Dismantle Inspection Failure Analysis

Artificial Lift
 DIFA – Pump .

Mechanical Inspection

Visually inspect the head, base, housing and intake for erosion, abrasives, corrosion
and foreign material.

Carefully examine the area of the lock-plate welds. Most pumps have lock-plates
welded at the head and base.

Examine the intake to determine if any of the holes are plugged or have been
damaged.

Redalloy pumps have “SS ”stencil marks on the head, base and housing. If in doubt,
copper sulfate or dilute concentrations of nitric acid can be used to identify the
material.
 DIFA – Pump continue.

Shaft
Visually inspect each end of the shaft noting any signs of extreme wear, bends or
twists. Using the appropriate shaft spline wrench, rotate the shaft counter clockwise
when viewed from the head (discharge) end. The shaft should rotate freely and
require little effort. If the shaft rotates freely, check the end play movement of the
shaft. This is accomplished by pushing the end of the shaft to the down position
when facing the head. Measure the shaft position relative to the base boss. Then push
the shaft to the up position when facing the base. Measure the base end of the shaft
relative to the base boss. Subtract the measurement to determine the shaft play. The
axial movement for all floater pumps is about ¾ to 1 inch. Table A contains the end
play specifications for each pump series
and type. The shaft in all floater pumps
(stages have free movement on the shaft) is
held in place by snap rings and if removed,
the shaft can be removed from the pump.
 DIFA – Pump continue.

Shaft
Pump Endplay Specifications All FL Pumps – Max End Play
 DIFA – Pump continue.
Dismantle Components – Impeller/Diffuser
Pull the stages from the housing; inspect the stages nearest the intake for signs of
plugging, erosion, scale, and mechanical wear. Check the impeller vane tips rotation
and the upper and lower shroud for wear. Incomplete or modified vane tips and a
wider vane opening will affect pump head and a corresponding change in horsepower.
Visually inspect the impellers and diffusers for scoring due to up-thrust or down-thrust.
Check the condition of the thrust washers. Washers that are heavily worn may
signify excessive up-thrust or down-thrust.
 DIFA – Pump continue.

Dismantle Components – Impeller/Diffuser

Check the stages in the middle and the discharge to determine if wear is uniform
throughout the pump. If significant free gas was present in the fluid, for instance, more
volume at the intake might create up-thrust or balance out down-thrust. Down- thrust
might become apparent near the discharge. Be sure to check the vanes of the diffuser
for any foreign material, which might plug the passages. Also, check below the
breakwater area of the diffuser for signs of erosion or sand wash.
 DIFA – Pump continue.
Dismantle Components – Impeller / Diffuser

Check for impeller hub radial wear. Note if the wear is one-sided or all the way around
the hub. If one-sided wear is excessive, this could be caused by a bent shaft (“crank
shaft ” effect) or a stage or coupling concentricity problem. If there is excessive wear
all the way around the hub, this may be caused by an impeller and diffuser
alignment/nesting problem. Inspect the diffuser hub bore for scoring.

Sand falling from the tubing back into the top end of the pump during frequent
shutdowns could accelerate wear of stages near the pump discharge. Check the hubs
and bores for any signs of excessive heat. Ni-resist heat cracks can occur in these
areas where there has been insufficient fluid.

Be sure to note the type of pump being inspected i.e., compression, floater, before
making conclusions on thrust wear.

Obtain samples of any foreign materials for identification and lab analysis.
 DIFA – Pump continue.

Dismantle Components – Compression Ring

Check the condition of the housing I.D. and diffusers O.D. to determine if the diffusers
were spinning. Inspect the compression tube for any damage. Spinning diffusers can
result from inadequate compression, a collapsed compression tube, or faulty castings.
 DIFA – Pump continue.

Dismantle Components – Head & Base

Examine the head and base o-ring seal
surface areas for any indication of erosion
or high-pressure leaks. Inspect the head
and base bushings for wear. Wear in either
the head or base bushings can ultimately
cause radial hub wear and vibration.

