D E F Op Inst

GE Energy
Oil & Gas

Table of Contents
D, E, & F GAS COMPRESSORS
INSTALLATION AND OPERATING INSTRUCTIONS
SECTION CONTENTS
A Preface
B General Data
C Installation
D Operation
E Vibration
F Lubrication
G Maintenance
H Gemini Contact Information

GE Energy
Oil & Gas Section A – Preface
Gemini High Speed Reciprocating Compressors
CONTENTS
I. GENERAL SCOPE
A. Frame and Running Gear Assembly

B. Cylinder Assembly
II. WARRANTY
III. PROCEDURE FOR REQUESTING SERVICE, INFORMATION FOR

PARTS
IV. GAS COMPRESSOR RECORD
Sept 2004 2 of 85
GE Energy
Oil & Gas Section A - Preface
I. GENERAL SCOPE
GEMINI Gas Compressors designs, manufacturers and supplies to customers and

qualified packagers the following basic compressor components.
A. Frame and Running Gear Assembly
Normally includes:
1. Frame
2. Main (precision) Bearings and Bearing Caps
3. Cover Plates
4. Lubricating Oil Pump & Filtration System
5. Cylinder Forced Feed Lubricator System
6. Crosshead Guides
7. Crossheads with Pins
8. Crankshaft
9. Connecting Rods with Precision Bushings and Bearings
B. Cylinder Assemblies
Normally includes:
1. Cylinder with Liner
2. Cylinder Head(s)
3. Piston with Rings
4. Piston Rod
5. Valves and Valve Covers
6. Piston Rod Packing
7. Clearance Devices – Optional (Variable Volume Clearance Pocket, Valve Clearance
Assemblies, Valve Unloaders, etc.)
II. WARRANTY
Warranty is contingent on the following:
1. An authorized representative of GE Oil & Gas - GEMINI Gas Compressors or the

authorized packager 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. Starting and operating the compressor within the design limits stated in the Purchase Order
and GE GEMINI specifications.
Sept 2004 3 of 85
GE Energy
4. Proper completion of the Gas Compressor Start-Up Record form on Page’s 6 & 7, and
return of one copy within 30 days after initial start-up to:
GE Oil & Gas

ATTN: Warranty Administrator – Gemini Gas Compressors
1333 West Loop South, Suite 800
Houston, TX 77027 USA
Phone 713-803-0900 Fax 713-328-0520
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
A. Ordering Parts (Spare or Replacement)

B. Request for Technical Information or Service
Any request for parts, information and/or service should be sent to GE GEMINI Gas
Compressors. See section H for Gemini 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.
Sept 2004 Page 4 of 83

GE Energy
IV. GAS COMPRESSOR RECORD: Please complete and retain for your records.
DATE: ___________________________ MODEL: ________________________

SERIAL NUMBER RUNNING GEAR: _____________________________________
PACKAGER: ______________________ PACKAGER’s S/N: _________________
USER LOCATION: ___________________________________________________
CYLINDER NUMBER (SEE SKETCH)

1 2 3 4 5 6
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.
Part numbers are stamped on valves in the cylinders. If the valve is changed, re-stamp or scribe
with the correct number.
CYLINDER
NUMBER 6
CYLINDER
NUMBER 5
CYLINDER
NUMBER 4
CYLINDER
NUMBER 3
CYLINDER
NUMBER 2
CYLINDER
NUMBER 1
DRIVE END

GE Energy
MAIL TO: GE Oil & GAS

2707 North Loop West, Suite 200
Houston, TX 77008
Attn: Warranty Administrator – Gemini Gas Compressors
Start-Up Report for Packagers and Distributors No. S ______

SOLD BY: _____________________ COMPRESSOR MODEL: _________ SERVICE REP: _________________
ADDRESS: ____________________ S / N: _________________________ ORGANIZATION: _______________
OWNER: ______________________ NAME & MODEL OF DRIVER: _____ ADDRESS: ____________________
ADDRESS: ____________________ ______________________________ ______________________________
COMPRESSOR LOC: ___________ ______________________________ DATE OF START-UP: ____________
______________________________ DATE SHIPPED: ________________ FAB REP PERFORMING START-UP:
FABRICATED BY: ______________ DATE MFG: ____________________ ___________________________
FRAME LUBE OIL CYLINDER LUBE OIL GAS ANALYSIS
BRAND: ______________________ BRAND: ______________________ TYPE: ________________________

API CLASS: ___________________ API CLASS: ___________________ FILTRATION TYPE: _____________
VISCOSITY: ___________________ VISCOSITY: ___________________ DEW POINT: __________________
OIL CHANGE HOURS: __________ ADVISE CUSTOMER OF G.G.C.’S % OF H2S OR CO2: ____________
ADVISE CUSTOMER OF G.G.C.’? RECOMMENDATIONS?: _________
RECOMMENDATIONS?: _________ ______________________________
COLD ALIGNMENT HOT ALIGNMENT

#
0.
#
0. #
0. # Readings in .001 Increments Readings in .001# Increments
0. #
0.
#
0.
# . _____# ._____
#
# # # #
.___ .___ .___ .___ .___
A P
FINAL CRANKCASE

GE Energy
Pre-Startup Check List

1. Leveling screws backed off and hold-down bolts tightened with frame free 10. Prime cylinder lubrication system and adjust lubricator for maximum flow.
from distortion. Pre-lube cylinders and packing with hand pump (if applicable).
2. Have you checked the design limitations for the compressor model such as 11. Check each piston rod. Make sure they are free from rust and rough spots in
rod load, maximum & minimum speed, discharge temperature? the area that passes through the packing.
Good Needed cleaning
3. Cylinder Alignment checked.
12. Check packing and distance piece vent lines. Are they open and lubed
4. Piston – Head Clearances.
properly?
Cylinder No. 1 Dia. H.E. C.E.
13. A) Bar over crankshaft and make sure all running parts are free to operate.
Cylinder No. 2 Dia. H.E. C.E.
B) For electric driven units, compressor must have pre-lube pump. Does the
Cylinder No. 3 Dia. H.E. C.E. motor rotation arrow match that of the compressor?
Cylinder No. 4 Dia. H.E. C.E. 14. Check compressor suction and discharge piping and bottles for dirt, slag and
scale.
Cylinder No. 5 Dia. H.E. C.E. Good Needed cleaning
Cylinder No. 6 Dia. H.E. C.E. 15. Determine if startup screens are installed in suction pipe. Advise operator
Cylinder No. 7 Dia. H.E. C.E. that they are temporary and are to be removed later.
Cylinder No. 8 Dia. H.E. C.E. 16. Fill cooling water system and vent air pockets. Use an antifreeze solution as
required.
5. Crosshead feeler clearances.
No. 1 No. 2 No. 3 No. 4 17. Check safety devices for setting and operation.
No. 5 No. 6 No. 7 No. 8 18. Prepare compressor driver according to manufacturer’s instructions.
6. Check and thoroughly clean inside of crankcase. Remove rust inhibitor 19. Comply with manufacturer’s instructions.
bags. Use lint free rags.
20. Replace covers.
7. Fill crankcase to the full mark with proper lubricating oil. (Operator’s manual)
21. Are expected compressor conditions within safe operating parameters?
8. Adequately lube all bearings, operating the pre-lube pump until oil flows at
each bearing and crosshead. 22. Are safety valves installed & working to protect cylinders for each state of
compression?
9.
Fill cylinder lubricator gear box to the proper level with suitable lubricant 23.
(if applicable)
Is there a working vibration shutdown mounted on the compressor?
Initial No-Load Run Check List Initial Load-Run Check List

Refer to manufacturer’s start-up and shut-down
procedures).
1. Pre-lube, start unit, load and bring up to rated
DURING NO-LOAD RUN, DO NOT OPERATE ABOVE speed.
OR BELOW MANUFACTURER’S STANDARDS, AS 2. Check oil pressure and for any unusual noises and
EXCESSIVE INERTIA LOADS MAY OCCUR. hot spots.
3. Check piston rod packing
4. Adjust lubricator to break in rate (if applicable).
Cycles/Min.___________or Pints/Days
1. Remove one inlet valve from each end of each cylinder ____________
2. Check rotation. 5. Are the high discharge gas temperature shutdowns
3. Pre-lube cylinders and running gear (if applicable). set at
4. Run machine checking lube oil pressure, cylinder approximately 25° above discharge temperature?
lubricator 6. Change compressor oil filter after 1 hour run time.
operation, any unusual knocks, noises, vibration and hot
7. Check for leaks (oil, water, gas).
spots.
8. Check oil level in crankcase. Ad oil if needed.
5. Check top and bottom crosshead guides for excessive
heat. 9. Check cylinder lubricator oil supply (if applicable).
If a problem occurs, stop the compressor and correct 10. Check safety valves and shutdown devices.
the problem as 11. Re-torque cylinder and valve cover bolting.
required. Duration of a normal no-load test run is
12. Check operation of separators & drains.
approximately one
half hour. 13. Any detectable vibration?
6. At the conclusion of the no-load test check all bearings 14. Oil pressure ____ PSIG, Temperature ____ °F
for excessive out of cooler
heat. 15. Are the scrubbers removing all liquid?
7.Replace the inlet valves that were previously removed. 16. Speed ___________RPM.
17. Cylinder pressure & temperature
(see below)

GE Energy
Cyl. Stage Pressure, PSIG Temperature °F Unloaded

Cylinder # S.N. Clearance
Dia. No. In Out In Out HE/CE
NOTE ANY OIL OR WATER LEAKS and any discrepancies which should be corrected. Explain
any support systems such as vents, cooling, drains, or general installation features which may be
detrimental to compressor performance or service life.
REMARKS:
DISCUSSED WARRANTY?____DISCUSSED SPARE PARTS STOCK?____ADVISED CUSTOMER WHERE TO OBTAIN PARTS AND SERVICE?____
SUPPLIED OPERATION AND SERVICE MANUAL?_____DISCUSSED OPERATION AND MAINTENANCE WITH CUSTOMER / OPERATOR _________
CUSTOMER SIGNATURE (Required) SERVICEMAN’S SIGNATURE

(Indicating Start-Up Performance to His
Satisfaction)
CERTIFIED SERVICEMAN’S SIGNATURE

GE Energy
Oil & Gas Section B – General Data
CONTENTS
I. BEARINGS
II. LUBE SYSTEM
III. PISTON to CYLINDER CLEARANCES
IV. PISTON AND PACKING RING CLEARANCES
V. RECOMMENDED BOLT TORQUES
VI. RECOMMENDED HOLD DOWD BOLTING SIZE & TORQUES
Sept 2004 9 of 85
GE Energy
GENERAL DATA
Compressor D Series E & F Series

Model
I. BEARINGS
Main Bearings
Diameter 5 x 2.75 6.5 x 3.25
Wall .1550/.1545 .2476/.2468
Clearance .003/.006 .0044/.0094
Crank Pin
Diameter 5 x 2.75 6.5 x 3.25
Clearance .003/.006 .0044/.0094
Crosshead Pin
Diameter 3 x 3.5 3.5 x 4&3.875x4
Clearance .0020/.0035 .003/.0042
Pin to Crosshead .001/.002 .0012/.0018
Crosshead to .015/.019 .018/.022
Crankshaft Thrust .045/.055 .045/.055
Crankshaft Web .002 .002
II. LUBE SYSTEM
Oil Sump
2-Throw 9.5 13
4-Throw 20 42
6-Throw - 71
Oil Pressure – 45 – 55 45 – 55
Oil Pressure
Alarm – 30 30
Shutdown 25 25
Oil Temperature 170ºF/140ºF 170ºF/140ºF
Oil Heat
2-Throw 20,000 30,000
4-Throw 34,000 51,000
6-Throw - 72,000
III. PISTON TO CYLINDER CLEARANCE
Diameter Piston Type STD Ring C/R Ring
3.50 – 6.25 CI Piston .010/.017 -
7.00 – 7.50 AL Piston .019/.027 .119/.127
8.50 – 9.50 AL Piston .024/.032 .124/.132
10.0 – 11.0 AL Piston .029/.037 .129/.137
12.0 – 13.5 AL Piston .036/.046 .136/.146
14.0 – 15.0 AL Piston .040/.050 .140/.150
15.5 – 16.5 AL Piston .045/.055 .145/.155
17.0 – 18.5 AL Piston .062/.072 .162/.172
19.0 – 21.0 AL Piston .068/.081 .168/.181
21.5 – 23.5 AL Piston .074/.087 .174/.187
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GE Energy
IV. PISTON AND PACKING RING CLEARANCE

