Академический Документы
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Todays Schedule
Unless indicated otherwise, all meetings are held in the Convention Center. Coffee breaks all day are sponsored by Meuller Environmental Designs, Inc.
7:00 a.m. 5:00 p.m. REGISTRATION Convention Center Registration Area 6:45 8:00 a.m. BREAKFAST Great Hall C
Sponsored by Hoerbiger Corporation of America, Inc.
8:00 11:00 a.m. SHORT COURSES (select one) 11:00 a.m. 1:00 p.m. EXHIBITS OPEN
Lunch served in the exhibit hall for all Conference registrants
1:15 2:00 p.m. TECHNICAL PAPERS (running concurrently) 2:15 3:00 p.m. TECHNICAL PAPERS (running concurrently) 3:15 4:30 p.m. TECHNOLOGY UPDATE Great Hall A&B 4:45 6:30 p.m. EXHIBITS OPEN
Reception in the exhibit hall for all conference registrants and sp
maps of hybrid high ow turbochargers used to meet stringent emission requirements, elevated gas pressures were needed to test these turbochargers at the engine system air specication. A single stage of the three-stage compressor increases the natural gas pressure from the city main into the TTRF burner to pressures up to 100 psig. The test cell can now reach pressure ratios up to 4.0. The high pressure line to the engine test cells allows industry to test prototype technologies prior to eld installation. Some of these technologies require natural gas pressures up to 500 psig. Stages two and three of the original compressor are now used for two-stage compression delivering gas at pressures up to 600 psig of natural gas to the test cells. Kriss McDonald of Ariel not only provided a long list of replacement parts, but also sent Pat Maloney to Manhattan for a couple of days of intense overhaul training. While part of the compressor was not in as bad of shape as we anticipated, we decided early on that the best route was to completely overhaul the compressor
See Ariel & Hoerbiger - p. 4
to assure that it would work as built, explained McDonald. By changing the conguration of the compressor stages, the valves needed to be recongured as well. Hoerbiger donated the valves and assisted with technical support throughout the overhaul process. NGML undergraduate students gained a great deal of hands-on learning through this project. The students, many of whom are at the GMC, completely redesigned the process piping of the three-stage compressor to operate two separate processes. In addition, they recongured the piping, added an additional gas cooler to the skid so all three stages were intercooled, and re-engineered other support hardware on the skid. Students also completely
re-instrumented the entire skid and automated the startup, operation, and shutdown of the compressor operation. With the addition of high pressure natural gas lines to the Lab came a review of all associated safety procedures. Brad Grieves of Panhandle has been extremely instrumental in helping us elevate our awareness to safety as well as in reviewing the newly developed safety procedures, said Chapman. We have installed automated safety stops, instituted procedures to safety check the line, and are developing training programs for the staff. We strive to be as safety-conscious as the industry we work for. Donations such as these from Ariel and Hoerbiger provide engineering projects for the engineering students who work at the NGML. These hands-
on projects provide students a safe environment in which to apply classroom material. This hands-on experience has made K-State engineering graduates with NGML experience highly sought by the natural gas transmission industry. This year the
NGML has nine students at the GMC, many of whom are about ready to graduate. If you are looking to ll engineering positions within the next year or have internships available, these students should be at the top of your list.
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8
million tons per year
GEs new LNG supertrain includes three strings, each comprised of a Frame 9 gas turbine driving two centrifugal compressors. Six units are destined for the worlds largest LNG facility in Qatar. Each one enables 8 MTPY production capacity. This is breakthrough technology for the LNG industry where economies of scale are critical to a plants success. For more information, visit www.ge.com/oilandgas
imagination at work
Two used cylinders starting the reconditioning process (above) Re-engineered cylinders during hydrostatic test in ACIs shop (below).
Completed KVG 3600 three-throw conguration with an ACI re-engineered used cylinder added to the previously vacant center throw (below).
