Oklahoma City, Oklahoma Tuesday, October 3, 2006

Todays ScheduleUnless 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 9:00 a.m.SpOuSE HOSpITAlITy Falling Water Grill (Renaissance)Spouses will leave at 9:00 a.m. to tour Oklahoma City.

8:00 11:00 a.m. SHORT COuRSES (select one)

11:00 a.m. 1:00 p.m. EXHIBITS OpENLunch 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

See Ariel & Hoerbiger - p. 4

Sandra Chapman, Kansas State University

Ariel Corporation and Hoerbiger significantly assisted the National Gas Machinery Laboratory with the overhaul of an Ariel JG/2 compressor earlier this year. The compressor boosts the natural gas pressure to the Turbocharger Test and Research Facility (TTRF) and the engine test cells.

Originally part of a natural gas vehicle fuel station for the City of Manhattan, the compressor arrived in a state of disrepair and needed to be reconfigured to meet the Labs needs. Fortunately for the Lab, with only a couple of quick phone calls, Ariel and Hoerbiger were on board and ready to help, said laboratory director Kirby Chapman.

With the increased demand for performance

maps of hybrid high flow turbochargers used to meet stringent emission requirements, elevated gas pressures were needed to test these turbo-chargers at the engine system air specification. 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 al-lows industry to test prototype technologies prior to field 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 deliver-ing 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 an-ticipated, we decided early on that the best route was to completely overhaul the compressor

Ariel & Hoerbiger Assist NGML with Compressor Install

Who is the NEW Mr. GMRC?Turn to page 34 to find out!

Ariel JG2 Compressor installed at NGML

p. 4 October 3 GMC Today Oklahoma City 2006

to assure that it would work as built, explained McDonald.

By changing the configuration of the compressor stages, the valves needed to be reconfig-ured as well. Hoerbiger donat-ed 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 compres-sor to operate two separate processes. In addition, they reconfigured 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

Ariel & Hoerbiger Assist NGML with Compressor Installcontd from p. 1

re-instrumented the entire skid and automated the startup, operation, and shutdown of the compressor operation. With the addition of high pres-sure natural gas lines to the Lab came a review of all asso-ciated safety procedures. Brad Grieves of Panhandle has been extremely instrumental in help-ing 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 proce-dures 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-

Nuss-Warren & Maloney Repair

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 trans-mission industry. This year the

NGML has nine students at the GMC, many of whom are about ready to graduate. If you are looking to fill engineering positions within the next year or have internships available, these students should be at the top of your list.

p. 6 October 3 GMC Today Oklahoma City 2006

By Loran Novacek

Background InformationSince the original installation in 1993, Natural Gas Pipeline (NGPL) has been experiencing excessive downtime on a Wauke-sha 12V-AT25GL natural gas engine located at their Station 206 Storage Facility, St. Elmo, IL. This was found to be a result of chronic reliability issues with the OEM turbocharger and air-fuel ratio controls. During NGPLs 2005 storage injection season, the engine operated no more than 100 hours at any one stretch of time without a shutdown. This was due primarily to engine turbocharger manage-ment and / or air / fuel ratio. The operating season yielded less than 2000 total hours. Normally the unit would be expected to operate in the 4000-5000 hours / season range with minimal shutdowns during this time.

Enginuity took the expertise and knowledge gained on emissions reduction projects previously performed on slow-speed two and four stroke cycle engines, as well as recent conversions on White-Su-perior 2400 and other high-speed four stroke cycle engines, and ap-plied this to the Waukesha ATGL series engine.

Enginuity approached NGPL with a solution to retrofit the engine with a new control philosophy. The new control philosophy cov-ered: air / fuel ratio, pre-combus-tion chamber fuel, engine speed, and ignition. Given that NGPL was already utilizing a Siemens S505 PLC for engine load, speed and monitoring purposes, Engi-nuity recommended leaving this in place and adding Enginuitys combustion control strategy and any necessary I/O to the PLC for the new engine controls.

Analysis:Capital Cost - $50,000Enginuity provided major hard-ware: Main fuel control valve, pre-combustion fuel control valve, wastegate valve and an ignition system. In addition, Enginuity provided construction oversight, controls and engine commissioning

including measuring exhaust emis-sions to verify compliance with the current air permit.

Variable CostsIn addition to the capital cost, NGPL requested that they install the new control hardware and perform the software programming modifications, both tasks with guidance from Enginuity. Since turbocharger surge had been oc-curring over the last several years, the intercooler fins on the airside had been damaged causing large pressure drops and low flow rates. Therefore, NGPL also decided to replace the intercooler to increase the flow rate and decrease the pres-sure drop.