Piston Ring Side Clearance (Approximate Average)
Ring Width
Material 3/16 1/4 5/16 3/8 1/2
Bronze, .0015/.0035 .002/.004 .002/.004 .002/.005 .002/.006
Teflon .005/.010 .006/.011 .007/.012 .007/.012 .008/.013
Piston Ring End Gap - 45º Angle Cut Approximately

Bronze .0050 per inch Cylinder
Iron .0030 per inch Cylinder
Phenolics (Micarta) .0065 per inch Cylinder
Teflon Blends .0175 per inch Cylinder
Packing Ring – Side Clearance

Iron .004 - .009
Bronze .005 - .010
Phenolics (Micarta) .008 - .012
Teflon Blends .017 - .021
NOTE: Clearances listed in this section are calculated from original micrometer
dimensions. Clearance obtained with feeler gauges will be slightly less.
V. RECOMMENDED BOLT TORQUES (FOOT - POUNDS)
D Series E & F Series
(FE450/550/650) (FE565/665/765
Connecting Rod 1 1/ 4” 600 – 640 1” 380 – 420
Main Bearing Cap Vertical Bolts 1 1/ 4” 600 – 640 1 3/8” 800 – 840
“ “ “ Frame Side Bolts 1 3/8” 800 – 840 1 1/ 2” 1000 –1050
Piston Nuts See Section G.IV.G (Page 49)
Sept 2004 11 of 85
GE Energy
SECTION B - GENERAL DATA
Standard Material: Rod packing flange and valve cover bolting.
NACE Material (typically B8M):Cylinder head, cylinder to frame, clearance pocket, rod packing
flange, and valve cover bolting.
Bolt Diameter Torque

(Inches) (Foot – Pounds)
1/ 2 35 – 40
5/8 70 – 80
3/ 4 125 – 140
7/8 200 – 220
1 300 – 330
1 – 1/ 8 420 – 460
1 – 1/ 4 600 – 660
1 – 3/8 800 – 880
1 – 1/ 2 1000 – 1100
All other Bolting (Standard Material, typically SAE Grade 5):
Diameter Torque
1/ 4 6–8
5/16 13 – 15
3/8 23 – 26
1/ 2 55 – 60
5/8 110 – 120
3/ 4 200 – 220
7/8 320 – 350
1 480 – 520
1 – 1/ 8 600 – 640
1 – 1/ 4 840 – 880
1 – 3/8 1100 – 1140
1 – 1/ 2 1460 - 1500
All torque values are based on petroleum based thread lubricants.
Sept 2004 12 of 85
GE Energy
VI. RECOMMENDED HOLD DOWN BOLTING SIZE & TORQUES
The attached table lists the hold down bolting sizes and minimum torquing requirements
recommended for GE Gemini reciprocating compressors. High strength studs and bolts are
recommended to secure the compressor frame feet and crosshead guide to the compressor
skid. Proper hold down bolting selection, installation and torque are required to transfer and
resist normal inherent reciprocating compressor shaking forces and couples into this skid.
Failure to install and maintain compressor mounting fasteners can result in equipment
vibration, drive train misalignment and compressor main bearing bore misalignment.
Reciprocating compressors will develop unbalanced forces and couples due to the
tolerances in the reciprocating weights and the offset of the compressor throws. The
resulting 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.
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.
A. Bolting Requirements
1. The compressor frame’s hold down bolt is typically 1/8” 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. The following “Compressor Hold Down Bolting” table lists the minimum frame foot and
crosshead guide bolting sizes and torque requirements.
4. Use of the tabled values is based upon bolting materials with proof loads greater than
100,000 phi. 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.
6. Hold down bolting used for M&H model compressor mounting and all models’ crosshead
guide support is recommended to be Grade 8 or 9 bolts.
7. Tighten the mounting fastener to 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. Hold down bolt torque value, ‘soft foot’ deflection and proper crosshead guide support
shimming verifications must be made at startup and periodically during the compressor’s
normal operation.
B. Bolt Fastener Tightening

1. 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,
2. Threaded fasteners are to be installed free turning, with minimal hand force.
Sept 2004 13 of 85
GE Energy
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 30 or 40 WT oil is preferred.
Caution: Friction reducing lubricants, such as molybdenum disulphide or Never-Seez, are not
to be used unless 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 feet or skid.
5. Use a calibrated torque wrench, and a torque multiplier as required
6. Incorporate hold down bolting torque verification and soft foot checks into your routine
compressor maintenance program.
Frame Foot1 Crosshead Guide to Support

GE/Gemini Hole Recommended Torque Torque
Reciprocating Diameter Bolt or Stud Range, lb-ft Bolt Size Range, lb-ft
Compressor Inch Size Min Max Inch x TPI Min Max
Model Inch - TPI
D422 / 4 1-3/8” 1-1/4” - 7 845 880 3/4” - 10 UNC 200 220
D502 / 602 1-3/8” 1-1/4” - 7 845 880 3/4” - 10 UNC 200 220
D504 / 604 1-1/2” 1-3/8” - 6 1100 1140 3/4” - 10 UNC 200 220
E 1-1/2” 1-3/8” - 6 1100 1140 3/4” – 10 UNC 200 220
F 1-1/2” 1-3/8” - 6 1100 1140 3/4” – 10 UNC 200 220
Reciprocating Compressor Hold Down Bolting Table
Notes:
1. Larger compressor frame feet have a “through bolt” hole that can accommodate an all-thread
fastener, hardened washer & nut.
2. M & H compressor frames incorporate threaded bolt holes, bottom located, for compressor
mounting. These units do not have an additional crosshead guide end support. Use Grade 8 or
stronger bolts to mount the frame/guide combination to the skid.
Sept 2004 14 of 85
GE Energy
Oil & Gas Section C –Installation
CONTENTS
I. GENERAL
II. FOUNDATION (SUB-BASE)
III. LEVELING AND ALIGNMENT
A. Leveling
B. Coupling Adapter Bolting
C. Alignment
D. Hold Down Bolting
IV. PIPING
A. Gas
B. Cooling Water Piping
Sept 2004 15 of 85
GE Energy
A. GENERAL
Any installation of a compressor assembly must include providing adequate space for
operation and maintenance.
Install the compressor in a clean, dry location with sufficient lighting, drainage and
ventilation. The installation must comply with any government regulation currently
in effect.
Any potential hazard such as moving parts, high temperature areas and electrical devices
must be adequately shielded. Explosive gases or liquids should be piped away from the
compressor. (Security against vandalism is strongly recommended.) – delete this
sentence!
Provide sufficient space and crane facilities or lifting access for efficiently removing,
reinstalling and/or servicing:
1. All components in the gas piping system
2. Cooling system components including drains
3. Compressor valves
4. All major compressor components
B. FOUNDATION (Sub-Base)
The GEMINI compressor must be securely bolted to a base (foundation or steel frame skid)
of sufficient mass and weight bearing capacity. This is required to:
1. Prevent compressor movement due to unbalanced inertia forces and couples that may
be present. (Inertia forces are balanced on most GEMINI compressors, but unbalanced
couples usually do exist. The magnitude of these unbalanced forces and couples, if not
shown on the foundation drawing, may be obtained from the Packager).
2. Support the total weight of the complete compressor assembly.
3. Provide rigidity to maintain correct alignment.
C. LEVELING AND ALIGNMENT
A. Leveling
All leveling should be done with the frame leveling screws resting squarely on the sub-
base, and all frame to sub-base mounting bolts loose.
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. Frame soft foot should be
less than 0.002”
In leveling, it is suggested that a precision machinist’s level with a cross leveling glass
be used.
Sept 2004 16 of 85
GE Energy
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, tighten securely the frame sub-base bolts. Crankshaft deflection
readings should be taken between the crank webs with a strain gage. The deflection
readings should not exceed 0.002”.
B. Coupling Adapter Bolting
This coupling adapter bolt installation procedure is applicable to GE/Gemini compressor

frame models D, E and F. It is to be used for the initial coupling bolt installation or
whenever an oversized bolt replaces a standard bolt.
Some GE/Gemini crankshafts (D, E & F models) come standard with a machined
coupling flange, see Figure 1. This flange is an integral part of the compressor
crankshaft and will accommodate various coupling designs. A drive coupling adapter is
an optional component, available from GE/Gemini. The coupling adapter may be
installed on the crankshaft at the factory, to match a specific coupling chosen by the
Packager. Additionally, there are times when the adapter must be installed by the
Packager or in the field.
A special stepped reamer, sized to the body fit bolts for mounting the adapter, is used
to ream fit the crankshaft’s flange bolt holes to match the specified coupling’s bolt holes.
The coupling adapter is then installed, with the Packager or Customer furnishing the
specified coupling assembly (shim, spider, hub or engine/motor adapter). Please
contact GE/Gemini if you have questions concerning the use or installation of a coupling
adapter.
Note: Please notice the difference in bolt diameters between the initial
(standard) and field replacement (oversize) bolt hole reaming sizes.
Caution: Sharp steel metallic burrs may be present. Use proper personal protective
equipment and tooling to prevent injury.
Warning: Failure to properly install and torque coupling adapter bolts can
result in serious equipment damage.
Required Materials & Tools

For the installation of a standard coupling adapter to a Gemini compressor crankshaft
flange, the following specialty items will be needed:
• Magnetic base drill press, 3/4” or larger chuck preferred.

• Three 3/4” (0.75”) diameter studs, 9” long with nuts and washers.
• Hammer, 16 lb. minimum.
• Drift punch (1” to 1.5” in diameter x 6” long), steel.
• Torque wrench & Adapter to fit a 1-1/16” nut.
• Pilot drill & stepped reamer to match the body of the fitted bolt being used, standard
or oversize, see the following table.
Sept 2004 17 of 85
GE Energy
“D” & “DS” Frames
Coupling Adapter Nut Hardened Bolt

Size (typical) Part # Part # Washer Qty
Designation Standard Oversize Part #
(0.965” to (0.999” to
0.966” body 1.000” body
OD) OD)
60 / 600 13A874
70 / 700 15A822
75 / 750 423-9407 11A309 423-9853 11A099 8-100063 6
80 / 800 15A991
85 / 850 15A823
92 / 925 16A379
“E / F ” & “ES / FS” Frames

Coupling Adapter Nut Hardened Bolt
Size (typical) Part # Part # Washer Qty
Designation Standard Oversize Part #
(0.965” to (0.999” to
0.966” body 1.000” body
OD) OD)
60 / 600 13A874
70 / 700 15A822
75 / 750 423-9407 11A761 15A006 11A099 8-100063 12
80 / 800 15A991
85 / 850 15A823
92 / 925 16A379
Body Fit Pilot Drill Size Stepped Reamer Description

