue as discussed below

NOTE: For CNG and other high discharge applications, where discharge pressures exceed 1200 Psig (83
bar), cylinder & packing cycle time are approximately twice standard.

The following formula gives the relationship between lubricator cycle time and oil supply volume:
Required Indicator Pin Cycle Rate (Seconds/Cycle) = Total of Divider Valve Size X 6
Total Oil Flow Rate (Pints per Day)

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 Divider Valve Designation (Size) Number Displacement Per Outlet
DROPSA Outlets (Cubic Inches per Cycle)
SMX-08 T 2 0.005
SMX-08 S 1 0.010
SMX-12 T 2 0.0075
SMX-12 S 1 0.015
SMX-16 T 2 0.010
SMX-16 S 1 0.020
SMX-25 T 2 0.015
SMX-25 S 1 0.030
SMX-35 T 2 0.020
SMX-35 S 1 0.040
SMX-40 T 2 0.025
SMX-40 S 1 0.050
SMX-50 T 2 0.030
SMX-50 S 1 0.060
SMX-60 T 2 0.035
SMX-60 S 1 0.070
SMX-65 T 2 0.040
SMX-65 S 1 0.080

Table F 5. Displacement – DROPSA Lubricator Divider Valve Pistons

d) Cylinder Lubrication Check – Cigarette (Tissue) Paper Method

After setting the lubricator cycle time, check the cylinders for proper oil film at approximately two-day
intervals during the first week and every six months thereafter.
Cylinders may be checked for proper oil flow by wiping the walls at various points with clean tissue paper.
How? Use two sheets of tissue paper, back to back, and wipe the cylinder wall from the 12 O’clock to 6
O’clock position. Examine the oil stain on the tissue paper. As a general guideline, oil should stain through
the first sheet but not the second sheet of tissue paper. If the cylinder wall oil film heavily stains the tissue
and oil has accumulated in the valve pockets, reduce the flow. Increase the flow if the cylinder walls
appear dry.

WARNING: DO NOT PLACE HAND OR FINGERS INTO THE CYLINDER THROUGH A VALVE PORT
UNLESS THERE IS A SUITABLE BLOCK (WOOD) BETWEEN THE PISTON AND CYLINDER
HEAD. THIS WILL PREVENT THE CRANKSHAFT TURNING AND SUBSEQUENT POSSIBLE
INJURY.

e) Piston Rod Packing Lubrication Check – Visual Inspection

Packing may be checked for proper lubrication by periodically examining the piston rods. The rods should
be bright and coated with a thin layer of clear clean oil. Black and dirty oil, or scoring marks on the rod is
indicative of packing wear from insufficient lubrication.

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A precise lubrication rate for the cylinders and packing cannot be furnished due to various operating
conditions encountered.

Low temperature situations may necessitate heating the oil and even insulating or heating the lines.
3. Rupture Disks
Rupture disks are the cylinder lubrication system’s built-in over pressure protection device. A thorough
understanding of the cylinder and packing lubrication system can improve compressor reliability and
prevent damage to components.
a) Over-Pressure Protection

Figure F 3 represents a typical cylinder (and piston rod packing) lubrication system. A small volume of high
pressure oil is supplied by a lubricator pump. The oil is routed stainless steel tubing to a divider block
assembly that meters the oil to the individual cylinder bore(s) and pressure packing. A typical system
includes:
• Check valves - to prevent oil from traveling in reverse direction
• Overpressure indicator (rupture disk) - to indicate a system blockage or malfunction.
• An oil “no flow” switch (DNFT or Kenco) to trip the compressor in situations when flow is inadequate.
• Cycle pin indicator - to provide visual confirmation of proper system cycling.

Arrangements will vary depending on the compressor configuration and with the operating system’s
conditions of service. Contact the Technical Services hot line with specific questions about your system.
b) System Function
If a blockage occurs in the divider blocks, lube lines, check valves or injection points, the lubricator pump
action will increase pressure to overcome the blockage. Excessive system pressure is limited by the use of
an over pressure protection device (rupture disk), located between the pump discharge and the distribution
blocks. When the oil pressure exceeds the rating of the rupture disk, a charge of lubricating oil is released.
Without oil flow, the lubrication “no flow” switch will activate, normally shutting the unit down.
c) Removal, Modification or Plugging
It is necessary to have a properly sized and working atmospheric rupture assembly installed in all
lubricating divider block systems. Never remove, modify, or plug an atmospheric rupture assembly since
equipment damage can result. The exclusive use of genuine OEM rupture disc fitting components is
recommended (see Table F 6).
d) Trouble Shooting
Typical causes of lubrication blockage in divider block systems are:
1. Crushed or pinched oil tubing lines
2. Contamination blockage - dirt or foreign material affecting system components
3. Air or gas in the system - can cause system lockup, inadequate lubrication, or
intermittent (phantom) lubrication shutdowns
4. Blocked oil injection point(s)
5. Improperly drilled oil passage
6. Incorrect magnetic housing assembly installation, causing divider block piston(s) to over travel
and jam.

e) Cap Orifice & Disc Rating Details

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Atmospheric rupture assemblies contain an aluminum disc, which is sized and designed to rupture at a
designated pressure, venting lubricating oil to the atmosphere. The pressure at which the disk ruptures is a
function of the aluminum disc’s thickness and corresponding fitting cap’s orifice hole diameter. The
different discs are color coded to indicate the thickness . Rupture disc pressure ratings are selected based
upon the gas operating conditions and MAWP of the cylinder (and packing case) being lubricated. Table F 6
lists rupture disc assemblies for both 1/8” (3.175 mm) and 1/4" (6.35 mm) cap orifice holes, along with
replacement discs by color that can fit either assembly.

Medium Pressure Assemblies: Medium pressure rupture assemblies, less than 3500 Psig (241 bar), typically
use a 1/4” (0.250 inches or 6.4 mm) cap orifice, see Figure F 5.

High Pressure Assemblies: High pressure rupture assemblies, greater than 3500 Psig (241 bar),
typically use a 1/8” (0.125 inches or 3.2 mm) cap orifice, see Figure F 5.

Figure F 5. Rupture Assembly - with 1/4” Medium Pressure & 1/8” High-Pressure Caps

1/4” Medium Pressure 1/8” High Pressure Replacement

Rupture Disc Assembly Rupture Disc Assembly Rupture Discs
Part # Rating, Part # Rating, Part # Color Thickness
PSI PSI Inches
1-PS-5804 900 N/A 51-PS-5804 Black 0.006”
2-PS-5804 1150 N/A 52-PS-5804 Green 0.008”
3-PS-5804 1450 12-PS-5804 3700 53-PS-5804 Yellow 0.010”
4-PS-5804 1750 13-PS-5804 4600 54-PS-5804 Red 0.012”
5-PS-5804 2050 14-PS-5804 5500 55-PS-5804 Orange 0.014”
6-PS-5804 2350 15-PS-5804 6400 56-PS-5804 Aluminum 0.016”
8-PS-5804 2950 16-PS-5804 7300 58-PS-5804 Blue 0.020”
9-PS-5804 3250 17-PS-5804 8400 59-PS-5804 Purple 0.022”

Table F 6. Part Numbers for Atmospheric Rupture Assemblies supplied by Lincoln St. Louis

F. Cautions
1. Cap Torque - To effectively seal the fitting without damage to the disc, the rupture assembly
cap must be torqued to no more than 3 ft-lbs {36 in-lbs} (4 N-m.) Over tightening of this cap can
cut into the aluminum discs and reduces the fitting’s rupture pressure rating for that disc

April 2008 - Page 65 of 126 - H302 Manual

 thickness.
2. Disc Interchangability - The same aluminum disc thickness can be used with both 1/8” (3.175
mm) and 1/4” (6.35 mm) hole caps. However, the rupture assembly’s pressure rating will be
significantly different due to the change in disc’s exposed surface area.

Example: A yellow 0.010” (0.254 mm) thick disc will rupture at 1450 Psig (100 bar) in the 1/4”
6.35 mm) hole cap, but 3700 Psig (255 bar) in the 1/8” (3.175 mm) hole cap.

Note: Individual arrangements can vary depending on the conditions of service, and specific
compressor application. Contact GE HSR Technical Hotline with any specific questions regarding your
compressors.
4. Digital No-Flow Timer (DNFT) Switches
When a DNFT-LED is installed on a GE high speed-reciprocating compressor; there are several magnetic
assemblies available depending upon the manufacturer of distribution block used, see Figure F 6. Listed in
Table F 7 are the distribution block manufacturers, GE Compressor Models and associated DFNT-LED part
numbers
for the correct switch assembly for the installation. The name of the distribution block
manufacturer is usually stamped on the face of each divider block.

Figure F 6. Installed DNFT-LED) Switch Assembly, including magnetic housing assembly

a) DNFT Description & Approval Ratings

The DNFT-LED is a micro-processor based switch that is used to sense a no-flow or slow-flow condition on
lubricating oil going to cylinder or piston rod packing, see Figure F6. The DNFT-LED manufacturer literature
refers to several electrical approval ratings, including CSA, NEC, Class I, Division I, Groups, A, B, C, D. The
same DNFT-LED switch may be used for all of these classifications. To apply the DNFT switch properly, the
magnet assembly must be matched to the proper divider block (manufacturers include Lincoln, DROPSA,
Trabon, etc.). See Figure F 7.

b) DNFT – Alarm & Shutdown Capabilities

The DNFT-LED switches can be used as both an alarm and a shutdown, depending upon how the switches
are utilized. Each DNFT-LED switch must be wired separately. The DNFT-LED contains an amber colored
light-emitting diode (LED) as a cycle indicator, to provide a visual indication that the system is functioning.

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This LED is typically used to manually monitor the cycle time (seconds/stroke) of the distribution block
system. The GE HSR supplied DNFT-LED is typically shipped loose in the toolbox, for packager installation
and adjustment. Adjustment instructions are included in the DNFT-LED box.
c) Magnetic Housing Assemblies
To ensure adequate cylinder and packing lubrication, the Packager or Customer must properly install
the correct digital no-flow timer (DNFT-LED) switch and its associated magnet housing assembly on the
compressor’s cylinder lubrication distribution block system. Failure to install the correct magnet
housing assembly will result in erratic lubrication system operation, or a blown rupture disc. If the
divider block piston locks up and stops oil flow, this situation will initiate a no-flow shutdown. Refer to
Compressor News #05-003 for rupture disc details. Compressor News # 05-009 and 06-003 describe
DNFT installation, operation and maintenance.

Figure F 6. Magnetic Housing Assemblies – Lincoln & DROPSA

CAUTION: DNFT must be installed with the correct magnetic assembly for each divider block
manufacturer.

d) DNFT – Internal Battery

The DNFT-LED works in conjunction with a magnetic pin, which cycles in time with the divider block piston
movement - flashing the LED to indicate a completed divider block cycle. The DNFT-LED is internally
powered, operated with a field replaceable lithium battery. If battery voltage drops below its minimum
power level, the DNFT-LED goes into a shutdown mode. The compressor cannot be restarted with a non-
functioning DNFT-LED until the battery power is restored.

As the manufacturer of DNFTs, Whitlock Instrument has detailed DNFT information and troubleshooting
guides available on-line. This information can be found on Whitlock Instrument’s website (www.noflo.com).
Additional information and troubleshooting of divider block lubrication systems and DNFTs is also available
from C.C. Technology, Inc. at their web site (www.cct.nu).
Distribution Block Compressor DNFT-LED, Magnetic Housing
Manufacturer Model part # Assembly Description
Lincoln St Louis A, DS (D), 427-4837 Lincoln o-ring seal,
ES (E) & FS (F) includes magnet extended nose, 7/16” – 20
assembly, see note 1 TPI, see note 2
DROPSA B, H, & M 427-4820 Dropsa 1/4" BSP Threads

Table F 7. Typical DNFT-LED – Part# by Compressor Model

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NOTES:
1. DNFT part number includes the correct magnet housing assembly required for that manufacturer.
2. 7/16” – 20 TPI threads are also used on magnetic assemblies whose nose design only fits Trabon blocks.

e) “H” Compressor – DROPSA Blocks Standard

The H series compressors are fitted with Dropsa divider blocks as standard. The function, operation,
maintenance and repair of the blocks remains the same for all block manufacturers.

Divider Valve Designation (Size) Number Displacement Per Outlet

DROPSA Outlets (Cubic Inches per Cycle)
SMX-08 T 2 0.005
SMX-08 S 1 0.010
SMX-12 T 2 0.0075
SMX-12 S 1 0.015
SMX-16 T 2 0.010
SMX-16 S 1 0.020
SMX-25 T 2 0.015
SMX-25 S 1 0.030
SMX-35 T 2 0.020
SMX-35 S 1 0.040
SMX-40 T 2 0.025
SMX-40 S 1 0.050
SMX-50 T 2 0.030
SMX-50 S 1 0.060
SMX-60 T 2 0.035
SMX-60 S 1 0.070
SMX-65 T 2 0.040
SMX-65 S 1 0.080

Table F 8. DROPSA Lubricator Divider Valve Blocks

E. CYLINDER LUBRICANTS
THE FOLLOWING SPECIFICATIONS ARE TO BE USED AS A GUIDE ONLY. DISCUSS YOUR LUBRICATION
REQUIREMENTS WITH YOUR LUBRICANT SUPPLIER. THEIR ENGINEERS ARE QUALIFIED TO MAKE DEFINITE
OIL RECOMMENDATIONS TO MEET YOUR NEEDS, BASED UPON THE SPECIFIC UNIT’S GAS ANALYSIS AND
OPERATING CONDITIONS.

The type of gas being compressed, along with cylinder pressures and temperatures, will determine the
viscosity and type of oil that should be used. Normally good quality, properly inhibited oil should be
used, see Table F 9. The oil should have good wetting ability, high film strength, be of low carbon
content, good chemical stability, and be resistant to slugging. Use oils that produce flaky or soft carbon,
rather than hard carbon.

Fire resistant type synthetic fluids may also be used:

(a) in air compressors where resistance to flashes or fires is paramount.

April 2008 - Page 68 of 126 - H302 Manual

 (b) where it is essential to minimize deposit formations.

NOTE: The oil supplier should be consulted about compatibility details of synthetic oils with compressor
components (paint, packing, gaskets, O’rings etc.)

