OISD-123

Amended edition

FOR RESTRICTED
CIRCULATION

No.

INSPECTION OF ROTATING EQUIPMENT COMPONENTS

OISD - 123
First Edition, January 1990
Amended edition, August, 1999

Oil Industry Safety Directorate

Government of India
Ministry of Petroleum and Natural Gas

1
 OISD - 123
First Edition, January, 1990
Amended edition,
August, 1999

FOR RESTRICTED
CIRCULATION

No.

INSPECTION OF
ROTATING EQUIPMENT COMPONENTS

Prepared by

COMMITTEE ON
INSPECTION OF ROTARY EQUIPMENT

OIL INDUSTRY SAFETY DIRECTORATE

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

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 NOTE

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

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

This document is intended to supplement rather than replace

the prevailing statutory requirements.

Note 1 in superscript indicates the modification/

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

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 FOREWARD

The Oil Industry in India is 100 years old. As such a variety of practices are
in vogue because of collaboration/association with different foreign companies and
governments. Standardisation in design, philosophies, operating and maintenance
practices at a national level was hardly in existence. This, coupled with feed back
from some serious accidents that occurred in the recent past in India and abroad,
emphasised the need for the industry to review the existing state of art in designing,
operating and maintaining oil and gas installations.

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

The present document on Inspection of Rotating Equipment components

was prepared by the Functional Committee on "Inspection of Rotary Equipment."
This document is based on the accumulated knowledge and experience of industry
members and the various national and international codes and practices. This
document is meant to be used as a supplement and not as a replacement for
existing codes, standards and manufacturer’s recommendations. It is hoped that the
provisions of this document if implemented objectively may go a long way to improve
the safety and reduce accidents in the Oil and Gas Industry.

Suggestions are invited from the users after it is put into practice to improve
the document further. Suggestions for amendment, if any, should be addressed to:

The Coordinator,
“Committee on Inspection of Rotary Equipment”,
Oil Industry Safety Directorate,
2nd Floor, “Kailash”
26, Kasturba Gandhi Marg
New Delhi - 110001.

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.

COMMITTEE ON
INSPECTION OF ROTARY EQUIPMENT
List of Members
___ _________________________________________________
Name Designation & Position in
Organisation Committee

____________________________________________________________

1. Sh.K. Gopalakrishanan Sr.Maint.MGR-CRL Leader

2. Sh.B.P. Sinha Chief Proj. MGR-MRL Member

3. Sh.Chotey Lal Ch. Engineer-ONGC Member

4. Sh.R.C. Chaudhary Office Engg. MGR-BPCL Member

5. Sh.K.M. Bansal Chief Maint. MGR-IOC Member

6. Sh.Ehsanuddin Director-OISD Member

7. Sh.R.M.N. Marar Joint Director -OISD Member

Coordinator
___ ______________________________________________________

In addition to the above, several other experts from industry contributed in the
preparation, review and finalisation of this document.

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 INSPECTION OF ROTATING EQUIPMENT COMPONENTS

CONTENTS

SECTION

1.0 Introduction

2.0 Scope

3.0 Definitions

4.0 Anti-friction bearing

4.1 Inspection procedure-Bearing Components
4.2 Acceptance/Rejection of bearings
4.3 Inspection Procedure-Bearing assembly

5.0 Coupling
5.1 Types of Coupling
5.2 Inspection and maintenance procedures
5.2.1 Gear type coupling
5.2.2 Bibby Coupling
5.2.3 Flexible type coupling
5.2.4 Love-joy coupling
5.2.5 Pin bush type coupling

6.0 V-Belt
6.1 Types of V-Belts
6.2 Inspection and maintenance procedures
6.2.1 Inspection checks during operation
6.2.2 Inspection checks during maintenance