Bolt size
Standard Straight fluted, stepped reamer with a major
0.965” 61/64” diameter of 0.966”.
to (0.953”) The stepped ream should have a 0.952” / 0.953”
0.966” pilot diameter x 1” long.
Oversize 63/64” Straight fluted, stepped reamer with a major
0.999” (0.984”) diameter of 1.000”.
to The stepped ream should have a 0.983” /
1.000” 0.984” pilot diameter x 1” long.
Sept 2004 18 of 85
GE Energy
Installation Procedure
1. Remove any preservatives from the crankshaft flange and adapter with a solvent / de-
greaser.
2. Clean and de-burr the mating surfaces, pilot diameter & faces, of the crankshaft flange
and coupling adapter.
3. Mount the coupling adapter to the crankshaft flange.
4. Confirm that the adapter plate’s male pilot fits properly into the crankshaft hub’s female
counter bore. Verify that the two mating faces are fully in contact with each other.
5. Rotate the coupling adapter relative to the crankshaft flange, to optimize un-reamed bolt
hole alignment, see note below. Punch mark the two flanges’ OD to indicate flange bolt
holes alignment for proper reassembly.
Note: Align the mating holes on the adapter with the holes in the
crankshaft. If one hole(s) of either the crankshaft flange or coupling
adapter is larger or smaller then the other, center the smaller hole
to the larger hole as closely as possible.
6. Remove adapter to confirm NO burrs have been ‘pulled’ between the adapter and
crankshaft mating surfaces.
7. Reinstall the adapter plate following above steps 2 thru 5.
8. Install the three (3) ¾” studs, evenly spaced, to hold the adapter securely on the
crankshaft during subsequent steps.
9. Tighten the three studs evenly to hold the adapter securely in place on the crankshaft.
10. Use the magnetic drill to pilot drill one of the holes to the diameter
required for that bolt size, see table above.
Note: Be sure to use a drill that has been properly sharpened so the
resulting hole will not be oversized.
11. Clean the drilled hole of all of the cuttings and lubricate with cutting oil.
12. Use the magnetic drill to match ream one hole set, adapter to flange,
using the stepped reamer for the bolt size selected for installation.
13. Clean the reamed hole of all of the cuttings and lubricate with oil.
14. Drive the coupling bolt through the match reamed hole until it seats
solidly against the coupling adapter.
Note: The head of the GE/Gemini supplied bolt has coarse knurled
splines (anti-rotation) that must be driven into the coupling
adapter’s counter bore. A properly installed bolt will have its head
recessed approximately 0.200” below the surface of the coupling
adapter, see Figure 2.
Caution: Make sure the bolt has bottomed in the coupling adapter’s
counter bore.
Warning: Failure to properly install and torque coupling adapter bolts

can result in inadequate bolt preload and subsequent equipment damage.
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15. Lubricate the bolt threads and mating nut face with oil (SAE 30WT or
40WT).
16. Install a hardened washer and lubricated nut, then tighten the nut to
80 ft. lbs.
17. Repeat steps 10 through 16 on the hole approximately 180o opposite
from the first hole.
18. Remove the 3/4”studs that were used to temporarily hold the coupling
adapter in place.
19. Repeat steps 10 through 16 for the remaining bolt holes.
20. Final torque for all bolts is 200 to 220 ft. lbs. Apply final torque in three incremental
steps (i.e. 80, 150 and 200 ft-lbs). When torquing bolts, always use the following cross
pattern’s alternating tightening sequence.
Bolt Tightening Sequence
12 1
10 3
5
8
6 7
4 9
2 11
Bolt Seating Verification
1. Using the hammer and drift punch, sharply strike each bolt head one time.
2. Re-torque each bolt’s nut to determine if the bolts have reseated in the coupling
adapter.
Caution: Any bolt that has a reduced torque value has not properly seated in
the adapter. Drive that bolt until it firmly seats and re-torque the nut
to 200 to 220 ft. lbs.
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C. Alignment
The misalignments that may occur between two coupled shafts are shown in
Figure C-1.
Angular Misalignment Parallel Offset Misalignment
Sketch Description of Misalignment

Figure C-1
The suggested position for placing dial indicators to check the alignment is in
Figure C-2.
Dial Indicator Arrangement

Figure C-2
Sept 2004 22 of 85
GE Energy
Oil & Gas Section C Installation
Free Coupling Method
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.
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 .004” TIR (total indicator run out). This
corresponds to a .002” parallel offset of the shaft centerlines.
A permissible TIR on the angular misalignment (A indicator) is .005” when referred to an

18” diameter.
The final alignment readings should be noted in a readily accessible permanent

record. (See Section D-1, Start-Up Checklist.) Align all the equipment as accurately as
possible to keep the stresses low. Also, some misalignment capacity must be available in
the coupling to provide for any subsequent operational misalignment.
The alignment should be checked periodically. Realign the unit when the parallel offset
exceeds .004” TIR and the angular misalignment exceeds .005” TIR when referred to an
18” diameter. Verify correct end thrust clearance of both the compressor and driver after
radial and angular alignment is correct.
Note: Packager will determine the cold offset between the driver and the compressor.
Typically the drive train’s normal hot (operating) alignment should be within 0.002”.
D. Compressor Hold Down Bolting
The attached table lists the hold down bolting sizes and minimum torquing requirements
recommended for GE Gemini reciprocating compressors. High strength studs and bolts
are recommended to secure the compressor frame feet and crosshead guide to the
compressor skid. Proper hold down bolting selection, installation and torque are required
to transfer and resist normal inherent reciprocating compressor shaking forces and
couples into this skid. Failure to install and maintain compressor mounting fasteners can
result in equipment vibration, drive train misalignment and compressor main bearing bore
misalignment.
Reciprocating compressors will develop unbalanced forces and couples due to the
tolerances in the reciprocating weights and the offset of the compressor throws. The
resulting 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
Sept 2004 23 of 85
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foundation. Secure mounting of the compressor frame and crosshead guide to the skid is
necessary to minimize the vibrations associated with these forces.
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.
E. Bolting Requirements
1. The compressor frame’s hold down bolt is typically 1/8” 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. The following “Compressor Hold Down Bolting” table lists the minimum frame foot and
crosshead guide bolting sizes and torque requirements.
4. Use of the tabled values is based upon bolting materials with proof loads greater than
100,000 psi. 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.
6. Hold down bolting used for M&H model compressor mounting and all models’
crosshead guide support is recommended to be Grade 8 or 9 bolts.
7. Tighten the mounting fastener to 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. Hold down bolt torque value, ‘soft foot’ deflection and proper crosshead guide support
shimming verifications must be made at startup and periodically during the
compressor’s normal operation.
F. Bolt Fastener Tightening
1. 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,
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 30 or 40 WT oil is
preferred.
Caution: Friction reducing lubricants, such as molybdenum disulphide or Never-Seez, are

not to be used unless 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 feet or skid.
5. Use a calibrated torque wrench, and a torque multiplier as required
6. Incorporate hold down bolting torque verification and soft foot checks into your routine
compressor maintenance program.
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Notes:
1. Larger compressor frame feet have a “through bolt” hole that can accommodate an all-
thread fastener, hardened washer & nut.
2. M & H compressor frames incorporate threaded bolt holes, bottom located, for
compressor mounting. These units do not have an additional crosshead guide end
support. Use Grade 8 or stronger bolts to mount the frame/guide combination to the
skid.
IV. PIPING
A. Gas Piping
All compressor suction and discharge 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.
EXCEPTION: Specifically designed choke tubes.
2. All piping should be thoroughly cleaned of weld slag, mill scale & other construction
debris before installation.
3. On discharge piping or where condensation can occur, avoid using overhead piping.
4. Scrubbers should be installed on the suction lines to each stage whenever a wet or
dirty gas is being processed.
5. Piping should never be connected to the compressor in such a way that undue
thermal or mechanical stresses are placed on the unit.
6. 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.
7. 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 inlet strainer, similar to that shown in Figure C-3, can be
installed in the suction lines during the first few weeks of operation.
Figure C-3
8. All cylinder bottle supports must be “loose” when “cold” and no adjustments should
be made until all sub-base and/or foundation support requirements have been
completed.
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The cylinder and crosshead guide bores should be level when the bottle supports
are correctly adjusted. Final bottle support adjustment is made when the
components have reached maximum normal operating temperatures.
9. Install proper pipe supports. The scrubber, cylinder and cooler connections are not
designed to support the piping.
B. Cooling Water Piping
Cooling water piping should use pipes and fittings large enough so flow is not restricted.
Also suitable and adequate air vent, drain and shutoff valves should be installed.
Normally, the Packager installs this piping consistent with the compressor’s
requirements.
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Oil & Gas Section D - Operation
I. START-UP CHECKLIST
A. General Information
B. Pre-Start Up Checklist (New or Overhauled Units)
C. Initial No-Load Run Checklist
D. Initial Load-Run Checklist
II. NORMAL OPERATION
A. Normal Stopping
B. Routine Starting
C. Temperature Shutdown
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I. START-UP CHECKLIST
A. General Information
Compressor Size _______________ Running Gear Serial Number ____________
Packager _________________________________________________________
User and Location __________________________________________________
Note: It is strongly recommended that these checklists be followed and data recorded
for future reference.
B. Pre-Startup Checklist
(New or Overhauled Units)
Initial
1. Leveling screws backed off and hold-down bolts tightened with
frame free from distortion (soft foot).
2. Crankshaft end thrust.
3. Final cold coupling alignment readings. (Free Coupling Method)
Angular _______________ Parallel Offset ________________
4. Cylinder alignment checked.
5. Piston – Head Clearances
Cylinder Number 1
Diameter __________ H.E. __________ C.E. __________
Cylinder Number 2
Diameter __________ H.E. __________ C.E. __________
Cylinder Number 3
Diameter __________ H.E. __________ C.E. __________
Cylinder Number 4
Diameter __________ H.E. __________ C.E. __________
Cylinder Number 5
Diameter __________ H.E. __________ C.E. __________
Cylinder Number 6
Diameter __________ H.E. __________ C.E. __________
6. Crosshead Feeler Gauge Clearances
Number 1 ______ Number 2 ______ Number 3 ______
Number 4 ______ Number 5 ______ Number 6 ______
7. Check and thoroughly clean inside of crankcase. Remove rust
inhibitor desiccant bags. Use lint free rags.
8. Fill crankcase to the full mark with proper lubricating oil (See
Section F II).
9. Adequately lube all bearings, operating the pre-lube pump until oil
flows at each bearing and crosshead.
10. Fill cylinder lubricator gearbox to the proper level with suitable
lubricant (See Section F.III.B).
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11. Prime cylinder lubrication system and adjust lubricator for

maximum flow. Pre-lube cylinders and packing with hand
pump.
12. Check each piston rod. Make sure rods are free of rust and
rough spots in the area that passes through the packing.
Good __________ Needed Cleaning __________
13. Check packing vent line for obstructions.
14. Slowly bar over crankshaft and make sure all running parts
are free to operate.
15. Check compressor suction and discharge piping and bottles
for dirt, slag and scale.
Good___________ Need Cleaning ____________
16. Determine if start-up screens are installed in suction pipe.
Advise operator that they are temporary and are to be
removed later.
17. Fill cooling water system and vent air pockets. Use an
antifreeze solution as required.
18. Check safety devices for setting and operation.
19. Prepare compressor driver according to manufacturers
instructions.
20. Comply with Packager’s instructions for all equipment.
21. Replace covers.
Signed: _________________________________________ Date: ___________________
Other Notes
________________________________________________________________________
Sept 2004 29 of 85
GE Energy
Oil & Gas Section G – Maintenance
D. Initial No-Load Run Checklist
DURING A NO-LOAD RUN, DO NOT OPERATE ABOVE 700 RPM (50% Rated Speed)
WITHOUT PRIOR APPROVAL FROM THE PACKAGER OR GE GEMINI GAS
COMPRESSORS AS EXCESSIVE INERTIA LOADS MAY OCCUR.
1. Remove one inlet valve from each end of cylinder.

2. Blow down compressor to blow out debris that may have been
left during fabrication/assembly.
3. Check for proper direction of rotation.
4. Pre-lube cylinders.
5. Run unit, while checking for adequate lube oil pressure,
cylinder lubricator operation, and unusual knocks, noises,
vibration and hot spots.
6. Check top and bottom crosshead guides for excessive heat. If
a problem occurs, stop the compressor and correct the
problem as required. Duration of a normal no-load test run is
approximately 30 minutes.
7. At the conclusion of the no-load test, remove top cover &

check all bearings for excessive heat.
8. Replace the inlet valves that were previously removed.
Signed: _________________________________________ Date: ___________________
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E. Initial Load – Run Checklist

(Refer to Packager’s Start-Up and Shutdown Procedures)
1. Pre-lube, start unit, load and bring up to rated speed.