Gas compressor cylinder and piston rod packing lubrication service is divided into the following types:
Type 1: Dry gases, not carrying suspended liquids but may carry liquids that remain in the
super-heated state during the compression cycle, CO2, N2, helium, neon, and other inert
gases, air ammonia, hydrogen, methane.
Type 2: Hydrocarbon gases, such as butane, propane, natural gas, butadiene, ethylene and also
nitrous oxide. If the liquid or condensable tend to wash away the lubricant, compounded
oils with rust fortification properties should be used.
Type 3: Compressors where water carry-over is a problem or in instances where wet gases are
compressed. Also when hydrogen sulphide is compressed.
Type 4: Methyl chloride, ethyl chloride, Freon, Sulfur dioxide. These gases are miscible with
lubricating oil and will serve as diluents of the oil. Methyl chloride and ethyl chloride may
attack lubricating oil to form sludge and deposits when moisture is present. Sulfur dioxide
has a selective solvent action on oil that results in formation of sludge.
Type of Gas Compressor Service (At Normal Inlet Temperatures)
Cylinder 1 2 3 4
Lubricant
Pressures 0 – 1000 Psig (69 bar)
SSU @ 212 ºF (100 ºC) 52 – 70 55 - 85 55 – 85 70 – 85
SSU @ 100 ºF (40º C) 80 – 600 600 – 950 380 – 600 600 – 950
Approximate SAE Grade 40 40+ 40+ 40+
Compounded (*) No Yes/No Yes Yes
Oxidation Inhibitor Yes Yes/No Yes/No Yes
Rust Inhibitor Yes Yes Yes Yes
Carbon Residue (Conradson) 0.25% 0.65% 0.65% 0.65%
Pressures 1000 – 2500 Psig (69 to 172 bar)
SSU @ 210 ºF (100 ºC) 70- 85 85 – 110 70 – 85 85 – 110
SSU @ 100 ºF (40 ºC) 600 – 950 950 – 1400 600 – 950 950 – 1400
Approximate SAE Grade 40 50 40 50
Compounded (1) No Yes/No Yes Yes
Oxidation Inhibitor Yes Yes Yes Yes
Rust Inhibitor Yes Yes Yes Yes
Carbon Residue (Conradson) 0.65% 0.65% 0.65% 0.65%
(1) Can contain 3% to 10% (acid less tallow or animal fat) or special compounding to resist water-
wash.
Pressures 2500 Psig (172 bar) and above CONTACT THE OIL SUPPLIER AND GE
Table F 9. Cylinder Lubricants

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 SECTION G – MAINTENANCE
I. GENERAL
A. Safety
B. Component Weights
1. Frame & Associated Major Components
2. Cylinders & VVCP

II. PREVENTIVE MAINTENANCE

A. Record Keeping
B. Oil Analysis
C. Cleanliness
D. Gasket & O-ring Inspection
E. Recommended Maintenance Intervals
1. Daily
2. Monthly
3. 3 Months (quarterly)
4. 6 Months (semi-annual)
5. 12 months (annual)
F. Mineral Deposits

III. FRAME AND RUNNING GEAR

A. Crankshaft & Main Bearing Replacement
B. Crankshaft & Main Bearing Installation
C. Connecting Rod & Crosshead
1. Crosshead Clearance Check
2. Connecting Rods
D. Connecting Rod & Crosshead Removal
E. Connecting Rod & Crosshead Installation
F. Crosshead Pin Removal
G. Crosshead Pin Installation
H. Conn Rod Pin Roller Bearing
I. Crosshead Pin Roller Bearing Removal
J. Conn Rod Bore Inspection – Without Roller Bearings
K. Crosshead Pin Roller Bearing Installation
L. Inspection of Assembled Conn Rod Bore – with Roller Bearings Installed

IV. BEARINGS
A. Connecting Rod (Crankpin) Bearings
1. Match Marks & Locating Tabs
2. Clearance Check – Lift Check
B. Main Bearings – see Section VI End Housings
C. Thrust Bearing

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V. CRANKSHAFT
A. Drive End
B. H302 Crankshaft

VI. END HOUSING

A. Drive End
B. Non-Drive End
C. Auxiliary Drive – Stub Shaft
1. 7.5 Hp Stub Shaft
2. 16 Hp Stub Shaft

VII. OIL SYSTEM

A. Main Oil Pump
1. Removal
2. Installation
B. H302 Oil Filter
1. Filter Element Replacement
C. Lubricator Pump
1. Maintenance
2. Testing & Replacement
3. Oil Level & Overflow Tubing
4. Lubricator Adjustment
5. Priming & Purging – Cylinder Lubrication System
D. Auxiliary Housing Cover
1. Disassembly of Cover
2. Cover Assembly Preparation
3. High Speed Shaft Assembly
4. Slow Speed Shaft Assembly
5. End Plate Assembly
6. Transverse Shaft Assembly
7. High & Slow Speed Shaft Installation
8. End Cover Installation
9. Frame Oil Pump

VIII. COMPRESSOR CYLINDERS

A. Valves
1. Removal
2. Inspection
3. Installation
4. Valve Cap Bolt Tightening
B. Piston Rod Assembly
1. Removal
2. Installation
3. Rod Run Out

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 C. Piston & Rings
1. Piston Inspection
2. Piston Ring Inspection
3. Piston Wear Band Inspection
D. Piston Rod
E. Piston Rod Packing
1. Packing Inspection
2. Packing Case Removal
3. Packing Case Assembly
F. Piston to Piston Rod Assembly
1. Disassembly
2. Assembly
3. Trapped Liquids or Gas - Disassembly
G. Cylinder Inspection
1. Liner / Sleeve
2. HP Liner Removal
3. HP Cylinder & Liner Inspection
4. HP Liner Installation Procedure
5. HP Cylinder Installation Procedure
6. HP Cylinder Head Installation Procedure
H. Variable Volume Clearance Pocket (VVCP)
1. Capacity Control
2. VVCP Adjustment Range
3. Variable Volume Pocket (VVCP) Adjustment Procedure
4. General information
5. (VVCP) Adjustment Materials & Tools
6. Procedure for (VVCP) Adjustment

IX. Trouble Shooting

A. Trouble Shooting Chart Table G 1
B. Trouble Shooting Cause/ Effect

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 Section G – Maintenance
I. GENERAL
A. SAFETY PRECAUTIONS
Safety must always be the paramount consideration in the operation AND maintenance of a
reciprocating gas compressor. The driver (engine, electric motor, etc.) MUST BE STOPPED and if
not uncoupled from the compressor, then RESTRAINED to prevent compressor rotation while
maintenance is being performed.

THE FOLLOWING PERSONNEL AND EQUIPMENT PRECAUTIONARY SAFETY PROCEDURES, ALONG WITH
APPROPRIATE LOCK OUT/TAG OUT AND CONFINED SPACE ENTRY PROCEDURES, SHOULD ALSO BE
FOLLOWED:

1. Close the compressor’s suction and discharge lines’ isolation valves.

2. Vent process gas from the cylinders by opening the blow-down valve and removing an indicator
plug from each end of each cylinder. Refer to the Packager’s instructions for proper gas
system(s) isolation and venting details.
3. Isolate the compressor from any compressed gas or rotational source.
4. Isolate the compressor from any electrical power source. An electric motor driver’s switchgear
must be locked out during maintenance activities.
5. Ensure that the crankshaft cannot be turned by residual cylinder gas pressure, running gear
weight imbalance, nor the driver. Remove the coupling’s center section or block the flywheel, as
required.
6. Shield the compressor from dirt entry when any covers are removed. Use clean tools and lint
free rags. Keep the work area clean and dry.
7. Use a suitable safe solvent for cleaning any part, and dry it thoroughly before reassembly.
8. Use proper lifting tools and techniques when disassembling or reassembling equipment. Refer to
Tables G 1 and G 2 for approximate compressor component weights.
9. Torque fasteners (studs, nuts, cap screws, etc) to their recommended
values, refer to Section B – General Data.

WARNING: TO AVOID A POTENTIALLY EXPLOSIVE AIR/GAS MIXTURE, THE ENTIRE GAS SYSTEM MUST BE
PURGED WITH GAS AFTER PERFORMING ANY MAINTENANCE. PURGE PRIOR TO START UP AND
OPERATION.

B. COMPONENT WEIGHTS
1. Frame & Associated Major Components
The following H302 compressor component weight tables provide approximate weights, for use
when selecting appropriate lifting tools for maintenance activities. Since actual weights may vary
with design changes or optional extras, always use an appropriate safety factor.

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 H302 Compressor Component Weights, approximate Weight, lbs. (Kgs)
Frames, assembled including crankshaft, crossheads & 2000 (907)
connecting rods
Crankshaft, without flywheel or coupling adapter 70 (32)
Crankcase Only 435 (195)
Top Cover 5 (3)
Front Main Bearing Housing 17 (8)
Rear Cover – Oil Pump and Lubricator Drive Assembly 21 (10)
Frame Lube Oil Pump 11 (5)
Connecting Rod Assembly * 13 (6)
Crosshead 12 (5)
Distance Piece 120 (55)
NOTE: * Refer to unit’s balance records for actual assembled weights.

Table G 1: Approximate Frame & Crosshead Guide Component Weights

2. Cylinders and VVCP

GE HSR “H” series compressors can use a variety of cylinder types, including double acting (DA) and
stepped. A stepped cylinder pair has the smaller cylinder bore mounted on the crank end (CE), with the
larger cylinder bore mounted on the head end (HE). Stepped cylinders come in two classes, gas gathering
and high pressure compressed natural gas (CNG).

DA
Cylinder

Stepped
Cylinders

Figure G 1: H302 - 3 Stage Compressor – with DA & Stepped cylinders

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 Double Acting (DA) Cylinders
Cylinders H & M – 30 Series, Weight, lbs (kgs)
Double Acting, inches (mm) Cylinder Assemblies,
(Includes piston rod valves & covers) Without VVCP VVCP only
2.50 to 3.00 (63.5 to 76.2) 200 50
3.25 to 3.75 (82.6 to 95.3) 225 50
4.00 to 4.50 (101.6 to 114.3) 250 50
4.75 to 5.50 (120.7 to 139.7) 275 75
5.75 to 6.50 (146.1 to 165.1) 300 75
6.75 to 7.50 (171.5 to 190.5) 350 75
7.75 to 8.50 (196.9 to 215.9) 400 90
9.00 to 10.50 (228.6 to 266.7) 500 90

Stepped Cylinders - Gas Gathering

with larger cylinder located at Head End (HE)
Cylinders H & M - 30 Series, Weight, lbs (kgs)
Single Acting, inches (mm) Cylinder Assemblies,
(Includes piston rod valves & covers) Without VVCP VVCP only
6.00 to 6.50 (152.4 to 165.1) SACE 250 75
2.75 to 3.25 (69.85 to 82.55) SAHE 150 50
Stepped Cylinders - High Pressure (CNG)
with larger cylinder located at Crank End (CE)
Cylinders H & M - 30 Series, Weight, lbs (kgs)
Single Acting, inches (mm) Cylinder Assemblies,
(Includes piston rod valves & covers) Without VVCP VVCP only
6.00 to 6.50 (152.4 to 165.1) SACE 250 75
2.75 to 3.25 (69.85 to 82.55) SAHE 150 50
NOTE: * Refer to unit’s reciprocating balance records for actual piston rod assembly weights.
Table G 2: Approximate Assembled Cylinder & VVCP Weights

II. PREVENTIVE MAINTENANCE

A. RECORD KEEPING
1. MAINTENANCE AND REPAIRS – UNIT MAINTENANCE LOG BOOK
All operating compressors require a periodic maintenance program. It should be established in conjunction
with any recommended startup and initial operations checks. The program should be reviewed at regular
intervals and modified as required to address any special situations or concerns.

A compressor maintenance logbook should be kept on each unit. The logbook allows for detailed records,
so that maintenance costs, troubleshooting and trending can occur. Qualified personnel should routinely
review the operator’s log sheets to determine compressor maintenance intervals or performance trends.

2. OPERATING CONDITIONS - UNIT OPERATING LOG BOOK

Operating conditions may frequently change in the course of compressor operation. Ambient conditions,
upstream and downstream process gas changes or upsets in addition to normal wear and tear on the
compressor affect the operating conditions within the compressor boundary.

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Documentation of all operating conditions and safety shutdown points of operating speed, pressures,
temperatures, lube oil flow rates, lube oil consumption, process gas flow rates, fuel gas or electrical power
consumption, etc. provide historical record of the package performance. Additionally, this data provides
trend lines the operator may use for troubleshooting and projected major overhaul planning.

The following blank Daily and Weekly Operating Condition Log Sheets, Figures G 2 and G, are included in
this manual for the end user or operator to use as a guide for developing documents or to copy at will for
recordation and documentation of operating conditions and safety shutdown set points.

B. OIL ANALYSIS
A regular compressor oil analysis program is recommended through the oil supplier, even if the crankcase
sump is sweetened with makeup oil due to cylinder lubrication use.

Compressor oil service change intervals are based upon the oil supplier’s specific analysis
recommendations. If the oil supplier recommends a more frequent oil change interval than GE’s, then the
oil supplier’s recommendations should be followed. If a situation develops that contaminates the crankcase
sump, the compressor oil should be changed and the crankcase flushed as recommended, with the
problem’s cause determined and corrected.

C. CLEANLINESS
Special attention must be paid to compressor cleanliness during maintenance activities, since construction
debris and wind blown dust are often common around the compressor. Whenever access covers have
been removed, keep internals protected except when actually working on the unit. Inspect and clean, as
required, compressor components before re-installation.

D. GASKET & O-RING INSPECTION

Whenever the compressor is disassembled for maintenance, the removed gaskets and O-rings should be
inspected for damage before reuse. Damaged gaskets should be repaired or replaced, as required. If any
gas pressure containing, or sealing components (crush gaskets or O-rings) are found damaged, always
replace them since gas leakage can occur from a damaged seal.

Select and use appropriate sealants and o-ring lubricants that compatible with the gasket and o-ring
materials to:
1. improve sealing and life of the gasket or o-ring material and
2. aid in removal of the gasket or o-ring during disassembly.

NOTE: Always use o-rings of the specified material and durometer hardness to ensure reliable leak
free connections.

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 Figure G 2: Daily Operating Condition Log Sheet - example

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 Figure G 3 Weekly Operating Condition Log Sheet - example

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E. RECOMMENDED MAINTENANCE

The frequency of a compressor’s maintenance intervals is determined by a number of factors, including,

but not limited to, its physical operating environment, actual operating conditions and the degree of gas
contaminants. If performed and documented properly, a compressor’s maintenance history will be well
documented to aid in any troubleshooting situations that may arise.

The following typical maintenance program is offered as a basic guide only and may be expanded due to
actual operating conditions. Time intervals begin with the startup of the compressor package. This program
assumes the compressor operates continuously, so the time hour intervals are loosely tied to daily,
monthly, quarterly, semi-annual & annual time intervals. If maintenance is performed on hourly-based time
frames, refer to the associated time interval column.

