A.F.

CONDITION MONITORING (M) SDN BHD

AFCM
SBO TECHNICAL REPORT
Analysis Date:
25th March 2015

Report Date:
2nd April 2015

Title:
G6600 Vibration Analysis
(Root Cause Engine Failure Study #2)

Site:

Erb West Platform

Reported For: M. Subhinor Hassim Report No.: VB0415-02

SRM3 Executive
Contract No.: CHO/2013/SKO-
Khairul Anwar B M Noor BRM/0002
Technical Professional Type: (Routine/ On Call)

Gavin Warren Halls Equipment: AMS Suite

M&E Specialist
Reported By: Ahmad Nu’man B. Ahmad Fawzal i. Name: AMS Suite
CBM Specialist
Cat II Vibration Analyst Model: Version 5.2

Serial No.:
ii. Name:

Model:
Serial No.: -
Checked By: Ahmad Fawzal B. Mohd Noor iii. Name: -
Managing Director
Cat IV Vibration Analyst Model: -

Serial No.: -

A. F. Condition Monitoring (M) Sdn Bhd

G-2-1, 2nd Floor Block G,
Karamunsing Capital, Kg. Karamusing
KK 88902 Sabah
Tel/Fax: +6088-448891 (Sabah)
Tel.: +603-6273 4078/ 9 (HQ)
Fax: +603-6273 4080
Email: admin@afcm.com.my
Website: www.afcm.com.my
 1. Vibration Severity Guideline
Table 1: Vibration indicator (mm/s RMS)

Level Indicator Notes/Description

A Test-bed / Design / Commissioning Level
(<4.5)
B Acceptable for in-field operation
(>4.5)
C Analysis and Possible Correction Provided. Clarify with operation and
(>9.3) OEM needed.
D Urgent Correction or Shutdown
(>14.7)
N/A Equipment Not Running

Refer Appendix 1: ISO 10816-4 for mechanical vibration for non-rotating parts (Gas turbines set
with fluid-film bearings)

2. Background & Purpose

The machinery (EW G6600 Saturn 10) discussed in previous RCFA will be revisited for
understanding further on its nonlinear behavior. Recall that this unit was completely installed on 7th
FEB 2013 and was failed to back for online on 20th JUNE 14 after unit offline due to abnormality
found on certain parameters. A series of data set presented in this report are taken from 27th Dec
2012 to 28th Dec 2014. The intention is to provide general idea on unit behavior throughout the
operation.

Structure Review

 Turbine inlet located at

beginning of skid.

 Turbine exhaust is couple

with gearbox (epicyclic)
shaft.

 Measurements Procedure:

1. Offline Method (HVA)

2. Online Method (V)

*H=Horizontal, V=Vertical,
A=Axial

Vibration Probe Location. Courtesy: SolarTurbines.com

 3. Timeline

Phase 1: (Old Engine)

Jan 2013: Predecessor engine was noted a vibration level at GG around 4.5 mm/s RMS and PT side
shows level around 8mm/s RMS. Meanwhile at GB, alternator side shows stable around less than 3 mm/s
RMS and 2 mm/s RMS respectively.

Mac 2013: After engine has been completely changed results at PT side shows significantly drop to less
than 2 mm/s RMS. While GG and others, remains as per previous level. This present engines shows
improvement in imbalance grade on PT component.

LOC. Figure 1: Trending plot of PT Vertical acquired from Bently Sensor

PT
Engine

(mm/s
RMS)

Phase 2: 2nd Quarter 2013

May 2013: PT side shows gradually increase with introduction of PT harmonics that cause additional
vibration with level around 5mm/s RMS. This event was created a noise/haystack on spectrum which
continued for several months.

Jun 2013: GG side gradually shows an incline trend. Highest level was achieved around 6mm/s RMS.
Vibration element contribution was seen on spectrum with dominant of 1500CPM at GG side.
 LOC. Figure 2: Spectrum plot of PT Vertical acquired from Bently Sensor
from Mar13 until Nov 13

PT
Engine

(mm/s
RMS)

Phase 3: 3rd Quarter 2013

Aug 13: GG side shows drops of vibration with elimination of force element from 1500CPM. Unit was back
to vibration level less than 4 mm/s RMS. At PT side, the result was seen a similar trends pattern which put
unit back to vibration to less than 4 mm/s RMS.

LOC. Figure 3: Trending plot of GG Vertical acquired from Bently Sensor

GG
Drive

(mm/s
RMS)

Phase 4: 4th Quarter 2013

Oct13 to Dec 13: No significant changes on unit GG and PT side. The other component such gearbox and
alternator remains stable vibration condition.
Phase 5: 1st Quarter 2014

Jan 2014: GB results measured from permanent sensor shows sudden increase with overall value out of
range. This was contributed by low frequency element. This was suspected due noise disturbance from
panel as offline results show normal results.