2. Check oil pressure and for any unusual noises and hot spots.
3. Check piston rod packing.
4. Adjust lubricator to break-in rate, approximately twice normal
rate.
Cycles/Min __________ or Pints/Day __________
5. Observe vibration level.
6. Check differential pressure indicator on oil filters.
7. Check for leaks (oil, water and gas).
8. Check oil level in crankcase. Add oil if needed.
9. Check cylinder lubricator oil supply.
10. Check safety valves and shutdown devices.
11. Re-torque cylinder and valve cover bolting, with unit shutdown.
12. Check operation of separators and drains.
13. Description of lube oil used.
Crankcase __________
Cylinders __________
(After the unit has run for a time and pressures and temperatures
have stabilized, record the following data.)
14. Oil pressure __________
PSIG, Temperature __________ ºF out of cooler.
15. Jacket Water Temperature
Inlet __________ ºF
Outlet __________ ºF
16. Speed __________ RPM
17. Engine Vacuum or Boost
__________ In. Hg. __________ BHP
18. Electric Motor (if applicable)
__________ Volts __________ Amps. __________ KW
19. Flow meter reading __________ MMSCFD
20. Cylinder Pressures & Temperatures
Sept 2004 31 of 85
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Initial Load – Run Checklist (Continued)

(Refer to Packager’s Start-Up and Shutdown Procedures)
Cylinder Stage Pressure PSIG Temperature ºF

Diameter Number In Out In Out
Signed: _______________________________________ Date: ____________________
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II. NORMAL OPERATION
Consult GEMINI Gas Compressors Operating Guide or Packager’s instruction for routine
shutdown and startup procedures for your particular installation. The procedures outlined
below are generally recommended. See piping schematic. (Figure D-1)
A. Normal Stopping
1. Reduce speed to approximately 700 RPM (50% rated speed) if engine driven.
2. Unload compressor.
a. Open bypass valve (run the unit unloaded a few minutes until it cools down)
b. Close suction valve
c. Close discharge valve
3. Stop unit.
4. Open vent and blow down gas pressure
5. Perform duties requiring shutdown. If duties require opening gas lines or
compressor cylinders, vent all pressure to atmosphere before removing any valve
covers or loosening any connections.
6. Purge cylinders and all piping with gas when duties are completed if any gas
connections are opened. For compressed gas, open vent valve and suction valve.
Vent gas to atmosphere through the entire system by alternately venting a short
time with the bypass valve open and then with the bypass closed.
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B. Routine Starting
1. Pre-lubricate the bearings and cylinders by operating the hand pre-lube pumps.
2. Start unit.
3. Check immediately for unusual noises, oil pressure and oil level.
4. Run at no load and reduced speed until oil warms up.
5. Set speed at approximately 700 RPM (50% rated speed) if engine driven.
6. Load compressor.
a. Open discharge valve.
b. Open suction valve.
c. Close vent valve.
d. Close bypass valve.
7. Bring up to rated speed.
8. Check suction (interstage) and discharge pressures immediately. Recheck oil
pressure and oil level. Check gas, oil and water temperatures.
Figure D-l
Piping Schematic
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III. Cylinder Discharge Temperature - Shut Down Setting Recommendations
The purpose of the discharge temperature switch setting is to shut the unit down due to rising
temperature of a given cylinder before major damage results. The discharge temperature shut
down set point of each cylinder is as follows:
The discharge temperature shut down set point of each cylinder must be set at
10% but NEVER more than 25 degrees F. above the highest NORMAL daily
discharge temperature of that cylinder.
Due to changing operating and ambient conditions, it is the operator's responsibility to daily check,
justify, confirm and adjust (as may be required) all safety shut down devices.
The maximum allowable operating temperature on the cylinders is 350 degrees F. on hydrocarbon
gases.
Cylinder Temperature Shutdown Setting & Formula
For proper compressor cylinder protection, a compressor high discharge gas temperature
shutdown setting should be the lesser of;
a) 350°F shutdown, 235 °F alarm
b) 10% or 25°F, whichever is less, above the normal discharge temperature
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 + 20 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 Psia.
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)
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Discharge Temperature Calculation Examples:
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.
DTal = 187 deg F 211 deg F.
DTsd = 192 deg F 216 deg F.
Action Item:
Confirm that each cylinder’s high discharge gas temperature shutdown and alarm settings
are adjusted properly for its normal operating conditions.
Sept 2004 36 of 85
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Oil & Gas Section E - Vibration
CONTENTS
I. GENERAL DESCRIPTION
II. TORSIONAL VIBRATION
III. INERTIA UNBALANCE
IV. PRESSURE PULSATIONS CHART – VIBRATION VS. FREQUENCY (Figure E-1)
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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. Torsional Vibration
When vibration is detected and the cause determined if at an unsatisfactory level, it should
be corrected immediately. Notify the Packager or GEMINI Gas Compressors if unable to
correct the problem.
Satisfactory, marginal and unsatisfactory levels of vibration are noted in Figure E-1.
A. Mechanical
Vibration may be caused by loose hold down bolting, coupling misalignment, a twisted
frame or a bent crankshaft. In trying to determine the cause, each of these areas
should be checked individually. See Section C, III (Page 13).
B. Inertia Unbalance
Vibration may be caused by unbalanced shaking forces and couples due to unbalanced
rotating and/or reciprocating weights. It is seldom possible to completely balance
reciprocating piston type compressors. Shaking forces are balanced by weighing the
piston assemblies and adding balance weights as needed. Unbalanced couples cannot
be completely eliminated, but are minimized.
The maximum out-of-balance between opposing piston assemblies is one pound.
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 at crankshaft speed,
secondary at two times crankshaft speed, etc.
The compressor skid and foundation must absorb these inertia forces and couples that
exist.
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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 sped and fluid density times the speed of
sound. Acoustic resistance determines to a large degree the magnitude of the pressure
pulsations.
Pressure pulsations can cause physical movement of compressor cylinders, piping and
surge bottles and cause destructive forces in the compressor valves. A check for
possible vibration due to pressure pulsation is to check 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. Another possible method to determine if vibration in a
compressor is being caused by pressure pulsations is to remove the inlet and discharge
piping to a cylinder. (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. Possible
solutions are: (1) orifice plates, (2) piping supports and/or hangers, (3) volume tanks,
and (4) pulsation dampers.
D. Torsional Vibration
Torsional vibrations are very difficult to detect without the use of special instruments. If
the unit is in a torsional 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 torsional vibration criticals, change the engine or compressor
speed and observed belts for “flapping”, listen for change of pitch in gear trains and the
vibration level in general.
Sept 2004 39 of 85
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Vibration VS Frequency
(Figure E-1)
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Oil & Gas Section F - Lubrication
CONTENTS
I. GENERAL
II. FRAME AND RUNNING GEAR LUBRICATION
A. General Description
Running Gear Lubrication Schematic Diagram (Figure F-1)
Pressure Settings
Oil Filtration
B. Crankcase Lubricant
Oil Changes
Lubricant Selection
Oil Viscosity
C. Crankcase Oil Capacity – See Section B
III. CYLINDER LUBRICATION
Cylinder Lubrication Schematic Diagram
B. System Installation
C. Entrapped Air Removal
D. Lubricator Setting and Adjustment

New Compressor Start-up
Feed Rate and Cycle
IV. CYLINDER LUBRICANTS
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I. GENERAL
There are two separate lubrication systems on D, E, & F Series compressors, namely:
1. 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.
2. A Forced Feed Lubrication that supplies proper lubrication of adequate flow and
pressure to the cylinder and piston rod packing.
II. FRAME AND RUNNING GEAR LUBRICATION
The Lubrication System for D, E, & F Series Gas Compressors is shown schematically
in Figure F-1.
The lubricating oil is drawn from the sump into the pump, discharged into the lube oil
cooler. From the oil cooler, oil moves through the full flow cartridge type filter, and on
into the manifold. From the lube oil manifold, the lubricating oil is distributed to the main
bearings. 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 bushing through
drilled connecting rods. From the crosshead pin bushing, the oil is forced to the
crosshead shoe surfaces.
Pressure Settings
The lubricating oil pump is protected by an external adjustable pressure regulating
valve, set at 45 – 55 PSIG during normal (hot) compressor operation.
The low oil pressure shutdown switch must be set at 35 PSIG falling pressure.
A hand (manual) pump is piped in parallel with the main pump.
Oil Filtration
The oil filter is equipped with a color-coded differential pressure indicator. The element
should be changed when the indicator is in the yellow zone even though filtration is still
adequate. When the indicator is in the red zone, the element should be changed at
once. Continuing to operate the compressor with the indicator in the red zone could
cause the element to collapse. The oil filter does not have a built-in bypass valve.
A restricted oil filter element will cause a low oil pressure shutdown.
Oil filters should be changed every 2,000 - 2,500 hours or as required. Pre-fill the filter
whenever the element is changed. The used filter should be cut open and examined for
foreign materials, metallic particles, etc. If unusual wear particles are present, further
investigation into their source is recommended.
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Oil filtration is vital for successful operation and maintenance of a compressor and deserves
special attention. GE Oil & Gas is upgrading the oil filtration filter element as a product
improvement for all of the following frames.
All Frames - DS, D, FE550, FE650 Series
All Frames - ES, E, FE 765, FE665, and FE765
All Frames - FS, F, FE565DH, FE665DH, and FE765DH
GE Oil & Gas High Speed Reciprocating Frames - All DS, D, FE550, FE650 Frames, and All
ES, E, FE 765, FE665, FE565 Frames
Old Oil Filter New Filter New Filter

Status Obsolete New Standard Optional
Media Cellulose Synthetic Synthetic
Nominal Rating - Microns 25 25 10
Old Part Number New Part Number New Part Number

Filter Element 11-PS-2203 25Z-PS-2203 10Z-PS-2203
Filter Assembly w/ Element 9-PS-2203 9Z-PS-2203 N/A
The new filter element will be interchangeable with the legacy oil filter elements. The new filter
elements have a nominal filtration rating of 25 microns, and are made of pleated synthetic media.
We will also be offering the option of a 10 Micron filter for applications were increased filtration is
desired.
The Gemini standard canister type filter housing is a non-bypassing design

that uses a replaceable, full flow cartridge type filter element. The filter
canister assembly bolts to the oil distribution manifold. Internally the filter
element has top and bottom rubber seal rings. The top seal fits over a steel
tube, while the bottom seal has a formed metal cap that’s held in place with a
coil spring.
For further reference, Section 3.0 of the

Gemini packaging standards contains our
recommendations in regards to frame and
cylinder lubrication.
Some important points to consider: If the filter

housing’s formed metal end cap (bottom seal) or
spring are worn or damaged, always replace with
OEM components.
Sept 2004 43 of 85
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ITEM DESCRIPTION ITEM DESCRIPTION

1 Lube Oil Pump 6 Crankpin Bearing
2 Relief Valve 7 Crosshead Pin Bushing
3 Oil Cooler 8 Crosshead
4 Oil Filter 9 Crankcase Lube Oil
Sump
5 Main Bearings 10 Oil Pressure Gauge
and/or Switch
Connection
Running Gear Lubrication Schematic Diagram

Figure F-1
Sept 2004 44 of 85
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B. Crankcase Lubricant
Oil Changes. The crankcase oil level should be checked every 24 hours and before
every start-up. Under no circumstances should a compressor be operated with too little
oil. Maintenance of the proper oil level is of the utmost importance. Each time the oil
level is checked, the condition of the oil should be observed. Replace the oil at any
time if it is plainly diluted, broken down, thickened by sludge, or otherwise deteriorated.
On a new compressor, the oil and filter should be examined after the first 24 hours of
operation or after the first shutdown, whichever comes first, since the lubricating oil will
wash out the dirt and dust that may be collected during shipment and installation and
was not removed in cleaning prior to starting.
If inspection of the oil found in the crankcase shows it is contaminated, it should be

removed immediately and either discarded or reclaimed for future use. 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. 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.
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 105º 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.
Crankcase Lubricant Selection - GEMINI Gas Compressors does not recommend

lubricants by brand name or type as most oil companies are marketing type oils with an
additive package suitable for lubricating this type of compressor.
Sept 2004 45 of 85
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Oil conforming to the following U.S. Military Specification is suitable for lubrication of
this machine.
MIL-L-2104A
Supplement 1 (S.1)
MIL-L-2104B
Oil Viscosity - The selection of the proper viscosity oil for the machine 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 the machine is performing. The oil viscosity must
not exceed the pumping limit (approximately 10,000 SSU) at starting temperature. A
machine operating at low ambient temperature (an unheated building or outdoor
installation) should have oil heaters in the crankcase.
Oil Operating Temperature SAE Viscosity Number

150º - 200º F 40
100º – 150º F 30
The viscosity number of the oil will also depend upon the ambient temperature
prevailing when the machine would be started cold.
Ambient Temperature (Lowest) SAE Viscosity Number