Maintenance Checks – Daily Time Interval

Frame oil supply pressure, 45 to 55 Psig (310 to 379 kpa) adjust 24 hours
pressure regulating valve as required when unit is at normal
operating speed & temperature. Note: 30 Psig (207 kp) falling
pressure = minimum Low Oil Pressure Shutdown.
Frame oil supply temperature, adjust cooling water flow as required 24 hours
Note: Maximum 185°F (85°C) - high temp shutdown. 150°F (66°C)
Minimum.
Cooling water flow/temperature, for oil cooler, if used 24 hours
Frame oil level, mid-level of sight glass - hot 24 hours
Oil filter differential pressure, filter housing pointer or gauge(s). Note: 24 hours
Change filter element if differential pressure exceeds 10 Psid (69 kpa).
Cylinder lubricator box cycle time, seconds/cycle (Max 100 sec/cycle) 24 hours
Note: See job book for unit specific break-in & normal lube rates
Cylinder lubricator oil supply level, if separate day tank used 24 hours
Compressor Leaks – oil, gas or water, correct as required 24 hours
Compressor operating conditions - compressor RPM, 24 hours
suction/discharge temperature & pressure by cylinder
Valve cover temperature – each suction & discharge valve by cylinder 24 hours
High cylinder discharge gas temperature shutdown, lesser of 10% or 24 hours
25°F (14°C) above normal discharge temperature of each cylinder
Note: 350°F (177°C) shutdown, max allowable gas discharge
temperature.
Process gas pressure shutdown set points – high/low settings to be 24 hours
as close as practical to actual operating conditions. Set points are
typically 10% above and below normal operating pressures. Confirm
hi/lo pressure shutdown points will not allow operation in excessive
rod load conditions.
Unusual noises or vibrations 24 hours
Scrubber level & drain operation 24 hours

Table G 3 DAILY MAINTENANCE CHECKS

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 Maintenance Checks – Monthly Time Interval
(Plus Daily checks)
Confirm safety shutdown functions 720 hours
Normal panel & gauge operation 720 hours
Verify cylinder’s lubricating oil presence. If cylinder operating 720 hours
pressure is greater than 1200 Psig (82 bar), verify lubrication film
adequate with 2 cigarette/tissue paper swab test along cylinder wall.
Grease VVCP unloader stem threads 720 hours
Check cylinder lube line check valves for high temp and / or leakage 720 hours
Check gas vents for leakage – piston rod packing, blow down & 24 hours
pressure safety valves (PSV).
Check vent lines for ice blocks when ambient temps below 33 °F (1 °C) 24 hours
Table G 4: MONTHLY MAINTENANCE CHECKS

Maintenance Check List- 3 Months Time Interval

(Plus Daily/Monthly Checks)
Check frame crosshead guide mounting bolts for tightness, shim & re- 2000 hours
torque as required to eliminate any “soft foot” found.
External frame & cylinder fasteners, for loose or broken bolts. 2000 hours
Check discharge bottle supports for snug fit adjustment, with unit 2000 hours
stabilized at normal discharge temperatures.
Drain pulsation bottles liquids, inlet and discharge. 2000 hours
Remove and inspect process gas inlet screen strains (if used). 2000 hours
Table G 5: QUARTERLY MAINTENANCE CHECKS

Maintenance Check List- 6 Months Time Interval

(Plus Daily/Monthly /3 Months Checks)
Compressor crankcase oil, change or as recommended by oil supplier’s 4000 hours
monthly oil analysis.
Note: Remove crankcase top cover & inspect intervals for foreign
material / debris whenever oil is changed.
Frame oil filter, change or if differential pressure exceeds 10 Psid (69 4000 hours
kpa)
Inspect cylinders’ valves for damaged or broken components, rebuild or 4000 hours
replace as required.
Inspect piston rods and packing 4000 hours
Clean crankcase breather. 4000 hours
Table G 6: SEMI – ANNUAL MAINTENANCE CHECKS

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 Maintenance Check List- 6 Months Time Interval
(Plus Daily/Monthly /3 Months/ 6 Months Checks)
Check drive alignment, coupling (rim & face) including axial thrust 8000 hours
Check critical frame running gear clearance – main, connecting rod & 8000 hours
thrust, if readings outside tolerance limits, repair or replace affected
components as required.
Check critical crosshead pin/bushing & guide clearance, and record 8000 hours
micrometer readings. If reading outside tolerance limits, repair or
replace affected components as required. Replace crosshead pin roller
bearings, if so equipped.
Inspect cylinder valves for damage or broken components, rebuild or 8000 hours
replace as required.
Inspect cylinder bores for wear or damage and record micrometer 8000 hours
readings.
Pull cylinder’s piston rod assembly – clean & inspect for wear. Replace 8000 hours
worn or damaged components as required.
Rebuild packing cases 8000 hours
Record clearances between crosshead & guide bore, by throw. 8000 hours
Pressure (leak down) test cylinder lubrication distribution divider blocks 8000 hours
for proper operation.
Inspect and test functionality of “No-flow” switch on cylinder lubrication 8000 hours
distribution divider blocks for proper operation.
Change or re-certify process pressure safety valves (PSV) 8000 hours
Calibrate and re-certify accuracy of gauges and transmitters, for all 8000 hours
significant pressure & temperature points.
Table G 7: ANNUAL (YEARLY) MAINTENANCE CHECKS

F. MINERAL DEPOSITS
A build up of mineral deposits can occur in the process gas vessels, piping and cylinders whenever process
gas’ free liquids have not been completely removed. This is most often seen in water saturated, natural gas
gathering applications.

Dissolved minerals, such as salt and calcium, are commonly found dissolved in process gas produced
water. These minerals will plate out when the water flashes off, due to a pressure drop or heat evaporating
the free water. Evidence of mineral buildup is often seen on suction strainers, valve plates, pistons and
heads, and discharge bottles/piping internals.

If mineral deposits are observed during troubleshooting or maintenance activities, additional liquid
removal steps should be taken to keep liquids out of the compressor cylinders.

III. FRAME AND RUNNING GEAR

A. CRANKSHAFT REMOVAL & MAIN BEARING REPLACEMENT

Due to limited axial space, either the driver or compressor frame must be moved or removed from its
mounting skid pedestal to allow compressor crankshaft removal through the front (drive end) of the
crankcase.

The crankshaft, supported by two press fit, precision shell bearings, is held in place by the front (drive end)

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housing cover. A roller main bearing in the rear oil pump drive cover assembly also supports the
crankshaft.

A. The drive coupling adapter or flywheel is mounted on a tapered and keyed crankshaft. Their
disassembly involves;

1. Loosen about 1/8” (3 mm), but do not remove, the (4) capscrews securing retaining plate
and drive-coupling adapter or flywheel to the tapered drive end of the crankshaft. Leaving
these (4) capscrews in place will only allow loosening of the joint between the adapter or
flywheel and crankshaft and prevent it from sliding off the end of the crankshaft. Use flange
puller to loosen hub on shaft.

Note: Low intensity heat - less than 500 degrees F (260 deg C) may be applied by hand held
torches to further facilitate loosening the adapter or flywheel from the crankshaft.
2. While supporting the flywheel or adapter weight, remove the (4) capscrews and retaining
plate. Remove the coupling adapter or flywheel and set aside.
3. Remove the oil pan, external oil lines, top cover and distance piece covers from the
crankcase.
4. Remove the piston rod assemblies from crosshead bodies.
5. Remove the connecting rods from the crankshaft and push the crosshead /connecting rod
assembly into the distance piece.
6. Remove the rear oil pump drive cover assembly.
7. Use an appropriate gear puller to remove the oil pump drive gear and inner bearing race
from the crankshaft.
8. Remove the front (drive end) main bearing housing. Use jacking bolts, as required, in the
front main bearing housing to slowly and evenly push the bearing housing from the
crankcase. Exercise care not to damage the spacer shims. These shims, of various
thicknesses are used to adjust the crankshaft thrust clearance.
CAUTION: Personal injury may result from improper handling of the shims.
9. The crankshaft can now be removed from the crankcase by sliding it forward through the
crankcase opening.
10. Remove the main bearing retaining screws and lock washers from the top of the front
and rear main bearings.
11. Select and attach the correct diameter bushing puller/pusher block to remove the main
bearing shells from their respective locations.
NOTE: Do not reuse main bearings that have been installed and then
removed from the housings.

B. MAIN BEARING & CRANKSHAFT INSTALLATION

1. Thoroughly clean and inspect all parts for wear, nicks and burrs prior to installation.
2. Inspect all oil passages to assure they are clean and no oil flow restrictions exist.
3. Select and attach the correct diameter bushing puller/pusher block to install the main
bearing shells into their respective locations.
4. Use the bearing installation tooling to carefully align the lube oil and lock screw holes in
the bearing shell with the respective holes in the main bearing bores and press the
bearings into the bores.
NOTE: The bearing shells are installed dry with no lubricant nor other
lubricating media between the outside diameter of the bearing shell

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 and the inside diameter of the housing.
5. Inspect the alignment of the lube oil and lock screw holes to assure proper bearing
installation.
6. Install the lock screws with washers to secure the main bearings in position.
7. Inspect the anti-rotation roll pins for the thrust bearing plate. Replace pins as
required.
8. Install the thrust bearing plates, with the oil grooves visible after installation, into the
counterbores of the crankcase and front main bearing housing.
9. Coat the inside diameter of each main bearing, the inside surface of each thrust washer
and the outside diameter of the crankshaft main bearing journals with SAE 40-weight oil.
10. Install the small diameter end of the crankshaft through the rear main bearing until the
thrust face shoulder contacts the rear thrust bearing washer.
11. Install two 1/2” x 4” all-thread studs into the front side of the crankcase to serve as guides
for installation of the front main bearing housing.
12. Position a total of .013” (0.33 mm) shims over the guide studs.
NOTE: Leave the o-ring seal off of the front main bearing housing until final installation.
Install O’ring on main bearing housing after the correct crankshaft end thrust
clearance has been established.
13. Install the front main bearing housing over the crankshaft. Evenly tighten at least two
capscrews, 180 degrees apart, to secure the front main bearing housing to the crankcase.
14. Attach dial indicator mounting bracket to the front main bearing housing and position
the dial contact on the end of the crankshaft.
15. Use a pry bar through the top cover opening, between the crankcase and crankshaft
counterweights, and move the crankshaft axially against each main bearing thrust washer.
Note the thrust clearance on the dial indicator. Pry the crankshaft fore and aft several times to
assure accurate and repeatable end clearance readings.
16. Remove the front main bearing housing add or remove shims from between the front
main bearing housing and crankcase to achieve the specified .006 to .008” end thrust
clearance.
17. Attach dial indicator mounting brackets to the crankcase near each main bearing and
position the dial contact on the crankshaft web nearest the main bearing.
18. Gently lift the crankshaft vertically and note the radial clearance on the dial indicator. Lift
and lower the crankshaft several times to assure accurate and repeatable main bearing
clearance readings.
19. Remove the front main bearing housing for installation of the O’ring seal after specified
end clearance has been achieved.

C. CONNECTING ROD AND CROSSHEAD

1. Crosshead Clearance Check
Clearance between the steel crosshead and liner / sleeve is checked by slipping a feeler gauge between the
bearing surfaces of the crosshead and liner / sleeve at the top of the crosshead. The clearance should be
checked over the entire length of the crosshead in its two extreme positions by using a 12-inch (300 mm)
long feeler gauge and extending it all the way across the bearing surface (See Section B for clearances).
Actual clearances will be slightly larger than those measured with the feeler gauge.
Insufficient clearance between the crosshead and liner / sleeve will result in the crosshead babbitt
transferring to the liner / sleeve surface (“wiping”). Excessive clearance will create an audible “knock”.
The crosshead pin to crosshead pin bore fit up is designed to be a light press fit. See

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Section B for dimensional specifications.

2. Connecting Rod
Visually inspect the pin for scoring, roller brinnelling or discoloration (non-reversal). Since the pin’s contact
surfaces are pressure lubricated in operation, typically there should be little wear.

The forged steel connecting rod and cap are match marked with a number or letter. The caps are not
interchangeable with other rods and must always be assembled with the rod from which it was removed
according to the match marks.
The connecting rod and crosshead are most easily removed as an assembly after having removed the
cylinder and distance piece of the throw from which the connecting rod is to be removed.

It is possible, but very difficult, to remove the crosshead pin retaining screws and pin from the crosshead
while the crosshead / connecting rod assembly remains in the crosshead liner/sleeve.

Exercise caution to prevent damage to the liner / sleeve, crankshaft rod journal or crosshead while
removing the connecting rod from the crankcase using the following procedure:

D. CONNECTING ROD & CROSSHEAD REMOVAL

1. Remove crankcase top cover.
2. Remove the covers from the distance piece.
3. Remove the outer cylinder head.
4. Remove all cylinder and packing lubrication, vent and drain line tubing.
5. Remove the packing lubrication tube assembly from the distance piece.
6. Remove the suction and discharge process piping from the cylinder.
7. Remove the wiper rings from the false head packing.
8. Turn the crankshaft until the crosshead jam nut is in an accessible location.
9. Use a sledge-striking wrench to loosen the crosshead jam nut.
10. Screw the piston rod out of the crosshead with a special spanner wrench on the piston nut.
11. Remove the piston rod assembly from the cylinder.
12. Remove the cylinder body from the distance piece.
13. Remove the distance piece from the crankcase.
14. Turn the crankshaft until the connecting rod cap screws are in an accessible location, and
then break all four of the cap screws loose until they can be turned by hand.
15. Hold the connecting rod in place as the (4) capscrews are removed.
16. Support the connecting rod and remove the cap from the connecting rod.
17. Push the connecting rod and crosshead assembly away from the crankshaft.
18. Pull the connecting rod and crosshead assembly from the liner/sleeve. Do not allow the
connecting rod to damage crankshaft journal nor the bottom liner/sleeve surfaces.
19. Remove the bearing shells from the cap and rod after the cap has been disengaged
from the rod body.
20. Use a permanent marking ink pen, paint stick or similar marking device to place rod and
cap number identifying marks on the back of each bearing shell. Wrap the bearing shells
with tape to prevent further bearing damage until final inspection is complete and
bearings are ready for disposal.

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E. CONNECTING ROD & CROSSHEAD INSTALLATION
1. Confirm the six (three top and three bottom) lube oil holes in the liner / sleeve are aligned at the
respective top and bottom dead center position. Rotate the liner / sleeve as required to achieve
proper position of lube oil holes. Oil the liner OD and push into guide, ensuring the oil holes do not
rotate out of position.
2. Place the connecting rod and crosshead assembly into the crosshead liner / sleeve and slide
towards the crankshaft.
3. Insert the bearing half shells firmly into the connecting rod and cap. Inspect to ensure none of
the bearing flashing material has scraped off the bearing onto the rod and cap split line surfaces.
NOTE: Bearing shells are installed dry into their respective rod or cap locations. No oil,
grease nor other bonding agent is used on the OD of the bearing shells.
4. Coat the connecting rod journal and bearing shell surfaces with SAE 40-weight crankcase oil.
5. Holding the rod against the crank pin, rotate the crankshaft to a position convenient for installation
of the cap. Attach the cap and cap bearing half shell (around the crank pin) and hand-fasten
securely to the rod with the (4) capscrews.
6. Tighten the (4) connecting rod capscrews to the proper torque value using the proper technique
and lubrication (see Section B “RECOMMENDED CRITICAL FASTENER TORQUES (ft-lbs)” and
“Fastener Torquing Procedure”).
7. Apply 50 ft-lbs (68 N-m) torque to each of the H connecting rod capscrews to seat the cap to the
rod. Continue an alternate torquing sequence on all capscrews (top left, bottom right, top right,
and bottom left) in increments until final recommended bolt torque is achieved.

F. CROSSHEAD PIN REMOVAL

The crosshead pin is most easily removed after removing the connecting rod and crosshead assembly from
the liner / sleeve.

1. Secure the connecting rod in a ‘soft jaw’ vise.

2. Loosen and remove the two capscrews retaining the crosshead pin in the crosshead body.
3. Support the crosshead body while using a press and appropriate size mandrel to remove the
crosshead pin from the crosshead body. The pin may be removed with alternate tooling
consisting of a mallet and drift punch to drive the pin from the crosshead body.

G. CROSSHEAD PIN INSTALLATION

The crosshead pin to crosshead pin bore dimensions are designed to be a light press fit. See
Section B for dimensional specifications.

NOTE: A worn or improperly fitted crosshead pin will usually create an audible
knock in the crosshead guide area. If not corrected, the connecting rod,
crosshead, crosshead pin and/or roller bearing may be damaged.

1. Coat the connecting rod roller bearings and crosshead pin with SAE 40-weight crankcase oil.
2. Align the recessed retainer bolt-holes in the crosshead pin with the pin retainer bolt-holes in the
crosshead body.
3. Use light force to press or drive the crosshead pin into one side of the crosshead body until the
inboard end of the pin is nearly or flush with the inner surface of crosshead pin boss.
4. Slide the connecting rod into the crosshead until the connecting rod roller bearing bore is
aligned with the crosshead pin bore.
5. Use light force to continue pressing or driving the crosshead pin into the crosshead and connecting
rod until the pin ends are nearly flush with the outside of crosshead body.

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 6. Inspect the bolt-holes in the crosshead body for proper alignment with the recessed holes in the
crosshead pin. Adjust the pin position as required to align the bolt-holes.
7. Apply a drop of Loctite® 272 Blue to each of the two pin retaining capscrews.
8. Install and torque the two capscrews into the crosshead body to secure the crosshead pin in final
position. Capscrew torque is found in Section B.