Dismantle Components – Shaft

Note if there is shaft wear all the way around the shaft or just one sided. One-sided
wear on the shaft usually indicates a bent shaft (“crank shaft ”). Checking the shaft for
straightness after dismantle does not provide the necessary data to conclude that the
pump was assembled with a crooked or bent shaft. It is likely the shaft could be bent if
the pump was dropped before or during the dismantle process.
Circumferential shaft wear could indicate misalignment of stages, head, base, etc.
Carefully inspect the shaft for any twists or signs of heat.
 DIFA – Pump continue.
Dismantle Components

Check the skirt on both impellers and diffusers with a go, no-go gauge. If the gauge
can be slipped on to the skirt, the stages are worn beyond acceptable tolerance. If
abrasive or erosional wear is a concern, a complete check of impeller and diffuser
dimensions would include a measurement of:
(1)Impeller Hub O.D.
(2)Impeller Skirt O.D.
(3)Depth from reference to down-thrust surfaces
(4)Diffuser Hub I.D.
(5)Diffuser Down-thrust Pad I.D.
Plugged pump – with sand and mud: cause of intake failure
This impeller has a lot of corrosion (heat
–well fluid –pump design)
Ceramic bearing – over
heating
Discharge Head with a lot of rust and corrosion

(well fluid –H2S-Pump material)

Broken impeller cause of high corrosive
fluids

Broken impeller cause of

high corrosive fluids
Corrosion on diffuser
Integral Intake – broken
“screens”
Impeller (fan and guide broken caused by
well fluid possibly containing sand)
Broken impeller
Shaft corrosion (side play –
broken bushing in pump …)
Intake (corrosion cause of well
fluid –mistake in design)
 DIFA – Protector continue.

Pressure Testing

With the appropriate caps on the head and base flanges, apply 10 psi of air pressure
into the top vent and apply oil or a soap solution to the joints and flanges to determine
if there are any leaks. Air pressure is to be applied for a minimum of two (2)
minutes before checking.
 DIFA – Protector continue.
Pressure Testing - Seal
Remove the top air test cap, plug the hole in the head cavity and place the protector in
a position approximately 45 ° from horizontal, with top end up.
Pour enough oil or water into the head cavity to
immerse the shaft seal area.

Apply 5 psi of air pressure through the top vent for a

minimum of minutes.

Then rotate the shaft in both directions.

Watch for bubbles coming from around the seal. If no

bubbles are observed, then the top seal appears to
be good. Remove the oil or water solution and air
check apparatus.
 DIFA – Protector continue.
Shaft Setting

Note that the shaft turns free, evenly or with difficulty. Check the shaft end play setting
beginning with the shaft in the “down ” position. The maximum shaft end play
dimensions for each protector type and series are shown in the following table.
 DIFA – Protector continue.
Dismantle Components – Head & Seal

Remove the head and examine the seal,

runner, seal seat, bellows and spring. Note any
scoring, excessive wear, corrosion, chipping other
abnormality. Check seal seat area of the protector
head for related damage to the seal seat.
 DIFA – Protector continue.
Dismantle Components – Upper Housing

Examine the 0-rings surfaces on the upper housing for

damage, scratches, gouges, etc.

Any fluid in the upper housing (water, oil, emulsion or

other contaminants) needs to be noted. In addition,
the condition of the oil should be noted i.e. clear,
black, dirty, etc. This should be compared to the field
service run and pull report during inspection of the
protector.
 DIFA – Protector continue.
Mechanical Inspection
Bag Subassembly
Remove the clamps from each end of the bag and remove bag from bag frame tube.
The condition of the oil inside the bag should be noted i.e. clear, black, dirty, water,
etc. Note the bag material type (which is identified on the clamp area of the bag).
Remove the bag from the bag frame and observe the sealing surface on the bag
frame rings. Any observance of leakage tracks should be noted.

Remove the bag frame ring from the shaft

tube and check for leakage tracks on the
sealing surface.
 DIFA – Protector continue.
Mechanical Inspection :

Body &Tube
On a Labyrinth type protector it is necessary to
examine the body and tube. Remove the body and
tube and examine the o-rings for nicks, cuts, pinch
marks, burns, etc. Make notation of any unusual
condition. Examine the tube for a free flow path.
Make a note of any obstruction. Check the solder
holding the tube to the body in order to verify rigidity
and a good solder connection. Excessive heat may
melt the solder resulting in a loose tube. Some
protector configurations no longer use solder.
 DIFA – Protector continue.
Mechanical Inspection :

Thrust Bearing Housing

Remove the thrust bearing housing and
note the condition of the oil i.e. clear,
black, dirty, etc. Examine the o-ring
surfaces on the housing ends and
note any damage, scratches, and water
tracks.

Thrust Bearings
Scored/worn/smeared thrust bearing is
indicative of thrust overload from pump,
excessive heat, contamination, or some
combination of the three.
 DIFA – Protector continue.
Mechanical Inspection :

Base
Remove the base and check for pinched, cut,
nicked or burned o-rings. Note the presence
of oil, water emulsion or other contamination
in the lower housing. The condition of the oil
should be noted i.e., clear, black, dirty, etc.
Air test the relief valve and record the
pressure at which the valve opens and closes.