Evaluation of AlternativesPrior to Enginuity discussing a new control philosophy, NGPL looked at installation of new higher flow Waukesha turbochargers along with a turbocharger control man-agement (TCM) system. The new turbochargers and TCM system were expensive and only addressed the turbocharger system. One of NGPLs primary concerns for op-eration was the manual adjustment of air / fuel ratio.

Scope of WorkEngine speed is no longer con-trolled via the electro-hydraulic governor and therefore the throttle plate, governor, linkage and hand throttle were removed in favor of a main fuel system flow control valve. Engine speed is digitally controlled by a fuel flow control device creating a much more stable engine speed under loaded and unloaded conditions. Addition-ally, engine startup was improved by controlling the time fuel is delivered to the carburetor and the amount of fuel delivered.

NGPL removed the old turbocharg-er control management system, which included a spring-loaded wastegate dump valve and a Fisher bypass control valve. The dump valve relieved exhaust gas around the turbocharger to prevent high engine loading conditions. The by-pass control valve relieved pressure around the throttle plate in an ef-fort to control turbocharger surge. In exchange, a pneumatically

controlled exhaust only wastegate was installed to bypass exhaust gas around each turbocharger. Controlling the turbine side of the turbocharger directly affects the compressor output; ultimately affecting the air / fuel charge in the combustion chamber. Part of Enginuitys combustion control strategy includes an air / fuel ratio algorithm, which manages air / fuel ratio in the combustion chamber by adjusting the air manifold pres-sure to a calculated set point, thus maintaining exhaust emissions compliance.

The old pre-combustion chamber fuel supply system was removed in favor of a digitally controlled fuel flow valve. The speed switch, solenoid valve, supply piping, and Fisher 95 were removed and replaced with a digitally controlled flow control valve that precisely maintains the fuel to the pre-com-bustion chambers over the entire operating range from initial startup to full load full speed conditions. In addition to the air / fuel ratio algorithm, Enginuitys combus-tion control strategy includes an algorithm to properly adjust the pre-combustion chamber pressure over the entire operating range.

Finally, Enginuity recommended an Altronic CPU-95 ignition sys-tem to accurately control the spark ignition timing. Enginuity recom-mended the CPU-95 to provide the ability to have an input signal for varying ignition timing control,

varying energy levels to the igni-tion coils for prolonged spark plug life and ignition diagnostics to aid the operators and technicians in troubleshooting ignition system related issues.

The new engine controls were ad-justed for proper engine operation at startup and shutdown, loading, unloading, and general operation. During full load and full speed conditions Enginuity tuned the air / fuel ratio to meet the exist-ing air permit requirements while allowing for a sufficient margin of compliance.

ResultsAs a result, the unit meets the existing air permit requirements, speed is more stable, engine load-ing/unloading is without turbo-charger surge and the unit operates without air / fuel and turbocharger control related shutdowns. To date, the engine has operated more than 3000 hours and NGPL is ex-tremely pleased with the operation of the engine. They have experi-enced no shutdowns due to the new engine controls. The engine is now the first engine on and the last en-gine off, just as originally intended when the engine was installed back in 1993.

ACKNOWLDEGEMENTSBob Brasel, Area Supervisor Natural Gas Pipeline St. Elmo Storage Facility, St. Elmo, IL

Waukesha 12V-AT25GL Case Study

GEOil & Gas

imagination at work

The numbers tell the storyGEs new LNG supertrain includes three strings, each comprised of a Frame 9 gasturbine driving two centrifugal compressors. Six units are destined for the worldslargest LNG facility in Qatar. Each one enables 8 MTPY production capacity. Thisis breakthrough technology for the LNG industry where economies of scaleare critical to a plants success.

For more information, visit www.ge.com/oilandgas

8million tons per yearGEOG_Numbers_8_GMCJ_092209 9/22/06 3:38 PM Page 1

p. 8 October 3 GMC Today Oklahoma City 2006

Much of the compression equipment in the U.S.A.s natural gas pipeline infrastructure was installed many decades ago. Although these compressors may have performed reliably for years, they are often no longer optimal. Pipeline conditions may have changed, automatic operation may be required, environmental factors may dictate a change in operating philosophy, or in some cases, reliability simply falls short of comparable newer equipment. Whatever the reason, it is often desirable and feasible to modify the engine and/or the compressor to make it more effective for current needs.