H. CONNECTING ROD PIN ROLLER BEARING

This crosshead pin roller bearing procedure is applicable to connecting rods used in H model GE High
Speed Reciprocating Compressor frames. It is to be used for the removal or installation of the crosshead
pin roller bearings from / into the connecting rod. If you have any questions concerning this procedure,
please contact GE High Speed Recip Hot Line.
Improper removal of a worn or damaged crosshead pin roller bearing from its respective connecting rod,
using excessive force, improper tools or technique, may prevent reuse of the connecting rod or lead to
premature bearing failure.
Improper roller bearing installation such as incorrect alignment and / or use of excessive force will distort
the roller bearing’s inside diameter and adversely affect pin to roller bearing clearance.

CAUTION: Use correctly sized bearing / bushing tools or mandrels to press the
roller bearings from and into the connecting rod.

WARNING: Sharp metallic burrs may be present. Use proper personal

protective equipment and tooling to prevent injury.

I. CROSSHEAD PIN ROLLER BEARING REMOVAL

1. Support the connecting rod while using a press and appropriate size mandrel to
press the two roller bearings from the connecting rod.

NOTE: Roller bearings that have been removed from the connecting rod should not
be reinstalled as distortion of the bearing race may have occurred.

J. CONNECTING ROD BORE INSPECTION – WITHOUT ROLLER BEARINGS

1. Inspect the connecting rod’s bore for damage or wear. For connecting rod clearances and
bolt torque values, refer to the latest revision of Section B.
2. Measurements and observations can be recorded using Attachment G-1 “Compressor
Connecting Rod Inspection Sheet”.
3. Measure the connecting rod’s bore in 4 places checking for distortion (taper, ovality, or
barrel shapes). See Section B for dimensional specifications and allowable limits.
4. Reject any connecting rod bore that has more than 0.0005” (1/2 thousandths) (.0127 mm)
distortion (taper, ovality, or barrel shape difference in measurements).
5. Install new roller bearings, referring to the installation procedure that follows.

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K. CROSSHEAD PIN ROLLER BEARING INSTALLATION

NOTE: The crosshead pin roller bearings do NOT have seals on either side of
the bearing as pressurized lubricating oil from the rifle drilled passage
in the connecting rod must flow through the roller bearings.

Correct roller bearing installation requires the following steps:

1. Inspect for and remove all burrs and debris from the connecting rod’s pin bore, oil feed
passage (rifle bore) and oil supply groove.
2. Thoroughly clean the connecting rod and flush the rifle drilled oil passage with solvent.
3. Remove the new roller bearing from the manufacturer’s packaging and clean as required
immediately before installation into the rod.
4. Place the connecting rod on a flat and stable surface or in a press with the bearing bore
facing up.
5. Do not use any lubricants, bonding agents or other material between the bushing OD and
the connecting rod bore ID to assist with bushing installation.
6. Place roller bearing on push mandrel, align roller bearing with bore in connecting rod and
press the bearing into the connecting rod bore until the roller bearing’s outer edge is flush
with the outer edge of the connecting rod bore.
7. Turn the connecting rod over and repeat steps 1 through 6 to install the 2nd roller bearing
into the opposite side of the connecting rod.

L. INSPECTION OF ASSEMBLED CONN ROD BORE - WITH ROLLER BEARING INSTALLED

1. Thoroughly clean both the roller bearing and the connecting rod.
2. Inspect for and remove all burrs and debris from the connecting rod’s pin bore, oil feed
passage (rifle bore) and oil supply groove.
3. Measure & record pin bushing clearance, using the connecting rod inspection sheet
(attachment G-1).
NOTE: Pin to roller bearing oil clearance is determined by measuring the crosshead pin OD
with a micrometer and the roller bearing ID with ‘Go-No Go’ plug gauges. The difference
between the readings is the measured clearance. Measured oil clearance must be within
specifications given in Section B.

IV. BEARINGS
Compressor crankshaft rod bearings are of a split precision type. Bearings are a tri-metal design (steel
backed, bearing material, and babbitt overlay with a tin flashing for corrosion protection).

It is recommended that used rod bearing halves not be combined with new bearing halves.
Additionally, used bearings deemed reusable must always be replaced in the same cap or
rod from which the bearing half was removed.

Do not file or hand scrape the new bearing shells but remove any burrs that were caused by
mishandling.

A visual inspection of the bearing’s contact surface is generally sufficient to determine whether it is
serviceable for continued use. Any appreciable wear will expose the bearing material (bronze or aluminum)
under the babbitt, which indicates a need for replacement.

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 A. CONNECTING ROD (Crankpin) BEARINGS:
1. Match Marks & Locating Tabs
Bearings must be periodically replaced, when there are signs of wear (excessive clearance), scoring or
other damage.

Tabs that engage notches milled in axially locate, for bearing installation assembly purposes, the bearing
halves the connecting rod and cap. The tabs do not prevent bearing rotational movement.

The bearings are held in place by the clamping force of the bearing caps.
The connecting rods and caps are match marked with a number or letter etched on the rod and cap at the
split line. These match marks must be facing each other. The caps are not interchangeable and must
always be re-assembled onto the connecting rod from which it was removed according to the match
marks.

2. Clearance Check – Lift Check

It is recommended that bearing oil clearances be determined by the use of a vertical lift check. This lift check,
between the bearing and the crankpin journal, is made after connecting rod installation with its cap bolts at
their recommended torque. The connecting rod must be assembled before lifting it to determine the internal
clearance.

NOTE: Plastigage® is a soft plastic wire available at most auto parts stores. Clearance is determined with a
special “crush” scale furnished with the Plastigage®.

CAUTION: Remove any residual Plastigage® from the bearing and crankpin journal using a non-marring
scraper (plastic scrapper or plastic credit card).

B. THRUST BEARINGS
Crankshaft axial movement is controlled with thrust surfaces incorporated into the front and rear housings,
one surface for each direction. This thrust bearing design, one at the front # 1 main bearing and one at the
rear # 2 main bearing, limits axial thrust toward and away from the driver. Each surface can contact a
separate thrust face on the crankshaft.

Thrust bearings are radially held in position by dowel pins in the crankcase and front main bearing cover
housing. See Section B “Bearings” for crankshaft thrust bearing clearances.

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 Attachment G 1: Typical Conn Rod Inspection Form

April 2008 - Page 89 of 126 - H302 Manual

V. CRANKSHAFT
A. Drive End
The H302 crankshaft is a one-piece design. See the H302 General Arrangement drawing for crankshafts
drive end dimensions & details.

The H304 frame uses two 2-throw crankshafts internally coupled by a rigid shim pack type drive coupling.
The two crankshafts, front and rear, are not identical and, therefore, not interchangeable. See the H304
General Arrangement drawing for crankshafts drive end dimensions & details.

These H series crankshafts come standard with a keyed, tapered drive end to accept a coupling hub or
flywheel. This is an integral part of the compressor crankshaft and will accommodate various coupling
designs.

A separate section of this manual provides instruction for removal and installation of the H304 crankshaft
in addition to other details specific to the H304 compressor frame.

VI. END HOUSINGS

A. Drive End
The drive end housing usually needs to be disturbed only to permit crankshaft removal. The drive end
housing, for both the H302 and H304 frames incorporates, a lip type seal to minimize oil migration along
the shaft.

B. Non-Drive End
The non-drive end housing of the H302 contains the gear train for driving the auxiliary components. These
auxiliary components include the frame oil pump, reduction gear train & camshaft for actuating the
cylinder lube oil injection pump and an optional stub shaft extension. The non-drive end housing also
incorporates a lip type seal to minimize oil migration along the shaft.

Figure G 4: Installed H302 Auxiliary Gear Cover Assembly

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C. Auxiliary Extension (Stub) Shaft
1. 7.5 Hp stub shaft
The H302 may have the optional 7.5 Hp, 1” diameter by 5-1/16” (25.4 mm x 129 mm) long stub shaft
screwed into the non-drive end of the crankshaft. This low horsepower stub shaft may be used to drive a
small cooler fan, pump or other auxiliary component. The driven component’s resistance to turning keeps
the stub shaft tight.
Removal of 7.5 Hp stub shaft
1. Secure compressor crankshaft to prevent its rotation.
2. Use soft jaw pipe wrench or other methods to protect OD of stub shaft.
3. Turn stub shaft in normal compressor crankshaft rotation.
Installation of 7.5 Hp stub shaft
1. Clean the internal threads of the crankshaft and stub shaft.
2. Remove all burrs from the threads
3. Apply Anti-Seize compound to the stub shaft threads
4. Screw the stub shaft hand tight into the crankshaft.
5. Apply 100 ft-lb torque to the stub shaft.

2. 16 Hp stub shaft
An optional 16 Hp stub shaft (1” or 25.4 mm diameter), may be used instead of the 7.5 Hp stub shaft. A
Ringfeder (expanding ID ring) locking device secures the stub shaft ID to the crankshaft OD.

Tools required for removal and installation of the 16 Hp stub shaft

1. Standard torque wrench with either 1/4 or 3/8 square drive and suitable torque range for
applying 12.5 Ft –lb (17 N-m) to the metric M 6 capscrews.
2. 6 mm hex bit tool extension, GE HSR part number 427-6176.

Removal of the 16 Hp stub shaft

1. Loosen all screws several turns
2. Remove the screw adjacent to each threaded bore and screw them into these bores pressing
off the outer ring. The connection is then released.
3. Remove the stub shaft from the outer ring of the locking assembly.
4. Remove the hub and the locking assembly entirely from the shaft. The releasing screws
should be unscrewed only after the locking assembly is completely taken out of the hub.
5. Disassemble and clean dirty undamaged locking assemblies before re-use.

Installation of the 16 Hp stub shaft

The frictional contact between the surfaces enables transmission of power from the crankshaft to
the Hp stub shaft. Therefore, attention to details of component cleanliness, proper assembly and
capscrew torque must be given.

1. Check if all contact surfaces, including screw threads and screw head bearing surfaces are
clean and lightly oiled. If not, slightly oil these parts. Do Not Use Molybdenum Disulfide,
Molykote® or any other similar lubricants. NOTE: No key is used between the lock assembly
and the crankshaft nor stub shaft.
2. Remove the shaft guard from the compressor crankcase.
3. Slide locking assembly onto the crankshaft with the capscrew heads facing the compressor
crankcase.
4. Position the outboard face of the locking assembly flush with the end of the crankshaft.

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 5. Slide the HP stub shaft onto the locking assembly.
6. Recheck positioning alignment of the locking assembly and stub shaft on the crankshaft.
7. Tighten the locking screws gradually in a diametrically opposite sequence as follows:
NOTE: Space limitations require use of the 427-6176 extension tool. Calculate the torque
wrench setting as per Figures B 1 and B 2 in Section B of this manual.
8. Hand-tighten 3 or 4 equally space locking screws until they make contact.
9. Align and adjust the connection.
10. Hand-tighten all remaining locking screws.
11. Use the torque wrench extension to tighten the screws to about one-half the specified total
torque of 29.65 Ft-lbs (41 N-m).
12. Use the torque wrench extension to tighten the screws to the specified total torque of 29.65 Ft-
lbs (41 N-m).
13. Recheck the final torque of each screw to assure the lock ring is fully seated.

Ringfeder Installation And Removal Instructions

Since the torque is transmitted by contact pressure and friction between the frictional surfaces, the
condition of the contact surfaces and the proper tightening of the locking screws are important.

Figure G 5: Tightening Sequence - Tightening sequence for locking screws.

INSTALLATION
a. Verify that all contact surfaces, including the screw threads and screw head bearing
surfaces are clean and lightly oiled.
Note: Do NOT use Molybdenum Disulfide, “Molykote” or any other similar lubricants
on crankshaft OD, Ringfeder/hub bore, nor locking screw threads.

b. Slide the locking assembly onto the shaft and into the hub bore, aligning them
as required.
c. Tighten the locking screws gradually in the sequence illustrated in Figure G 5:

TIGHTENING SEQUENCE
Tighten the Ringfeder locking screws as follows:
1. Hand-tighten 3 or 4 equally spaced locking screws until they make contact..
2. Align and adjust the connection, checking extension shaft run-out.
3. Hand-tighten and take up all remaining locking screws.

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 4. Use a torque wrench to tighten the screws further to approximately one-half (50%) the
specified torque (MA).
5. Using the torque wrench tighten the screws to full tightening torque.
6. Verify that the screws are completely tight by applying the specified tightening torque.

VII. OIL SYSTEM

A. Main Oil Pump
The compressor comes with an integral positive displacement gear pump. Refer to Section F for oil pressure
and flow control explanations.

1. Removal
a) Shutdown unit
b) Follow lock-out/tag-out procedures to prepare unit for maintenance
activities.
c) Remove the suction and discharge oil tubing.
d) Unbolt pump flange from auxiliary end rear cover.

2. Installation
a) Inspect the oil pump shaft tang or spline and mating shaft slot for wear.
b) Install oil pump so that the shaft tang or spline engages the slot in the mating shaft.
c) Install o-rings and gaskets as required.
d) Reinstall oil tubing and tighten connections.

B. H302 Oil Filter

The standard H302 oil filter is a spin-on type filter having a design bypass pressure of 30 Psid (207 kpa). The
pleated cellulose media filter element has a high efficiency rating (beta ratio, Β = 75 which equals 98.7%
efficiency), low-pressure drop and a micron rating (25 micron) to protect rotating components. The filter
should be changed when the differential pressure exceeds 12 Psid (83 kpa) rising pressure in normal
operation. Operation of the filter with a differential pressure above 30 Psid (207 kpa) can cause the filter
element to collapse and allow non-filtered oil to bypass the filter element, which can damage the
compressor. Refer to “Section F - Lubrication” for current filter recommendations.

1. Filter Element Replacement

a) Shutdown unit.
b) Follow lock-out/tag-out procedures to prepare unit for maintenance activities.
c) Remove spin-on element from its head.
d) Install new spin-on filter element and tighten as per filter element Manufacturer’s
directions.

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 Cylinder Packager installs oil
cooler upstream of
lubricator
pump filter inlet

BF783

GE removes this
SS tubing prior to
shipment.

Figure G 6: Installed H302 Auxiliary Gear Cover Assembly – Setup for factory test run

C. Cylinder Lubricator Pump

1. Maintenance
Semi-annual removal of the cylinder lubricator pump(s) is recommended, to check drive components (cam,
fulcrum pin and rocker arm) for wear.

2. Lubricator Pump - Removal

a) Remove the inlet and discharge tubing from the pump body.
b) Remove the two screws securing the pump body to the H302 auxiliary cover or the
H304 lubricator box.
c) Lift the pump body from the location.

3. Inspection
a) Inspect the pump components for wear.
b) Repair or replace the pump as necessary.
c) Drain the oil from the H304 lubricator box.

4. Lubricator Pump - Installation

a) Insert pump body into location – assuring rocker arm is properly positioned on cam.
b) Secure pump with two screws to cover or lubricator box.
c) Connect inlet and discharge tubing to the pump body.
d) Refill the H304 lubricator box with SAE 40 weight oil or AGMA gear oil.

5. Priming and Purging - Cylinder Lubrication System

a) Purge all air from cylinder lubrication system by loosening all tube fittings from
Injection pump, divider blocks and check valves at the termination point.
b) Pump oil from the injection pump or alternate priming pump until solid, air free oil (no

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 foam) flows from each loosened tube fitting.
c) Continue purging system and tightening tube fittings in oil flow sequence until all tube
fittings are tightened.
d) Continue pumping oil into the system for several minutes to assure oil reaches its
destination point.