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New DATUM-C Electric Motor-Driven Compressor Provides Quiet, Emission-Free Solution For Natural Gas Pipeline Applications
For equipment operators in natural gas pipeline applications where quiet, emission-free operations are essential DresserRand (D-R) has introduced the DATUM Model C (DATUM-C) electric motor-driven compressor. Dresser-Rand is the world leader in advanced centrifugal compressor technology, with more than 100 years experience designing compressors for virtually every type of application. D-Rs new DATUM-C pipeline compressor incorporates all of the modular design advantages rst introduced in the DATUM line of compressors, now with an integrated, high-speed electric induction motor. This unique design solution makes DATUM-C a solution for pipeline applications near urban areas where electric power is readily available, and where environmental impact is of greatest concern. The DATUM-C is the result of several years of research and development by Dresser-Rand in conjunction with a major U.S. pipeline client and the U.S. Department of Energy. The idea really came about through our discussions with one of our clients, said Harry Miller, product manager, Marketing at Dresser-Rand, and one of the key engineers responsible for the original DATUM development. They sought to build a pipeline station in an underground bunker, which would require very little maintenance support, and which would be non-intrusive to the surrounding landscape. In addition, they recognized there would be inherent security advantages with that type of facility. The challenge was designing a totally enclosed compression system with inline anges and a natural gas cooled electric motor. After some of the early designs proved promising, D-Rs project caught the attention of the U.S. Department of Energy (D.O.E.). In 2003, D-R secured funding from the D.O.E. as part of a larger initiative for U.S. manufacturers to develop leading edge technologies for natural gas industry infrastructure reliability. The D.O.E. recognized the value of the DATUM-C, and the positive impact it could have on the pipeline industry. Their help has been instrumental in our bringing this product to market. Since rst introducing the DATUM design in 1995, DresserRand has successfully applied the same product scaling and modular bundle philosophy to other compressor products, including the D-R M-Line and B-Line compressors, as well as the P-Line pipeline booster compressors. D-R has designed, manufactured and installed more than 750 pipeline compressors for the gas transmission industry, with the rst installation occurring in 1947. DATUM-C offers the same advanced technologies and modular design concepts available in traditional DATUM compressors, providing equipment operators with greater ease of maintenance and life cycle value. The DATUM-C is really the rst spin-off technology based on the success of the DATUM compressor product line, Miller said. A key task in the early stages of the development of the DATUMC was the selection of an electric motor suited to the project. After extensive research to nd a motor company with a proven track record and technological capabilities, D-R selected CurtissWright Corporation, of Roseland, New Jersey. Once we identied Curtiss-Wright, and saw some of the things they had accomplished for the U.S. Navy, we knew we had a good t, Miller said. There are other great industrial motor manufacturers out there, but Curtiss-Wright had the best combination of high technology motor and engineering expertise for a project such as this. The integrated two-pole induction motor from Curtiss-Wright uses magnetic bearings supplied by Kingsbury, and a self-contained natural gas cooling system. The unit operates at 10 MW with 6,900 volts available at the terminals, and a maximum continuous speed of 12,000 RPM. An Idea Whose Time Had Come While the natural gas pipeline industry was at one time largely limited to rural areas, in recent decades the ever expanding network of pipes and stations have become commonplace in high-population centers. As a result, gas providers have had to balance the demands of a reliable supply of natural gas, with the environmental and aesthetic concerns of their neighbors. These companies have continually sought new and innovative ways to reduce noise and emissions from their pipeline operations. Originally, the proliferation of pipeline stations in remote areas required equipment that operated on the natural gas supply, and was not reliant on electric power. Now with far more pipelines and stations, electric power is more readily available, Miller said. And many industrial users can negotiate their own costs for electricity, so the electric motor-driven compressor is more practical than it ever was before. The D-R DATUM-C compressor has a number of design features that make it uniquely suited to todays natural gas pipeline installations. The inline piping anges of the DATUM-C allows the entire compressor to be installed directly into the line in both indoor or outdoor locations, greatly reducing infrastructure costs for new installations, as well as installation costs for retrot applications. The small footprint approximately 8feet by 12-feet (2.44 x 3.66 m) and modular design also make installation and maintenance easier. For pipeline applications, the DATUM-C is designed with a single-stage impeller for an inlet ow of 600 mmscfd, and inlet pressure of 45 bar (650 psig) at 60 to 80 degrees Fahrenheit (15 to 26 degrees Celsius). The discharge pressure is 80 bar (1,160 psig). A second generation DATUM-C design is already in development with up to ve impellers for higher pressure See New - p. 14