One such example was a recent project completed by ACI Services Inc. A pipeline operator identified two 1950s era I-R KVG 3600 integral engine compressors (rated 660 BHP at 330 rpm) that needed to increase capacity. The original configuration had compressor cylinders on only two of the three compressor throws. The pipeline operator had determined that adding a cylinder to the third (center) throw would increase capacity significantly for the foreseeable operating conditions. ACI modeled alternative configurations using its eRCMTM compressor modeling software, which helped to quickly hone in on optimal configurations. Although adding a completely new third cylinder to each compressor was a good alternative, the lead time and higher cost of this option led to serious consideration of re-engineering a used cylinder.

Using the extensive used equipment data base of CompressorConnection.com, ACI located two used process cylinders that had almost the same footprint as the existing pipeline cylinders. These cylinders, which had been stored outdoors, required extensive cleaning, inspection and hydrostatic testing to ensure that they were sound for the desired application. After confirming the used cylinders were sound and adaptable for the intended re-application, they were re-machined to accept new ACI designed and manufactured slip-fit liners, three-piece pistons, rods, and double-deck poppet valves, cages and caps. Also designed and produced were new outer heads with 1500 in3 pneumatically

Re-Engineering Extends the Utilization of Pipeline Compressor Assetsactuated fixed volume clearance pockets, new pneumatic actuators for the existing body pockets, and modifications of the existing inner head and distance piece to provide the desired internal fixed clearance and fit-up dimensions for the cylinder to the pulsation bottle centerlines. The completed cylinder assemblies were again hydrostatically tested at 1800 psig for 8 hours to validate the intended 1200 psig MAWP rating.

At the same time, ACI engineers carefully measured the four existing cylinders on the compressor and designed and produced completely new internals and volume pockets for those cylinders as well. The existing liners were bored and Teflon honed in place so that all six (four existing old and two new re-engineered) cylinders had 10.17 in. nominal bore diameters. All other modifications and installation of new internals to the existing cylinders were made at the operators site as well.

Meanwhile, BiCon Services, who was responsible for all the site work, removed the suction and discharge header bottles and added the ASME welded nozzle connections for the additional cylinders. ACI, with support from alliance partner, Beta Machinery Analysis, conducted a complete API 618 design approach 2 acoustic pulsation study on the existing station piping, bottles and new cylinder configuration. This included assessing and mitigating the effects of dynamic pressure drop on an undersized choke tube between the primary and secondary suction bottles.

With a very tight project schedule, the project details required careful management throughout. Unanticipated problems had to be resolved quickly. With the diligence and cooperation of all parties, the project was completed and the new configuration was operating within the operators required completion dates for the two compressors. After completion of the re-engineered compressor configuration, each unit is capable of fully loading the engines while producing 43 to 95 MMSCD at pressure ratios of 1.13 to 1.30 and discharge pressures from 770 to 924 psig.

Two used cylinders starting the reconditioning process (above)

Re-engineered cylinders during hydrostatic test in ACIs shop (below).

Completed KVG 3600 three-throw configuration with an ACI re-engineered used cylinder added to the previously

vacant center throw (below).

p. 10 October 3 GMC Today Oklahoma City 2006

For equipment operators in natural gas pipeline applications where quiet, emission-free operations are essential Dresser-Rand (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 first 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

New DATUM-C Electric Motor-Driven Compressor Provides Quiet, Emission-Free Solution For Natural Gas Pipeline Applications

designing a totally enclosed compression system with inline flanges 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 first introducing the DATUM design in 1995, Dresser-Rand 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 first 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 first 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 DATUM-C was the selection of an electric motor suited to the project. After extensive research to find a motor company with a proven track record and technological capabilities, D-R selected Curtiss-Wright Corporation, of Roseland, New Jersey. Once we identified Curtiss-Wright, and saw some of the things they had accomplished for the U.S. Navy, we knew we had a good fit, 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 flanges 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 retrofit applications. The small footprint approximately 8-feet 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 flow 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 five impellers for higher pressure

See New - p. 14

p. 12 October 2 GMC Today Oklahoma City 2006

By Scott Tackett, Compression Systems Marketing Manager

In a busy market, when gas prices are high and business is strong, its easy to think about the here and now, not worry about the future, and maintain the status quo. Cameron Compression Systems, the former Cooper Compression, sees it differently! Despite our recent successes and current strong markets, our engineering and marketing teams are hard at work developing new products for the energy industrys future. Two exciting new compressor products, both with revolutionary designs, will be released soon. They are the Axis Evolution compressor frame and a new, higher horsepower Ajax power cylinder for 2800 engines.