50º F and Above 40
30º – 5º0 F 30
30º F and Below 30/40 w/Crankcase Heaters
C. Crankcase Oil Sump Capacity – See General Data Sheet, Section B – “Lube System”.
Sept 2004 46 of 85
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III. CYLINDER LUBRICATION
A. General Description – Schematic Diagram
A typical cylinder (and packing) lubrication system is shown in Figure F-2.
Figure F-2
Cylinder Lubrication System
Variations of the cylinder lubrication system shown in Figure F-2 may be as follows:
1. The cycle pin indicator replaced with a flow meter to record oil feed.
2. Supply oil for the lubricator pump can come from the frame lube system or an oil
storage tank (day tank).
WARNING: Never replace a divider block valve with one of another size
(number). The specific size affects the percentage of all routed through the
block. Changing one block size may cause catastrophic failure.
B. System Installation
The lubricator box has gears and cams and should be filled with lubricant to the halfway
mark in the oil level sight glass. Use regular 30 or 40-weight crankcase oil or an ISO
680 industrial oil (GL-3) AGMA-8. Annual lubricator box oil changes are recommended.
Sept 2004 47 of 85
GE Energy
Oil entering the lubricator pump should be at a slight head (positive pressure) to ensure
priming of the plunger during the charging stroke. Take oil flow and temperature into
consideration when determining line size, height of the day tank. Cold ambient
temperatures will affect and can reduce oil flow rates.
The head pressure can be obtained by two methods:
1. Locate the oil storage tank above the lubricator (gravity feed).
2. Supply the lubricator pump with pressurized oil from the compressor frame
lubrication system. (This is standard factory procedure unless otherwise specified).
C. Entrapped Air Removal
Removal of entrapped air from the pump unit and the complete 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. Allow the oil to flow to the lubricator pump inlet. Loosen the bleed screw on the
pump head and permit oil to flow freely from the bleed screw until air (white bubbles)
no longer appears in the oil. The pump does not have to be operating.
2. To purge and fill the complete system, the pump can be operated manually or
connect an oil gun to outlet of pump.
3. Purge and fill divider blocks and tubing.
a. Loosen tube nuts at all injection points. (Cylinder and packing.)

b. Loosen the tube nut at divider block and loosen the four socket head screws at
the inlet end of the block.
c. Loosen a connection in the manifold block located on top of the pump unit, and
the inlet connection to the no-flow switch.
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 in sequence to the
divider block inlet and socket head screws.
f. Continue pumping until air free oil is discharged at all injection points.
g. When all lines have been filled and tightened, operate the pump for a few
additional strokes and check for leaks or malfunctions.
D. Lubricator Setting and Adjustment
The only required adjustment is to set the total oil feed rate through the system by
adjusting the pump flow rate. Break-in oil flow is to be set at twice normal flow rate.
Flow through each injection point is predetermined when the divider block is
selected and cannot be changed by adjustment.
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NEW COMPRESSOR START-UP
1. Pre-lube the compressor frame with the manual pump before startup.
2. Set the adjustment on the lubricator pump head to the maximum output position.
3. 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.
4. After operating for 300 to 400 hours, the lubrication may be out of normal rate. (See
below for calculation.)
FEED RATE AND CYCLE INDICATOR
The lubrication rate given is a minimum guideline. A precise lubrication rate cannot be
furnished due to various operating and gas conditions. For break-in on initial startup,
set pump at full flow. 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 and every six
months thereafter.
A visual indication of system operation is made available by a cycle indicator mounted

in one of the divider valve blocks. The indicator pin, an extension of the piston in the
divider valve, cycles back and forth as the piston moves. The oil feed rate is
determined from the rate at which the indicator pin cycles.
Cycle and oil feed rates for break-in and normal operation should be found in the
Packager’s instructions. Oil feed rates, to minimize dilution affects, may be adjusted due
to higher cylinder pressures and specific gas analysis.
When operating at rated speed, the oil feed rate for D, E, and F Series compressor
cylinders is 0.30 pints per day for each inch of cylinder diameter. The oil feed rate for
packing is 0.6 pints per day for each inch of piston rod diameter. These are
approximate rates and should be regarded as minimums. The operating setting should
be made after checking the cylinder with tissue as discussed below.
The following formula gives the relationship between cycle and oil feed rates:
Required Indicator Pin Cycle Rate (Seconds) =

Total of Divider Valve Size Times 6 Divided by the Total Oil Flow Rate
(Pints per Day)
or:
Pin Cycle Rate (Seconds) = Total of Divider Valve Size X 6

Oil Flow Rate (PPD)
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After setting the lubricator feed rate, 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. 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.
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.
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.
Divider Valve Number Outlets Displacement Per

Designation 3
Outlet Inches /Cycle
(Size)
6T 2 .006
6S 1 .012
9T 2 .009
9S 1 .018
12T 2 .012
12S 1 .024
18T 2 .018
18S 1 .036
24T 2 .024
24S 1 .048
Displacement – Lubricator Divider

Valve Pistons
Table F-1
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IV. CYLINDER LUBRICANTS
THE FOLLOWING SPECIFICATIONS ARE TO BE USED AS A GUIDE ONLY. DISUCSS

YOUR LUBRICATION PROBLEM WITH YOUR LUBRICANT SUPPLIER. THEIR
ENGINEERS ARE QUALIFIED TO MAKE DEFINITE OIL RECOMMENDATIONS, BASED
UPON THE SPECIFIC UNIT’S GAS ANALYSIS AND OPERATING CONDITIONS, TO
MEET YOUR NEEDS.
The kind of gas being compressed, pressures, and temperatures involved will determine
the viscosity and type of oil used.
Normally good quality, properly inhibited oil should be used. The oil should have good
wetting ability, high film strength, be of low carbon content, good chemical stability and be
resistant to sludging. Oils that produce flaky or soft carbon rather than hard carbon should
be used.
Fire resistant type synthetic fluids may be used (a) in air compressors where resistance to
flashes or fires is paramount or (b) where it is essential to minimize deposit formations. The
supplier should be consulted for details of the compatibility of the synthetic fluid with
machine parts (paint, packing, gaskets, etc.)
Gas compressor lubrication service is divided into the following types:
Type 1: Dry gasses, not carrying suspended liquids but may carry liquids that remain in
the superheated 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 condensables 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 sludges and
deposits when moisture is present. Sulfur dioxide has a selective solvent action
on oil that results in formation of sludges.
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Type of Gas Compressor Service

(At Normal Intake Temperatures)
Lubricant 1 2 3 4
Pressures 0# - 1000#
SSU @ 210 ºF 52 – 70 55 - 85 55 – 70 70 – 85
SSU @ 100 ºF 280 – 600 380 – 950 380 – 600 600 – 950
Approximate SAE Grade 20 – 30 30 – 40 30 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#
SSU @ 210 ºF 70- 85 85 – 110 70 – 85 85 – 110
SSU @ 100 ºF 600 – 950 950 – 1400 600 – 950 950 – 1400
Approximate SAE Grade 40 50 40 50
Compounded (*) 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%
*Can contain 3% to 10% (acid less tallow or animal fat) or special compounding to resist
water-wash.
Table F-2
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Oil & Gas Section G - Maintenance
CONTENTS
I. SAFETY
II. PREVENTIVE MAINTENANCE

A. Recommended Maintenance Intervals
III. FRAME AND RUNNING GEAR
I. Crosshead
II. Crosshead Pin
III. Connecting Rod
1. Removal
2. Pin Bushing Removal & Installation
3. Re-installation
D. Crankpin Bearings
E. Crosshead Pin Bushing
F. Main Bearings
G. Thrust Bearings
H. Crankshaft
I. Drive End Housing
J. Oil Pump Assembly
K. Oil Filter
L. Oil Pressure Regulating Valve
M. Lubricator
IV. COMPRESSOR CYLINDERS
I. Piston and Rod Removal

II. Piston and Rod Assembly
III. Cylinder Condition
IV. Liner Removal and Assembly
V. Piston Condition
VI. Piston Rod Condition
VII. Piston to Piston Rod Assembly
VIII. Piston Rod Packing
IX. VVCP Adjustment
V. Trouble Shooting
A. Troubleshooting Chart Table G-1

B. Trouble Shooting Cause/Effect
For Lube System Maintenance See Section F
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Oil & Gas Section G - Maintenance
SAFETY PRECAUTIONS
Safety must always be the paramount consideration in the maintenance (and

operation) of the compressor. The driving unit (engine, electric motor, etc.) MUST
BE STOPPED and if not uncoupled from the compressor, BLOCKED to prevent
compressor rotation while maintenance is being done.
THE FOLLOWING PRECAUTIONARY SAFETY PROCEDURES, ALONG WITH

APPROPRITE LOCK OUT/TAG OUT AND CONFINED SPACE PROCEDURES, SHOULD
ALSO BE FOLLOWED:
1. Shield the compressor from any electrical contact.

2. Close any shutoff valves in the compressor’s suction and discharge lines.
3. Bleed off any air or gas from the cylinders by opening the blow-down valve and
removing an indicator plug from each end of each cylinder.
4. Remove a valve from each end of each cylinder.
5. Do not open any valves that will allow pressurized gas to escape and strike a person.
6. Shield the compressor from dirt entry when any covers are removed.
7. Use a suitable safe solvent for cleaning any part, and dry it thoroughly before
reassembly. Use clean tools and lint free rags. Keep the work area clean and dry.
8. Torque fasteners (studs, nuts, capscrews, etc) to their correct values.
Regular adequate maintenance greatly decreases possible expensive downtime occurring

at a later date.
II. PREVENTIVE MAINTENANCE
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. An operator’s log
sheets should be routinely reviewed by qualified personnel, to determine compressor any
maintenance or performance trends.
The frequency of a compressor’s maintenance intervals is determined by a number of factors,

including its physical operating environment, actual operating conditions and the degree of gas
contaminants. If performed and documented properly, a unit’s maintenance history will be well
documented should any troubleshooting situations arise.
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 your oil supplier’s specific analysis recommendations. If
the oil supplier recommends a more frequent oil change interval than Gemini’s, then his
recommendations should be followed. If a situation develops that contaminates the crankcase
sump, the compressor oil should be changed as recommended, with the problem’s cause
determined and corrected.
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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 unit. 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
record micrometer readings based time frames, refer to the associated time interval column.
Maintenance Checks - Daily Time Interval

Frame oil supply pressure, 45 to 55 psig, adjust pressure regulating
valve as required when unit at normal operating speed & temperature. 24 hours
Note: 30 psig falling pressure, minimum Low Oil Pressure Shutdown.
Frame oil supply temperature, adjust cooling water flow as required 24 hours
Note: Maximum 185°F - high temp shutdown. 150°F Minimum.
Cooling water flow/temperature, for oil cooler & cylinder cooling 24 hours
Frame oil level, mid-level of sight glass - hot 24 hours
Oil filter differential pressure, filter housing pointer or gauge(s) 24 hours
Note: Change filter element if differential pressure exceeds 10 psid
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
25°F above normal discharge temperature of each cylinder 24 hours
Note: 350°F shutdown, max allowable gas discharge temperature
Process gas pressure shutdown set points – high/low settings to be as
close as practical to actual operating conditions. Set points are
typically 10% above and below normal operating pressures. Confirm 24 hours
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
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 40°F. 24 hours
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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 pressure
greater than 3500 psi (verify lubrication film adequate with 2 cigarette 720 hours
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
Maintenance Checks – 3 Months Time Interval