Shaft
Examine the condition of the bushing and seal surfaces. Note any scoring, one-sided
wear, even wear, etc. In addition, note any discoloration of the shaft or any observable
bend(s).Note the condition of the splines as to whether they are broken off, worn,
twisted, scored.
Thrust bearing (over heat
condition)
 Protector seals – Chemical
Attack (well fluid, treatments?)
Protector bag
Protector bag chamber (Over
heating or chemical attack)
Housing corrosion (Well fluid – unsuitable
material; dragging along casing)
 Shaft broken cause of abnormal running condition

(over heat, side play, shaft material, excessive load)

 DIFA – Motor continue.
Pressure Testing

Note: It is recommended the flat cable and pothead should remain with the motor
when the equipment is pulled and shipped to the dismantle site and not removed until
the pressure testing is completed.

There are two types of motor lead extension connections on motors. These are: tape
in and plug in. Both types of connections should be checked closely due to the close
proximity of the high voltage wires. Be sure to check the connection between the
terminals to make sure there was a good, solid, electrical connection. Compressed air
(10 psi) applied through the drain and fill valve should be used to check for leaks at
the head, base, pothead and shipping cap joints. Do not exceed 10 psi. High-pressure
air can be hazardous and is not required for leak
testing. Soapy water is brushed over the joints to
detect possible leaks while the unit is under
pressure.
 DIFA – Motor continue.

Preliminary Electrical Inspection

Even though a continuity/ground test was performed at the well site, another test is
performed prior to the start of motor teardown. The results can provide valuable clues
and directions regarding motor condition.

Access must be gained to the electrical connections (both ends, in the case of UT
and/or CT motors).A simple continuity tester consisting of a six-volt dry cell with leads
and a light bulb wired in series can detect a direct short in a motor stator. If the bulb
lights between any motor lead wire and housing, a direct short is indicated. The
absence of a light between any two phases (connected together at the other
end)indicates an “open ”of one or both phases. The same tests can be conducted
more conclusively with an ohmmeter or a multimeter set on the Rx1 scale.
 DIFA – Motor continue.
Electrical Test

Phase-to-phase resistance reading where a

two decimal place digital or very accurate
analog ohmmeter is used to check balance +
2%from one phase to the other:A to B,B to
C and C to A.A phase imbalance of more
than 2% usually indicates a “short ” or burn.

Megohm insulation reading – A 1000 Volt

megger measures insulation integrity, and if
the stator is “wet ”an indication of the degree
of moisture present. The motor ’ s lower end
lead wires (3) must be connected together,
usually, with a three legged jumper wire.
 DIFA – Motor continue.

The two megger leads are connected:(one)to any motor lead and (two)to the stator
housing.

The megger is energized for one minute. A reading of zero indicates either a direct
short or a water-saturated stator. Readings below 50 megohms show a very wet
stator,which can probably be dried out. A stator must meg more than 1500 megohms
to be considered acceptable for further use.
 DIFA – Motor continue.
Mechanical Inspection

The condition or absence of shipping caps, couplings, plastic shipping spacers and
gaskets should be observed and noted as they are removed from the motor. Drain and
fill valves should be visually inspected and functionally checked as they are removed.
The condition of drain and fill valve lead washers should be determined. A sample of
fluid should be taken from the motor as it is first opened to drain. Check to
determine the presence of water, metal, varnish or other foreign material in the oil.
Note the color and smell of the oil. A “burned ” motor will likely have a definite burned
odor and black color. Presence of steel or copper beads also indicates an electrical
burn. It is important to note that water or well fluid can enter a motor during the unit
pull or following a motor burn. The motor shaft should be checked by rotating the shaft
with a spline wrench. Normal rotation direction is counter clockwise when viewed from
the top or pothead and end of the motor. If the mechanical components are in good
condition, the motor should turn freely. If not a problem is indicated.
 DIFA – Motor continue.
Head and Base
Careful examination of bushings and corresponding shaft surfaces can indicate
presence of abrasives, alignment problems, excess heat, and other wear conditions
within a motor. O-ring surfaces, including pothole, should be checked for damage and
noted. Indications of well fluid entry, such as a stained area at any head or base joint,
should be further investigated and the cause determined. Be sure to check for pitting
and corrosion at O'ring surfaces. Condition of the bolt holes should be noted as well.
Pay attention to the area around the drain and fill valve and note if there is any
corrosion/erosion especially if the unit is flame sprayed with monel coating.
Flame sprayed units should contain monel drain and fill valves. If the seal area of the
drain and fill is eroded/corroded this could provide a source of well fluid entry.
 DIFA – Motor continue.
O-rings
Motor head, base and pothead O-ring
condition and locations need to be observed and
noted. Condition could include: set, brittle, soft, cut,
shaved, hard, broken or flattened. O-ring groove
and mating surface conditions are important to note:
corroded, nicked, rusted, visible water or fluid tracks.