7.0 References

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 INSPECTION OF ROTATING EQUIPMENT COMPONENTS
1.0 INTRODUCTION
The rotary equipment plays a vital role in
hydrocarbon processing industry.
Timely inspection and maintenance of
rotary equipment will go a long way in ensuring
safer operations of the installations in Oil
Industry.
2.0 SCOPE
This document covers the inspection
procedure to be followed for anti-friction
bearing, (both new and used), coupling and V-
belt.
3. DEFINITIONS
i) Tension: Tension in a belt is defined as a
force acting length-wise and is tending to
elongate the belt.
ii) Torque: It is the effectiveness of tension
which produces rotation about axis.
iii) Slack side tension: It is the minimum
tension for a given condition below which
the drive will not operate.
iv) Tight side tension: It is the sum of
effective tension and slack side tension.
v) Creep: Belt creep is defined as an
alternate lengthening and shortening of
belt due to cycle of tight and slack
tensions. It results in loss of driven speed.
vi) Arc of contact: Arc of contact is defined
as:
A = 180-60(D-d)/C
Where A = Arc of contact in degrees
D = Dia of bigger pulley in inches
d = Dia of smaller pulley in inches
C = Centre distance in inches.
4.0 ANTI-FRICTION BEARING
4.1 INSPECTION PROCEDURE-BEARING
COMPONENTS
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The objective of this examination is to
discover all visible defects such as rust, stains,
discolouration, cracks, excessive wear,
indentation marks caused by careless
mounting and blemishes on the surfaces of the
bearing component.
The above examination should be carried
out methodically. Take one bearing at a time
and follow a definite system. Start by looking
at the outer ring and examine its outer
cylindrical surface, side faces and inside
surfaces. Follow the same procedure with the
inner ring and then go on to the cage and
rolling elements if these parts are accessible
for inspection. (If the bearing is of the self
aligning type, the inner ring can be swivelled
relative to the outer one to enable the rolling
elements and outer to be examined).
Next inspect the bearing accessories
such as the adapter sleeve, nut and locking
washer and finally examine the bearing
seatings on the shaft and on the bearing
housing.
4.2 ACCEPTANCE/ REJECTION OF
BEARINGS
The acceptance/rejection of bearing should be
finalised after evaluating the following points:
i) Rust can be the cause of a bearing
scrapped if it is on the rolling elements or
tracks, and this also applies to deep-
seated corrosion which may produce a
fault on the inner ring or shaft where a
fracture is likely to occur; in other cases it
may be sufficient to remove the rust.
ii) Slight discolouration of the rolling
elements or tracks is of no importance, but
if the rolling elements or the rings are
blued or very brown, the bearing should be
scrapped, since this indicates that the
bearing has run hot and has probably lost
some of its surface hardness.
iii) Fractures and cracks are in all cases a
sufficient reason to scrap a bearing. Wear
of the bearing seating on the shaft or in
 the housing means the loss of the bearing it should be placed on a clean table and
fit with regard to particular component, subjected to a steady pressure at the same
and then worn out part should be replaced time as it is rotated. Listen to the noise and
if it cannot be repaired. In such a case note how the bearing is running. The noise of
particles of abraded material have the bearing when rotated should be soft, and
probably entered the bearing and caused not harsh, and the bearing should reduce
wear of associated components. It can speed smoothly before stopping. If the
also occur due to the ingress of dirt bearing sticks or moves sluggishly, this may
through the seals. If the rolling elements possibly indicate that there is still dirt in it, and
and tracks are worn, there is an increase the bearing should be cleaned and tested
in the bearing clearance and a reduction in again. If running is still sluggish or not smooth
the running accuracy. Some bearings are it may be that the rolling elements or tracks
designed so that the bearing clearance are damaged, and the bearing should,
can be controlled by axial adjustment, but therefore, either be scrapped or, in the case of
if this cannot be done or if the running large bearing, sent to the manufacturer for
accuracy is of great importance, the examination.
bearing should be replaced. Slight wear of
the cage does not mean that the bearing 5.0 COUPLING
has to be scrapped, but any significant
wear gives rise to the risk of failure in
5.1 TYPES OF COUPLING
which case, the bearing should be
scrapped.
The following types are commonly used:
iv) Indentations and other marks are
i) Gear type flexible coupling
dangerous, if they are in the rolling
ii) Bibby coupling
elements or the tracks. The bearing
iii) Flexible metallic membrane coupling
should also be scrapped if the cage is
deformed or if a side plate has been
a) Meta stream type
buckled, because a defect of this type may
b) Metaflex type
result in the bearing becoming
c) Membrane type
unserviceable during operation. If any part
d) Spoked form
of a seal is bent, it should be replaced if it
e) Ring form
cannot be straightened accurately,
otherwise the seal will not function
iv) Flexible tyre type-spacer made of
properly and the bearing will be exposed
rubber tyre
to dirt. Seals of synthetic rubber or leather
v) Love-joy coupling
should be scrapped if they are worn or
vi) Pin-bush type coupling
scored. Marks on the shaft at a point
where rubbing seal makes contact are
5.2 INSPECTION AND MAINTENANCE
liable to wear the seal, and such seals
PROCEDURES
should, therefore, be removed.
It is a general practice to check the
v) Blemishes of different types may occur on
coupling along with the equipment check list.
the rolling elements and the tracks. They
The frequency of checking of coupling should
are nearly always a sufficient reason for
depend on:
the bearing being scrapped.
i) Type of coupling used
4.3 INSPECTION PROCEDURE-BEARING
ii) Type of service and
ASSEMBLY
iii) Alignment reading.
Having examined the individual parts of
5.2.1 Gear Type Coupling
the bearing arrangement, the running of the
bearing should be checked. If no special
Gear type coupling can be divided into:
equipment is available, the inner ring should
simply be held with one hand whilst the outer
i) One used in high speed centrifugal
ring is rotated with the other. In the case of a
machines.
single row angular contact ball bearing, the
ii) One used in rotary equipment upto an
bearing should be held so that the thicker part
rpm of 3600.
of the inner ring and the thinner part of the
outer ring face downwards. If a thrust bearing,