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To be truly couple-free, the compressor frame utilizes three connecting rods for each pair of opposing throws, two narrow and one wide. The two narrow rods weigh the same as the wide rod when the bushings are installed. Wide connecting rods are interchangeable while narrow rods are machined as sets of two and are interchanged as matched pairs. The Axis evolution is balanced such that opposing
and outward, the inertia forces develop a resultant couple around the center of the crankshaft that changes direction with the outboard and inboard stroke. In order to keep the inertia forces down, packagers typically have to make the structural skid heavier and more rigid. This in turn adds cost to the entire package. The couple-free design of the Axis Evolution compressor eliminates the horizontal couples by placing the throws directly opposed and in the same centerline of action. The practical result of this revolutionary design is illustrated by the calculation of the unbalanced forces and couples for the Evolution compressor. While standard offset designs will have horizontal couples ranging from 1200 lbs-ft and 1600 lbs-ft, the couple-free design has no couples. The benets of this design approach not only improve compressor reliability and maintainability, the couple free design should also lower the costs associated with packaging this compressor. By eliminating the horizontal couples, gas compressor packaging companies
throws are within 1.58 oz. (45g) Unbalanced forces and couples are the major sources of vibration in reciprocating compressors. The unbalance comes in the form of horizontal and vertical couples due to the offset of the opposing throws, and horizontal and vertical forces due to the tolerances in the reciprocating weights. With the movement of the reciprocating weights inward
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New DATUM-C Electric Motor-Driven Compressor Provides Quiet, Emission-Free Solution For Natural Gas Pipeline Applications
contd from p. 10 requirements. Most pipelines are operating at pressures of 69 to 83 bar (1,100 to 1,200 psig), Miller noted. But some companies are planning new pipelines at pressures up to 172 bar (2,500 psig) to transmit more gas in a given diameter. The new DATUMC will be able to meet those requirements, as well. Magnetic Bearings Help Make It Green One of the most signicant design features of the DATUM-C is the use of magnetic bearings. While magnetic bearings have been around for many years, previous systems were reliant on older analog control systems, making the bearings difcult to tune and adjust, according to Miller. Previously, the magnetic bearing control system was designed, built, and tuned on the test stand, but the only way you could adjust it was to change the resistors and capacitors. Then if something changed in the eld, you had to do it all over again, making it very difcult to manage, as well as time consuming and expensive. But with todays digital controls, the computer based algorithms make tuning very simple and quick. Now that operators have become more comfortable with the advanced, Windows-based digital controls, magnetic bearings will continue to gain even wider acceptance. D-R has sold other compression systems with magnetic bearings, including a major pipeline station in Pennsylvania that has been running for three years. Its been a very reliable machine for them, Miller said. Because of the magnetic bearings, there is no need for an oil lubrication system, oil lm seals, or dry gas seals. The unit is a completely closed system, Miller stated. With no gas turbine or gear box, the entire system produces no on-site emissions, and is extremely quiet. So it is very environmentally friendly. The DATUM-C provides variable speed operation, and the unit can remain pressurized during shutdowns. According to Miller the new DATUM-C compressor is already drawing favorable response from pipeline clients, and additional frame sizes are planned. Because of the scalability features of DATUM, we can develop an entire family units in the 5 MW to 20 MW range to cover the entire scope of pipeline requirements. DATUM-C represents a new concept in pipeline compression one that addresses the reliability, performance, installation cost, and environmental concerns of todays pipeline operators. DATUM is a registered trademark of Dresser-Rand Company.