(Plus Daily/Monthly checks)
Check frame & crosshead guide mounting bolts for tightness, shim & 2000 hours
re-torque as required to eliminate any “soft foot” found.
External frame & cylinder fasteners, for loose or broken bolts 2000 hours
Check discharge bottle supports 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 strainers (if used) 2000 hours
-
Maintenance Checks – 6 Months Time Interval
(Plus Daily/Monthly/3 Months checks)
Compressor crankcase oil, change or as recommended by oil
supplier’s monthly oil analysis 4000 hours
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 4000 hours
Inspect cylinders’ valve for damaged or broken components, rebuild or 4000 hours
replace as required
Clean crankcase breather 4000 hours
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Maintenance Checks – Annual 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 clearances – main, connecting rod & 8000 hours
thrust, if readings outside tolerance limits, repair or replace affected
components as required
Check critical crosshead pin/bushing & guide clearances, record 8000 hours
micrometer readings. If readings outside tolerance limits, repair or
replace affected components as required. Replace pin roller bearings,
if so equipped.
Inspect cylinders’ valve for damaged or broken components, rebuild or 8000 hours
replace as required
Inspect cylinder bores for wear or damage, 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 4000 hours
Pressure (leak down) test cylinder’s lubrication distribution block(s) 8000 hours
assemblies, replace or repair as required
Inspect “no-flow” on cylinder lubrication distribution lube blocks for 8000 hours
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
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III. FRAME AND RUNNING GEAR
A. Crosshead: Crossheads are equipment with ship adjustable aluminum shoes. There
are two shim packs under the top crosshead shoe, one on each side. The thickness of
these shim packs should not vary more than one lamination (or .002”).
Clearance between the crosshead and guide is checked by slipping a feeler gauge
between the bearing surfaces at the top of the crosshead. The clearance should be
checked over the entire length of the crosshead in its two extreme positions. See
Section B for clearance.
The clearances given dimensional clearances, feeler gauge clearance will be slightly
less, especially with an oil film.
Insufficient clearance between the crosshead and crosshead guide will result in the
shoes “wiping”. Excessive clearance will create an audible “knock”.
Shoe shims may be changed on D Series compressor models with the crosshead in
place. The E & F Series crosshead must be rotated out of the guide to uncover the
screws that fasten the shoes to the crosshead body.
CROSSHEAD REMOVAL PROCEDURE
Exercising caution to prevent damage to the guides, proceed as follows:
1. Remove crosshead guide side covers and the outer cylinder head.
2. Move the crosshead to the crank end dead center position.
3. Remove the piston rod locking pin.
4. Remove the wiper rings from the false head packing.
5. Use a sledge-striking wrench to loosen the crosshead nut.
6. Screw the piston rod out of the crosshead with a wrench on the hexagon piston
nut. Push the piston rod forward to provide clearance for the crosshead
removal.
7. With the crosshead at outer dead center, remove the crosshead pin caps and
pin.
8. Rotate the crankshaft to the crank end dead center position and then slide the
crosshead free of the connecting rod. Do not allow the connecting rod to
damage the bottom crosshead guide surface.
9. Rotate the crosshead 90º (in its guide) and remove through the side cover
opening.
The oil clearances for the crosshead pin bearing can be determined (with the crosshead
removed) by micrometer measurements of the pin and bearings. See Section B
“Bearings” for recommended clearances.
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CROSSHEAD INSTALLATION PROCEDURE
1. Place the crosshead on its side and position between the crosshead guides and
rotate upright. Do not force as the shoes may be damaged. When properly
positioned, the crosshead will roll in easily.
2. Position the connecting rod by turning the crankshaft (throw) to outer dead
center. Slide the connecting rod onto the crosshead until the crosshead pin can
be inserted. Install the pin, caps and bolts and secure with new lockwire.
3. Screw the crosshead nut onto the piston rod. Insert the rod into the crosshead
by turning the piston nut.
End clearance between the piston and cylinder heads must now be set. See
Section G.IV.B and G.III-B.V.
4. Tighten crosshead nut.

5. Install the piston rod locking pin.
6. Replace wiper packing rings.
7. Replace the side covers.
B. Crosshead Pin: 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, pin and/or bushing may be damaged.
C. Connecting Rod: The connecting rod and cap are match marked with a number. The
caps are not interchangeable and must always be assembled with the rod from which it
was removed according to the match marks.
CONNECTING ROD REMOVAL PROCEDURE:
1. Remove crosshead guide side covers and crankcase top cover.

2. Remove the crosshead pin cap and crosshead pin with the crosshead at outer dead
center.
3. Turn the crankshaft until the connecting rod bolts are in an accessible location, then
remove the bolts, the bearing cap and bearing shells. Support the connecting rod
and protect the exposed rod journal surface. Care must be taken to avoid damage
to crankshaft journals.
4. Bar over the crankshaft until the crankpin clears and remove the connecting rod
through the crankcase top opening.
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CONNECTING ROD PIN BUSHING REMOVAL / INSTALLATION PROCEDURE
This crosshead pin bushing procedure is applicable to connecting rods used in GE Gemini
compressor frame models A, D, E and F. It is to be used for the removal or installation of the
crosshead pin’s finished bore or semi-finished bore bushings. If you have any questions
concerning this procedure, please contact Gemini’s Technical Hotline.
The crosshead pin bushings are steel backed, bronze bore inserts having an installed interference
fit in the connecting rod’s pin bore. Improper removal of a worn or damaged crosshead pin
bushing from its respective connecting rod, using excessive force or improper technique, may
prevent reuse of the connecting rod.
Improper bushing installation, using excessive force, will distort the bushing’s inside diameter and
affect pin to bushing clearance.
Caution: Do not press nor pull the bushing from the connecting rod.
Serious scoring damage to the rod bore will result.
Caution: Do not bore nor cut through the steel back of the bushing nor into the connecting
rod. Serious damage to the rod bore will result.
Caution: Bushing installation without chilling and following the recommended procedure
generally will result in unseen metallic burrs being pushed between the connecting
rod bore’s ID and the bushing’s steel back. The resulting high point(s) will cause the
removal of excessive bronze bearing material when boring the semi-finished
bushing, or premature failure of the semi-finished or finished bore bushings due to a
distorted bore.
Warning: Sharp steel and brass metallic burrs may be present. Use proper personal
protective equipment and tooling to prevent injury.
I. Bushing Removal Procedure

Correct bushing removal, of both semi-finished and finished crosshead pin bushings, may
be accomplished by utilizing a machine shop with power tools or in the field with hand tools.
1. Machine Shop Removal with Power Tools

Method 1 - Boring
A. Bore out the crosshead bushing, using shallow cuts into the bushing’s steel back to
prevent the bushing from spinning in its bore. Continue to machine bushing material,
stopping about 0.025” to 0.050” from the steel backed bushing’s outside diameter.
B. Use a cape chisel and hammer to collapse the steel bushing shell inward enabling its
removal by use of hand tooling.
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Method 2 – Broach Cutting

A. Use a machine broach to cut two slots, about 180 degrees apart, fully across the width
of the crosshead pin bushing. The broach must not cut through the steel back of the
bushing into the connecting rod. The bottom of the broach cut must stop about 0.025”
to 0.050” from the steel backed bushing’s outside diameter.
2. Field Removal with Hand Tools
A. Use a hand hacksaw or file to cut two slots, about 180 degrees apart, fully across the
width of the crosshead pin bushing. The hacksaw or file must not cut through the steel
back of the bushing. The bottom of the hacksaw cut must stop about 0.025” to 0.050”
from the OD of the steel backed bushing.
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3. Connecting Rod Bore Inspection – without bushing
A. 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” – General Data.
B. Measurements and observations can be recorded using Attachment #1 “Compressor
Connecting Rod Inspection Sheet”.
C. Measure the connecting rod’s bore in 4 places checking for distortion (taper, ovality or
barrel shapes).
Compressor A D D E F
Model 352 422 502, 504 502, 4 & 6 702, 704,
354 424 602 504 602, 4 & 6 706
702, 4 & 6
Conn Rod
Small End
Bore– New 2.687” 3.187” 3.187” 3.750” 4.125”
min / max 2.688” 3.188” 3.188” 3.751” 4.126”
Bore – Max 2.689” 3.189” 3.189” 3.752” 4.127”
OK - Out of 0.0005” 0.0005” 0.0005” 0.0005” 0.0005”
round
Pin
Bushing
Diameter – 2.502” 3.003” 3.003” 3.503” 3.878”

new 2.503” 3.004” 3.004” 3.504” 3.879”
Diameter – 2.504” 3.005” 3.005” 3.505” 3.880”
worn
Crosshead
Pin
Diameter – 2.500” 3.000” 3.000” 3.500” 3.875”

new
Diameter – 2.497” 2.997” 2.997” 3.497” 3.874”
worn
D. Reject any connecting rod bore that has more than 0.0005” (1/2 thousandths) distortion
(taper, ovality or barrel shape difference in measurements).
E. Install new bushing, referring to the installation procedure that follows.
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I. Bushing Installation Procedure
Correct bushing installation, of both semi-finished and finished crosshead pin bushings, require
the follow steps:
1. Thoroughly clean both the bushing 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 (see Figure 1).
3. Inspect for and remove all burrs and debris from the bushing’s steel back.
4. The bushing must be installed into the connecting rod by cooling the bushing to a minimum
temperature of -120 °F (-85°C). This will reduce the bushing’s outside diameter in
preparation for installation. The bushing can be chilled using a dry ice & alcohol mixture,
liquid nitrogen or a commercial deep freeze. The bushing must be left in its cooling media
long enough to achieve the desired reduced temperature.
Caution: To prevent injury, appropriate personal protection equipment is required when

dealing with materials and components exposed these very cold temperatures.
5. Place the connecting rod on a flat and stable surface with the bushing bore’s chamfered
side facing up (see Figure 1). There is only one side on the connecting rod with a chamfer
on the pin bore.
6. 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. A properly chilled bushing will
eliminate the interference fit and allow for its installation by hand with minimal force.
7. Quickly position the chilled bushing above the connecting rod, and rotate as required, to
align its oil hole with the oil feed hole in the connecting rod. Bushing installation must be
performed with a minimum of delay since this thin wall bushing will warm up and expand
very quickly, making installation difficult.
8. Place the bushing in the connecting rod bore by hand, or with a very light pressing force,
aligning the oil feed holes. As the bushing warms up, the proper interference fit will result.
9. If the bushing “sticks” in the connecting rod bore prior to full installation and alignment, it
must be quickly removed before the interference returns and locks it into place. Repeat the
installation procedure from the beginning if this occurs.
Note: The connecting rod’s bushing bore has an annular groove to feed oil to both of the
bushing’s supply holes. If the bushing should shift circumferentially in operation, oil can still
travel to the bushing ID and lubricate the crosshead pin.
Caution: When installing the crosshead pin bushing, care must be taken to avoid partially
covering or blocking the connecting rod’s oil feed hole. The bushing should cover no more
than 1/3 of the oil passage in the connecting rod. Misaligned bushing oil holes must be drilled
out to minimize oil flow restriction (see Figure 1). All drilling debris must be removed from the
connecting rod prior to its use in the compressor.
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Frame Model Connecting Rod

Bushing Part Numbers
Semi-finished Finished
A 1-029180 2-029180
D 1-014604 2-014604
E 1-013263 2-013263
F 1-102830 2-102830
-
10. Finished bushings are precision honed. After installation into the connecting rod, no re-
boring is intended. However, the installed bore must be checked and if required, honed to
size.
11. When required to meeting GE guidelines, semi-finished bushings are available upon request.
After installation, these bushings can be precision bored after installation.
III. Assembled Connecting Rod Bushing Bore Inspection – Bushing Installed
1. Thoroughly clean both the bushing 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 (see Figure1).
3. Measure & record pin bushing clearance, using the connecting rod inspection sheet
(attachment #1).
Note: Pin to bushing oil clearance is determined by measuring the crosshead pin OD and
installed bushing ID with micrometers. The difference between the readings is the measured
clearance. Measured oil clearance must be within values given in Section “B” – General Data of
the appropriate Installation & Operating Instruction Manual for your compressor model.
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Connecting Rod Bushing Installation / Removal
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CONNECTING ROD INSTALLATION PROCEDURE:
1. Place the connecting rod through the crankcase top opening (top cover removed)
and slide into the crosshead guide.
2. Insert the cap bolts and bearing half shell into the connecting rod. Holding the rod
against the crank pin, rotate the crankshaft to a position convenient for replacing the
cap. Attach the cap and cap bearing half shell (around the crank pin) and fasten
securely to the rod with the bolt nuts.
3. Rotate the crankshaft to the outer end dead center position and fasten the
connecting rod to the crosshead pin. Attach the pin caps, insert and tighten the
capscrews to the specified torque.
4. Tighten the connecting rod cap bolts to the proper torque (see Section B
“Recommended Bolt Torques”) and install new cotter pins.
5. Replace the covers on the crankcase and the crosshead guide. Use new gaskets
as required.
D. Crankpin Bearings:
Crankpin bearings (which are interchangeable with the main bearing) are the split
precision type. Both halves are located by locking lugs that engage notches milled in
the connecting rod and cap. The locking lugs prevent rotation and axial movement of
the bearing shells.
Although new half shells are interchangeable, it is preferred that used but still
serviceable shells be placed in their original position in the rod or cap.
Oil clearances may be determined by comparing micrometer measurements of the