New Axis EvolutionThe new Axis frame combines the best of the Axis Revolution compressor and the popular C-Force compressor into a machine that offers extremely low vibration while offering the largest array of cylinder selections in this frame class. The new frame can utilize either a 5 or 6 crankshaft that will permit a rated rod load of 52,000 lb. (29,478 kg) and will be able to run up to 1,500 RPM. The rated horse power per throw will be 850 hp. (634KW). What makes this frame different from any other compressor in this class is the introduction of a couple free design that will be utilized either as a two, four or six throw applications. The Axis Evolution will also benefit from having the stiffest frame possible with the advent of FEA analysis that places the frame weight at critical junctures. Finally, the Evolution will benefit from the ability to use either RAM or Superior cylinders depending on the application.

Engineering the Next Generation Compression Equipment at Cameron Compression Systems

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

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

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 benefits 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

can significantly reduce the amount of weight placed into the skid. Additionally the end user can reduce the foundation requirements which will reduce the amount of concrete and re-bar required.

Another unique feature of the Axis Evolution design is the ability to utilize both Ram and Superior cylinders. Ram cylinders can be used with the 5 crankshaft while the Superior cylinders can be applied using a 6 crankshaft configuration. This flexibility has been achieved by a simple machining operation on the crosshead guide support.

Cameron Compression Systems also gathered internal feedback on the serviceability and maintainability of the frame. Design improvements were made to simplify the lube oil system so that it would be easier to access in the field. The crosshead guide side covers and crankshaft top covers were also enlarged so that it would be easier to service both the crossheads and the crankshaft if necessary when compared to the existing Ram frame. Much of these design improvements came directly from Compression Systems investment in the AXIS Revolution design.

The Axis Revolution compressor will be offered in 2, 4 and 6 throw variations and will be commercially available in the 2QTR of 2007.

New Ajax Power CylinderThis year, Cameron Compression Systems is also making an investment in the AJAX product that will bring

see Engineering - p. 14

p. 14 October 3 GMC Today Oklahoma City 2006

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 DATUM-C will be able to meet those requirements, as well.

Magnetic Bearings Help Make It Green

One of the most significant 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 difficult 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 field, you had to do it all over again, making it very difficult 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 film 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.

New DATUM-C Electric Motor-Driven Compressor Provides Quiet, Emission-Free Solution For Natural Gas Pipeline Applicationscontd from p. 10

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 significant 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

3401LE 3402LE 3403LE 3404LERated BHP 232 465 726 970Bore & Stroke (in.) 16.5 x 16 16.5 x 16 16.5 x 16 16.5 x 16NOX (gm/BHP-hr) 2.0 2.0 2.0 2.0CO (gm/BHP-hr) 1.1 1.1 1.1 1.1NMHC (gm/BHP-hr) 1.0 1.0 1.0 1.0H2CO (gm/BHP-hr) 0.3 0.3 0.3 0.3

bore; however when looking at the 16.5 cylinder bore the air flows through a unique ported piston design. Finite element analysis was used to optimize the design so that reliability was not sacrificed. In order to verify performance of the engine, AJAX upgraded their existing 2802 engine and has begun validating performance requirements. Performance

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 airflows, fuel rates, power cylinder indicator cards, operating pressures & temperatures, and metal temperatures for the piston, head and cylinder

With the increase in horsepower, the nomenclature will change to coincide with the increase in engine displacement. Instead of the 28 prefix, the new AJAX engine series will have a 34. Beta site testing is to continue for the remainder of the year with commercial production scheduled in the 2nd half of 2007.

Engineering the Next Generation Compression Equipment at Cameron Compression Systemscontd from p. 12

p. 20 October 3 GMC Today Oklahoma City 2006

Dynalco Unveils Three Products as Part of its New Strategic Asset Management Philosophy

Dynalco is a company known for its reciprocating machinery analysis tools and software. They have made a name for themselves through quality products such as RECIP-TRAP, BETA-TRAP, DIESEL-TRAP and RTwin software. Now, the Ft. Lauderdale, Florida, U.S.A., company is introducing three new solutions that embody their strategic asset management solutions philosophy that focuses on providing clients with the tools, services and processes they need in order to maximize their return on their machinery assets. They are the SENTINEL System, DynaProbe and BETA-TRAP 3 with Ignition.

According to Doug Surette, Vice President, Marketing and Sales at Dynalco, over two years ago, the company set out to redefine itself as more than just a tools manufacturer. We asked ourselves, what is Dynalco known for; what does Dynalco do well? We were known for making analysis tools that worked really well and lasted a long time. If the tool worked well, they would get a certain amount of value out of it, but at the end of the day we were simply just supplying the tool and analysis software and some training. Dynalco had not come out with a lot of new products or services in a while, continued Surette. Our existing products were still working well and clients were continuing to invest in them. We were not introducing new solutions and enhancing older products on a regular basis, and that was an issue for us and for our clients.