an unprecedented 21% increase in horse power to the 2800 engine series. During the development process, engineering evaluated numerous design options to improve available power such as raising BMEP or increasing RPM. However, utilizing six sigma practices, the decision was made to increase the bore size of the power cylinder and piston. Power cylinder bore size increased from 15 to 16.5 which translates directly to an increase in HP to 21%. In order to increase the bore size without making signicant impacts to the rest of the AJAX frame, engineering took an innovative approach to how air enters the combustion chamber. As shown in Figure X, the air takes a direct approach in the 15 cylinder
mapping and data collection started in August of this year and is expected to continue for 500 hours of engine run time before moving into production. Data collection will consist of airows, fuel rates, power cylinder indicator cards, operating pressures & temperatures, and metal temperatures for the piston, head and cylinder
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characteristics of machinery. Clearly, we found a gap between the technical eld personnel and management. Once we looked at it from this point of view, we realized that there was a disconnect between the eld personnel providing technically detailed reports on what happened during the week and management trying to gure out production levels and prots. Based on our ndings, Based on our ndings, Dynalco began to develop an asset management and predictive diagnostic solutions development approach, using our 30 years of core competence and experience in industrial engines and
See Dynalco on p. 24
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Dynalco Unveils Three Products as Part of its New Strategic Asset Management Philosophy
contd from p. 20
to remote locations so that maintenance activities can be planned and executed before the machine fails. The idea for Sentinel came about through interviews with some of our customers in the gas gathering industry. We asked them how we were meeting their needs with regard to our diagnostic products, said Boutin. One of the things they mentioned is that even though they are using our RECIP-TRAP as Machinery analysts have taken on increased work loads and they are stretched thin, added Boutin. If we can focus them on the equipment that needs attention, then their time is better spent and the company gets a better return on its investment in the analysis program. Dyna-Probe is another Dyna-Probe is another new solution from Dynalco. It is a nonintrusive, engine inspection tool that checks cylinder condition and measures wrist pin, link pin, rod bearing and master rod clearances. DynaProbe greatly reduces the time it takes to perform large engine critical component inspections to avoid catastrophic engine failures. said Bob Webber, Director of Strategic Asset Management Solutions at Dynalco. He further mentions, It was developed by licensing patented technology from Beta Machinery Analysis and is now available for purchase under the brand name of DynaProbe. Webber states, There Webber states, There are critical clearances inspections that must be made in any engine, some of which are determined by insurance companies. Others are determined by federal agencies, and some are dictated by the manufacturers in order to properly run their equipment. These clearances must be checked every so often as part of a preventative maintenance program, and most companies have a dened procedure for this. Some of these measurements require a very intrusive procedure. For example, if you needed to get wrist pin clearance on a large-bore, slowspeed engine or on a high-speed engine, the requirement would be, without a device like the DynaProbe, to shut the engine down, drain the oil, drain the water, pull the cylinder head, mount a dial indicator and some sort of lifting device to move the piston so you could check the clearance. You cant reach the wrist pin with any kind of feeler gauge because of where it is located. This traditional method This traditional method takes lots of manpower, particularly on the large bore slow speeds, said Webber. It can take four men up to four days. Thats four days of downtime, plus the manpower. Lots of money wasted. If you use our new If you use our new DynaProbe instead, its non-intrusive, said Webber. The only thing to remove is the spark plug. You take the measurements with the probe through the sparkplug hole to lift the components. Instead of lifting them with an overhead hoist, or a porta-power from the bottom end, you lift it with a vacuum. The entire process on a 10-cylinder engine would take two men four hours. So, a maintenance manager can save the labor of four men and 3.6 days, plus down-time Lots of money saved. According to Webber, According to Webber, the measurements are more accurate with DynaProbe than doing it manually. There is also no additional maintenance induced from disassembly and reassembly. There is no risk of damaging parts due to excessive force, said Webber. For example, without DynaProbe, you need a 10 ton porta-power stuck under a rod to move the master rod. How do you know when youve applied 10 tons? When you applied this pressure have you damaged anything? The vacuum on the DynaProbe is a nonintrusive shut-down inspection tool that inspects cylinder condition and measures wrist pin, link pin, rod bearing and master rod clearances. DynaProbe o nly applies DynaProbe only applies about 20% more force than the parts weigh. We know were getting a good clearance reading and we know we havent deected anything or caused any damage with the force we are applying using the DynaProbe. Our new BETATRAP 3 with Ignition is the third product offered as a result of Dynalcos newly adopted philosophy, states Webber. It is an evolution of Dynalcos BETA-TRAP3, which is a portable engine peak ring pressure balancer that has become a popular mainstay in the companys line-up.BETATRAP3 BETA BETA-TRAP3 with Ignition is a market driven addition to the BETA-TRAP balancer, said Webber. Many of our clients are now requiring that the people who do the balancing also check the secondary side of the ignition system. Our engine analyzer already has the capability to do secondary ignition. Its a natural progression to make the balancer have the same capability. We are applying our understanding and know-how of how to do that from our RECIP-TRAP and we are moving the capability over to the BETA-TRAP3. Dynalco has a long term vision of where it intends to go with its strategic asset management solutions philosophy to serve its clients. The products mentioned support Dynalcos focus to be more than just a tool supplier. Our strategic asset management solutions deliver a mix of industry leading tools, services and continuous improvement processes that enable the deployment, utilization, control and maintenance of our customers industrial machinery in a manner that is consistent and closely aligned with our clients business objectives, said Surette. Going forward, all of Dynalcos solutions will be designed with this in mind.