Lead Wires
Careful attention should be paid to the
condition of terminals and lead wires (both ends of
the motor, in the case of CT and UT units).The
universal connector should be closely evaluated for
mechanical condition. Evidence of excess heat,
scraping, cutting or other damage to the wire
insulation should be noted. Excessive gap between
the terminal and the insulation should be noted.
 DIFA – Motor continue.
Shaft

Primary areas to observe are bushing locations for scratches, scoring and
discoloration. Note if there is any scoring, one-sided wear, even wear, etc. Attention to
shaft keyway for signs of wear or twist can improve conclusions. In motors, blue or
black colors at bearing/sleeve locations may indicate overheating due possibly to lack
of lubrication, bearing over-spinning or both. Discoloration is generally caused by
contamination from well fluid or gas. A plugged shaft bore and/or oil holes can create
bearing lubrication problems. Broken or twisted splines usually indicate power
related or critical speed situations resulting in an overload.
 DIFA – Motor continue.
Thrust Bearings

Thrust bearing removal and inspection requires removal of the motor head for lower
tandem and center tandem motors. Head removal is not required for upper tandem or
single motors. Obvious failure modes include severe “wiping ”of thrust bearing babbitt
and scoring of the runner face on peek bearings. Excess heat will usually manifest
itself by melted babbitt and/or discolored metal surfaces. Smearing or wiping may be
caused by well fluid contamination in the motor oil .
 DIFA – Motor continue.

Thrust Washers
Thrust washers, which are dark and brittle,
indicate excessive heat. Uneven wear patterns,
partially or completely missing thrust washers can
show too much pressure between rotors and rotor
bearings. This type of problem may be caused by
improper assembly or a low well temperature (100 °
or less). oil .
 DIFA – Motor continue.
Bearing Sleeves
Discolored sleeves usually indicate well fluid
contamination and/or excessive heat. Major scoring
and/or wear usually point to lack of lubrication or
contaminated oil. Other catastrophic failures include
seizing of the sleeve to the bearing, sleeve key
displacement and deformation from thermal
expansion. More common, less destructive
conditions include, slight scoring or discoloring due to
light oil contamination (water or abrasives).
 DIFA – Motor continue.
Rotor – Shaft Assembly
Difficulty of pulling this assembly, in itself,
reveals possible problems inside the stator. With the
rotor stack removed, inspect individual rotor bearings
and rotors out surfaces. Check the rotor bearing –
snap ring clearances.
Discoloration of rotor surface compared to
normal color on adjacent areas indicates areas of
localized heat. Corresponding locations within the
stator should be examined for signs of “burn ”or
bearing spin. Grooved or scratched rotors may indicate rotor strike on the stator ID.
Rotor bearings with rough radial grooves on the O.D. probably have been spinning
excessively in the stator bore . or abrasives). Shiny, slightly grooved bearing surfaces
are not unusual for long run motors.
 DIFA – Motor continue.
Rotor – Shaft Assembly
Check the rotor end rings for damage or signs of rubbing against the rotor bearing.
When rotors are found to have wear on the end rings it is often the result of thermal
expansion of the rotor assembly during higher temperature applications. Rotors tend
to expand and run into the rotor bearings thus causing wear on the end ring of the
rotor. The end ring then begins to enlarge creating interference between the rotor and
the stator laminations, generating excessive heat, results often cause stator burns.
(Figure 1 )Rotor to Rotor Bearing Interference As the rotor-shaft assembly is
dismantled, check the rotor keys alignment of the bearing on the shaft in relation to
the lube holes in the shaft.
Stator
After rotor stack removal, internal visual and
electrical checks of the stator are made.
The presence of small copper and/or iron
“balls ” combined with a “burned ” smell and
black colored oil, usually indicate a burned
stator.
Motor stator - corrosion and crack cause of motor over
heat (oil contamination, deviated wells, harmonics)
 Motor stator same as before

Cracking
Pitting
Rotor bearings over heat condition
Stator Insulation damaged : caused by heat
(harmonics, high current, fluid ingress)
Motor winding (over heat-water in the
motor, excess current, harmonics… )
Winding wires wire insulation damaged cause
of over heat, harmonics or water existing
Damaged MLE – loss of insulation
How did it happen?
MLE crushed at Discharge sub assembly
 TEST QUESTION 1
What is the failure?
Where did the failure occur?
What component is this from?
 TEST QUESTION 2

What is the failure?

Where did the failure occur?
What component is this from?