Surette said that the company as a whole began to re-examine why clients bought Dynalcos products, what they were looking for in reliability programs, and set out to redefine itself as a leader in the marketplace. Clients dont purchase and operate new machinery because they are in the non-profit business, said Surette, they spend millions of dollars putting in large engines and compressors to make money. The

Implementing a Philosophy, Changing a Company, Delivering Valueonly reason reliability and analysis programs exist is to give our clients a higher probability of keeping their equipment running longer and more efficiently, and that determines how much more money they can make.When we started to look at where Dynalco was going and what we were going to offer in new solutions, we took a step back and said, lets ask what clients are really trying to do, said Surette. Our clients have business people who are responsible for production and profitability. But, there are others within the organization that focus more on reliability metrics and the technical performance

characteristics of machinery. Clearly, we found a gap between the technical field personnel and management. Once we looked at it from this point of view, we realized that there was a disconnect between the field personnel providing technically detailed reports on what happened during the week and management trying to figure out production levels and profits.

Based on our findings, Based on our findings, 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

compressors. said Surette. So, instead just making great tools and have our clients think of us as just a tools manufacturer, we adopted a new approach to our whole business model. All of the new solutions we develop must deliver real asset management value whether it is a specific tool, or a piece of software or a professional service.

Surette Surette continued, Our clients take data and do analysis to answer the question is their equipment likely to fail next week, next month, next minute?ccording to Surette, According to Surette, Dynalcos goal is to reduce the effort it

takes to gather information about the equipment, make it easier for field personnel to determine what that data means and then take a proactive approach in their condition based maintenance programs. At the same time we want to tie this technical data to actual operating performance so that it is also meaningful to management. Dynalcos new strategic asset management solutions convert this data into useful information at all

levels in the business, said Surette. The whole concept of asset management versus just more tools is based on the belief that if it cant produce meaningful information as opposed to more technical data, then its not very useful to that business.

As part of our new strategic asset management philosophy, Dynalco has implemented a robust New Product Introduction (NPI) process. This process is a formal structure that requires market research and customer intimacy to drive the development for our new solutions. This enables us and our clients to have a higher probability of success with each and every new

product we bring to market. Our first new offerings using this approach are DynaProbe, BETA-TRAP3 with Ignition and the Sentinel System, supported by new professional services and training. The result is a new family of solutions where we clearly improve our clients ability to assess their risk to personnel, property, and profits. said Surette.

Sentinel is the Sentinel is the first real-time predictive early warning system for high speed compressor skids, which are mostly used in remote locations. said Ben Boutin, Principal Engineer at Dynalco.

The current state The current state of the art requires that a machinery analyst take and review data recorded from the engine and compressor and make judgment calls on machinery condition, said Boutin. A great deal of experience is necessary to do the job. Sentinel automates the decision-making process through analysis of vibration and performance data taken from the machinery in real time.

The mechanical The mechanical condition of the machine is evaluated using vibration data taken from the engine block and compressor cylinders. The current vibration patterns are compared to baseline patterns and differences are identified. Compressor and engine performance is evaluated by comparing measures of power, fuel consumption, heat rate and capacity to expected measures.

Sentinel automatically Sentinel automatically analyzes and determines the condition of the machinery using the data collected from the engine and compressor. Condition is reported in economic terms such as cost of operation and in the form of specific diagnostic information indicating which components are failing. Boutin states further.

The healvvvvvth and The health and fitness of the machine can be reported

See Dynalco on p. 24

p. 22 October 3 GMC Today Oklahoma City 2006

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

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 specific. 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.

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 non-intrusive, 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 defined 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, slow-speed engine or on a high-speed engine, the requirement would be, without a device like the Dyna-Probe, 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 non-intrusive 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 deflected anything or caused any damage with the force we are applying using the DynaProbe.

Our new BETA-TRAP 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 firing pressure balancer that has become a popular mainstay in the companys line-up.BETA-TRAP3 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.

Dynalco Unveils Three Products as Part of its New Strategic Asset Management Philosophycontd from p. 20

C. Lee Cook Celebrates Expansion of Houston Facility and Services

(Louisville, KY) C. Lee Cook recently opened the doors of its newly expanded Houston facility to a large number of compressor operations personnel from Gulf Coast area plants. The Open House event allowed guests to tour the facility and take part in a Machin-ery Optimization Seminar featuring expert speakers in four critical disciplines of compressor operations and maintenance.

Expanded plant and services

C. Lee Cook completed the 15,000 sq ft expansion and equipped the facility to provide additional repair services for compressor cylinders and liners, compressor pistons, compressor piston rods, and cross-heads, as well as for compressor frame aligning and boring, power end reconditioning, engineering and technical support. Together with existing operations, the expanded facility houses 35 employees.