their portable analyzer, they were still having problems because the analysis is not being done often enough to catch all of the failures that are occurring. They expressed a need for a system that could identify insipient failures before they actually became problems for the machine. The Sentinel System The Sentinel System monitors the mechanical condition and the performance of the compressor and the engine and then when a fault starts developing, it raises an alert, said Boutin. Locally on a skid it displays what the alert is and what the operators actions should be. If the fault is detected early enough, the operator may be advised to schedule an equipment analysis. Other, more serious faults such as excessive power exhaust valve vibration might require immediate analysis or even shutdown of the equipment. Sentinels display is very specic. Sentinel does not just raise a general alert. It displays exactly what the issue is and gives proactive recommendations. For example, Power cylinder 3R is detonating. Check engine controls.
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AETCs Presents an Array of Third Party Products Incorporating AETC Technology at the 2006 Gas Machinery Conference
When you visit AETCs booth this year you might notice some subtle but important changes. Of course the same faces are there, other than Geoff Ashtons who just had his second son. The same products are there including AETCs Continuous Pressure Monitoring System (CPMTM) and Tru TraceTM combustion monitoring systems and an array of emissions monitoring systems including the Alternative Continuous Emissions Monitoring System (ACEMS) for parametrically determining emissions, the SCAQMD compliant Remote Terminal Unit (RTU) for accumulating and reporting emissions, and emissions data back up. Engineering services are also available ranging form specialized eld performance and emissions testing to new product development and failure analysis. What is new at AETCs booth is the array of third party products incorporating AETC technology. Dynalcos BETA-TRAP 3 incorporates several novel features originally developed for Tru TraceTM, AETCs portable combustion monitoring system. This includes AETCs Balance is Enough determination of balance limits and Damage Factor. Hoerbigers HyperBalanceTM II system incorporates all the functionality of the original PC based HyperBalanceTM balance system developed by AETC. However, now it is available in a dedicated hardened non-PC platform. Hoerbiger also exclusively markets the Advanced 2 Stroke Cycle software, developed by AETC, as HyperLogicTM. Finally, Altronics Ion Sense system, currently in eld testing, utilizes data reduction and analysis algorithms developed by AETC in conjunction with Mecel Engine Systems. The result combines AETCs extensive experience in combustion and emissions analysis and modeling with Mecels unique experience in Ion Sense signal acquisition and interpretation. This system is described in greater detail in Understanding & Applying Ion Sense for the Detection of Misre, Detonation & Combustion. AETC is also active behind the scenes with several solution providers who utilize engine emissions and performance modeling methodologies which AETC developed in conjunction with Scavenge Tech (ST). This modeling is used to specify turbocharger air specications for emissions retrots. This approach utilizes AETCs engine and emissions database, probably the largest and most comprehensive in the industry. Several operators also retain AETC and ST to analyze and assist with engine conversions, particularly when things do not quite go as planned. The paper A Case Study of the Application of Stateof-the-Art Modeling Techniques to Successfully Turbocharge a Not-so-State-of-the-Art Engine describes one particular example. Greg Beshouri, AETCs President, notes We are really in a very unique position in this industry. Clients come to us with particularly challenging problems or unusual ideas, like Ion Sense. The industry, largely through Pipeline Research Council International (PRCI), generously funds us to investigate the feasibility of applying novel technologies that carry a higher technical risk, to pipeline engines. AETC can then continue to develop the most promising of these technologies into hardware, either independently or in conjunction with business partners with excellent reputations in the area of interest. The paper on Impact of the Mounting Design on Temperature Exposure of Combustion Pressure Sensors on Large Bore Gas Engines is a particularly interesting example of this. Cylinder level sensing and control is clearly in the future of engine control. I am very optimistic regarding the capabilities of Ion Sense in this area. At the same time, the industry clearly wants to keep traditional pressure sensors in its toolkit too, since they will compliment Ion Sense in many control schemes. AETC has worked closely with Kistler to help resolve some of the particularly challenging mounting problems with their sensors. Mr. Beshouri feels this strategy of collaborative research and product development ensures that all parties get the most bang for their buck. AETC can leverage its unique resources and skills in promising but high risk areas of research. The industry can leverage its research dollars by dening and encouraging the development of promising technologies which otherwise may not be developed. Third party solution providers gain access to technology that might not otherwise be available while assured of the industrys condence in the technology. The strategy provides a win-win situation for the vendors, clients and the industry as a whole.