E. Auxiliary Cover
The auxiliary gear cover contains the reduction drive gear train for the frame oil pump and the camshaft
for the cylinder lubrication injection pump.

The non-drive end of the H302 crankshaft has female threads and extends through the auxiliary cover
assembly for mounting a fan drive stub shaft. An optional stub shaft - limited to 16 horsepower (12 kw) -
may be attached to the OD of the crankshaft extension via a Ringfeder coupling.

1. Disassembly of Cover
a. Secure the cover assembly by placing the lower flange in a vise equipped with jaw protectors.
b. Remove the frame oil pump by removing the four 5/16” nuts securing the frame oil pump to the
cover.
c. Remove the two 1/4" screws securing the cylinder lube injection pump to the cover.
d. Remove the injection pump by lifting it from its position in the cover.
e. Use an impact wrench to remove the 1/2" capscrew securing the drive gear to the high-speed
input shaft. Localized heat, not to exceed 350 deg F., and / or a strap wrench may be required
to soften the Loctite® for removal of the capscrew.
f. Remove the five 1/4" capscrews securing the end plate to the cover.
g. Use two of the 1/4" capscrews in the threaded holes of the end plate to push the end plate from
the cover assembly. Use two pry bars to complete removal of the end plate from the cover
assembly.
h. Pull the end plate from the dowel pins, shafts and cover.
i. Pull the high and low speed shafts from their respective cover positions.
j. Use a press, if required, to push the high-speed shaft from the drive gear.
k. Use a 3/16” (4.76 mm) hex key wrench to loosen but do not remove the 8-32 capscrew securing
split collar to transverse shaft.
l. Drive roll pin from hub of large gear on transverse shaft.
m. Push transverse shaft to the right while facing the inside of cover assembly.
n. Remove the split collar, snap ring and worm gear from the transverse shaft.
o. Remove the square key, thrust washers, thrust bearing and large gear from the transverse
shaft as the shaft is pulled from the cover.
p. Disassemble the high-speed shaft by removing the snap ring and sliding the worm gear,
spacer, thrust bearing and washers from the shaft before removing the square keys.
q. Disassemble the slow speed shaft by driving out the roll pin from the gear followed by sliding
the washer, cam, cam roller bearing and gear form the shaft before removing the square keys.
r. Remove the two 10-24 screws securing the outboard main bearing in the cover.
s. Use appropriate arbor or hydraulic press or bushing drivers / pullers to remove the bearings,
freeze plug and crankshaft oil seal from the housing.

2. Cover Assembly Preparation

a. Use appropriate arbor or hydraulic press or bushing drivers to install the bearings, crankshaft
oil lip type seal and freeze plug into the cover.

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 NOTE: The outboard edge of the cover high-speed shaft bearing must be recessed 0.180 to 190”.
from the flat counter bored surface to prevent interference with the frame oil pump shaft’s
male tang end. The needle bearing uses the high speed shaft as its inner race. If the bearing is
damaged, inspect the shaft and repair or replace as required.
b. Apply two drops of Loctite® 242 Thread Locker to each of the two 10-24 screws and install
the screws with flat washers to secure the outboard main bearing in the cover.
c. Secure the cover assembly by placing the lower flange in a vise equipped with jaw
protectors.
d. Check the fit of all square keys to their respective shaft keyways. Keys MUST fit tight (a light
hand press fit or tapping with mallet) in their respective keyways. Use new keys and / or
other components as required.
e. Remove burrs from keys and keyways of shafts and gears.

3. High-Speed Shaft Assembly

a. Assemble the high-speed shaft by inserting key into shaft and slide gear onto shaft.
b. Insert key into shaft followed by sliding spacer and gear onto shaft.
c. Install snap ring to retain gear and spacer on shaft.
d. Slide, in sequence, one thrust washer, one thrust bearing and one thrust washer onto shaft
and against the spacer.

4. Slow-Speed Shaft Assembly

a. Assemble the slow-speed shaft by sliding gear hub side first onto the shaft.
b. Align the hole in the gear with the hole in the shaft and drive roll pin into the hole.
c. Slide the washer onto the shaft.
d. Install the key into the shaft.
e. Align the keyway in the cam and slide the cam onto the shaft.

5. End Plate Assembly

a. Press one bearing squarely into the high-speed shaft bore from each side of the end plate.

6. Transverse Shaft Installation

a. Start transverse shaft into the left hand bore of the cover.
b. Slide the following parts - in order: one thrust washer, one thrust bearing and a second thrust
washer onto shaft.
c. Install the key into shaft.
d. Slide gear flat side first followed by gear onto shaft.
e. Slide split collar with bevel, if present, facing gears onto shaft.
NOTE: Do not tighten collar screw at this time.
f. Push shaft fully into the right hand bore of the cover.
g. Align hole in gear with hole in shaft and drive roll pin into the hole.
h. Place a .008” (.203 mm) thick feeler gauge between the split collar and the inside surface of
the cover flange.
i. Press the shaft to force the split collar tightly against feeler gauge.
j. Use a 3/16 ” (4.76 mm) hex key wrench to gently but snugly tighten the split collar screw 8-32.
k. Remove and replace the feeler gauge to reconfirm transverse shaft end clearance.

7. High and Slow-Speed Shaft Installation

a. Install the high-speed shaft assembly into the cover until its worm gear engages and rests
on top of the gear.

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 b. Install the slow-speed shaft assembly into the cover until the cam and cam lobe bearing are
against the inside surface of the cover. The gear on the slow-speed shaft will engage and
rest on transverse shaft worm gear during slow-speed shaft assembly installation.

8. End Cover Installation

a. Carefully align and slide end cover onto the high and slow-speed shafts.
b. Firmly press end cover against the auxiliary cover.
c. Install the five capscrews with lock washers hand tight into the end cover.
d. Align the remaining two holes and drive the roll pins into the end cover and auxiliary cover.
e. Torque the five capscrews to 75 inch pounds (8.5 N-m).
f. Slide the following parts – in order: one thrust washer, one thrust bearing and one thrust
washer onto the exposed end of high-speed shaft and against the end plate.
g. Install key into high-speed shaft.
h. Slide gear over key in high-speed shaft.
i. Place washer on capscrew followed by two drops of Loctite® 277 Thread locker on the
capscrew threads.
j. Secure the high-speed gear with a strap wrench.
k. Install capscrew into high-speed shaft.
l. Tighten the cap screw
m. Remove the high-speed gear retaining tool.

9. Frame Oil Pump Installation

a. Place the square gasket over the four studs in the auxiliary cover.
b. Rotate the pump shaft tang to align with the slot in the drive shaft as the pump is moved into
position.
c. Carefully align the pump shaft tang and flange mounting holes with the studs as the pump is
moved into position.

NOTE: Do not force the pump into position. Severe damage to the pump and / or
the cover assembly may result.

d. Tighten the four nuts evenly and sequentially to 15 Ft-lbs (20 N-m).

VIII. COMPRESSOR CYLINDERS

The following general maintenance instructions are intended for all compressor cylinders. Since the design
of all cylinders is not exactly alike, it may be necessary to vary the procedure outlined. For reference, see
component drawings in the compressor’s cylinder parts bill of materials.

CAUTION: Before performing any cylinder maintenance, completely isolate and vent the system’s process
gas.

WARNING: Prior to removing any pressure containing covers or heads, always loosen bolting slightly
(without removal) and make sure head or cover is able to vent any residual gas. This will
ensure the cylinder is completely vented.

A. Valves
GE typically uses valves manufactured by Hoerbiger Corporation. The GE part number is stamped on the
valve’s outside diameter. Before servicing any valve, refer to the appropriate valve drawing and bill of
materials (BOM) in the GE parts book. On the valve’s BOM notice that some valves may have multiple

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springing options, which correspond to different pressure ranges. The cylinder’s original BOM shows how
the valve was sprung for the application. If the application has different operating pressures, then the
valve’s springing and / or lift may require adjustment.

Factors affecting valve selection include, but are not limited to: Inlet pressure, discharge pressure, inlet
temperature, discharge temperature, ratios of compression, gas Specific Gravity, gas Ratio of Specific
Heats, gas analysis composition, site altitude, operating speed, cylinder bore diameter, piston stroke length,
normal cylinder clearance and added clearance.

Note: Standard valves are supplied when specific operating conditions and gas analysis are not provided
for the application. Valves can be tailored to a specific operating condition, as part of the order entry
process, or when the compressor conditions change from those specified. Improperly tailored valves may
experience a shortened operating life.

The suction and discharge valve springing and plates must be selected based upon the cylinder’s actual
operating conditions. Contact GE’s Technical Hotline if you require assistance with valve selection or
tailoring to the application.

1. Removal
Before removing any valve cover, verify that all cylinder pressure is completely vented. Trapped pressure
must be vented from the entire compressor package process gas system, including both the suction and
discharge gas passages of each cylinder. Valve chairs are sealed with o-rings in the valve passage. Always
replace damaged valve o-rings to ensure the cylinder’s pressure containment integrity.

The H 30 Series compressor cylinder’s inlet and discharge valves are attached to their respective valve
chair by a specific connection method. This connection involves a threaded stud and adapter arrangement
screwed hand tight onto the valve center bolt. This connecting feature facilitates removal and installation
of the valve chair and valve as an assembly.

In general valve removal is as follows:

a. Slightly loosen the bolting on each valve chair, but do not disengage. With the bolting loose,
the valve chair should stay in its original position. If the chair moves outward on it’s own –
immediately stop and verify that the cylinder pressure has been completely vented.
b. When pressure safety checks have been completed, remove valve chair bolting. The valve
chair can be removed using a pair of pry bars (or screw drivers) under each side of the chair to
help work it loose.
c. Now the valve chair and valve may be removed together as an assembly.
d. In most cases the valve’s flat metal (soft carbon steel) crush seat gasket will remain at the
bottom of the valve pocket. It may be difficult to see without extra lighting and a mirror. The
valve seat gasket should be replaced after several uses, if it is damaged, or if it expands/protrudes
into the gas passage.
e. Some applications may have valve clearance spacers for additional fixed cylinder clearance.
Spacers can be installed under any or all suction and discharge valves. If spacers are used, ensure
that both gaskets are removed, for inspection. Clean both of the spacer’s sealing surfaces and
replace as required.

2. Inspection
Inspect removed valves for damaged or broken components. Refer to the trouble shooting tables in this
section for more detailed cause and effect scenarios.

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The suction and discharge valves are removed from the chair adapter by unscrewing the assembly with
hand force.

It is recommended that any valve repairs be performed by trained personnel or by an authorized valve
repair shop.

CAUTION: Carefully disassemble and reassemble valves to assure:

a. the aligning roll pins are not damaged
b. all parts are correctly positioned during reassembly
c. the center bolt torque is not exceeded
d. the valve plate lift is verified after valve assembly

NOTE: DO NOT USE AN IMPACT WRENCH TO REASSEMBLE VALVES AS OVER TORQUING THE CENTER
BOLT IS VERY LIKELY. See Hoerbiger’s Center Bolt Torque Table G 7 on the next page. The smaller diameter
bolts require an inch-lb torque wrench.

3. Installation
a. Ensure that all gasket sealing and mating surfaces, valve parts, and gaskets are clean prior
to reassembly.
b. Clean and lubricate bolting hardware before assembly and tightening.
c. Coat the soft steel crush seat gasket with an anti-seize compound, then install in the suction
and discharge valve ports
d. Ensure the gasket seats properly on the cylinder valve seat , without falling into
the gas passage.
e. Use hand force only to screw the valve center bolt onto the adapter in the valve chair.
f. Install the valve and valve chair assembly, with the appropriate o-ring. Hand tighten valve
cap bolting.
g. The valve cover should be approximately 1/8” (3 mm) away from the cylinder boss when the
valve, gaskets and holder are correctly installed. The space will be greater under those valve
covers when valve spacers are used..

CAUTION: If the valve chair contacts the cylinder boss, then inspect assembly for missing
components or a stack up height problem. Determine the problem and
correct as required.

4. Valve Cap Bolt Tightening

Proper bolting techniques must be used on valve chairs to ensure effective cylinder gas sealing where soft
metal valve seat gaskets are used. The bolting must be tightened so as not to “misalign”, “cock” or “tilt” the
chair in relation to its mounting boss. Uneven bolt tightening will crush the seat gasket unevenly, which can
result in a gas leak or bolting failure.

a. Lubricate bolting threads and seating surfaces with crankcase oil and install.
b. Hand tighten bolt/nut until snug.
c. Using an alternating torque pattern, tighten bolting to 50%, 100% torque, then 100% torque
verification. Tighten bolting to proper torque specifications, see Section B for valve chair torque
values.

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 Table G 7
Center Bolt Torque Table

Thread Size Standard Material 0, 3, 4, 5 NACE Material 6

Inch-lbs Ft-lbs Inch-lbs Ft-lbs

HCA Inches mm Min Max Min Max Min Max Min Max

1032 10-32 NP 17 20 1.4 1.7 13 15 1.0 1.3

1228 12-28 NF 29 34 2.4 2.9 22 26 1.8 2.2

0420
1/4" M6 48 59 4 5 38 45 3.2 3.8
0428

0518
5/16" M8 70 83 5.8 7.0 53 62 4.4 5.2
0524

0616
3/8" M10 139 171 11.6 14.2 107 130 9 10.8
0624

0720 7/16" 216 250 18 21 168 192 14 16

0813
1/2" M12 250 307 21 25.5 192 230 16 19.2
0820

0912
9/16" M14 394 480 33 40 298 365 25 30
0918

1011
5/8" M16 625 770 52 64 488 596 41 50
1018

1210
3/4" M20 1240 1495 103 125 940 1110 78 93
1216

1409
7/8" M22 1710 2055 142 171 1290 1535 107 128
1414

1612
1" M26 2120 2570 177 214 1600 1950 134 162
1614

1807
1-1/8" 2295 2785 191 232 2305 2785 192 232
1812

2007 1-1/4" 3140 3760 262 314 3140 3745 262 312
Note: M& H Cylinders are not rated for sour gas service, so NACE torque ratings do not apply.

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B. Piston Rod Assembly
1. Removal – Piston Rod Assembly
The compressor piston and rod assembly is removed from the cylinder as a unit in order to inspect or
replace the piston rod, piston, or rings. After venting the pressure from the cylinder, proceed as follows:

a. Remove crosshead guide side covers and the head end (HE) cylinder head or VVCP.
b. Rotate the crankshaft to move the crosshead to the full outer position.
c. Remove the balance weight rings, if used, from the crosshead.
d. Use a 2“ (51 mm) hammer wrench to loosen the crosshead jam nut.
e. Screw the piston rod out of the crosshead with a 1-1/8” (29 mm) socket or wrench on the
spanner wrench (part# 406-4096) inserted into the recessed piston nut.
f. Push the piston rod outward to provide clearance for crosshead nut removal.
g. Remove the crosshead jam nut from the piston rod.
h. Remove the oil wiper rings from the false head packing.
CAUTION: Do not unscrew the piston rod assembly with a pipe wrench or pliers on the rod. The resulting
rod surface damage can result in packing leakage and piston rod failure.
i. Remove the piston rod assembly out through the cylinder taking extreme care not to
damage the piston rod packing. Rotate the assembly counterclockwise as required to
disengage it from the pressure packing.
j. The piston rod threads can be wrapped with electrical or duct tape. Should a packing ring hang
up on the piston rod thread area; it will be necessary to dismantle the pressure packing case to
free the piston rod so its removal can be completed.
k. Handle all parts carefully so parts, including the cylinder bore, are not damaged.
l. Mark each piston ring (the two piece angle cut piston ring halves are matched and must remain
as a set) as it is removed from the piston so that it can be reinstalled in the same groove from
which it was removed.