Machinery Optimization Seminar

The Machinery Optimization Seminar covered four key topics. The first, Compressor Cylinder Repair, was presented by Mark Almon, Operations Manager of the C. Lee Cook Repair Service Center. Almon shared some of his 35 years of experience in repairing and remanufacturing large natural gas engines, compressors and related equipment. The second presentation covered the latest developments in sealing technology. It was presented by Kevin Kratch, Senior Engineer in C. Lee Cooks Applications, Research & Develop-ment. A third presentation, by Cook Valve Vice President/General Manager John Metcalf, addressed Compressor Valve Design and Troubleshooting. Metcalf discussed key aspects of compressor valve selection, valve failure analysis and effective remedies. The final presentation, Diagnostic Techniques, was given by Tom Sparks, Se-nior Analyst for the Machinery Diagnostics and Training division of T.F. Hudgins, Incorporated. Sparks discussed an analytical approach to compressor valve failure analysis, including case study analysis.

p. 26 October 3 GMC Today Oklahoma City 2006

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 includ-ing AETCs Continuous Pressure Monitoring System (CPMTM) and Tru TraceTM combustion monitoring systems and an array of emissions monitoring systems including the Alternative Con-tinuous Emissions Monitoring System (ACEMS) for parametri-cally determining emissions, the SCAQMD compliant Remote Terminal Unit (RTU) for ac-cumulating and reporting emis-sions, and emissions data back up. Engineering services are also available ranging form specialized field performance and emissions testing to new product develop-ment and failure analysis.

What is new at AETCs booth is the array of third party products incorporating AETC technol-ogy. 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 bal-ance limits and Damage Factor. Hoerbigers HyperBalanceTM II system incorporates all the func-tionality of the original PC based HyperBalanceTM balance system developed by AETC. However, now it is available in a dedicated hardened non-PC platform. Hoer-biger also exclusively markets the Advanced 2 Stroke Cycle software, developed by AETC, as HyperLogicTM. Finally, Altron-ics Ion Sense system, currently in field testing, utilizes data reduc-tion and analysis algorithms de-veloped 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 Mis-fire, Detonation & Combustion.

AETC is also active behind the scenes with several solution pro-viders who utilize engine emis-sions and performance modeling methodologies which AETC developed in conjunction with Scavenge Tech (ST). This model-ing is used to specify turbocharger air specifications for emissions retrofits. This approach utilizes AETCs engine and emissions database, probably the largest and most comprehensive in the indus-try. Several operators also retain AETC and ST to analyze and as-sist with engine conversions, par-ticularly when things do not quite go as planned. The paper A Case Study of the Application of State-of-the-Art Modeling Techniques to Successfully Turbocharge a Not-so-State-of-the-Art Engine describes one particular example.

Greg Beshouri, AETCs Presi-dent, 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 Inter-national (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 independent-

ly or in conjunction with business partners with excellent reputa-tions 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 opti-mistic regarding the capabilities of Ion Sense in this area. At the same time, the industry clearly wants to keep traditional pres-sure 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 defining and encouraging the de-velopment of promising technolo-gies which otherwise may not be developed. Third party solution providers gain access to technol-ogy that might not otherwise be available while assured of the industrys confidence in the technology.

The strategy provides a win-win situation for the vendors, clients and the industry as a whole.

AETCs Presents an Array of Third Party Products Incorporating AETC Technology at the 2006 Gas Machinery Conference

Oklahoma Facts and TriviaOn July 25, 2000, Governor Keating announced plans to construct a dome on the Okla-homa State Capitol Building. Construction is slated to begin April 2001 with an estimated completion date of November 2002.

The worlds first installed parking meter was in Okla-homa City, on July 16, 1935. Carl C. Magee, of Oklahoma City, Oklahoma, is generally credited with originating the parking meter. He filed for a patent for a coin controlled parking meter on May 13, 1935.

Vinita is the oldest incor-porated town on Oklahoma Route 66 being established in 1871. Vinita was the first town in Oklahoma to enjoy electricity. Originally named Downingville. The towns name was later changed to Vi-nita, in honor of Vinnie Ream, the sculptress who created the life-size statue of Lincoln at the United States Capitol.

During a tornado in Ponca City, a man and his wife were carried aloft in their house by a tornado. The walls and roof were blown away. But the floor remained intact and eventually glided downward, setting the couple safely back on the ground.

The Amateur Softball As-sociation of America - a vol-unteer-driven, not-for-profit organization based in Oklaho-ma City, OK - was founded in 1933 and has evolved into the strongest softball organization in the country.

p. 27 October 3 GMC Today Oklahoma City 2006

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.