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Get to Know the K-State Students Working for YOU at the GMC
Evan Clark, a senior in mechanical engineering at K-State, expects to graduate in May 2007. He has been employed at the NGML since his junior year, and currently holds the position of Lab Tech 3. From turbo testing and installation, to metal fabrication and test cell upkeep, Evan has stayed quite busy around the lab. His knowledge of basic engineering concepts and especially his practical expertise in the shop have made him a valuable asset to the NGML.
Travis Knoll is a senior in mechanical engineering at K-State and will graduate in May 2007. Travis has worked at the NGML since April 2006 and was recently promoted to Lab Tech 2. He has been involved with the installation and prep work associated with testing turbos, assists with control room operations during a turbo test, and aids graduate students with experimental projects. Travis has proven to be a hard worker, a quick learn, and a team player.
Toby Brown, a senior in mechanical engineering at Kansas State University, graduates in December 2006. Working at the NGML, Toby extensively modied the NGMLs turbocharger data analysis and reporting software system to accurately reduce data to normalized conditions, eliminate data entry errors, and create turn-key reports. Toby has extensive data analysis skills, as well as experience working with turbochargers on large-bore engines.
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Compliance Controls New MEC-FI Air-Fuel Ratio Control For Lean-Burn, Turbocharged Engines On Display At GMRC
TULSA, OKLA Compliance Controls has announced that a working demonstration unit of its new MEC-FI Air-Fuel Ratio Controller, specically designed for lean-burning turbocharged engines, will be on display at the companys exhibit booth, # 409, at the upcoming GMC 2006 meeting in Oklahoma City, October 2-4. the air-fuel ratio of lean-burn, turbocharged engines with computer speed and fail-safe precision, Clary said. The MEC-FI is based on the Millennium Controller developed by FW Murphy specically congured for turbocharged, fuelinjected, lean-burn engine air-fuel ratio control. At the heart of the MEC-FI, a 100 MHz, 586-compatible microprocessor continuously monitors inputs and set points and regulates fuelsystem air ow for precise maintenance of the optimum leanburn air-fuel mix over a range of operating conditions, explained FW Murphys Manager of Technical Service, Raymond Carr.
Compliance Controls new MEC-FI Air-Fuel Ratio Controller, specically designed for lean-burning turbocharged engines, will be on display at GMC 2006 in Oklahoma City, Booth #409.
less risk of malfunction and damage, and richer insight into potential and actual problems. No fewer than 26 alarms and shutdowns help ensure compliance and protect both the MEC-FI and your engine system. The MEC-FI is a smart system that operates automatically. Set it and forget it, added Compliance Controls Clary. Its like having an engine expert tweaking your air-fuel mix through every second of operation, from startup to shutdown instantaneously alerting you to a wide range performance issues that may arise. Headquartered in Tulsa, Okla., Compliance Controls was formed by two of the best known, most trusted leaders in industrial
engine emissions control and equipment management solutions: MIRATECH Corporation and FW Murphy. Backed by the parent companies distribution networks, Compliance Controls focuses exclusively on delivering and supporting MEC Air-Fuel Control System solutions tailored to our customers specic requirements.
With todays high natural gas prices, high demand, and big backlogs in new equipment orders, a lot of operators are relying on older, turbocharged, lean-burn engines larger horsepower, low- to mediumspeed engines, in particular, said Compliance Controls Vice President of Business Development, Bill Clary. Maintaining the proper airfuel mix with these engines has been a notoriously tricky and time-consuming chore until now. The MEC-FI AirFuel Ratio Control System was specically designed to take this chore off the operators hands optimizing
The system automatically adjusts air pressure to fuel pressure or fuel ow via standard Proportional-Integral-Derivative (PID) control with a variable set point. When an out-of-limit event occurs, the controller displays an alphanumeric readout of critical machinery data or shutdown fault information. The Shutdown or Fault Snapshot feature gives operators a complete picture of system conditions at shutdown. Carr added that the MEC-FI simultaneously uses 10 data points more than any other turbocharged engine air-fuel control system on the market. The result is more robust, more reliable maintenance of the optimum lean-burn air-fuel mix for better engine performance,
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Record attendance led to a big, fun crowd at Lunch and the Opening General Session on Monday.