2. Installation – Piston Rod Assembly

a. Apply grease to the piston rod threads aid in retaining the entering sleeve on the piston rod.
b. Clean and inspect the entering sleeve for burrs that may damage the rod packing.
c. Remove the burrs with appropriate tooling.
d. Place the entering sleeve over the piston rod threads.
e. Lubricate the entering sleeve, piston rod, piston, rings and cylinder wall with compressor
crankcase oil.
f. Lift the piston rod assembly into place and work the entering sleeve and piston rod through the
packing until the piston starts entering the cylinder.
g. Install the piston rings. Stagger the ring gaps.
h. Continue to slide the piston rod assembly into the cylinder until all of the piston rings have
entered the main cylinder bore. While doing this, the rings must be closed so they will enter the
cylinder bore, either by drawing a band around them or by using entering strips made from the
shim stock. Long feeler gauges may be used to guide the rings into the groves as the piston is
pushed into the cylinder.
i. Remove the entering sleeve.
j. Replace oil wiper packing rings cup, if removed
k. Install the crosshead jam nut onto the piston rod.
l. Rotate the crankshaft to position the crosshead at its most inboard position, screw the piston
rod into the crosshead with the (part#406-4096) spanner wrench on the recessed piston nut.
The recessed piston nut is located in the HE of the piston.
m. Remove one CE and HE suction valves to measure piston to cylinder head end clearances.

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 n. Screw the piston rod assembly into the crosshead until the crank end piston clearance is
approximately 0.045” (1.1 mm). This clearance is measured through a crank end valve port with
a feeler gauge or soft lead wire measured with a micrometer or dial caliper.
o. Then tighten the crosshead nut firmly with hand force against the crosshead.
p. Install a new O-ring seal and replace the head end (HE) cylinder head or VVCP.
q. Torque the cylinder head cap screws to the value given in Section B.
r. Measure the resulting minimum head end (HE) and crank end (CE) clearances. The CE clearance
should be about 1/3 and the HE clearance should be about 2/3 of the total minimum
clearance.

NOTE: The 1/3 versus 2/3 ratios does not apply if;
1. Special cylinder fixed clearance has been designed into either the CE or HE heads.
2. A 1.25”/1.5” CNG stepped piston rod end has been trimmed for additional fixed clearance.

s. Torque the crosshead jam nut to 200 ft – lbs (270 N-m) against the crosshead with an extension
torque wrench. A hammer wrench may be used in lieu of a torque wrench.

3. Rod Run Out

Piston rod run out must be checked after installing a new or relocated unit, or any maintenance activity
that could affect run out. Run out readings are to be taken in both the vertical and horizontal positions.

a. Verify that discharge bottle support wedges are loose and not pushing cylinder upward.
b. Verify that frame and crosshead guides are properly supported without soft foot.
c. Verify the anchor bolts are correctly torqued to specification.
d. Verify the crosshead is seated in the bottom of the guide.
e. Position the dial indicator stem against the piston rod near the packing case.
f. Zero the indicator with the piston at its crank end position.
g. Rotate crankshaft slowly and record dial indicator reading at both mid-stroke and full stroke of
the rod.

When measuring vertical rod movement (with piston moving from CE to HE), upward movement of the
rod is recorded as a positive value, while downward movement of the rod is recorded as a negative
value. Maximum vertical rod run out is 0.002” (0.050 mm).

When measuring horizontal rod movement (with piston moving from CE to HE), rod movement toward
the oil pump end is recorded as a positive value, while rod movement toward the drive end is recorded
as a negative value. Maximum horizontal rod run out is 0.001” (0.025 mm).

Piston Rod Run Out Measurements

Throw Number 1 2 3 4
Piston @ CE 0 0 0 0
VERTICAL Mid-stroke
Piston @ HE
Piston @ CE 0 0 0 0
HORIZONTAL Mid-stroke
Piston @ HE

Table G 8 Piston Rod Run Out Measurement Form

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C. Piston & Rings
1. Piston Inspection
When the piston is removed from the cylinder for inspection, clean it of all deposits and carefully inspect for
damage or excessive wear.

Good contact is required between the ring and the piston’s ring groove sidewall to prevent gas from
blowing by the piston. If the grooves are damaged or worn tapered, the grooves should be trued up in a
lathe and wider rings installed, or damaged components replaced. See Section B for piston and ring groove
specifications.

2. Piston Ring Inspection

Typically, excessive wear exists when the end gap has increased to about three times the new dimension,
or the sidewalls are grooved or tapered. Replace rings when wear is excessive. See Section B for piston ring
specifications.

D. Piston Rod
It is important to check the piston rod condition for bluing (excessive heat) and tapered wear. The piston
rod must be round, smooth and straight for proper gas sealing and maximum packing ring life. If the rod is
scored, pitted or has tapered wear, it must be replaced. If the rod has worn undersize but is round and
true, standard packing rings may be used but will have a shorter life. See Section B for rod specifications.

E. Piston Rod Packing

The piston rod packing is a combination of pressure packing and oil wiper packing. The wiper packing rings
and one pair of double acting pressure seal rings are located in the false head, on the pressure-packing
gland’s crankcase side.

The packing case’s soft metallic sealing gasket prevents gas leakage around the packing case nose. This
gasket seals against the bottom of the packing case bore and the face of the number one packing cup.
The correct gasket and its location in the o-ring groove are extremely important in order to make a seal.

CAUTION: For proper gas pressure containment, the bolt torque holding the packing case in place must be
as specified. For correct gasket crush, the packing flange must not “bottom out” in the cylinder’s
counter bore.

Note: Piston rod pressure packing will experience an initial break-in period, where its gas leaking rates can
be 3-4 times normal. The vented gas will cool as the packing seats to the rod and the vented gas flow
decreases.

1. Packing Inspection
The pressure packing rings require the most maintenance attention since they are exposed to the
compressed gas and its included contaminants. If packing gas leakage is excessive, the vented gas will be
hot in the vent and / or drain tubing, then the piston rod and packing must be inspected for wear or
damage. If sludge, carbon or dirt has fouled them, the packing case must be cleaned. Rings that are worn,
broken or scored must be replaced.

The ground surfaces on the packing case cups and flanges, where the parts mate and where the rings seal,
must be smooth and flat. Some relapping of these surfaces is permitted, provided the parts are not

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excessively thinned so as to affect the packing case pressure rating. Running clearance for the rings must
not be destroyed. See Section B for packing gland case and packing specifications.

Enlargement of Packing
Area Half Scale
Packing Lube
Connection

Packing Vent &

Drain Connection

Figure G 9 Piston Rod & Packing With Distance Piece

Packing Vent
1. Connection
Piston Rod 8. Gasket
2. Crosshead Nut 9. Packing Spacer
3. Piston Nut 10. Capscrew
4. Set Screw 11. Rings & Springs
5. Bushing N.E. 12. Ring – Breaker
6. Bushing C.E. 13. Falsehead Packing
7. Packing Case 14. Ring & Springs

2. Packing Case - Removal And Disassembly

There are times when it is necessary (or preferred) to remove or install the packing case and rings as an
assembly. This is done by first removing the piston rod assembly as previously described. With the piston
rod out of the way, the falsehead and pressure packing case can be unbolted and removed as an assembly
through the crosshead guide door.

April 2008 - Page 104 of 126 - H302 Manual

Piston rod packing may be removed for inspection and service as follows:
a. Remove the external packing case lubrication tube from the distance piece
b. Remove the crosshead guide doors and position crosshead at its most inboard CE position.
c. Disconnect internal packing case vent tubing and fittings.
d. Remove the (4) capscrews that secure the falsehead and pressure packing case assembly to
the cylinder.
e. Pull the falsehead and packing case assembly from the distance piece bore and remove it
through the crosshead door opening.
f. Place the falsehead and packing case assembly on a clean work surface.
g. Remove the (3) small nuts from the packing tie rods.
h. Remove oil wiper rings from false head.
i. Remove the packing case flange out to expose the first packing cup and pair of pressure
packing rings. Remove the rings and springs and set them aside for later inspection.
j. Remove each succeeding packing cup and set of packing rings in this manner. Keep the ring
segments together and note the location from which they were removed.
k. The packing case must be sent for reconditioning by surface grinding and lapping if the
sealing surface side of any one-cup is rough, pitted or heat discolored.
l. Inspect the piston rod packing area for wear or damage. The diameter nearest the crank end
of the piston must not have a step worn in it. A rod having a step worn in this area will
require replacement, as new packing will not properly seal to the rod. The wear step in the
rod will quickly destroy new packing.

3. Packing Cleaning And Inspection

a. Carefully clean each packing ring set with appropriate solvent and clean lint free towels.
b. Keep each packing ring set together and separate from other packing ring sets.
c. Examine each packing ring set for imbedded debris, chips, cranks, worn/broken garter
springs, circumferential grooves in sealing surfaces, etc.
d. Replace any packing ring set of questionable condition.

4. Packing Case Assembly and Installation

NOTES: 1. All identifying marks stamped on the rings must face the gas pressure.
2. The end of each ring segment is match marked with dots, letters or numbers and must be
assembled so that match marks align
3. Any radial cut ring faces the pressure.

Reassemble the piston rod packing as follows:

a. Clean and inspect the packing case bore in the cylinder.
b. Clean and inspect the packing case to cylinder metallic sealing gasket.
c. Position the first packing case on a clean work surface with the (3) tie rods pointing up.
d. Dip the radial cut breaker ring in crankcase oil before installing it in the first cup nearest the
cylinder.
e. Wipe the second cup clean, align and install it over the (3) tie rods
f. Dip a tangent / radial cut pressure sealing ring set in crankcase oil before installing it in the
second cup of the packing case.
g. Progressively install each remaining cup and successive tangent / radial cut ring set per
steps ‘e’ and ‘f’ until all cups are filled.
h. Align and install the packing case gland cup.

April 2008 - Page 105 of 126 - H302 Manual

 i. Dip the double tangent sealing ring set in crankcase oil before installing it in the packing
case gland cup.
j. Align and install the 3/8” thick spacer plate.
k. Dip each of the (3) cast iron oil wiper rings in crankcase oil before positioning them with the
slots or notches facing up on the spacer plate.
l. Align the 1” thick wiper cup over the (3) tie rods and place it over the wiper packing.
m. Secure the packing case assembly by installing (3) 10-24 UNC Lock nuts on the tie rods.
n. Install a new Viton® O’ring into the OD groove of the packing case gland.
o. Install the falsehead packing case assembly through the distance piece door and into the
distance piece bore.
p. Verify the packing case vent connection is located below the bore for the piston rod.
q. Insert the (4) 1/2" UNC capscrews and tighten evenly and sequentially to 40 ft-lbs.
r. Replace oil and vent fittings and tubing.
s. Install the piston rod assembly as per procedures.
t. Make certain that the packing case is centered around the piston rod.

F. Piston to Rod Assembly

1. Disassembly
The piston rod assembly must be disassembled for either piston or piston rod replacement. Since high
torque is used to hold the piston nut on the piston rod, a soft jaws rod clamping device must be used to
hold the rod securely during disassembly and reassembly operations. The rod clamping device should
have non-marring inserts, so as not to damage the rod surface finish. A spanner wrench, part number
406-4096, and a 1-1/8” (29 mm) socket are required to remove, install and torque the recessed piston
nut on the H 30 Series cylinders.

If the piston is made in two or three pieces, match mark the parts at the split so they can be reassembled in
the same relative position.

2. Assembly
Use the following procedure to install pistons on piston rods (see Figure G 5).
a. Clean all parts.
b. Assemble piston with bushing (if used) on the piston rod as shown. On three-piece
pistons, use the piston nut to draw the pieces together.
c. Secure the piston rod in rod vice.
d. Apply Loctite® 277 to threads on rod where piston nut will be installed.
e. Torque the piston nut to specification below.

Piston Nut Thread Piston Nut Torque Ft-Lbs (N-m)

7/8”– 14 UNF 200 (270)
Table G 8. Piston Rod Nut Torque Table

3. Trapped Gas or Liquids - Piston Rod Disassembly

Any time the piston is removed from its piston rod after being in service, be aware that flammable or
toxic gas and liquids from the compressed gas stream may be trapped inside the piston. Exercise
safety precautions when loosening the piston rod nut and removing the piston. Piston removal from
the piston rod is the reverse of the assembly process.

G. Cylinder Inspection
The cylinder bore should be inspected for wear and scoring any time the piston rod assembly is

April 2008 - Page 106 of 126 - H302 Manual

 removed. Minor scratches and grooves in the direction of piston travel located in the bottom 90-degree
arc of the cylinder bore may be acceptable for reuse as the piston rides in the bottom of the cylinder. A
general guideline suggests axial grooves exceeding 0.020” (0.508 mm) wide and 0.010” (0.254 mm)
deep in the direction of piston travel, waves in the bore, other damage or dimensions out of limits
indicate need of repair or replacement. Higher suction to discharge differential pressure reduces the
allowable tolerance for wear and grooves within the cylinder.

1. Liner / Sleeve
A steel liner / sleeve is used in the H and M 30 Series Stepped head end (HE) high-pressure 1.25, 1.50,
1.75 and 2.00” (31.75, 38.10, 44.45 and 50.80 mm) CNG cylinders. The liner / sleeve is sealed to the
cylinder bore and head with Viton® o-rings.

2. High Pressure Liner Removal

a. De-pressurize and isolate compressor from all pressure and power sources
b. Perform applicable ‘Lock-Out / Tag-Out’ procedures
c. Remove inlet and discharge bottles and / or piping from cylinder
d. Remove cylinder head and concentric valve
e. Remove the HE cylinder body from the CE cylinder
f. Push or press the liner / sleeve from the cylinder body

3. High Pressure Cylinder and Liner / Sleeve Inspection.

CAUTION: Honing the cylinder bore ID is strongly discouraged as the diameter may be increased thus
destroying the designed tolerance between the liner / sleeve and the cylinder. Internal gas
leakage within the cylinder and / or improper routing of cylinder bore lubrication can result
from an improper (loose) fit of liner to cylinder.

a. Inspect the ID bore surfaces of the cylinder body to assure there is no unacceptable damage
before attempting installation of the new liner.
b. Clean and confirm the piston lube oil supply holes are open by removing the check valves
from the outside of the cylinder and blowing compressed air through the internal lube oil
passages.
c. Confirm by micrometer measurement the cylinder bore ID plus liner OD and ID that taper,
ovality and barrel dimensions, in addition to the liner flange thickness are within tolerance.

4. High Pressure Liner Installation Procedure

a. Coat the cylinder ID bore and OD of the replacement liner / sleeve with SAE40WT oil.
b. Install and lubricate new Viton® o-rings into the grooves of the liner / sleeve OD.
NOTE: Use of alternative o-rings of lower durometer hardness may result in O-ring seal failure known as
explosive decompression.
c. Slide the liner into the cylinder.
d. Place a block of wood (4 x 4 or 2 x 8) across the full diameter of the liner and use a press or
sledge hammer to drive the liner into place as may be required.
CAUTION: DO NOT hammer directly on the liner flange. Flange breakage will result.

5. High Pressure Cylinder Installation Procedure

a. Rotate crankshaft to place piston at its outer most HE position.
b. Inspect the piston and rings for reusability.
c. Replace rings and piston as required.
d. Replace the o-ring seal (s) between the HE and CE cylinder bodies.

April 2008 - Page 107 of 126 - H302 Manual

 e. Coat the piston and rings with SAE 40-weight oil.
f. Compress the piston rings into the ring grooves as the cylinder is slid onto the piston.
g. Continue sliding the cylinder onto the piston until the HE cylinder contacts the CE cylinder.
h. Install the cylinder support and four capscrews securing the HE and CE cylinders
together.
i. Torque the capscrews to specification found in Section B.

6. High Pressure Cylinder Head Installation Procedure

a. Clean and inspect the valve gasket seat surface of the cylinder head.
b. Install a new RTJ oval soft metallic gasket into the valve port of the cylinder head.
c. Pace the concentric valve (center bolt and nut side first) into the cylinder head.
d. Place new Viton® o-rings on the valve and cylinder head surfaces.
e. Align the cylinder head with the cylinder and install the eight capscrews with
hardened steel washers.
f. Torque the eight capscrews evenly, sequentially in three increasing torque value steps and in
a criss-cross pattern until the final specified torque value given in Section B is
achieved.

H. Variable Volume Clearance Pocket (VVCP) Adjustment

The following procedure outlines the adjustment of manual variable volume clearance pockets (VVCPs)
reference Compressor News CN 06-004. This VVCP adjustment procedure is applicable to all GE
compressor cylinders using head end (HE) VVCPs. Failure to properly adjust and maintain VVCPs, can
result in damage to the compressor.

1. Capacity Control
The VVCP, shown pictorially in Figure G 10, is an optional capacity control device used to adjust the
head end clearance of the cylinder. Most compressor cylinders can be equipped with VVCPs, by
replacing the fixed clearance HE cylinder head.

Reciprocating compressors are positive displacement devices, compressing a specific volume of

gas with each piston stroke. The operating conditions can vary across a range of pressures,
temperatures, flows and gas mixes, depending upon the actual field application. The use of a VVCP
is one method of capacity control that can be used to efficiently adjust the compressor throughput
and power.

The VVCP is designed to add a variable amount of volumetric clearance to a compressor cylinder.
As the piston approaches the cylinder HE, gas is trapped in the VVCP clearance volume and does
not exit the cylinder. As the piston travels back toward the crank-end of the cylinder, this trapped
HE gas re-expands into the cylinder bore.

Adjustment changes to the VVCP result in the following changes to multi-stage compressors.
1. Required horsepower
2. Throughput volume capacity
3. Volumetric efficiency
4. Rod Loading
5. Interstage pressures
6. Compression ratios
7. Discharge Temperatures

April 2008 - Page 108 of 126 - H302 Manual

 Please contact GE if you have questions concerning the installation or use of a VVCP as a capacity
control device.

Piston
Rod
Head
End
VVCP Piston
Assembly
Crank

VVCP
Piston Stem Cylinder
and Jam Nut Body
VVCP
Piston
Figure G 10 – Typical Variable Volume Clearance Pocket (Installed)

Authorized GE high-speed reciprocating packagers are provided with performance prediction software
which allows them to check the entire performance operational envelope. Contact GE Oil & Gas for your
local authorized packager location can contact.

CAUTION: The use of a VVCP to change load conditions should always be reviewed to verify acceptable
compressor performance before adjustment. Using a VVCP for capacity control will have an
impact on compressor performance characteristics as well as horsepower and flow.
Performance parameters to check include: volumetric efficiency, gas temperatures, driver
power limitations, crosshead pin reversals, rod loading, interstage pressures, system torsional
response, compressor valve dynamics and process gas acoustical affect. The added cylinder
clearance may significantly change process gas pressures and require valve modifications
(usually spring changes) to achieve optimum valve life for long-term operation.

WARNING: Improper adjustment to or servicing of VVCPs, in hazardous or toxic gas service, can present a
safety hazard.

2. VVCP Adjustment Range

The VVCP is used to adjust a cylinder’s HE clearance. The amount of change in clearance volume
will vary depending upon the position of the VVCP piston, see Figure G 11. The expected change in
compressor flow and horsepower is a function of compression ratio and the gas properties.

VVCP adjustment can range from the HE’s fixed clearance (VVCP fully closed, 0% travel) to maximum
clearance (VVCP fully open, 100% travel). Clearance is often calculated in cubic inches, VVCP position is
commonly communicated to equipment operators in “inches of travel” as shown in Table G 9. A cross

April 2008 - Page 109 of 126 - H302 Manual

 reference can be found by consulting your GE High Speed Reciprocating compressor operations and
parts manual.

Jam Nut over

Sealing Washer
V V C P Piston
Sealing Ring

Manual Drain Plug

Figure G 11. Effective Rod Extension: Amount pocket is open, in inches (mm) = B – A

Cylinder Bore Cubic Inch Volume (Cubic Maximum Added volume at

Diameter Centimeters) and % Extension Maximum Extension
Inches (Millimeters) added clearance per Inch In3 (cm3)
of VVCP Stem Travel Inches (mm)
3.00 (76.20) 4.9 (80.3) 23.10 % 4.25 (107.95) 98.34 (1611.5)
3.50 (88.90) 7.1 (116.4) 24.60 % 5.00 (127) 122.40 (2005.8)
4.00 (101.60) 9.6 (157.3) 25.95 % 5.00 (127) 127.55 (2090.2)
4.50 (114.30) 12.6 (206.8) 26.41 % 5.00 (127) 131.65 (2155.7)
5.00 (127.00) 14.9 (244.2) 25.29 % 4.87 (123.7) 124.23 (2035.8)
5.50 (139.70) 19.6 (321.9) 27.50 % 4.87 (123.7) 134.19 (2199.0)
6.00 (152.40) 21.5 (352.3) 25.35 % 3.12 (79.25) 79.59 (1304.2)
6.50 (165.10) 25.8 (422.8) 25.92 % 3.12 (79.25) 81.34 (1332.9)
7.50 (190.50) 38.5 (630.9) 29.05 % 3.04 (77.22) 88.25 (1446.2)
8.00 (203.20) 41.1 (673.5) 27.25 % 3.04 (77.22) 83.20 (1363.4)
9.00 (228.60) 53.3 (873.4) 27.93 % 3.04 (77.22) 85.15 (1395.4)
10.00 (254.00) 67.0 (1097.9) 28.44 % 4.47 (113.54) 127.44 (2088.4)
Table G 9. Added Clearance Volume, Travel and Percent

Consult your latest GE High Speed Reciprocating Compressor Parts Manual for specific cylinder clearance
data.

3. Variable Volume Clearance Pocket (VVCP) Adjustment Procedure

The adjustment of manual variable volume clearance pockets (VVCP) is applicable to all GE high
speed reciprocating compressor cylinders using head end (HE) VVCPs. The VVCP clearance volume
may be adjusted with the compressor running or stopped. If the compressor cylinder is pressurized,
VVCP adjustments can be made if the following precautions are addressed;

April 2008 - Page 110 of 126 - H302 Manual

Condition
Number Description
1 Compressor shut down and de-pressurized
2 Compressor shut down
3 Compressor running at low idle and de-pressurized
4 Compressor running at low idle with inlet pressure and bypass / re-circulation valve open
5 Compressor running at reduced speed on line with re-circulation valve closed
6 Compressor running on line at normal operating conditions
Table G 9. List of Compressor Condition

GE recommends all VVCP adjustments be made under above operating conditions 1, 2 or 3 of Table
G 9. However, if VVCP adjustments under above operating conditions 4, 5, or 6 are required, then
the following minimum precautions are recommended.

CAUTION: Flammable or toxic process gas may leak from the VVCP piston stem whenever
the jam nut is loosened. The seal washer under the jam nut is used to seal gas flow
across the stem threads. Exercise all necessary safety precautions when toxic or
potentially explosive gas/air mixtures are present.

WARNING: Whenever the process gas contains hydrogen sulfide (H2S) or other toxic gases
under no circumstances should you adjust the VVCP during compressor operation.

4. General Information
The VVCP’s piston ring is purposefully designed not to be completely gas tight. This allows for minor
gas and liquid migration across piston ring / O-ring. This allows for easier VVCP piston adjustment when
the cylinder is pressurized. Gas trapped in the VVCP housing will slowly vent across the VVCP piston ring
or o-ring during cylinder de-pressurization. However, accumulated liquids, debris or rust around the
VVCP’s piston can trap gas in the housing, substantially increasing VVCP gas depressurization time.

WARNING: Do NOT remove or loosen any gas containment bolting, or the VVCP housing bottom drain
plug, until gas trapped in the housing has fully vented.

5. VVCP Adjustment – Required Materials & Tools

When adjusting a standard HE VVCP on a GE compressor cylinder, the following items will be
needed:
o VVCP clearance Table G 9 or graphs
o Performance program output showing desired VVCP setting in inches or %.
o Tape measure
o Large adjustable wrench to loosen VVCP jam nut and to turn VVCP stem
o Grease gun, to lubricate VVCP piston stem threads
o Grease - high quality, heavy duty, high temperature lithium
o Anti-seize, for VVCP jam nut & washer lubrication

6. Procedure for VVCP Adjustment:

a. Inspect the cylinder’s HE for any special spacers between the VVCP and the cylinder. Clearance
spacers may have also been installed under some or all of the suction and discharge valves. In

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 certain high clearance applications a special HE compression clearance spacer may have been
added to the cylinder’s “base” clearance.
b. Determine the desired VVCP stem extension dimension “as-is” on the cylinder and “as-required”
from VVCP charts or performance runs.
c. Prior to adjustment, loosen the VVCP stem jam nut.
d. To set the VVCP at the desired percentage (%) open position, fully close the VVCP, and then fully
open it, counting the number of turns to the full open position. Fully close the VVCP. Multiply the
total number of turns by the desired percentage open, and open the VVCP the resulting number
of turns.
e. During VVCP adjustment, exercise all necessary safety precautions.
f. Apply stem thread lubricating grease compatible with the process gas through the VVCP flange
lubrication fitting.
NOTE: Some chattering and / or light knocking of the VVCP stem/piston may be experienced
during VVCP stem adjustment with the jam nut loosened and the compressor is operating.
g. To minimize gas leakage across the seal washer during stem adjustment, loosen the VVCP stem
jam nut no more than one half turn from its tightened position.
h. Adjust the VVCP in or out to the desired clearance position determined in step 2, while
maintaining the half-turn jam nut position in step g.
NOTE: Turn the piston stem clockwise (CW) to move the piston in andreduce clearance. Turn the
piston stem counter-clockwise (CCW) to move the piston out and increase clearance.
i. After adjustment, securely tighten the VVCP jam nut against the VVCP thread seal washer, using
torque values shown in Table G 11.

VVCP Jam Nut Recommended Torque

Threaded Rod Size Jam Nut Torque, ft-lbs
1” - 8 UNC 200 ft-lbs
Table G 11. VVCP Jam Nut Recommended Torque

CAUTION: Failure to maintain proper VVCP jam nut torque can result in vibration of the VVCP piston in
it’s housing and possibly lead to a fatigue failure of the piston/stem connection. Piston jam
nut tightness should be checked on a daily basis.

j. Reapply grease to the VVCP stem threads through the flange lubrication fitting.
k. After final VVCP adjustment and Jam Nut tightening, verify there is no gas leakage from the VVCP
stem seal washer area. If leaks are detected, replace stem seal washer, or provide other repairs
as required.
l. Reset high/low process gas shut down points (pressure and discharge temperature) to proper set
points.

IX. TROUBLE SHOOTING

Minor situations can occur during the operation of a GE High Speed Reciprocating Compressor that require
trouble shooting. Often these situations can be attributed to gas contaminants (liquid & solids carryover),
actual conditions different from design (improper adjustments), unsuitable lubricant selection, or operating
personnel unfamiliar with the compressor and its setup. These difficulties can usually be addressed with
personnel training, proper lubricant selection, proper compressor adjustments, correction of adverse
operating conditions, or replacement of minor parts.

Major situations may also occur, generally during longer periods of operation. Often these situations can be

April 2008 - Page 112 of 126 - H302 Manual

attributed to use of the compressor for purposes different than design, unsuitable lubricant selection
(generally cylinders & packing lubrication), valves not tailored for operating conditions, or improper
operations and maintenance.

It is important to use a compressor log sheet to record inter-stage pressures and temperatures by stage on
multi-stage compressors. When inter-stage operating conditions vary from normal it indicates trouble with
one of the stages. Generally, when the inter-stage pressure suddenly drops look at the lower pressure
cylinder. If the inter-stage pressure suddenly rises look at the higher-pressure cylinder.

The following trouble shooting cause and effect is offered as a basic guide only. It lists the more common
issues with their most probable causes. It may be expanded to address specific package designs and
actual operating conditions.

Low compressor frame oil pressure is one of the more serious and potentially detrimental problems than
may develop in the compressor frame.

Any one or combination of the following items may be the cause of reported low compressor frame oil
pressure in the H Series compressor:
1. Defective oil pressure gauge
2. Restricted / damaged tubing between oil pressure sensing port at front main bearing and the oil
pressure gauge.
3. Restricted / plugged oil filter element
4. Worn crosshead pin bearings, rod and / or main bearings
5. Liner sleeves incorrectly installed with crosshead lubrication holes not at top and bottom dead
center
6. Air bleed orifice - 0.031”, part number, 408-4911, not in location above each liner sleeve
7. Gear train lube fitting (0.031” orifice in 1/8 MNPT x 1/4 tube - 90 degree elbow) part number, 407-
2284, not in place at top rear of crankcase
8. Early H302 models only. Oil galley 1/8” pipe plug, part number, 100-0748, not in place inside upper
right hand corner on rear of crankcase
9. Early H302 models only. Oil galley 1/8” pipe plug, part number 100-0748, or 10-PS-1476, not in
place inside the # 1 drive end main bearing cover.
10. Worn oil pump
11. Stuck or worn oil pressure regulator
12. Oil temperature above 180 deg F (82 deg C)
13. Viscosity of oil used is less than 20 cSt at 180 deg F (85 deg C)

April 2008 - Page 113 of 126 - H302 Manual

 SYMPTOMS

Piston Cylinder
Carbonaceous

Above Normal
Above Normal

Below Normal

Amplitudes or
Packing Wear

Crankcase Oil
Pressure Low
Piston Rod or

Delivery Less
Temperature

Frequencies
Piston Ring,

Breakage &
Than Rated

Intercooler

Intercooler
Liner Wear
Discharge

Abnormal

Excessive

Vibration
Capacity

Pressure

Pressure
Deposits

Elevated
Cylinder

Wear
Valve
POSSIBLE
CAUSE

Discharge
Pressure
o o o oH o
Above
Normal
Discharge
Pressure
o o o
Below o o o oL oH
Normal
Operating
Speed Less o o
Than Normal
Inlet
Pressure
o oL
Below o o
Normal
Intake o o o L o
o o oH
Clogged
Dirty Valves o o o o o oH o L o
Valves Worn o
o o o oH oL o
or Broken
Valves Not
Seated in o o o o oH oL o
Cylinder
Incorrect
o oH oL o
Valve o
Valve
Incorrectly o o oH oL o
Assembled
Gaskets o o
o o oH oL o
Leak
System
Leakage o oH o L
Excessive
Piston Rings
Worn, Stuck o o o o o oH oL o o
or Broken
Cylinder
(Piston) Worn o o o o o oH oL o o
or Scored

April 2008 - Page 114 of 126 - H302 Manual

 SYMPTOMS

Intercooler Pressure

Intercooler Pressure
Cylinder Liner Wear
Temperature Above

Deposits Abnormal
Cylinder Discharge

Delivery Less Than

Piston Ring, Piston

Elevated Vibration
Valve Breakage &
Wear Abnormal
Rated Capacity
Carbonaceous

Above Normal

Below Normal

Amplitudes or
Packing Wear

Crankcase Oil
Pressure Low
Piston Rod or

Frequencies
Excessive

Excessive
Normal

POSSIBLE
CAUSE

Foundation
Bolts Loose o o o
Piston to
Head o
Clearance
Too Small
Piston or
Piston Nut o o o o
Loose
Bearings
Need o o
Replaced
Liquid Carry-
o o o o
Over o
Lubrication
Inadequate o o o o o o o
Lubrication
Excessive o o o o o
Oil Viscosity
Incorrect o o o o o
Wrong Type
o o o
Oil o
Oil Filter
Plugged o
Water Inlet
Temperature o
to High
Ambient
Temperature o o o o o
Too High
Cylinder,
Head, Cooler o o o o o o o o o
Dirty
Discharge
Temperature o o o o o
Too High

April 2008 - Page 115 of 126 - H302 Manual

 Dirty
Water
CAUSE

Broken

Scored,
Packing
Cylinder

Stuck or
Entering

Cylinder,
Dirt, Rust
Jacket or
POSSIBLE

Piston Rod
Cooler Dirty

Rings Worn,

Pitted, Worn
Head, Cooler

April 2008
Cylinder Discharge

o
o
Temperature Above
Normal

Carbonaceous Deposits

L = Low Pressure Cylinder

o

H = High Pressure Cylinder

Abnormal

Piston Ring, Piston

o
o
Cylinder Liner Wear
Excessive

o
Piston Rod or Packing

o
Wear Excessive

Delivery Less Than

o
o

o
o
Rated Capacity

- Page 116 of 126 -

o Intercooler Pressure
SYMPTOMS

Above Normal
o

Table G 12. Troubleshooting Chart

Intercooler Pressure
Below Normal

Valve Breakage & Wear

o

Abnormal

H302 Manual
o
o

Crankcase Oil Pressure

Low

Elevated Vibration
Amplitudes or
Frequencies
Situation Potential Common Causes

Compressor • Cylinders gas pressure loaded

Will Not • Piston end clearance improper, piston hitting head-end head or
Rotate crank-end head
• Foreign, incompressible material in cylinder
• Mechanical seizure in running gear (crankshaft, bearings, connecting rod,
crosshead, packing/piston rod, piston)

Cylinder Noise • Piston loose on rod

Or Knock • Piston end clearance improper, piston hitting head end head or
crank end head
• Loose crosshead balance weight
• Damaged crosshead or excessive clearance
• Loose crosshead pin or pin caps
• Loose packing case or false head
• Broken or leaking valves
• Worn or damaged piston rings
• Valve improperly seated or damaged seat gasket
• Loose VVCP Jam Nut
• Loose or broken VVCP piston

Frame Noise • Loose crosshead pin or pin caps

Or Knock • Loose or worn main, crankpin or crosshead bearings
• Knock coming from cylinder end
• Damaged crosshead
• Loose crosshead balance weight
• Excess crosshead to guide clearance
• Excessively high crankcase oil level
• Loose crosshead pin or pin caps
• Improper lube oil selection

Cylinder or • Discharge bottle wedges loose or improperly adjusted

Frame Vibration • Compressor frame to cylinder or crosshead guide mounting bolts loose
• Bottle/piping acoustical pulsations
• Drive train misalignment
• Excessive crosshead guide clearance (crosshead slap)
• Inadequate support of compressor skid to foundation
• Loose bolts connecting skid to foundation
• Mechanical problems with driver
• Unequal reciprocating balance weight on opposing throws

April 2008 - Page 117 of 126 - H302 Manual

 Situation Potential Common Causes

Low Oil • Low oil level

Supply • Oil pump failure
Pressure • Oil pump cavitations from excessively cold oil
• Oil pressure regulating valve improperly adjusted
• Oil filter element – dirty, restricted, or collapsed
• Defective pressure gauge
• Oil foaming - high oil level being struck by
counterweights
• Internal running gear leakage - excessive bearing
clearance
• Mechanical defects in compressor frame

Temperature • Temperature control valve element temperature incorrect,

• Temperature control valve improperly installed or stuck

Crankcase Oil • Cold oil / insufficient head pressure

Level High/Low • Oil makeup system isolation valve closed or strainer
plugged
• Oil makeup system out of adjustment or leaking

High Oil Filter • Filter media plugged

Differential • Cold weather / high oil viscosity
Pressure • Oil contaminated with water (condensed during
shutdown)
• Oil pressure gauge(s) reading improperly

“No-flow” • Lube line blockage or crushed tubing,

Shutdown, causing rupture disk to blow-out
Cylinder Lube • Rupture disk cap torque excessive. Scored disk lowers rupture pressure setting
• Incorrect rupture disk or fitting for application
• Inadequate lube oil supply to pump
• Faulty high-pressure oil pump feeding distribution blocks
• Distribution block failure
• DNFT failure
• Oil injection point check valve blockage or failure
• Incorrect DNFT Magnetic base

April 2008 - Page 118 of 126 - H302 Manual

Situation Potential Common Causes

Valve Breakage • Liquid carryover

or Wear • Improper valve tailoring – lift, material, springing or assembly
Abnormal • Solid abrasive debris entering cylinder with gas stream
• Excessive oil supply
• Off design operating condition
• Gas composition change
• Gas system resonant pulsation
• Incorrect center bolt torque

Carbon Coated • Excessive cylinder lubricating oil

Valves • Improper cylinder lube oil selection
• Oil carryover from inlet scrubber or from previous stage
• High temperatures from leaking or broken valves
• Excessive temperatures due to high compression ratio across cylinder
• Excessive temperatures due to high inlet gas temperature to cylinder

Packing • Inadequate lube oil supply rate, break-in versus normal rates
Over • Lubrication supply failure
Heating • Improper lube oil selection and associated lube rate
• Worn packing rings
• Contaminants (liquid or solid) affecting packing rings
• Improper packing ring clearance; side or end
• Contaminants (liquid or solid) affecting packing rings
• Piston rod wear – scored, tapered or out of round
• Excessive piston rod run-out
Excessive
• Worn packing rings
Packing
Leakage • Packing case bolts loose
• Packing rings incorrectly assembled/installed
• Improper lube oil selection and associated lube rate
• Contaminants (liquid or solid) affecting packing rings
• Packing not seated or properly run-in
• New packing installed on worn rod or damaged packing case
• Improper packing ring side or end clearance
• Oil dilution from liquid carryover

Packing Wear
Excessive • Improper oil supply – excessive or inadequate
• Inadequate lubrication – incorrect oil type, viscosity or amount

Ring, Piston, • Piston Rings Worn, Stuck or Broken

Liner & Cylinder • Piston Rings Worn, Stuck or Broken

April 2008 - Page 119 of 126 - H302 Manual

Situation Potential Common Causes

Wear Excessive • Cylinder or piston worn or scored

• Oil dilution from liquid carryover

Wiper Packing • Worn packing rings

Leaks • Packing rings incorrectly assembled/installed
• Packing not seated or properly run-in
• Worn or scored piston rod
• Contaminants (liquid or solid) affecting packing rings
• Improper packing ring clearance; side or end

High Discharge • Excessive compression ratio across cylinder – back pressure from
Gas leaking suction valves or piston rings of next higher stage cylinder
Temperature • High cylinder suction gas temperature
• Reduced cylinder suction pressure - flow restriction, inlet strainer screen
debris, suction pressure control valve or inlet scrubber restriction
• Leaking discharge valves or piston rings
• Fouled intercooler piping
• Improper lube oil selection or rate
• Change in cylinder mode of operation, from single-acting (SA) to
double-acting (DA)
High Discharge • Excessive compression ratio across cylinder – back pressure from
Gas Pressure leaking suction valves or piston rings of next higher stage cylinder
• Downstream line obstruction or isolation valve closed

Inadequate • Unit recycle vent or scrubber dump valve open or leaking

Compressor • Compressor speed lower than rating
Output Flow • Compressor suction pressure lower than rating
• Cylinder head end VVCP unloader improperly adjusted
• Suction pressure gauge reading higher than actual
• Incorrectly calibrated gas flow meter
• Damaged or incorrectly installed orifice plate in gas flow meter
• Leaking valve around gas flow meter
• Liquid drop out between stages of compression
• Downstream line obstruction or isolation valve closed
• Damaged cylinder valves
• Damaged piston rings
• Incorrect compressor valve use, valve not properly tailored for
application
• Metered gas flow inaccurate or not counting upstream deductions
for engine start/fuel gas, dehydration unit, and other auxiliary
equipment

April 2008 - Page 120 of 126 - H302 Manual

Situation Potential Common Causes

Crankshaft • Clogged top cover breather

Drive End Seal • Back pressure from excessive cylinder
Oil Leak packing leak
• Excessive seal wear due to incorrectly
adjusted front cover
• Excessive seal wear due to drive coupling
misalignment

Gas Safety • Faulty or improperly adjusted pressure safety valve (PSV)

Relief Valve • Back pressure from leaking suction valves or piston rings of higher stage
Popping cylinder downstream
• Downstream line obstruction or isolation valve closed
• Discharge line check valve restriction – sticking or damaged
• Gas cooler tubing restriction – fouled or exceeds flow capacity

April 2008 - Page 121 of 126 - H302 Manual

 H SERIES COMPRESSOR TOOLS

Standard Tools, included with toolbox shipped with H Series compressor frame are:
Crosshead Jam Nut Wrench 406-6412
Piston Nut Spanner Tool 406-4096
Piston Rod Packing Tool Guide 407-4885

Optional Tools are available on special order:

HP Fan Shaft Collar Capscrew Torquing Tool 427-6176
Crankshaft Drive End Oil Seal Driver 407-7939
Crankshaft Gear Installation Driver 407-7922
Crankshaft Inner Bearing Driver 407-7914
Crankshaft Rear Main Bearing Driver 407-7906
Crankshaft Main Bearing Remover and Installer 407-7899
Includes 407-0915 Plate
407-0867 Driver
407-0915 Block
407-0689 Plate
3/4" All-thread puller rod
3/4 Nuts

April 2008 - Page 122 of 126 - H302 Manual

Section H – GE OIL & GAS CONTACT INFORMATION
A. GE HSR Compressor Contact Information
1. New Units, Frames, Cylinders & Cylinder Bodies – for name plated components
2. GE HSR – Important Locations
3. 24 Hour Technical Assistance Hotline(Customer Support)
5. Technical Hotline Instructions

B. Parts Super Center Contact Information

1. Renewal Parts Quotations & Orders
2. PSC Location
3. Parts Technical Assistance Hotline
4. Technical Hotline Instructions

C. Training
D. CD

24 Hour Technical Assistance: 832-978-9780 (Phone)

24 Hour OEM Replacement parts: 1-866-565-2303 (Phone) 1-513-774-4018 (Fax)
Parts Technical Assistance: 281-507-1171
Parts Webpage: www.partsdirect.ge.com
Email address for replacement parts inquiries: [email protected]

April 2008 - Page 123 of 126 - H302 Manual

A. GE HSR Compressor Contact Information

GE High Speed Reciprocating (HSR) Compressors

New Units, Frames, Cylinders & Cylinder Bodies – for name plated components
• 24 Hour Technical Assistance (Customer Support) +1-832-978-9780
• Online GE HSR Webpage - Tech Data (requires access sign-in authorization):
http://supportcentral.ge.com/products/sup_products.asp?prod_id=51671
• Email address for new unit orders and inquiries: [email protected]
• Fax Number for new unit orders and inquiries +1-920-303-8101

GE HSR – Important Locations

High Speed Reciprocating Compressors – HQ
1333 West Loop South, Suite 800
Houston, TX 77027 USA www.geoilandgas.com
Phone: +1-713-803-0900, Fax: +1-713-803-0499
**************************************************************************************************************************
Manufacturing and Warehouse – New Units
3300 Medalist Drive
Oshkosh, WI 54902-7126 USA
Phone: +1-920-323-6000, Fax +1-920-323-6195
***************************************************************************************************************************
Remittance Address – New Units
GE Oil & Gas Inc.
PO Box 848542
Dallas, TX 75284 USA
***************************************************************************************************************************

24 Hour Technical Assistance Hotline(Customer Support)

GE HSR Field Service Technicians or Switchboard Operators will answer telephones during normal
GE business hours, Central Time - USA or after hours by voice mail. Contact a GE Authorized
Distributor to purchase OEM Parts.

Technical Hotline Instructions:

The “after hours” technical hotline telephone call assistance system works as follows:
1. Call Technical Services hotline. Calls are answered by voice mail.
2. Leave a message: caller’s name, telephone number, serial number of equipment in question
(frame, cylinder) and brief description of the emergency situation. Also be prepared with a
description of the type of machinery, the frame and/or cylinder serial number, bore and stroke,
driver, and type of gas are all helpful.
3. Your voice message routes to an on-call representative, who will respond as soon as possible.

April 2008 - Page 124 of 126 - H302 Manual

B. Parts Super Center Contact Information

Parts Super Center (PSC) Location: 7602 Woodland Drive, Suite 200
Renewal Parts Quotations & Orders Indianapolis, IN 46278 USA

Renewal Parts, Sub-assemblies & CMU (Conversion, Modification & Up-rate) Kits
OEM Compressor Parts for GE HSR, Gemini, Energy Industries, Chicago Pneumatic
• Normal Ordering Hours (8AM – 6PM EST, Monday to Friday)
Phone: +1-866-565-2303 Fax: +1- 513-774-4018
• Ordering After Hours (6PM – 8AM EST, Monday to Friday)
Phone: +1-866-880-4674
• 24 Hour Technical Assistance (Customer Support)
Phone: +1-281-507-1171
• Online PSC Webpage (requires access sign-in authorization):
Webpage: www.partssupercenter.com
• Email address for replacement parts inquiries and orders:
[email protected]

Parts Hotline Instructions:

If you do not have part numbers, or if your part numbers are in question, always supply GE with the
frame and/or cylinder serial number.

Compressor valves are often trimmed after they leave the factory. If you have any concerns with the valve
trim (springs, etc), GE will make a valve trim recommendation. Please provide the gas pressures, gas
constituents, and compressor details.

C. GE High Speed Reciprocating Compressor Training

GE High Speed Reciprocating Compressor offers a three - day training class every quarter. Classes are
typically in Oshkosh, and Houston. Size is normally limited to 15 people per class. Special classes at your
job site can be arranged for special circumstances. Contact GE Oil & Gas sales for details.

D. GE High Speed Reciprocating Compressor Tech CD

GE HS Reciprocating Compressor distributes technical bulletins, updated parts books, updated operations
manuals, and the latest version of our compressor performance program by means of the GE High Speed
Reciprocating Compressor Technical Data CD and our website. Updates are often quarterly please contact
GE for the latest CD.

April 2008 - Page 125 of 126 - H302 Manual

 Section I – Appendices
Listed below are the Compressor News applicable to the H302 compressor:

CN 01-005 Magnetic Cycle Indicator

CN 02-002 Frame Maintenance Kits
CN 02-007 New Preservation Procedure
CN 04-002 Discharge Temperature Shutdown
CN 04-007 Compressor Troubleshooting
CN 04-011 Hold Down Bolts
CN 05-003 Rupture Disks
CN 05-004 GE Parts Supper Center
CN 05-005 Lubricator Pump Up Grade
CN 05-009 DNFT Magnetic Assemblies
CN 06-003 DNFT LED
CN 06-004 Variable Volume Clearance Pockets
CN 06-005 CN 06-005 (Replaced by 07-004)
CN 06-010 GE High Speed Recip Contacts, rev 10
CN 06-014 Operating Limits
CN 07-003 Front Cover Bearing M and H two throw frames
CN 07-004 M & H Filter – Mounted, 2 throw frames
CN 07-008 Startup Checklist – all models
CN 07-011 M&H Front Cover Rebuild

April 2008 - Page 126 of 126 - H302 Manual