Toby Brown, a senior in mechanical engineering at Kansas State University, graduates in December 2006. Working at the NGML, Toby extensively modified the NGMLs turbocharger data analysis and reporting software system to accurately reduce data to normal-ized conditions, eliminate data entry errors, and create turn-key reports. Toby has extensive data analysis skills, as well as experi-ence working with turbochargers on large-bore engines.

Get to Know the K-State Students Working for YOU at the GMC

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, as-sists with control room operations during a turbo test, and aids gradu-ate students with experimental projects. Travis has proven to be a hard worker, a quick learn, and a team player.

p. 28 October 3 GMC Today Oklahoma City 2006

Comprehensive schedule of training programs designed for

operations and maintenance personnel

After more than 30 years of training operation and maintenance personnel worldwide, Dresser-Rand Company (NYSE: DRC) continues to provide high-quality product training programs designed to help clients reduce equipment maintenance costs and ensure reliability. Product Training is offered for centrifugal compressors, gas turbines, steam turbines, low-speed process gas reciprocating compressors, high-speed separable gas field compressors, and control systems.

D-R courses continue to evolve to keep up with technology advances, making them the most current, flexible, and cost-effective, state-of-the-art courses in the industry. D-Rs steam turbine and reciprocating compressor training departments are offering many of their factory course topics in the form of short courses. Related courses are held in succession, allowing students to attend one or all of the courses held in one of many locations across North

Dresser-Rand Announces Product Training ProgramsAmerica. Many of these courses include classroom lecture and hands-on workstations, affording the student the opportunity to fully understand the topic presented.

New this year are individual two-day courses for operators of steam turbines and reciprocating compressors. These courses were designed to help operations personnel with their daily responsibilities of starting, stopping, loading, and troubleshooting the two products. The courses are being offered at locations across North America and more information can be accessed on the company web site.

Dresser-Rands Web-Based Training (WBT) course library continues to grow, with eight new courses added. With an emphasis on the practical aspects of machine reliability, repair, and troubleshooting, these intermediate-to-advanced level WBT courses are designed for operators, mechanics, supervisors, and engineers. Dresser-Rand partners with well-established WBT hosting organizations that support the petrochemical industry. These business relationships give clients easy access to D-Rs WBT courses and training records through learning management systems (LMS).

As always, customized programs specific to a clients machinerycan be arranged if desired, said Mark Jones, training manager atDresser-Rand. If theres a group of people to be trained from aspecific facility, well research the equipment records and provide aprogram that is matched to that machinery. Our instructors cantravel to a clients site to conduct the course, keeping travel costs toa minimum.

All instructor-led, classroom and hands-on programs are taught byfield - experienced, full-time Dresser-Rand instructors, technicalengineers and field service representatives. Courses are offered atD-R factory training centers in upstate New York, Houston, andvarious regional service centers. Clients outside the U.S. canparticipate in programs offered at training facilities in Le Havre,France; Kongsberg, Norway; Campinas, Brazil; and Kuala Lumpur,Malaysia.

Customized programs also are conducted worldwide at client sitesHands-on, interactive courses using full-size equipment areconducted throughout North America, as well as the Dresser-Randtraining center in Le Havre.

If open-registration courses are not held in a location convenient to aparticular company, and the company is willing to host the trainingprogram, D-R will advertise, market, and conduct the course at theclients facility. This eliminates travel costs and provides otherclients in the area with the opportunity to attend and share thereduced travel and living expenses.

p. 29 October 3 GMC Today Oklahoma City 2006

TULSA, OKLA Compliance Controls has announced that a working demonstration unit of its new MEC-FI Air-Fuel Ratio Controller, specifically 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.

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 medium-speed engines, in particular, said Compliance Controls Vice President of Business Development, Bill Clary.

Maintaining the proper air-fuel mix with these engines has been a notoriously tricky and time-consuming chore until now. The MEC-FI Air-Fuel Ratio Control System was specifically designed to take this chore off the operators hands optimizing

Compliance Controls New MEC-FI Air-Fuel Ratio Control For Lean-Burn, Turbocharged Engines On Display At GMRC

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 specifically configured for turbocharged, fuel-injected, 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 fuel-system air flow for precise maintenance of the optimum lean-burn air-fuel mix over a range of operating conditions, explained FW Murphys Manager of Technical Service, Raymond Carr.

The system automatically adjusts air pressure to fuel pressure or fuel flow 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,

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 specific requirements.