Allan Perry, Mitch Opat & Bill Couch enjoy the luncheon.
The GMC 2006 Chairmen Donna Sterrick introduces special presenter Jeanne Robertson
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Unless indicated otherwise, all meetings are held in the Convention Center.
GMC 2006
TUESDAY, OCTOBER 3
Coffee breaks all day are sponsored by Meuller Environmental Designs, Inc.
7:00 a.m. 5:00 p.m. REGISTRATION Convention Center Registration Area 6:45 8:00 a.m. BREAKFAST Great Hall C
Sponsored by Hoerbiger Corporation of America, Inc.
WITHDRAWN Thermochemical Recuperation (TCR) for Fuel Savings & Emission Reduction at Compressor Stations Meeting Room 9&10 Working Sideways: Using Emissions Modeling & Controls to Solve Operational Problems (A Case Study)
Todd Rose-Questar Pipeline Co./Gavin Goolsbee & Hans Mathews-Hoerbiger Engineering Services/Randy Anderson-ACTT div. of CECO
8:00 11:00 a.m. SHORT COURSES (select one) Meeting Room 1,2&3 Reciprocating Compressor Performance Measurement & Condition Analysis
Warren Laible-Windrock, Inc.
Meeting Room 11&12 A Comparative Study of Performance & Efficiency of High-Speed Compressor Valves
James Trent-El Paso Corp.; Diana Grauer-National Gas Machinery Laboratory KSU
Meeting Room 4&5 Performance Improvement to Existing Air-Cooled Heat Exchangers Robert Giammaruti-Hudson Products Corporation Meeting Room 9&10 The Value of Compressor Efficiency
Ralph Harris-Southwest Research Institute/Randy Raymer & Tim Canton-El Paso Pipeline Group
3:15 4:30 p.m. TECHNOLOGY UPDATE Great Hall A&B Development of an Internal Director Surge Control Sensor
Robert McKee-Southwest Research Institute
Meeting Room 11&12 Measure Seven Times, Cut Once: A Systematic Method of Troubleshooting Engine & Compressor Problems
Randy Anderson-ACTT div. of CECO
Electronic Pre-Combustion Chamber (EPCCTM), Electronic Port Fuel Injection (EPFITM), HyperLogicTM
Hans Mathews & Ronnie Walker-Hoerbiger Service, Inc.
1:15 2:00 p.m. TECHNICAL PAPERS (running concurrently) Meeting Room 1,2&3 Turbine Inlet Ice Related Failures & Predicting Inlet Ice Formation
David Maas & Nathan McCown-El Paso Corp.
EXHIBITS OPEN
Reception in the exhibit hall for all conference registrants and spouses.
Meeting Room 4&5 New Developments in the application of Online Reciprocating Engine & Compressor Pressure Monitoring Systems
Bruce Howerton & Noah Dixon-Williams Gas Pipeline/Al Krawczak-Windrock, Inc.
Meeting Room 9&10 Development & Field Validation Testing of an Oxidizing Converter & a Compatible Lube Oil for Two-Stroke, Lean-Burn Gas Engines
Bruce Chrisman-Cameron Compression Systems/Glen Sharkowicz ExxonMobil Lubricants & Petroleum Specialties
2:15 3:00 p.m. TECHNICAL PAPERS (running concurrently) Meeting Room 1,2&3 Suggestions for Career Enhancement
James R. Hutton-CECO
The contestants prepare for the competition The GMC Glee Club in performance
After a beautifully rendered version of God Bless America, the members of the GMC Glee Club competed in the second-ever Mr. GMRC pageant, hosted by guest speaker and former Miss North Carolina Jeanne Robertson. A heated competition including talent, interview, quarter-turns & pant-rolling skills ensued, with the following results: Norm Shade - Mr. Congeniality, 5th runner-up Bruce Chrisman - Best Head of Hair, 4th RU Kriss McDonald - Best Looking from Behind, 3rd RU Gene McClendon - Sexiest Body, 2nd RU David Krenek - First Runner Up Rick Robertson (no relation to Jeanne) WINNER of the 2006 MR. GMRC
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