crankpin with those of the bearing inside diameter when installed in the connecting rod
with cap bolts properly torqued. Plastigage, a soft plastic wire available at most auto
parts stores, may also be used. Measure clearance with a special scale furnished with
the plastigage.
E. Crosshead Pin Bushing:
The bushing is removed from the connecting rod by pushing it out with a press. A
replacement bushing must be sub-colled in a dry ice pack or refrigerator and lightly
pressed in place, with the oil holes in the bushing and the connecting rod in line.
Field replacement bushings are precision bored. After being pressed into the
connecting rod no reboring is intended. However, the bore must be checked and if
required, honed to size. After boring, be sure to flush the oil passages of the rod with
solvent and air to remove foreign materials and shavings. Bushings that require
precision boring after installation in the rod are available on request.
Oil clearance is determined by measuring the crosshead pin and the installed bushing
with micrometers.
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F. Main Bearings:
Main bearings are identical to and interchangeable with the crank pin bearings. Both
halves are located by locking lugs that engage notches milled in the bearing saddle and
cap. Bearing caps and frame are match numbered and caps must always be placed
back in their original position after removal for any reason.
The amount of bearing wear can be checked by measuring the wall thickness of the
bearing with a micrometer and comparing it with the wall thickness listed in Section B.
Bearing wear may also be checked with Plastigage. Plastigage is a soft plastic wire
and is available at most auto parts stores. To check the oil clearance, remove the cap
and top bearing shell, clean and dry the journal and bearing shell, and place strips of
the Plastigage on the shaft. Replace the bearing shell and cap and torque the cap bolts
to the specified tension. Next, remove the cap and measure the clearance with the
special scale furnished with the Plastigage. Compare clearance with that listed in
Section B. Lubricate the journal and bearing before finished reassembly.
PROCEDURE FOR REPLACING MAIN BEARINGS
1. Remove the side tie bolts, cap stud nuts, cap and upper bearing shell.
2. Remove the lower bearing shell by placing a bearing removal tool in the crankshaft
oil hole and rolling the crankshaft over. Roll in a direction to lift the bearing locking
lug out of the notch in the frame saddle.
3. Do not file or hand scrape the new bearing shells but remove any burrs that were
caused by mishandling.
4. Install the lower bearing shell by reversing the procedures used to remove the
original lower shelf. If the bearing cannot be started into place due to insufficient
clearance between the shaft and saddle, loosen the adjacent bearing caps and lift
the crankshaft a few thousands of an inch. (Do not jack between the shaft and
the bottom of the crankcase.)
5. Take oil clearances for the record.
6. Replace the upper shell and cap. Tighten the cap bolts to the specified torque.
Torque in three equal steps and alternate from bolt to bolt in a crisscross pattern to
assure even torque without distortion. See Section B. Deflection readings between
the crank webs should be taken with a strain gauge. The deflection should not
exceed 0.002”.
G. Thrust Bearings:
Crankshaft end thrust is controlled with two half rings. There is a half ring on each side
of the Number 1 main bearing and each ring fits between a thrust face provided on the
crankshaft and one on the main bearing saddle. It is contained in position by the main
bearing cap. Thrust rings are removed by rolling them out of their groove after the
bearing cap is removed. See Section B “Bearings” for crankshaft thrust bearing
clearances.
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H. Crankshaft:
CRANKSHAFT REMOVAL PROCEDURE:
1. Disconnect drive coupling.

2. Remove top covers, drive end housing and oil pump assembly housing.
3. Remove connecting rod caps and crankpin bearings. Move rods to outer end
position.
4. Remove tie bolts.
5. Remove main bearing caps and top bearing shells.
6. Lift crankshaft vertically out of crankcase. Exercise extreme care not to damage the
bearing surfaces.
7. Remove lower bearing shells (including thrust bearings).
Replace the crankshaft using the reverse procedure.
If a new shaft is being installed, be certain that the pins that drive the oil pump are
properly seated into the end of the shaft. Pins that project too far will damage the pump
drive. Projection beyond the end of the shaft is:
D Series – 1.25” E & F Series – 1.00”
Deflection readings should be taken between the crank webs with a strain gauge. The
deflection should not exceed 0.002”.
I. Drive End Housing: The drive end housing usually needs to be disturbed only to
permit crankshaft removal. The no contact shaft seal is part of this housing. The
housing is split at the crankshaft centerline for assembly reasons. Dowels are used at
this joint to maintain alignment of the two halves.
At reassembly, scrape off the old plastic gasket material from the split joint and clean
with solvent before applying new plastic gasket material.
Check the following at reassembly: (1) check to see that the top surface of the housing
lines up with the crankcase to form a continuous gasket surface for the top cover and
(2) insert feelers between the crankshaft and housing to check the clearance. The
average radial clearance should be 0.010” to 0.015” and no less than 0.005” at any one
point.
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J. Oil Pump Assembly: The oil pump housing serves as the free end crankcase cover. It
has a pilot fit to the crankcase.
K. Oil Filter: See Frame and Running Gear Lubrication, Section F II.
L. Oil Pressure Regulating Valve: This valve regulates the lube oil pressure delivered to
the bearings. The valve is adjustable and should be set to provide 45 – 55 PSI oil
pressure when the machine is running at normal temperature and speed.
M. Oil Pressure Regulating Valve Adjustment: Adjust the valve by first removing the
acorn nut to expose the adjusting screw, loosen the jam nut, then using a screw driver,
turn the screw in or out until the desired oil pressure is observed on the pressure gauge.
Turn the screw in to rise or out to lower the oil pressure. Secure jam nut on adjusting
screw after setting pressure.
N. Lubricator: The cylinder and packing lubricator box may be removed from the unit by
disconnecting the tubing and removing the four mounting capscrews.
Lubricator pumps for divider valve systems have their own gearbox and are to be filled
with gear lubricant to the halfway mark on the sight glass. The quality of the lubricant
should be checked periodically and replaced as needed.
IV. 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, in some instances be necessary
to vary the procedure outlined.
For reference, see section drawings in the parts list.
A. Piston and Rod Removal:
The compressor piston and rod assembly is removed from the cylinder as a unit in order
to inspect or replace the piston rod or piston rings. After venting the pressure from the
cylinder, proceed as follows:
1. Remove crosshead guide doors and move crosshead to approximate crank end
dead center position.
2. Remove outer cylinder head.
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3. Remove piston rod locking pin.

4. Loosen the crosshead nut with a striking wrench and sledge.
5. Screw the piston rod out of the crosshead with a wrench on the piston nut or an
appropriate strap wrench on the piston rod. DO NOT USE a jaw type wrench (pipe
wrench, vice grips, channel lock, etc) on the piston rod.
6. Remove the crosshead nut from the piston rod.
7. Pull the piston rod assembly out through the cylinder taking extreme care not to
damage the piston rod packing. 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 packing case to free the piston rod so its
removal can be completed.
8. Handle all parts carefully so parts, including the cylinder, are not damaged.
9. Mark each piston ring as it is removed from the piston so that it can be reinstalled in
the same groove from which it was removed.
B. Piston and Rod Reassembly.
1. Put an entering sleeve over the piston rod threads.

2. Lubricate the entering sleeve, piston rod and cylinder wall with oil.
3. 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.
4. Replace the piston rings. Stagger the ring gaps.
5. Continue to slide the piston rod assembly into the cylinder until all of the piston rings
have entered the 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.
6. Remove the entering sleeve and install the crosshead nut on the piston rod.
7. With the crosshead on crank end dead center, screw the piston rod into the
crosshead (see G.IV.A5) until the crank end piston clearance is approximately
0.045”. This clearance is measured through a crank end valve port with a feeler
gauge or soft lead wire measured with a micrometer.
8. Determine that the piston rod locking pin will engage one of the slots in the end of
this piston rod and then snug the crosshead nut against the crosshead.
9. Replace the outer end cylinder head and O-ring.
10. Measure the clearance between the piston and cylinder head as the piston is moved
past dead center on both ends. The piston to head clearance on the outer cylinder
end should be approximately double the clearance on the crank end. Correct
clearance as deemed necessary.
11. Install the piston rod locking pin and tighten the crosshead nut against the
crosshead with a striking wrench and sledge.
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C. Cylinder Condition:
1. Remove carbon or other deposits from the cylinder.

2. Check for scoring, cracks or metal deposits.
3. Check water jackets for scale.
Worn cylinder liners that vary in diameter throughout their length may result in ring
breakage or failure to seal. As a general guide, maximum taper or out of roundness
should not exceed 0.0015” per inch of diameter. If above this, the liner should be
replaced or rebored and fitted with oversize piston and tings.
D. Liner Removal and Assembly: The liner fit in the cylinder is snug and when the parts
are clean, they can generally be freely assembled or disassembled. The clearance
between the outside diameter of the liner and cylinder bore varies
from 0.000” to 0.0032”. Exceptions to this are the high-pressure cylinders (above 2500
PSI) in which the liner has an interference fit. Hydraulic pullers are needed to remove
and to assemble these liners.
When inserting liners, be certain the valve ports and oil holes line up with corresponding
holes in the cylinder. See that the liner alignment dowel is in place.
E. Piston Condition: When the piston is withdrawn from the cylinder for inspection,
clean it of all deposits and carefully inspect for defects or wear.
To prevent gas from blowing by the piston, good contact is required between the ring
and the side of the groove in the piston. If the grooves are damaged or a tapered
condition has developed, the grooves should be trued up in a lathe and wider rings
installed.
F. Piston Rod Condition: It is important to check the piston rod. It must be round,
smooth and straight. If the rod is scored, pitted or has a taper, it must be
replaced. If the rod has a worn undersize but is round and true, standard
packing rings may be used but will have a shorter life.
G. Piston to Rod Assembly: It is important to check the piston rod. It must be round,
smooth and straight. If the rod is scored, pitted, or has a taper, it must be
replaced. If the rod has worn undersize but is round and true, undersize packing
rings may be used.
Inadequate support of the piston rod assembly may allow bending of the rod during
piston nut torquing.
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.
Use the following procedure to install pistons on piston rods (see Figure G-1).
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H. 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 falsehead outboard of the pressure-packing
gland. The packing rings require the most attention. When sludge, carbon or dirt
has fouled them, they must be cleaned. Rings that are worn, broken or scored
must be replaced.
The ground and lapped surfaces on the packing case cups and flange where the parts
join and where the rings seal must be smooth and flat. Some relapping of these
surfaces is permitted provided the parts are not excessively weakened. Running
clearance for the rings must not be destroyed.
The packing case gasket prevents leakage around the packing case. This gasket seals
against the bottom of the packing box 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. The bolt torque holding the packing case must be correct.
The case must not contact the bottom of the box.
Piston rod packing may be serviced as follows:
1. Remove the crosshead guide doors and move crosshead near crank end dead
center.
2. Disconnect oil and vent tubing.
3. Remove rings from falsehead and slide cup and plate back along piston rod.
4. Remove the capscrews holding the falsehead and use them for a handle to remove
it by inserting the capscrew into the tapped holes provided. Slide the falsehead
back along the piston rod.
5. Remove the capscrews that secure the packing gland to the cylinder.
6. Remove the small nuts from the packing tie rods and slide the packing flange back
along the piston rod.
7. Pull the packing assembly out to expose the first packing cup and pair of rings.
Remove the rings and springs and slide the cup back along the rod. Remove each
succeeding ring in this manner. Keep the ring segments together and note the
location from which they were removed.
8. If the sealing surface side of any one-cup is rough, the packing case must be
removed for repair.
Reassemble the piston rod packing as follows:
1. Assemble packing rings and springs over the rod. Install progressively with each
ring in its correct location. The end of each ring segment is numbered and rings
must be assembled so that numbers correspond. All numbers or letters stamped on
the rings face the pressure. Any radial cut ring faces the pressure. Pour oil over the
rings and reassemble the case.
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2. Move the packing assembly into place. The vent connection is located below the
piston rod. Insert capscrews and tighten evenly. Make certain that the packing
case is centered with the piston rod.
3. Verify that the O-rings that seal the openings through the falsehead and the O-ring
that seals around the outside diameter are in place. Slide the falsehead into
position and bolt it to the packing case flange. Holes in the falsehead and packing
flange should be aligned with a long stud or capscrew before the falsehead is
positioned in its bore.
4. With the falsehead packing assembled around the rod, slide the plate and cup up
and bolt to the falsehead. Replace oil and vent piping.
There are times it is necessary (or preferred) to remove the packing case and rings
from the machine as an assembly. This is done by first removing the piston and rod
assembly as described in Paragraph IV-A. With the piston rod out of the way, the
falsehead assembly can be removed and finally the pressure packing case
assembly can be unbolted and removed from the machine.
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I. VVCP Adjustment:
VARIABLE VOLUME CLEARANCE POCKET ADJUSTMENT
Condition 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
The VVCP adjustment should be made under above conditions 1, 2 or 3.
VVCP adjustment under above conditions 4, 5 or 6 is sometimes required. Therefore, the following
precautions must be exercised.
WARNING
DO NOT, UNDER ANY CIRCUMSTANCES, ADJUST THE VVCP DURING
COMPRESSOR OPERATION WHEN PROCESS GAS CONTAINS HYDROGEN
SULFIDE (H2S) OR OTHER TOXIC GASES!
CAUTION
FLAMMABLE GAS MAY LEAK FROM VVCP STEM WHEN THE JAM NUT IS
LOOSENED!
Tools required:
VVCP clearance extension charts