Compliance Controls new MEC-FI Air-Fuel Ratio Controller, specifically designed for lean-burning turbocharged engines, will be on display at GMC 2006 in Oklahoma City, Booth #409.

p. 30 October 3 GMC Today Oklahoma City 2006

Welcome to the GMC 2006!GMRC Board Chairman Eric Thomas presents the Distinguished Service Award to Dr. Robert L. Bass

The GMC 2006 Chairmen Donna Sterrick in-troduces special presenter Jeanne Robertson

Record attendance led to a big, fun crowd at Lunch and the Opening General Session on Monday.

Mick Cornett, mayor of OKC, gave a brief history of the city.

Allan Perry, Mitch Opat & Bill Couch enjoy the luncheon.

The GMC Glee Club singsGod Bless America.

GMC 2006Unless indicated otherwise, all meetings are held in the Convention Center.

TuESDAy, OCTOBER 3Coffee 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 9:00 a.m.SpOuSE HOSpITAlITy Falling Water Grill (Renaissance)Spouses will leave at 9:00 a.m. to tour Oklahoma City.

8:00 11:00 a.m. SHORT COuRSES (select one)

Meeting Room 1,2&3 Reciprocating Compressor Performance Measurement & Condition AnalysisWarren Laible-Windrock, Inc.

Meeting Room 4&5 Performance Improvement to Existing Air-Cooled Heat ExchangersRobert Giammaruti-Hudson Products Corporation

Meeting Room 9&10 The Value of Compressor EfficiencyRalph Harris-Southwest Research Institute/Randy Raymer & Tim Canton-El Paso Pipeline Group

Meeting Room 11&12Measure Seven Times, Cut Once: A Systematic Method of Troubleshooting Engine & Compressor ProblemsRandy Anderson-ACTT div. of CECO

11:00 a.m. 1:00 p.m. EXHIBITS OpENLunch served in the exhibit hall for all Conference registrants

1:15 2:00 p.m. TECHNICAl pApERS (running concurrently)

Meeting Room 1,2&3Turbine Inlet Ice Related Failures & Predicting Inlet Ice FormationDavid Maas & Nathan McCown-El Paso Corp.

Meeting Room 4&5New Developments in the application of Online ReciprocatingEngine & Compressor Pressure Monitoring SystemsBruce Howerton & Noah Dixon-Williams Gas Pipeline/Al Krawczak-Windrock, Inc.

Meeting Room 9&10Development & Field Validation Testing of an OxidizingConverter & a Compatible Lube Oil for Two-Stroke, Lean-BurnGas EnginesBruce Chrisman-Cameron Compression Systems/Glen SharkowiczExxonMobil Lubricants & Petroleum Specialties

Meeting Room 11&12Development of a Semi-Active Compressor Plate ValveKlaus Brun & Ryan Gernentz-Southwest Research Institute/John Platt-BP

2:15 3:00 p.m. TECHNICAl pApERS (running concurrently)

Meeting Room 1,2&3Suggestions for Career EnhancementJames R. Hutton-CECO

WITHDRAWNThermochemical Recuperation (TCR) for Fuel Savings & EmissionReduction at Compressor Stations

Meeting Room 9&10Working Sideways: Using Emissions Modeling & Controls to Solve Operational Problems (A Case Study)Todd Rose-Questar Pipeline Co./Gavin Goolsbee & Hans Mathews-HoerbigerEngineering Services/Randy Anderson-ACTT div. of CECO

Meeting Room 11&12A Comparative Study of Performance & Efficiency of High-Speed Compressor ValvesJames Trent-El Paso Corp.; Diana Grauer-National Gas Machinery Laboratory KSU

3:15 4:30 p.m. TECHNOlOGy upDATE Great Hall A&B Development of an Internal Director Surge Control SensorRobert McKee-Southwest Research Institute The Pressure Pick-Up: A Compressor Cylinder RetrofitSteve Chaykosky-Dresser-Rand Development of the Siemens Boil-Off Gas CompressorSven-Erik Brink-Siemens

Electronic Pre-Combustion Chamber (EPCCTM), Electronic Port Fuel Injection (EPFITM), HyperLogicTMHans Mathews & Ronnie Walker-Hoerbiger Service, Inc. ACTT/GMRC Training InitiativesCharles Ely-ACTT/Marsha Short-GMRC Development of the New, Large Bore Ajax EnginesBruce Chrisman-Cameron Compression Systems

4:45 6:30 p.m. EXHIBITS OpEN Reception in the exhibit hall for all conference registrants and spouses.

p. 34 October 3 GMC Today Oklahoma City 2006

Meet Mr. GMRC!

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 en-sued, 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

A victorious Rick Robertson celebrates his win with Jeanne.

The contestants show their best sides.

The top two nervously await the final results

The GMC Glee Club in performance

The contestants prepare for the competition