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 The following procedures shall be followed
in the case of Gear Couplings used in high
speed machines:
a) During Installation:
 Ensure that the coupling halves are
dynamically balanced with the rotor.
 Hubs should be installed on the shaft
as per the manufacturers'
recommendation for hub hit and
temperature rise for hub. To prevent
the risk of seizure when dismantling at
a later date, the shaft end should be
smeared with ‘molykote’ before shrunk
on the hub. Ring sleeves or covers
are to be slipped.
 After the shrinking on, the hubs must
be checked for their radial trueness.
The table below shows the allowable
values in respect of rpm.
Revolution 5000 2000- 1000- 500- 500
per minute 5000 2000 1000
Max. 0.01 0.015 0.02 0.03 0.05
allowable
error in
mm
b) During maintenance
 About 100 hours of run after the initial
start up, the coupling should be
dismantled and thoroughly cleaned,
for the bulk of the dirt in the oil system
collects in the coupling due to
centrifugal force. Special attention
should be paid to the annulus and oil
parts to the individual teeth in the hubs
and the oil return ducts in the sleeves.
 After the initial check and ensuring the
cleanliness of the lubricant, the
periodic cleaning and checking should
be carried out once in a year or 8000
hours of operation whichever is earlier.
 Holes, bolts and nuts should be
marked before dissembling the
coupling so that they are fitted in the
same place on reassembly.
 After every dismantling operation, the
safety nuts should be checked for their
self locking effect. If a nut can be
tightened by hand onto the bolt as far
9
as the stop face, then the nut must be
replaced.
The following procedures should be followed in
the case of Gear Coupling used in rotary
equipment upto an rpm of 3600. (These types
of couplings are normally grease packed):
 The coupling should be dismantled
and cleaned after 4000 hours of
operation. But in the case of couplings
installed in hot pumps, they should be
inspected once in six months or 4000
hours of operation whichever is earlier.
 Coupling should be dissembled only
after putting the match marks.
 After dissembling clean the old grease
with solvent oil and check for wear
and tear of teeth.
 While assembling ensure that the
gasket /O - ring is properly inserted
between the flanges.
5.2.2 Bibby Coupling
The principle behind this coupling is that of
connecting two grooved discs or hubs, one on
the driving and the other on the driven shaft by
a grid spring.
These couplings should be inspected after
4000 hours of operation. The following
procedure should be followed:
i) Discouple and thoroughly clean the
coupling halves and grid spring. Check
for any damage/breakage.
ii) After checking alignment and ensuring the
gap between the coupling apply fresh
grease on the coupling halves.
iii) Insert the grid spring and apply more
grease. Put back the covers ensuring
the O rings are not damaged.
5.2.3 Flexible type coupling
These types of couplings (which do not
require any lubrication) should be inspected as
per the following procedure:
i) Discouple and check the coupling after
4000 hours of run. Mostly the failure on
membrane type is that of fatigue or
fracture of one or more of the
membrane units.