Tape measure
Grease gun
Grease
Large adjustable wrench to loosen VVCP jam nut
Large adjustable wrench to turn VVCP stem
1. Determine desired VVCP stem extension dimension from charts prior to beginning
adjustment procedure.
2. Remove all possible sources of ignition, which could ignite flammable gas leakage
during VVCP adjustment.
3. Apply grease to the VVCP flange lubrication fitting.
4. Loosen the VVCP stem jam nut not more than one half turn.
NOTE: Some chattering and / or light knocking of the VVCP stem/piston may be
experienced during VVCP stem adjustment with the jam nut loosened.
5. Maintain VVCP stem jam nut position of not more than one half turn from tight position
during stem adjustment.
6. Screw VVCP stem in or out to desired clearance position determined in step 1 while
maintaining jam nut position in step 4.
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7. Securely tighten the VVCP jam nut against the VVCP flange seal washer.
8. Apply grease to the VVCP flange lubrication fitting.
9. Verify no gas leakage from VVCP stem seal washer area. Repair gas leaks, as may be
required utilizing appropriate safety measures, tooling, parts and procedures.
Reset hi-lo process gas pressure and discharge temperature shut down points to
new set points as the operating conditions have changed.
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SYMPTOMS
Valve Breakage &

Noisy or Knocks
Pressure Above
Pressure Below
Wear Abnormal
Piston Cylinder
Carbonaceous
Above Normal
Crankcase Oil
Packing Wear
Pressure Low
PistonERod ori
Delivery Less
Temperature
Compressor
Piston Ring,
Than Rated
Intercooler
Intercooler
Discharge
Excessive
Abnormal
Deposits
Capacity
Normal
POSSIBLE CAUSE
W
Discharge Pressure Above Rating o o o o o
Intake Clogged o o o
Valves Worn or Broken o o o o oH oL
Valves Not Seated in Cylinder o o o o oH oL
Gaskets Leak o o o oH oL
System Leakage Excessive o
Piston Rings Worn, Stuck or Broker o o o o o oH oL
Cylinder (Piston) Worn or Scored o o o o o oH oL
Foundation Bolts Loose o
Piston to Head Clearance Too Small o
Piston or Piston Nut Loose o
Bearings Need to be Replaced o
Liquid Carry-Over o o o o
Oil Feed Excessive o o o o
Lubrication Inadequate o o o o
Oil Viscosity Incorrect o o o o
Ambient Temperature Too High o o
Cylinder, Head, Cooler Dirty o o
Water Inlet Temperature Too High o o o
Water Jacket or Cooler Dirty o o
Valves Dirty o o o o o
Discharge Temperature Too High o
Wrong Type Oil o o o
Dirt, Rust Entering Cylinder o o o o
Packing Rings Worn, Stuck or Broken o
Piston Rod Scored, Pitted, Worn o
Discharge Line Restricted o
Rod Packing Leaks o
Speed Lower Than Rating o
Intercooler Leaks o
Valve Incorrect o o
Valve Incorrectly Assembled o
Gauge Defective o o o
Oil Relief Valve Defective o
Oil Piping Leaks o
Oil Filter or Strainer Clogged o
Air Leak Into Pump Suction o
Pump Worn or Defective o
Resonant Pulsation o
H High Pressure Cylinder
L Low Pressure Cylinder
TROUBLESHOOTING CHART
TABLE G-1
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V. Trouble Shooting
Minor situations can occur during the operation of a GE Gemini 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 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 interstage pressures and

temperatures by stage on multi-stage compressors. When interstage operating
conditions vary from normal it indicates trouble with one of the stages. Generally, when
the interstage pressure suddenly drops look at the lower pressure cylinder. If the
interstage 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.
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 or wear band
• Valve improperly seated or damaged seat gasket
• Cylinder incompressible contaminants, liquid or solid carryover
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Frame Noise • Loose crosshead pin or pin caps
Or Knock • Loose or worn main, crankpin or crosshead bearings
• Knock coming from cylinder end
• Loose crosshead balance weight
• Damaged crosshead
• Loose crosshead pin or pin caps
• Improper lube oil selection
Cylinder or • Compressor frame or crosshead guide mounting bolts loose

Frame Vibration • Discharge bottle wedges loose or improperly adjusted
• Drive train misalignment
• Bottle/piping acoustical pulsations
• Excessive crosshead guide clearance (crosshead slap)
Low Oil • Low oil level

Supply • Oil pump failure
Pressure • Oil pump cavitation from excessively cold oil
• Oil pressure regulating valve improperly adjusted
• Oil filter element – dirty, restricted or collapsed
• Low oil pressure switch setting too low
• Defective pressure gauge
• Oil foaming - high oil level being struck by counterweights
• Internal running gear leakage - excessive bearing clearance
High Oil • Cold oil

Supply • Oil pressure regulating valve improperly adjusted
Pressure • Defective pressure gauge
Low/High Oil • Cooling water supply restricted

Supply • Cooling water isolation valves closed
Temperature • Temperature control valve temperature incorrect, improperly
installed or stuck
Crankcase Oil • Oil makeup system isolation valve closed or strainer plugged
Level High/Low • Oil makeup system out of adjustment or leaking
• Cold oil / insufficient head pressure
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
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“No-flow” • Lube line blockage or crushed tubing, causing rupture disk to
Shutdown, 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
Valve Breakage • Liquid carryover

or Wear Abnormal ● Improper valve tailoring – lift, material, springing, assembly
• Solid abrasive debris entering cylinder with gas stream
• Excessive oil supply
• Off design operating condition
• Gas composition change
• Gas system resonant pulsation
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 Over • Inadequate lube oil supply rate, break-in versus normal rates
Heating • Lubrication supply failure
• Inadequate packing water coolant flow, if so equipped
• Improper lube oil selection and associated lube rate
• Worn packing rings
• Contaminants (liquid or solid) affecting packing rings
• Improper packing ring side or end clearance
• Piston rod wear – scored, tapered or out of round
• Excessive piston rod run out
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Situation Potential Common Causes______________
Excessive • Worn packing rings
Packing • Packing case bolts loose
Leakage • Packing rings incorrectly assembled/installed
• Improper lube oil selection and associated lube rate
• Packing not seated or properly run-in
• New packing installed on worn rod or damaged packing case
• Piston rod wear – scored, tapered or out of round
• Excessive piston rod run out
Piston Rod or • Cylinder or piston worn or scored

Packing Wear • Oil dilution from liquid carryover
Excessive • Improper oil supply – excessive or inadequate
• Inadequate lubrication – incorrect oil type, viscosity or amount

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

Liner & Cylinder • Cylinder or piston worn or scored
Wear Excessive • Oil dilution from liquid carryover
• Inadequate lubrication – incorrect oil type, viscosity or amount
Piston Rod Oil • Worn packing rings

Wiper Packing • Packing rings incorrectly assembled/installed
Leaks • Packing not seated or properly run-in
• Worn or scored piston rod
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Situation Potential Common Causes________________

High Discharge • Excessive compression ratio across cylinder – back pressure from
Gas Temperature leaking suction valves or piston rings of next higher stage cylinder
• 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
• 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
Crankshaft • Clogged top cover breather

Drive End • Back pressure from excessive cylinder packing leak
Seal Oil Leak • Excessive seal wear due to drive coupling misalignment
• Excessive seal wear due to incorrectly adjusted front cover
Gas Safety • Faulty or improperly adjusted pressure safety valve (PSV)

Relief Valve • Back pressure from leaking suction valves or piston rings of
Popping higher stage cylinder downstream
• Discharge line check valve restriction – sticking or damaged
• Gas cooler tubing restriction – fouled or exceeds flow capacity
Sept 2004 83 of 85
GE Energy
Oil & Gas Section H- Gemini Contact Information
24 Hour Assistance: Parts: 832-978-6233

Technical Assistance: 832-978-9780
Factory Location:
GE Oil & Gas

Manufacturing and Warehouse
3300 Medalist Drive
Oshkosh, WI 54902-7126
Tel. +1-920-323-6000
Fax +1-920-323-6195
Sales, Customer Service Location:

1333 West Loop South, Suite 800
Houston, TX 77027
Tel. +1-713-803-0900
Fax +1-713-328-0520
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 be glad to make a valve trim recommendation, please provide
the gas pressures, gas constituents, and compressor details.
Technical Hotline Instructions:

A brief description of your problem is most helpful. Also be prepared with a description of the type
of machinery, the frame and/or cylinder serial number, bore and stroke, driver, type of gas are all
helpful. When asked to leave a message, we require your name, phone number, serial number of
the equipment, and description of the problem.
Website: www.geoil&gas.com
GE Gemini Training
GE Gemini 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 Gemini sales for details.
GE Gemini Tech CD
GE Gemini distributes technical bulletins, updated parts books, updated operations manuals, and
the latest version of our compressor performance program by means of the GE Gemini Technical
Data CD and our website. Updates are often quarterly, please contact GE Gemini for the latest
CD.
Sept 2004 84 of 85

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GE Energy

Oil & Gas

D, E, & F GAS COMPRESSORS

INSTALLATION AND OPERATING INSTRUCTIONS

H Gemini Contact Information

A. Frame and Running Gear Assembly

III. PROCEDURE FOR REQUESTING SERVICE, INFORMATION FOR

IV. GAS COMPRESSOR RECORD

GEMINI Gas Compressors designs, manufacturers and supplies to customers and

A. Frame and Running Gear Assembly

Warranty is contingent on the following:

1. An authorized representative of GE Oil & Gas - GEMINI Gas Compressors or the

GE Oil & Gas

A. Ordering Parts (Spare or Replacement)

1. Compressor Model Size

Sept 2004 Page 4 of 83

DATE: ___________________________ MODEL: ________________________

CYLINDER NUMBER (SEE SKETCH)

Sept 2004 Page 5 of 83

MAIL TO: GE Oil & GAS

Start-Up Report for Packagers and Distributors No. S ______

FRAME LUBE OIL CYLINDER LUBE OIL GAS ANALYSIS

BRAND: ______________________ BRAND: ______________________ TYPE: ________________________

COLD ALIGNMENT HOT ALIGNMENT

Sept 2004 Page 6 of 83

Pre-Startup Check List

Initial No-Load Run Check List Initial Load-Run Check List

Sept 2004 Page 7 of 83

Cyl. Stage Pressure, PSIG Temperature °F Unloaded

CUSTOMER SIGNATURE (Required) SERVICEMAN’S SIGNATURE

CERTIFIED SERVICEMAN’S SIGNATURE

Sept 2004 Page 8 of 83

II. LUBE SYSTEM

III. PISTON to CYLINDER CLEARANCES

IV. PISTON AND PACKING RING CLEARANCES

V. RECOMMENDED BOLT TORQUES

VI. RECOMMENDED HOLD DOWD BOLTING SIZE & TORQUES

Compressor D Series E & F Series

IV. PISTON AND PACKING RING CLEARANCE

Piston Ring End Gap - 45º Angle Cut Approximately

Packing Ring – Side Clearance

Piston Nuts See Section G.IV.G (Page 49)

SECTION B - GENERAL DATA

Standard Material: Rod packing flange and valve cover bolting.

Bolt Diameter Torque

All other Bolting (Standard Material, typically SAE Grade 5):

All torque values are based on petroleum based thread lubricants.

VI. RECOMMENDED HOLD DOWN BOLTING SIZE & TORQUES

B. Bolt Fastener Tightening

Frame Foot1 Crosshead Guide to Support

Reciprocating Compressor Hold Down Bolting Table

II. FOUNDATION (SUB-BASE)

III. LEVELING AND ALIGNMENT

C. LEVELING AND ALIGNMENT

B. Coupling Adapter Bolting

This coupling adapter bolt installation procedure is applicable to GE/Gemini compressor

Required Materials & Tools

• Magnetic base drill press, 3/4” or larger chuck preferred.

“D” & “DS” Frames

Coupling Adapter Nut Hardened Bolt

“E / F ” & “ES / FS” Frames

Body Fit Pilot Drill Size Stepped Reamer Description

DATE: ___ MODEL:

BRAND: BRAND: TYPE: ____

Signed: _______________________ Date: _

Signed: _______________________ Date: _

Signed: ___________________ Date: