GAS TURBINE PG-9171E

(GE)
INTRODUCTION
Gas Turbine PG9171E (GE)
 PG = (PACKAGED GENERATOR)
 9 = (FRAME 9)
 17 = (17x10,000 HP)
 1 = (SINGLE SHAFT)
 E = (MACHINE SERIES)
WORKING PRINCIPLE
 GAS TURBINE WORKING PRINCIPLE
(BRAYTON CYCLE)
COMPRESSION (AIR COMPRESSED BY
COMPRESSOR) [PRESSURE VOLUME
VELOCITY ]
COMBUSTION (FUEL BURNING AND TEMP
HIGH)
[VOLUME ]
EXPANSION [PRESSURE VOLUME
VELOCITY ]
EXHAUST [PRESSURE VOLUME
VELOCITY ]
Gas Turbine PG9171E (GE)
 GAS TURBINE CYCLES

OPEN CYCLE (EHAUST GASSES

DON’T UTILIZE)

COMBINE CYCLE (UTILIZATION OF

EXHAUST GASSES)
 GAS TURBINE MAJOR PARTS

◦ COMPRESSOR

◦ COMBUSTION CHAMBER

◦ TURBINE
COMPRESSOR
 TYPES

 RADIAL FLOW COMPRESSOR:-

(COMPRESSION INDEPENDENT OF RPM,
CONSTANT PRESSURE, COMPRESSION
RATIO {1:5})
 AXIAL FLOW COMPRESSOR:-
(COMPRESSION DEPENDENT ON RPM,
PRESSURE & RPM , COMPRESSION
RATIO {1:10} )
 AXIAL FLOW COMPRESSOR INSTALLED IN
PG9171E GT
17 STAGES COMPRESSOR
 [1 STAGE = ROTATORY {BUCKETS} + STATIONARY
{NOZZLE} BLADES ]
STATIONARY BLADES
 (GIVES SPECIFIC DIRECTION TO AIR)
ROTATORY BLADES
 (INCREASES PRESSURE OF AIR)
5 TO 8 STAGES BLADES ARE COATED TO AVOID
CORRISION BECAUSE OF TEMP DIFFERENCE
 IGV’S (INLET GUIDED VAINS) OR VIGV’S
(VARIABLE INLET GUIDED VAINS)
ACCORDING TO LOAD ADJUST THE FLOW OF AIR
IGV’S ANGLE
 33’ [0RPM-2500RPM]
 57‘ [2500RPM]
 84‘ [371’C]
 EGV’S (EXIT GUIDED VAINS){2 EGV’S
INSTALLED}
GIVES DIRECTION TO AIR AFTER 17TH STAGE OF
COMPRESSOR
COMBUSTION CHAMBER
 COMBUSTION CHAMBER
◦ REVERSE FLOW TYPE
 AIR DIRECTLY HIT TO COMPRESSOR DISCHARGE WALL
COMES REVERSE & THEN ENTER IN TO COMBUSTION
CHAMBER FOR COMBUSTION
◦ 14 COMBUSTION CHAMBERS
◦ COMBUSTION CHAMBER INCLUDES
1. COMBUSTION LINER (BURNING OCCUR INSIDE)
2. FLOW SLEEVE (COVER FOR LINER)
3. TRANSITION PIECE (GIVES DIRECTION TO HOT FLUE
GASSES)
4. CROSS FIRE TUBE (RING SYSTEM CONNECTS ALL 14
CHAMBERS FOR FLAME DISTRIBUTION)
5. FLAME DETECTEOR [4,5,10,11 NOZZLES] (DETECTS THE
FLAME INSIDE CHAMBER)
6. FUEL NOZZLE (FUEL & AUTOMIZING AIR COMES IN
COMBUSTION CHAMBER)
7. SPARK PLUG [13,14 NOZZLES](PROVIDES SPARK FOR
COMBUSTION FOR 90 SECONDS)
 3 ZONES OF COMBUSTION CHAMBER
◦ REACTION ZONE
 INITIAL PART OF LINER(IN COMBUSTURES),
WHER AIR AND FUEL STARTS BURNING, AIR
COMES THROUGH HOLES PRESENT AT
STARTING POINT OF LINER
◦ SOAKING ZONE
 MIDDLE PART OF LINER WHERE NO HOLES ARE
PRESENT, FLAME STABILIZING STAGE
◦ DILUTION ZONE
 LAST PART OF LINER , HOLES ARE PRESENT,
MORE AIR REQUIRED FOR MORE BURNING
TURBINE
 TURBINE
◦ CONVERTS KINETIC ENERGY INTO
MECHANICAL ENERGY
◦ 3 STAGES TURBINE
 [1 STAGE = ROTATORY (BUCKETS)+
STATIONARY(NOZZLE) BLADES]
◦ 2 TURBINE SPACERS
◦ 2 WHEEL SHAFT
◦ SHROUDS
 MINIMIZE THE EFFECT OF TIP CLEARANCE
LEAKAGE
 PROVIDES HIGH THERMAL RESISTANCE BETWEEN
HOT GASSES AND COOL SHELL
 STRUCTURE IS OF HONEY COMB TYPE
 TURBINE
◦ 1ST STAGE NOZZLES HAVE 18 CAST NOZZLE
[18(SEGMENTS) X 2(NUMBER OF NOZZLES IN A
SEGMENT)=36(NUMBER OF NOZZLES]
◦ 2ND STAGE NOZZLES HAVE 16 CAST NOZZLE
[16*3=48]
◦ 3RD STAGE NOZZLE HAVE 16 CAST NOZZLE
[16*4=64]
◦ DIAPHRAGMS
 PARTITION BETWEEN THE PRESSURIZED
STAGES
 PREVENTS AIR LEAKAGE PAST THE INNER
SIDEWALL OFF THE NOZZLE AND THE TURBINE
ROTOR
 INCREASES TURBINE EFFICIENCY
EXHAUST FRAME
 EXHAUST FRAME ASSEMBLY
◦ EXHAUST FRAME
◦ DIFFUSER
 INSTALLED FOR MAXIMUM UTILIZTION OF
HEAT IN HRSG IN CLOSE CYCLE
 TO CONTROL THE VELOCITY & PRESSURE
OF FLUE GASSES
 VELOCITY IS REDUCED
 PRESSURE IS RECOVERED
GAS TURBINE CONTROL
 GAS TURBINE CONTROLS
◦ CONTROL OF TURBINE DONE MAINLY BY
 START-UP
 SPEED
 ACCELERATION
 SYNCHRONIZATION
 TEMPERATURE CONTROL
◦ CONTROL SYSTEM IS DESIGNED TO MONITOR
 TEMPERATURE
 VIBRATIONS
 SPEED
 FLAME
 FUEL FLOW
◦ TO ALTER TURBINE OPERATING CONDITIONS (BECAUSE
OF CHANGES OCCUR IN LOAD AND AMBIENT TEMPERATURE) IT IS
PERFORMED BY MODULATING FUEL FLOW TO
TURBINE.
 SPEEDTRONIC SYSTEM
◦ THE SPEEDTRONIC SYSTEM IS
MICROCOMPUTER BASED SYSTEM,
PROVIDES AC & DC SIGNAL TO CONTROL
AND PROTECT THE TURBINE
◦ FSR(FUEL STROKE REFFERENCE) is the
COMMAND SIGNAL FOR FUEL
◦ 3 MAJOR CONTROL LOOPS
 START-UP
 SPEED
 TEMPERATURE
 START-UP CONTROL
◦ RELAYS (SPEED PICKUPS)
 14-HR [ZERO SPEED BREAKING RELAY]
 0-121 RPM
 14-HP [OPERATING RELAY]
 121-264 RPM
 14-HT [COOLDOWN SPEED RELAY]
 264-315 RPM
 14-HM [MINIMUM FIRING SPEED RELAY]
 315-1500 RPM
 14-HA [ACCELERATION SPEED RELAY]
 1500-1800 RPM
 14-HC [CRANKING SPEED/SELF SUSTAINING SPEED
RELAY]
 1800-2850 RPM
 14-HS [FULL SPEED RELAY]
 2850-3000 RPM
 SPEED CONTROL SYSTEM
◦ CONTROL THE SPEED AND LOAD OF TURBINE IN
RESPONSE TO ACTUAL SPEED SIGNAL AND SPEED
REFFERENCE
◦ ON SPEED CONTROL, CONTROL MODE WILL BE
DROOP SPEED
◦ DROOP OPERATION
 CHANGES FSR IN PROPOTIONAL TO THE DIFFERENCE
BETWEEN THE ACTUAL TURBINE SPEED AND SPEED
REFFERENCE(TNR)
 ANY CHANGE IN FREQUENCY WILL ALSO CAUSE
PROPOTIONAL CHANGE IN LOAD
 THIS PROPOTIONALITY IS ADJUSTABLE TO DESIRED
REGULATION CALLED DROOP
 IF DROOP SETTINGS OF ALL UNITS ARE SAME THEY WILL
SHARE A LOAD INCREASE EQUALLY.LOAD SHARING IS THE
MAIN ADVANTAGE OF THIS METHOD OF DROOP CONTROL
 NOTE:
 IF 4% DROOP SELECTED, ONLY 1% CHANGE IN SPEED WILL
PRODUCE A CHANGE IN FUEL FLOW EQUIVALENT TO 25% OF RATED
LOAD.
◦ CONSTANT SETTABLE DROOP
 INNER SPEED CONTROL LOOP
 PROPOTIONAL CONTROL + INTEGRAL CONTROL
 MAKE TURBINE SPEED (TNH) MATCH THE REFFERNCE
SPEED (TNRL)
 OUTER MEGAWATT CONTROL LOOP
 FORMULATES THE DROOP GOVERNOR RESPONSE BY
CREATING A SPEED BIAS AS FUNCTION OF UNIT POWER
OUTPUT.
 WHEN, TURBINE SPEED IS HELD FIXED BY ELECTRICAL
GRID
 THE TURBINE FUEL CONSUMPTION (FSR) AND MEGAWATT
OUTPUT IS MODIFIED (CONSTANTLY SET) SUCH THAT
RFFERENCE SPEED COMMAND (TNRL) IS MADE EQUAL TO
THE TURBINE SPEED (TNH)
 APPLIED WHERE
 FSR IS NOT PREDICTABLE AS A FUNCTION OF THE GAS
TURBINE POWER OUTPUT
 GAS TURBINE FUEL HEATING VALUE IS VARYING DUE TO
CHANGES IN FUEL COMPOSITION OR FUEL IS SWITCHED
BETWEEN DIFFERENT COMBUSTION SYSTEM
FUEL OIL SYSTEM
 Fuel Oil System
◦ HSD/LDO (HIGH SPEED DIESEL/LIGHT DISTILATE
OIL) [DIESEL]
 TEMP 26’C-50’C
 HEATER STARTS AT 22’C UPTO 26’C
◦ HSFO (HIGH SPEED FURNACE OIL/CRUDE OIL)
[FURNACE OIL]
 TEMP 105’C-135’C
 NORMAL TEMP 112’C-122’C
◦ GAS (NATURAL GAS/SUI GAS)
◦ GAS TURBINE FIRES AT HSD OR GAS (NOT AT
HSFO)
◦ HSFO IS ECONOMICAL THAT IS WHY WE PREFER
HSFO OVER HSD
◦ IF GT IS FIRED ON HSD THEN WE CAN CHANGE
THE FUEL HSD TO HSFO AT 10 MW, BUT WE
PREFFER NORMALY AT 20MW-30MW
 FUEL OIL SYSTEM
◦ DURING STARTUP
 14HM RELAY ACTS
 FIRING STARTS AT 480 RPM
 TORQUE CONVERTER ANGLE 15’
◦ DURING SHUTTING DOWN
 14HM RELAY ACTS
 FLAME OUT AT 1200 RPM
◦ CHANGEOVER CONDITIONS FROM HSFO TO HSD
 TEMPRATURE
 98’C-105’C (LOW)
 135’C-140’C (HIGH)
 PRESSURE
 3.5bar (LOW)
 6bar (HIGH)
◦ NOTE:
 WHEN GT IS TRIP ON HSFO
 AUTOMATIC PURGING OF THE FUEL LINES START FOR ATLEAST
30sec WHEN GT IS COMING TOWARDS COOLDOWN
HSD/LDO FORWARDING
SKID
 HSD FORWARDING SKID
◦ INLET PRESSURE = 0.2 bar – 1 bar
◦ INLET PRESSURE SAFETY VALVE (PSV) = 3
bar
◦ 2 FORWARDING PUMPS
 88FD-1
 88FD-2
◦ PUMP CHANGEOVER CONDITIONS
 PRESSURE < 6 bar
 PUMP TEMPERATURE = 100’C
◦ OUTLET PRESSURE MIN = 6 bar – 10 bar
◦ PRESSURE SWITCH LOW (PSL)
 63FD-1 (OPERATES WHEN PRESSURE IS LESS THAN
6 BAR)
◦ OUTLET PRESSURE SAFETY VALVE (PSV) =
HSD/LDO FILTERING SKID
 HSD FILTERING SKID
◦ INLET PRESSURE = 6bar-10bar
◦ INLET PRESSURE SAFETY VALVE) = 7bar-10bar
◦ PRESSURE SWITCH HIGH(PSH) > 6bar
 63FD-2 (HIGH)
◦ PRESSURE CONTROL VALVE (PCV-355) = 5bar
 5bar INSTUMENT AIR PRESSURE TAKEN AS REFFERENCE PRESSURE
◦ 2 FILTERS
 No. OF CARTRIDGES = 9
 DIFFERENTIAL PRESSURE (D.P)
 1.25bar (ALARM)
 1.5bar (CHOKE)
 PRESSURE DIFFERENTIAL SWITCH(PDS)
 63LF-2 (HIGH)
◦ ACCUMULATOR
 ABSORB HALF OF THE LINE PRESSURE = +- 2.5bar
 NITROGEN GAS FILLED
◦ CUTT-OFF VALVE (FV 359)
 SUPPLIES OR CUTT - OFF THE FUEL TO G.T. AS REQUIRED
◦ 3 SOLENOID VALVES
 20FD-1 (MINIMUM CIRCULATION & FV-359)
 20FD-2 (MAXIMUM CIRCULATION)
 20FD-6 (REFFERENCE AIR TO PCV-355)
HSFO FORWARDING SKID
 HSFO FORWARDING SKID
◦ INLET PRESSURE = 0.2 bar – 1 bar
◦ INLET PRESSURE SAFETY VALVE (PSV) = 3 bar
◦ 2 FORWARDING PUMPS
 88FU-1
 88FU-2
◦ PUMP CHANGEOVER CONDITIONS
 PRESSURE < 4.7bar
 PUMP TEMPERATURE = 100’C
◦ 2 FILTERS
 1 CARTRIDGE
 DIFFERENTIAL PRESSURE (D.P)
 1.25bar (ALARM)
 1.5bar (CHOKE)
◦ FV-257 (VALVE ON RETURN LINE)
 ADJUST THE REQUIRED PRESSURE OF THE HSFO SYSTEM
◦ OUTLET PRESSURE MIN = 4.7 bar
◦ PRESSURE SWITCH LOW (PSL)
 63FU-1 (OPERATES WHEN PRESSURE IS LESS THAN 4.7 BAR)
◦ OUTLET PRESSURE SAFETY VALVE (PSV) = 7bar-10 bar MAX
HSFO FILTERING SKID
 HSFO FILTERING SKID
◦ INLET PRESSURE = 6bar
◦ INLET PRESSURE SAFETY VALVE(PSV) = 7bar
◦ PRESSURE SWITCHES
 63FU-2(LOW)< 3.5bar
 63FU-3(HIGH)< 6bar
◦ OUTLET PRESSURE = 5bar
◦ 2 FILTERS
 No. OF CARTRIDGES = 12
 DIFFERENTIAL PRESSURE (D.P)
 1.25bar (ALARM)
 1.5bar (CHOKE)
 PRESSURE DIFFERENTIAL SWITCH(PDS)
 63LF-3 (HIGH)
◦ ACCUMULATOR
 ABSORB HALF OF THE LINE PRESSURE = +- 2.5bar
 NITROGEN GAS FILLED
◦ 3-WAY CHANGEOVER VALVE (FV-358)
 SUPPLY HSD 0R HSFO TO G.T. AS REQUIRED
◦ 4 SOLENOID VALVES
 20FH-1 (MAXIMUM CIRCULATION )
 20FH-2 (MINIMUM CIRCULATION)
 20FT-1 (ENERGIZES FOR HSFO SUPPLY TO GT )
 20FE-1 (ENERGIZES FOR HSD SUPPLY TO GT)
FUEL SKID/HP SKID
 FUEL OIL SKID
◦ INLET PRESSURE = 5bar-6bar
◦ VR27 (RELIEF VALVE ) = 6.27bar
◦ PRESSURE SWITCH LOW (PSL) = 2.75bar
 63FL-2 (LOW) (GT TRIP)
◦ VS1/LSV (LIQUID FUEL STOP VALVE)
 0 & 1 CONDITION
 HYDRAULIC VALVE
 20FL-1 (SOLENOID VALVE)
◦ PF-1 (MAIN SHAFT DRIVEN FUEL OIL PUMP)
 DESIGNED PRESSURE= 68.9bar
 POSITIVE DISPLACEMENT PUMP
◦ VR4 (RELIEF VALVE) = 82.7bar
◦ VC3/LCV (LIQUID FUEL CONTROL VALVE)
 GOVERNOR VALVE
 MONITOR LOAD, EXHAUST TEMPERATURE, FEQUENCY TO
CONTROL FUEL SUPPLY AS REQUIRED
 FSR CONTROLLER
 65FP (HYDRAULLIC SERVO )
 HYDRAULLIC VALVE
 FUEL OIL SKID
◦ 2-FILTERS
 3 CARTRIDGES
 D.P
 1.1bar (ALARM)
 1.3bar (CHOKE)
 PRESSURE DIFFERENTIAL SWITCH (PDS)
 63LF-7 (HIGH)
◦ FLOW DIVIDER
 88FM (FLOW DIVDER STARTING MOTOR)
 STARTS FOR 3sec-5sec (INITIALLY)
 DIVIDE FUEL INTO 14 LINES (BECAUSE OF 14 FUEL NOZZLES)
◦ VCK1-1 TO VCK1-14 (CHECK VALVES AT NOZZLES)
 OPENS AT THE PRESSURE = 8.27bar
 MINIMUM PRESSURE REQUIRED FOR REQIRED MIN. FUEL THROW
◦ VP-1 (PURGE VALVE)
 PROVIDES DRAIN DURING MANUAL PURGING OF FUEL LINES
 LEAKAGE TESTING
 20PF-100 (SOLENOID VALVE)
 HYDRAULLIC VALVE
 MAX. PRESSURE < 8bar
◦ DRAIN PORT
 WHEN FILLED 1 LITER(GT TRIP)
 LEAKGE DRAIN (AT NOZZLES)
PRESSURE SWITCHES AT HSD & HSFO LINES
(FD,FU)
63FD-1 63 FD (FUEL 1 LOW
(PRESSU DIESEL) (FOF 6bar
RESWIT SKID)
CH)
63FD-2 63 FD (FUEL 2 HIGH
(PRESSU DIESEL) (FILTERI 6bar
RESWIT NG SKID)
CH)
63FU-1 63 FU(FUEL 1 LOW
(PRESSU FURNAC (FOF 4.7bar
RESWIT E) SKID)
CH)
63FU-2 63 FD (FUEL 2 LOW
(PRESSU FURNAC (FILTERI 3.5bar
RESWIT E) NG SKID)
CH)
63FU-3 63 FD (FUEL 3 HIGH
(PRESSU FURNAC (FILTERI 6bar
RESWIT E) NG SKID)
CH)
PRESSURE DIFFERENTIAL SWITCHES AT FILTERS
(LF)
63LF-2 63 LF 2 HIGH
(PRESSU (LIQUID (HSD 1.25bar
RESWIT OIL FILTERIN (ALARM)
CH) FILTERS) GSKID) 1.5bar
(CHOKE)
63LF-3 63 LF 3 HIGH
(PRESSU (LIQUID (HSFO 1.25bar
RESWIT OIL FILTERIN (ALARM)
CH) FILTERS) G SKID) 1.5bar
(CHOKE)
63LF-7 63 LF 7 HIGH
(PRESSU (LIQUID (HP 1.1bar
RESWIT OIL FILTERS) (ALARM)
CH) FILTERS) 1.3bar
(CHOKE)
PRESSURE SWITCH AT FUEL OIL SKID (FL) (IN AUX)
63FL-2 63 FL (FUEL 2 LOW
(PRESSU LINE) (FILTERI 2.75bar
RESWIT NG SKID) (TRIP)
LUBE OIL SYSTEM
 LUBE OIL SYSTEM
◦ APPLICATION
 LUBRICATION & COOLING OF BEARINGS
 LUBRICATION OF FOLLOWING SYSTEMS
 TORQUE CONVERTER MOTOR (88TM)
 ASSECCORY GEAR BOX
 CA-1, CA-2 (SHAFT DRIVEN & MOTOR DRIVEN
ATOMIZING AIR COMPRESSOR)
 HYDRAULLIC SYSTEM
 TORQUE CONVERTER (FOR OPERATION)
 88QB (BEARING/JACKING LIFT OIL PUMP)
 LUBE OIL TANK
◦ CAPACITY
 12,491 LITERS /3300 GALLONS
◦ TANK LEVELS (OFF STATE)
 254 (HIGH-HIGH)
 305 (HIGH) [NORMAL]
 406 (LOW)
 432 (LOW-LOW)
◦ VR-1 (RELIEF VALVE)= 6.82bar
◦ CST SHOULD BE = 10 AT 40’C (viscosity)
◦ HEATER
 23QT-1
 23QT-2
 AT 21’C HEATER ON
 AT 26’C HEATER OFF
 LUBE OIL SYSTEM
◦ PQ-1 (MAIN SHAFT DRIVEN LUBE OIL
PUMP)
 POSITIVE DISPLACEMENT PUMP
 DESIGNED PRESSURE = 6.89bar
◦ 88QA (MOTOR DIRIVEN AUXILIARY/AC
LUBE OIL PUMP)
 DESIGNED PRESSURE = 6.89bar
◦ 88QE (MOTOR DRIVEN EMERGENCY/DC
LUBE OIL PUMP)
 DESIGNED PRESSURE = 1.37bar
◦ 88QV (LUBE OIL MIST ELIMINATOR)
 LUBE OIL SYSTEM
◦ 2 FILTERS
 D.P
 0.9bar (ALARM)
 1.03bar (CHOKE)
 PRESSURE DIFFERENTIAL SWITCHES (PDS)
 63QQ-21 & 63QQ-22 (HIGH)
◦ LUBE OIL TEMPERATURES
 22’C LOW-LOW(GT DOESN’T START)
 26’C LOW (ALARM)
 76.6’C HIGH (ALARM)
 82.2’C HIGH-HIGH(GT TRIP)
◦ VPR2-1 (PRESSURE REGULATING VALVE)
 MAINTAIN HEADER PRESSURE = 1.72bar
◦ 63QQ-8 (PRESSURE DIFFERENTIAL SWITCH )
 TORQUE CONVERTER FILTER HIGH D.P
 1.5bar [CHOKE]
 LUBE OIL PUMPS START & OFF SEQUENCES
◦ PQ-1 (SHAFT DRIVEN LUBE OIL PUMP)
 MAINTAIN ITS PRESSURE (5.7bar-6.89bar) AT 2850 RPM (95%)
◦ 88QA (AUXILIARY LUBE OIL PUMP)
 ON WHEN GT IS TO START OR ON COOLDOWN
 OFF AT 2850 RPM (95%)
 ON WHEN LUBE OIL TANK TEMPERATURE =21.5’C
 OFF WHEN LUBE OIL TANK TEMPERATURE= 26.5’C
 63QA-2 (LOW PRESSURE SWITCH) GIVES SIGNAL TO 88QA
 ON WHEN HEADER PRESSURE < 2.83bar
 OFF WHEN HEADER PRESSURE = 3.1bar
◦ 88QE (EMERGENCY LUBE OIL PUMP)
 INITIALLY ON FOR TESTING PURPOSE/PERMISSIVE FOR 10sec
 ON FOR 30sec (WEEKLY CHECKS)
 63QT-2A (LOW PRESSURE SWITCH) GIVES SIGNAL TO 88QE
 ON WHEN PRESSURE AT BEARING#5 <0.55bar
 OFF WHEN PRESSURE AT BEARING#5=0.62bar
 WHEN AC SUPPLY CUTT OFF [BLACKOUT/EMERGENCY]
 ON FOR 3 MINUTES
 THEN OFF FOR 15 MINUTES
 THEN AGAIN ON FOR 3 MINUTES AND SO ON…
 LUBE OIL FOR BEARINGS
◦ LUBE OIL TEMPERATURES
 FOR BEARING#1
 100’C (HIGH) [ALARM]
 111’C (HIGH-HIGH) [GT TRIP]
 FOR BEARING#2,3,4,5
 96’C (HIGH)[ALARM]
 107’C (HIGH-HIGH)[GT TRIP]
◦ BEARING METAL TEMPERATURES
 132’C (HIGH-HIGH) [GT TRIP]
◦ SURGE TANKS
 TO MODERATE TEMPERATURE OF LUBE OIL TO
AVOID SPLASHING BECAUSE OF
TEMPERATURE DIFFERENCE
 LUBE OIL MIST ELIMINATOR (88QV)
◦ FILTERS
 50 CARTRIDGES
 63QQ-10 (PRESSURE DIFFERENTIAL SWITCH)
 D.P = 0.08bar
◦ VCK20-13 (CHECK VALVE)
 CHECK VALVE OPERATES AT FOLLOWING
PRESSURE
 -30mmH2O (RELEASE AIR)
 -100mmH2O (SUCKS AIR)
 WHEN 88QV IS NOT WORKING VCK20-13 ELIMINATES
THE MIST
 IF TEMPERATURE OF LUBE OIL TANK IS GONE HIGH
AND COOLING MEDIUM IS NORMAL, MANUALLY
OPERATE THE CHECK VALVE
◦ NOTE:
 IT WILL START WHEN LUBE OIL IN SERVICE AND WILL
STOP AFTER 10 MINUTES OF SHUTDOWN OF 88QA
PRESSURE SWITCHES IN LUBE OIL SYSTEMS (Q FOR LUBE OIL)
63QQ-8 63 (PRESSURE QQ 8 HIGH
SWITCH) (LUBE OIL (TORQUE 1.5bar
FILTER DP) CONVERTER
FILTERS)
63QQ-10 63 (PRESSURE QQ 10 HIGH
SWITCH) (LUBE OIL (MIST 0.08bar
FILTER DP) ELIMINATOR
FILTERS)
63QQ-21 63 (PRESSURE QQ 21 HIGH
SWITCH) (LUBE OIL (MAIN LUBE OIL 0.9bar (ALARM)
FILTER DP) FILTERS) 1.03bar
(CHOKE)
63QQ-22 63 (PRESSURE QQ 22 HIGH
SWITCH) (LUBE OIL (MAIN LUBE OIL 0.9bar (ALARM)
FILTER DP) FILTERS) 1.03bar
(CHOKE)
63QA-2 63 (PRESSURE QA (RELATED 2 LOW
SWITCH) TO 88QA) (LUBE OIL ON
HEADER LOW 88QA<2.83bar
PRESSURE ) OFF 88QA =
3.1bar
63QT-2A 63 (PRESSURE QT (RELATED 2A LOW
SWITCH) TO 88QE) (LOW ON
PRESSURE AT 88QE<0.55bar
ATOMIZING AIR SYSTEM
 ATOMIZING AIR SYSTEM
◦ WORD DERIVE FROM ATOM (small particle)
◦ THE PROCESS OF MAKING A BIG THING INTO SMALL
PARTICLES IS CALLED ATOMIZING
◦ IN THIS SYSTEM AIR IS USED FOR THIS PROCESS
HENCE WE CALLED IT ATOMIZING AIR SYSTEM
 AIR FROM CPD (COMPRESSOR PRESSURE DISCHARGE) IS
PRESSURIZED BY ATOMIZING AIR COMPRESSOR &
ATOMIZING AIR BOOSTER USED FOR LIQUID FUEL
ATOMIZING
◦ ADDITIONAL PURPOSE OF ATOMIZING AIR IS
PERMANENT PURGING
 GAS FUEL SKID PURGING VA13-1(20PG-1) & VA13-2(20PG-2)
(WHEN NOT IN SERVICE]
 LIQUID FUEL SKID PURGING VA19-1(20PL-1)(WHEN NOT IN
SERVICE]
 WATER INJECTION SKID (WHEN NOT IN SERVICE)
◦ AIR EJECTOR
 INSTALLED ON THE TOP OF ACCESSORY GEAR BOX
 RECEIVES AIR FLOW FROM ATOMIZING AIR SYSTEM
 TO CREATE VACCUM PRESSURE IN GEAR BOX
 ATOMIZING AIR SYSTEM
◦ TEMPERATURE
 89’C LOW (ALARM)
 108’C NORMAL
 120’C (ALARMING CONDITION)
 132’C HIGH (ALARM)
 NOTE: IF TEMPERATURE STAYS ABOVE OR EQUAL TO THE 132’C
FOR 2 MINUTES GT WILL GO TO NORMAL SHUTDOWN
◦ PRESSURE AT NOZZLE
 15bar-20bar (BASE LOAD)
◦ HX1-1 (ATOMIZING AIR PRE COOLER)
 CONVERTS TEMPERATURE OF AIR FROM CPD (350’C) INTO 105’C-
115’C
 SHELL & TUBE TYPE (AIR TO WATER COOER)
 10% LEAKAGE IN COOLER (REPLACE THE COOLER)
 TOTAL 100 LINES, WHEN 10 LINES BLOCKED REPLACE IT
◦ 96AD-1 (DIFFERENTIAL PRESSURE ACROSS MAIN
ATOMIZING AIR COMPRESSOR CA-1)
 IF 96AD-1 < 0.9bar (NV-101 IS CLOSED)
 IF 96AD-1 = 0.9bar (NV-101 OPENING START)
 IF 96AD-1 = 1.1bar (NV-101 IS OPENED CA-1 IS IN SERVICE 88AB IS
CUT-OFF)
◦ CA-1 (MAIN ATOMIZING AIR COMPRESSOR)
 COMES IN SERVICE WHEN (DURING STARTUP)
 14HC RELAY ACTS
 1800 RPM
 96AD-1 = 1.1bar(atomizing air compressor differential pressure)
 NV-101 OPENED
 CUTT OFF WHEN (DURING SHUTDOWN)
 RPM DECREASES TO 1800 RPM
 14HA ACTS
 NV-101 CLOSED

◦ 88AB-1 (DRIVE ATOMIZING AIR BOOSTER COMPRESSOR CA-

2)
 CUTT OFF when (DURING STARTUP)
 14HC RELAY ACTS
 1800 RPM
 96AD-1 = 1.1bar(atomizing air compressor differential pressure)
 NV-101 OPENED
 VA22-1 CLOSED
 COMES IN SERVICE WHEN (DURING SHUTDOWN)
 RPM DECREASES TO 1800RPM
 14HA ACTS
 NV-101 CLOSED
 VA22-1 OPENED
 300RPM (88AB CUTT OFF)
HYDRAULIC SYSTEM
 HYDRAULIC SYSTEM
◦ APPLICATION
 OPERATION OF HYDRAULLIC VALVES IN FUEL
SKID
 LIQUID STOP VALVE(LSV) VS-1 (20FL-1)
 LIQUID CONTROL VALVE(LCV) VC-3 (65FP)
 LIQUID PURGE VALVE VP-1 (20PF-100)
 OPERATION OF IGV’S ACTUATOR
 IGV ACTUATOR/SERVO VALE (90TV-1)
 SOLENOID VALVE FOR IGV TRIP SYSTEM (20TV-1)
 GAS FUEL SKID VALVE
 GAS SUPPLY VALVE VSR-1 (20FGS-1)
 GAS SUPPLY CONTROL VALVE VGC-1 (20FGC-1)
 HYDRAULIC SYSTEM
◦ HYDRAULIC OIL SUPPLY CONDITION
INCLUDES
 Automatic purging
 HYDRAULIC SYSTEM AIR BLEED VALVE VAB-1 [MAIN]
(PURGE THE LINE AUTOMATICALLY)
 HYDRAULIC SYSTEM AIR BLEED VALVE VAB-2
[AUXILIARY] (PURGE THE LINE AUTOMATICALLY)
 Dual filtering
 2 FILTERS INSTALLED ONE IN SERVICE ONE STAND-BY
 VM4 ALLOWS MANUAL FILTER TRANSFER
 Accumulator
 AH1-1 ACUUMULATOR ACCUMULATES THE HALF OF THE
LINE PRESSURE OF HYDRAULIC SYSTEM i.e.:- 52.7bar
 HYDRAULIC SYSTEM
◦ ACCUMULATOR AH1-1
 ABSORBS AND COMPENSATES THE PRESSURE VARIATION
 CAN COMPENSATES UPTO = 52.7bar (HALF OF THE LINE
PRESSURE)
◦ PH-1 (MAIN SHAFT DRIVEN HYDRAULIC PUMP)
 COMES IN SERVICE WHEN (DURING START-UP)
 14HS RELAY ACTS
 2850 RPM
 CUTT OFF WHEN (DURING NORMAL SHUT DOWN)
 SPEED DECREASES TO 2850rpm
◦ 88HQ (DRIVE HYDRAULIC PUMP PH-2)
 COMES IN SERVICE WHEN (DURING START-UP)
 14HR ACTS
 TORQUE CONVERTER ANGLE AT MAX. POSITION 67’
 JUST BEFORE 88CR COMES IN SERVICE
 COMES IN SERVICE WHEN ( GT IS AT FSNL OR SYNCHRONIZED)
 WHEN PRESSURE SWITCH DETECTS LOW PRESSURE
 63HQ-1 DETECTS LOW PRESSURE = 93bar
 CUTT OFF WHEN (GT IS AT FSNL OR SYNCHRONIZED)
 63HQ-1 DETECT PRESSURE = 100bar
 CUTT OFF WHEN (DURING NORMAL SHUTTING DOWN)
 14 HC RELAY ACTS
 SPEED DECREASES TO 1200rpm
 HYDRAULLIC SYSTEM
◦ FILTERS
 FH2-1 & FH2-2 (FILTERS THE HYDRAULIC SUPPLY OIL)
 DIFFERENTIAL PRESSURE SWITCH
 63HF-1 = 4.13bar HIGH-HIGH (CHOKE)
 63HF-1 = 2.75bar ALARM HIGH
◦ RELIEVE VALVE (VR)
 VR21 (MAIN SHAFT DRIVEN HYDRAULIC PUMP PH-1)
 PROTECTS THE SYSTEM AGAINST OVER PRESSURE
 OPERATES WHEN PRESSURE = 113.7bar
 VR22 (AUXILIARY HYDRAULIC PUMP PH-2)
 PROTECTS THE SYSTEM AGAINST OVER PRESSURE
 OPERATES WHEN PRESSURE = 113.7bar
 REGULATES THE HYDRAULIC PRESSURE DURING START UP % SHUT
DOWN SEQUENCE
 NORMAL TO FIND THE OIL FLOW AT THE OUTLET OF THIS RELIEVE
VALVE
◦ AIR BLEED VALVE
 VAB-1
 PURGES AUTOMATICALLY THE PH-1 CIRCUIT
 VAB-2
 PURGES AUTOMATICALLY THE PH-2 CIRCUIT
 HYDRAULIC SYSTEM
◦ CHECK VALVES (VCK)
 VCK3-1
 PROHIBITS THE RETURN OF THE MAIN OIL FLOW i.e.
PH-1
 OPERATING PRESSURE = 1.5bar
 VCK3-2
 PROHIBITS THE RETURN OF THE AUXILIARY PUMP OIL
FLOW i.e. PH-2
 OPERATING PRESSURE = 1.5bar
◦ VPR3-1 (PRESSURE REGULATING VALVE
OF PH-1)
 REGULATES THE PH-1 PUMP PRESSURE
 PH-1 PRESSURE COMPENSATER OPERATES AT
= 103.4bar
 HYDRAULIC SYSTEM
◦ TRIP OIL SYSTEM
 THE TRIPPING DEVICES WHICH CAUSE SHUT DOWN
THROUGH THIS SYSTEM, DONE BY LOW PRESSURE
OIL (OLT)
 THIS CAN BE DONE DIRECTLY OR INDIRECTLY
THROUGH ELECTRO HYDRAULIC DUMP VALVES
 20FL-1
 20TV-1
 20FG-1
 FOR CLOSING OF DUMP VALVES
 OIL IN THE TRIP OIL LINE IS DUMPED
 STOP VALVES CLOSE BY THE SPRING RETURN ACTION
 FOR OPENING OF DUMP VALVES
 AT THE PROPER POINT IN THE ATARTING SEQUENCE
 DUMP VALVES ARE ENERGIZED, PROVIDES OIL PRESSURE
TO OPEN THE DUMP VALVES
 SPECIALLY FUEL STOP VALVES REMAIN OPEN UNTIL
 SOME TRIP ACTION OCCURS
 UNIT IS SHUT DOWN
COOLING AND SEALING
AIR
 COOLING AND SEALING AIR SYSTEM
◦ DURING NORMAL OPERATION , THE COOLING
AIR SYSTEM PREVENTS THE EXCESSIVE
TEMPERATURE BUILD-UP IN PARTS OF GAS
TURBINE ROTOR AND STATOR
◦ THE SEALING AIR SYSTEM IS USED FOR THE
SEALING OF TURBINE BEARINGS
◦ APPLICATION
 SEALINGS OF THE TURBINE BEARING
 COOLING INTERNAL TURBINE PARTS
 COOLING OF TURBINE OUTER SHELL & EXHAUST
FRAME
 PROVIDED AIR OPERATING SUPPLY FOR AIR
OPERATED VALVES
 COOLING & SEALING AIR SYSTEM
◦ ORIGIN
 THE COOLING & SEALING AIR SYSTEM PROVIDES THE
NECESSARY AIR FLOW FROM THE GAS TURBINE
COMPRESSOR
 5TH STAGE
 COOLING OF TURBINE EXHAUST FRAME SHELL
 SEALING OF TURBINE BEARINGS NO. 1,2 & 3
 11TH STAGE
 AIR EXTRACTED THROUGH BLEED VALVES VENTED TO
ATMOSPHERE TO PREVENT PULSATION OF THE COMPRESSOR
DURING THE ACCELERATION PERIOD OF THE TURBINE
STARTING SEQUENCES AND DURING DECELERATION OF THE
TURBINE AT SHUT DOWN.
 BETWEEN 16TH & 17TH STAGE (INTERNAL COOLING AIR)
 COOLING THE 1st AND 2nd STAGES TURBINE BUCKETS AND 2nd
STAGE AFTER AND 3rd STAGE FORWARD ROTOR WHEEL
SPACES.
 88TK-1 & 88TK-2 (CENTRIFUGAL TYPE BLOWERS)
 COOLING OF THE TURBINE EXHAUST CASING ANS EXHAUST
FRAME
 TAKE SUCTION FROM ATMOSPHERE
 COOLING AND SEALING AIR SYSTEM
◦ SEALING AIR FOR TURBINE BEARINGS NO 1,2 & 3
 BEARING SEALING AIR IS EXTRACTED FROM 5TH STAGE OF
COMPRESSOR
 COMES IN SERIVICE DURING NORMAL OPERATION OF UNIT
 EXTERNALLY PIPING TO TURBINE BEARINGS
 ORIFICES (IN THE AIRLINES)
 LIMITS THE FLOW OF AIR TO REQUIRED VALVES
 LIMITS THE PRESSURE OF AIR TO REQUIRED VALVES
 CENTRIFUGAL SEPARATOR
 LOCATED IN THE 5TH STAGE PIPING
 REMOVES ANY PARTICLES OF DIRT OR FOREIGN MATTER THAT CAN DAMAGE THE
BEARINGS
 THE PRESSURIZED AIR
 COOL THE BEARINGS
 CONTAIN LUBE OIL WITHIN BEARING HOUSING
 AIR IS DIRECTED AT BOTH ENDS OF THE BEARINGS (PROVIDING THE BEARINGS FOR
LUBE OIL)
 NOTE 1;- 5TH STAGE AIR COMES FOR COOLING AND SEALING OF
BEARING # 2 IS VENTED BECAUSE TEMPERATURE IS VERY HIGH AT
BEARING#2 WHICH CAN INCREASE LUBE OIL TANK TEMPERATURE AND
CAUSES SPLASHING
 NOTE 2:- GENERATOR BEARINGS NO. 4,5 DON’T REQUIRED SEALING AIR
BECAUSE THEY ARE LABYRANTH SEALED
 NOTE 3:- COOLING AND SEALING AIR FOR BEARINGS (EXCEPT
BEARING#2) RETURNS INTO LUBE OIL TANK AND THEN EXTRACTED
WITH THE HELP OF LUBE OIL MIST ELIMINATOR 88QV
 COOLING AND SEALING AIR SYSTEM
◦ TURBINE COOLING SYSTEM
 TURBINE STATOR
 5TH STAGE COOLING AIR
 COOLING OF THE TURBINE EXHAUST FRAME SHELL
 88TK-1 & 88TK-2 (CENTRIFUGAL TYPE BLOWERS)
 INLET SCREEN
 PROVIDED WITH EACH BLOWER
 CHECK VALVES (VCK7-1 & VCK7-2)
 INSTALLED ON DISCHARGE LINE BEFORE ENTRING THE
TURBINE SHELL
 SET POINT = 7mbar
 USED FOR
 COOILING OF TURBINE CASING AND TURBINE EXHAUST
FRAME
 AIR SUCTION FROM ATMOSPHERE
 PATH OF COOLING
 DISCHARGE DIRECTED INTO TWO STREAMS
 ENTERS THE TURBINE SHELL AND OUT INTO THE TURBINE
COMPARTMENT VIA STRUT PASSAGES
 AIR SUPPLIES TO THE AFTER BEARING TUNNEL VIA
EXHAUST FRAME AND STRUT PASSAGES
 COME COOLING AIR FLOWS INTO THE 3RD STAGE AFTER
WHEEL SPACE AFTER WHICH IT DISCHARGE INTO THE
 COOLING AND SEALING AIR SYSTEM
◦ TURBINE COOLING SYSTEM
 TURBINE STATOR
 88TK-1 & 88TK-2 (CENTRIFUGAL TYPE BLOWERS)
 63TK-1 & 63TK-2 PRESSURE SWITCHES FOR LOW PRESSURE
 IF SINGLE BLOWER FAILS, THE SWITCH ACTIVATES ALARM
 IF BOTH BLOWER FAILS, THE TURBINE WILL SHUT DOWN VIA
NORMAL SHUT DOWN SEQUENCE
 SET POINT = 381mmH2O
 88TK-1
 ON WHEN (DURING START-UP)
 14HS RELAY ACTS
 2850rpm
 OFF WHEN (DURING SHUTDOWN)
 14HC RELAY ACTS
 SPEDD DECRESES TO 2850rpm
 88TK-2
 ON WHEN (DURING START-UP)
 AFTER 10 SECONDS 88TK-1 COMES IN SERVICE
 OFF WHEN (DURING SHUTDOWN)
 AFTER 10SECONDS OF 88TK-1 CUTT OFF
 NOTE:- AFTER SHUTDOWN, WHEN MACHINE IS ON TURNIG GEAR,
88TK-1, 88TK-2,88BT-1 &88BT-2 CAN BE START MANUALLY FOR
FASTER COOLDOWN OF WHEELSPACE TEMPERATURES
 COOLING AND SEALING AIR SYSTEM
◦ TURBINE COOLING SYSTEM
 TURBINE ROTOR
 BETWEEN 16TH & 17TH STAGE (INTERNAL COOLING AIR)
 COOLING THE 1st AND 2nd STAGES TURBINE BUCKETS
AND 2nd STAGE AFTER AND 3rd STAGE FORWARD
ROTOR WHEEL SPACES.
 IT’S A KIND OF FLUTE STRUCTURE, SHAFT IS HALLOW
AND AIR FIND A PATH THROUGH A SHAFT TO ENTER
INTO TURBINE 1ST AND 2ND STAGES TURBINE
BUCKETS AFTER WHICH IT DISCHARGE WITH HOT
GASSES
 COOLING AND SEALING AIR SYSTEM
◦ PULSATION/REVERSE FLOW PROTECTION
 AIR EXTRACTED FROM 11TH STAGE OF COMPRESSOR
 ALLOW EXCESSIVE AIR TO DISCHARGE PLENUM
 FROM FOUR BLEED VALVES (NORMALLY OPEN)
 VA2-1
 33CB-1 (LIMIT SWITCH)
 INDICATES VALVE POSITION AND OPERATE IN THE STARTING SEQUENCE
PERMISSIVE LOGICS
 VA2-2
 33CB-2 (LIMIT SWITCH)
 INDICATES VALVE POSITION AND OPERATE IN THE STARTING SEQUENCE
PERMISSIVE LOGICS
 VA2-3
 33CB-3 (LIMIT SWITCH)
 INDICATES VALVE POSITION AND OPERATE IN THE STARTING SEQUENCE
PERMISSIVE LOGICS
 VA2-4
 33CB-4 (LIMIT SWITCH)
 INDICATES VALVE POSITION AND OPERATE IN THE STARTING SEQUENCE
PERMISSIVE LOGICS
 20CB-1 SOLENOID ENERGISES TO CLOSE THE BLEED VALVES WHEN
 TURBINE REACHES AT FSNL TO ALLOW NORMAL OPERATION
 SYNCHRONIZING START AND 52G CLOSES BLEED VALVES CLOSE
 AIR COMES FROM CPD TO OPERATE 20CB-1 & BLEED VALVES
 BLEED VALVE ARE INTERLOCK WITH 52G (GENERATOR CIRCUIT BREAKER)
 COOLING AND SEALING AIR SYSTEM
◦ PULSATION/REVERSE FLOW PROTECTION
 VENTED TO ATMOSPHERE TO PREVENT PULSATION
OF COMPRESSOR
 DURING ACCELERATION PERIOD OF THE TURBINE
STARTING SEQUENCE
 DURRING DECELERATION PERIOD OF THE TURBINE AT
SHUTDOWN
 NOTE 1:- SERIOUS DAMAGE TO THE GAS TURBINE
IF ALL BLEED VALVES ARE NOT OPEN DURING
START-UP SEQUENCE
 NOTE 2:- THE PRESSURE, SPEED AND FLOW
CHARACTERISTICS OF THE GAS TURBINE ARE
SUCH THAT AIR MUST EXTRACTED FROM 11TH
STAGE OF COMPRESSOR
 NOTE 3:- IF BLEED VALVES REMAIN OPEN MORE
THAN A SPECIFIC TIME 52G OPENS BUT GT WILL
NOT TRIP OR SHUTDOWN
AIR PROCESSING UNIT
 AIR PROCESSING UNIT SYSTEM
◦ AIR COMES FROM CPD, GO THROUGH THE PROCESS i.e.
 COOLING
 FILTERATION
 DRYER
◦ APPLICATION
 AFTER AIR IS PROCESSED THEN IT IS USE FOR FOLLOWING
PURPOSES i.e.
 SELF-CLEANING OF INTAKE AIR FILTERS (MAJOR PURPOSE)
 THE FILTER SELF CLEANING SYSTEM IS DESIGNED TO
 REMOVE THE FOREIGN PARTICLES OF THE ATMOSPHERIC AIR SUCKED
BY THE GT COMPRESSOR TO PROTECT THE MECHANICAL
COMPONENTS SUCH AS
 COMPRESSOR AND TURBINE BLADES TO AVOID
 CORRISION
 EROSION
 FOULING

 INSTRUMENT AIR FOR THE OPERATION OF NUMATIC VALVES (MINOR)

 HSD SKID VALVES
 HSFO SKID VALVES
 ANTI-VANADIUM INHIBITOR SKID
 WATER INJECTION SKID
 AIR PROCESSING UNIT
◦ COMPONENTS
 MOTORIZED AIR COOLER (CLR201)
 COOLING OF THE COMPRESSED AIR COMING FROM CPD
 INCOMING AIR TEMP FROM CPD = 350’C (BASE LOAD)
 RANGE OF COOLING = 5’ C + AMBIENT TEMPERATURE
 COMPRESSED AIR TANK
 CAPACITY =500 liters
 WHEN PRESSURE = 7.8bar (AUX COMPRESSOR STARTS)
 WHEN PRESSURE= 10.4bar (AUX. COMPRESSOR OFF)
 AIR DRYER
 2 AIR DRIERS ARE INSTALLED (WORKS RESPECTIVELY
ONE AFTER THE OTHER)
 REMOVE THE MOISTURE FROM THE AIR
 AUXILIARY COMPRESSOR
 TAKES AIR FROM THE ATMOSPHERE
 MAINTAINS THE PRESSURE OF COMPRESSED AIR TANK
 AIR PROCESSIN UNIT SYSTEM
COMPONENTS
SR# NAME SET
CODE POINTS
PRESSURE CONTROL VALVES (PCV)
1) AIR COOLER PILOT PRESSURE CONTROL PCV 252 5bar-8bar
VALVE
2) AIR COOLER OUTLET PRESSURE CONTROL PCV254 10bar
VALVE
3) AIR OUTLET PILOT PRESSURE CONTROL PCV 661 5bar-8bar
VALVE
4) INSTRUMENT AIR OUTLET PRESSURE PCV 665 7bar
CONTROL VALVE
PRESSURE SAFETY VALVE (PSV)
1) AIR COOLER OUTLET PRESSURE SAFETY PSV 255 10.5bar
VALVE
2) AIR TANK PRESSURE SAFETY VALVE PSV 651 10.5bar
3) INSTRUMENT AIR OUTLET PRESSURE SAFETY PSV 666 8bar
VALVE
TEMPERATURE SWITCH (TS)
AIR INTAKE SYSTEM
 AIR INTAKE FILTERS SYSTEM
◦ TOTAL NO. OF CARTRIDGES = 920
◦ CARTRIDGES ARE GROUPED AS A PAIR
 CYLINDERICAL CARTRIDGE
 CUBICAL CARTRIDGE
◦ TOTAL NO. OF PAIRED CARTRIDGES = 460
◦ THESE ARE DIVIDED INTO 5 MODULES
 1ST MODULE CONTAIN
 100 PAIRS OF CARTRIDGES
 2ND MODULE CONTAIN
 100 PAIRS OF CARTRIDGES
 3RD MODULE CONTAIN
 100 PAIRS OF CARTRIDGES
 4TH MODULE CONTAIN
 80 PAIRS OF CARTRIDGES
 5TH MODULE CONTAIN
 80 PAIRS OF CARTRIDGES
◦ PRESSURE ALARMS
 63TF-2A & 2B = 214mmH2O (HIGH DP ALARM)
 63TF-2A & 2B = 254mmH2O (HIGH –HIGH) GT TRIP
 AIR INTAKE FILTERS SYSTEM
◦ PULSE/SELF CLEANING
 IT ‘S DONE BY INJECTED THE COMPRESSED AIR FROM APU
THROUGH THE BLOW PIPES
 EACH PULSE OF AIR FROM THE BLOW PIPE ENTER INTO THE
CARTRIDGES PROVIDED
 SHOCK WAVE INSIDE THE FILTER CARTRIDGES
 MOMENTRY REVERSE FLOW
 PULSE LENTH = 0.8sec
 PULSE INTERVAL = 10sec-30sec (ADJUSTABLE ACCORDING TO
ATMOSPHERE)
 PULSES IN ONE CYCLE = 5 (FOR EACH MODULE ONE BY ONE)
 PULSE CYCLE = 54sec-154sec (DEPENDS ON PULSE LENGTH
& INTERVAL)
 PULSE STARTS WHEN PRESSURE = 55mmH2O
 PULSE ENDS WHEN PRESSURE = 45mmH2O
◦ DUST COLLECTOR/EVACUATION FAN
 FIVE DUST COLLECTOR FANS ARE INSTALLED
 AFTER PULSATION DUST PARTICLES ARE EVACUATED WITH
THE HELP OF THESE EVACUATION FANS
 27TF-1 ELECTRICAL FAULT ALARM OCCURS WHEN ONE OF
THESE FANS ARE SWITCHED OFF
THANKS

PREPARED BY
ZOHAIB ASIF
USMAN QAMAR
AIJAZ ALI LASHARI