Page 154 - Rotating Machinery Pratical Solutions to Unbalance and Misalignment
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Rotating Machinery: Practical Solutions

                 Substituting the readings from Example 8-3 into Equations
            (8.5) and (8.6) yields plus two mils (+2) for the rim indicator and
            zero (0) for the face indicator.
                 Either method can be employed to achieve good results. In
            general, the calculator method is slightly more accurate. The
            larger the scale chosen for the graph, the better the accuracy.
            However, it is always advisable to work both methods to assure
            there is no mistake.
                 When approaching an alignment problem, break it down into
            simple parts. If an equipment train consisted of a steam turbine,
            gearbox, centrifugal pump, a second gearbox, and a diesel engine,
            the problem is no more complex than a simple pump and electric
            motor. Establish the stationary piece of equipment, and then align
            the next piece to it. It then becomes the stationary piece of equip-
            ment for the subsequent alignment. Continue until all the equip-
            ment is aligned. This will work even if the chosen stationary
            equipment is in the center of the train of equipment.



            EQUIPMENT WITH DRIVESHAFTS

                 Dealing with equipment with driveshafts, such as aligning a
            cooling tower fan, is also a straightforward process. The fixture is
            first set up across the coupling from the motor to the drive shaft,
            and readings are taken. Next, the fixture is moved and placed on
            the drive shaft to read across the coupling to the gearbox. Again
            readings are taken.
                 In the first case, the B and C distances were from the gear box
            feet to the rim indicator stem, while it was mounted to the motor
            shaft. In the second case, the B1 and C1 distances are from the gear
            box feet to the new indicator location. By superimposing these
            two graphs, the total correction required is shown. Simply count
            or measure the corrections for each foot and add them together.
            The result is the actual correction required. Thus, you only need to
            make one corrective move for both couplings.
                 In Figure 8-20, if the first run inboard correction is plus five
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