March 2014: GG side shows unit gradually decreased to level close to 3mm/s RMS while PT side shows
inclination to level around 7mm/s RMS. The contribution of this scenario was from unknown element
19000CPM harmonics. Haystack deformation was seen in spectrum and this was discussed in earlier
analysis report.

Figure 4: Trend and Spectrum plots of GB Vertical during Jan 14 and Mac
LOC.
14 operations.

Gearbox

(mm/s
RMS)

Phase 6: 2nd Quarter 2014

Apr - May 2014: Unit GG side shows changes at GG turning speed (1X). Force contribution from 1X was
noted a changes from level around 3.5 mm/.s RMS to 4mm/s and saturated at 5mm/s RMS on May 2014.

On the other hand, during GG showing increased by it 1X, the PT side shows decreased vibration which
contributed by reduction force created form it turning speed and missing of haystack pattern.
 LOC. Figure 5: Spectrum plots of PT during Mac 14 till May 14 operations.

ENGINE

(mm/s
RMS)

Phase 7: 3rd Quarter 2014

June 2014: This was final measurement of this engine before unit reported failed. The overall vibration of
GG side shows slight reduction from May reading, with level around 5mm/s RMS as well as PT side around
3mm/s RMS. However, the 1X contribution of GG shows significant drops from 2.6 mm/s to 0.279mm/s
RMS.

Meanwhile, at inboard alternator, a symptom of electrical line frequency imposed a high vibration
recorded on unit. However, alternator NDE side was still remains stable at value less than 2mm/s RMS.

Aug 2014: After reported engine was not able to back online, this was the first measurement made on the
replacement engine. GG side shows vibration was at same level as previous engine (failed engine) around
5mm/s rms. However, on 29th Aug unit shows sudden improvement to level around 4mm/s RMS. This
improvement was seen after unit was free from exposure to 1500CPM element (improvement on
alignment).

LOC. Figure 6: Spectrum plots of GG during Mac 14 and May 14 operations.

GG
Drive

(mm/s
RMS)
 Figure 7: Trend and Spectrum plots of ALT I/B during Jan 14 and Mac 14
LOC.
operations.

Alternator
Inboard

(mm/s
RMS)

Phase 8: 4th Quarter 2014

Nov 14: With this new engine, a sudden increase vibration was seen at PT side with introduction by low
frequency element on spectrum. The results were back to normal on Dec 14.

Figure 8: Spectrum plots of PT shows ski slope/ bad data acquired by

LOC.
Bently sensor

ENGINE

(mm/s
RMS)
 4. Conclusion

In conclusion, throughout the operation of G6600 premature failure it were seen varies of abnormality
symptom.

1) During early beginning of engine change out, spectrum results was clean with nominal and
identified pattern. Then, strong harmonics of PT appears with additional of noise/haystack on
spectrum. A stable/clean pattern was remains no longer than 2 months period only (Mar – Apr
13). Unit continued running without prediction that this unclear pattern could be from un-formality
of blade contour. It only confirms after seen results from engine stripped.

2) Then unit GG shows increased by 1500CPM which equivalent alternator speed. This may introduce
by alternator although it located far side from GG. Trending on alternator found similarity on the
changes. Therefore, we suspected this element was due to alignment malfunction. Then unit
continues to remain operates with non-linear vibration trend condition on 3rd to 4th quarter of
2013.

3) On Apr 2014, a haystack which forms at PT site imposed another unidentified change on unit. The
pattern was missing from spectrum. However, another significant changed shows at GG side
where noted a sudden increase of synchronous speed element (1X). This element usually
presenting imbalance criteria on rotating component. As GG unit increase with it synchronous
speed, PT side shows reduction from it synchronous speed. This provide evidence of internal
component damage at GG side, while PT reduction was happen after a haystack deformation
which could suspected due to low compression level.

4) Comparison with OEM vibration shows unit can be operates up to 7 mm/s RMS for GG and 10.2
mm/s RMS for PT (Appendix 2). However, studies from spectra reveal abnormalities.

5) Alternator observed a high 2X life frequency before engine unit failed with exceeded trip limit at
DE side. This abnormal symptom was happen in sudden and NDE side was not affected.
Comparison with offline shows dissimilarity which concludes that is not a genuine data. Hence,
required verification on BN system by rep.

6) Low frequency in Gearbox online data also shows dissimilarity with Offline results. Hence, proof
online vibration system was exposed to some disturbance signal during operation.

7) Comparison with identical unit (G6590 and G6610) was found dissimilarity where, a normal
spectrum pattern was only comprises identified element such, alternator speed (1500CPM), shaft
turning speed (22000CPM) with small harmonics and 6000CPM which suspected 1st reduction of
epicycles gear speed. (Appendix 3)
APPENDIX 1: ISO 10816-4
APPENDIX 2: OEM Standard
 APPENDIX 3: Identical Unit Data

1) G6590
2) G6610