ii) Check membranes/diaphragms and
replace it even if found partially worn out
or cracked.
iii) Check alignment in all directions which
may be the main cause of tyre failure.
Note 1
5.2.4 Love-joy Coupling
The following inspection procedure should be
adopted:
i) Check wearing out of hubs spacer and
pads after 4000 hours of operation.
ii) Renew worn out parts/pads as required.
iii) Check for broken bolts in use of spacer
type coupling. Note 1
5.2.5 Pin bush type coupling
The following inspection procedure should be
adopted:
i) Check the coupling after 4000 hours of
operation.
ii) Check for wear out pin/bushes and
damages to locking arrangement.
iii) Replace the parts as required.
iv) Ensure that all bolts and nuts have
same weight to avoid imbalance.
v)Tighten coupling bolts to recommended
torque.
6.0 V - BELT
6.1 TYPES OF V-BELTS
The following types are commonly used:
i) Light duty or fractional horsepower V-
belt. These are typically used as single
belt with fractional horsepower motors
for infrequent or intermittent use only.
They are manufactured as per
'Standards for Light Duty V-belt of
Rubber Manufacturers' Association'.
ii) Multiple V-belt To properly belt the
variety of drives, five standard sizes of
cross sections are available. They are
denoted by A, B, C, D & E cross
sections. The belts manufactured under
these sizes may vary in dimensions as
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per allowable tolerance. The matching
limits for one set of belts varies from
0.1" to 0.7" for various sections and
standard lengths. Therefore, effective
method of ensuring the cross sections of
V-belt is to observe its fit in a standard
groove. In a set of V-belt on a particular
drive it is essential that all belts must
have equal tensions. This can only be
achieved if all belts in a set are of same
length or they are within permissible
matching length.
6.2 INSPECTION AND MAINTENANCE
PROCEDURES
i) Check the set of belts for exact length
ranges i.e. the belts should be in
matched sets.
ii) Check the sheave groove with a
template for ensuring the tight fit.
iii) Always ensure that the set of belts is
from one manufacturer only.
All the bolts must have manufacturers’
original mark imprinted on it. Note 1
iv) Ensure replacement of belt in full set
whenever required. Note 1
6.2.1 Inspection checks during operation
While in operation, check the belts once in a
week whether:
i) the belts have become loose
ii) the ply threads have started coming out
iii) the belts are touching the guards
iv) the guards are properly bolted with
main frame or a separate support.
v)black dust started coming off from the
belts
vi) tension is proper
6.2.2 Inspection checks during
maintenance:
i) Check the sheave for any abnormal wear
out. Replace the sheave or repair it to
correct the dimension.
ii) Belts shall be free from oil or grease which
leads to softening or swelling of belt.
iii) In case of spin burn or slipping over
driven sheave, tension on belts is to be
increased.
iv) For belts getting turn over in grooves,
check misalignment of drive and driven
pulleys/shafts.
v)For excessive vibration, tension in belts
has to be adjusted.
vi) Belts fail prematurely under excessive
tension, therefore, adjust the tension
properly.
vii) Sometimes belts stretch beyond take up
length due to drive operating under
excessive tension, poor adjustment,
belts stored in a damp area. So care is
to be taken to avoid over tensioning and
store it properly.
viii) In case of loss of driven speed, check
the belts for excessive slip, loose belts
or pulley ratio not correct. For
excessive slip shutdown the drive and
check the temperature by feel with care.
In case of excessive slip, temperature
will be high enough to burn the
operator's bare hand. So increase
tension or replace the belt set/or repair
the worn out sheaves.
ix) Sometimes, the belts are mismatched
after service mainly because of old and
new belts are mixed. To avoid this, new
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belts of matched set manufactured by
one firm is to be used.
x)Check the condition of sheave every
month i.e. after 800 hours of run; and
repair as required.
7.0 REFERENCES
The following codes, standards and
publications have either been referred or used
in the preparation of this standard and the
same shall be read in conjunction with this
standard.
i) Manual of S.K.F. Bearings
ii) Instruction Manuals of rotary equipment
(by manufacturers)
iii) API-671 on special purpose couplings.
iv) Catalogue on Messers Wellman
Incandescent India Limited on "Bibby
Resilient Coupling".
v) Catalogue on Messers "Love joy flexible
coupling".
vi) Catalogue on Meta stream coupling.
vii) Catalogue on Moss Gear coupling
viii) Catalogue on Zudd coupling
ix) Fenner catalogue
x) "Good Year" catalogue on V-belt.
xi) Catalogue from Messers Dunlop
xii) Machinery hand book by Horton
xiii) Standards for Light duty V-belt of
Rubber Manufacturer's Association.
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