TRENT 60 WLE

POWER GENERATION PACKAGE SET

TRAINING MANUAL

GENERAL DESCRIPTION

INTRODUCTION

The TRENT 60 WLE Package, has been designed for continuous operation and
electrical grid system distribution requirements or mechanical drive for a gas
compressor. The package has an air intake filter house assembly with two
primary modules: gas turbine and AC generator modules or gas turbine, gearbox
and gas compressor module, the baseplates of the package are installed on
reinforced concrete foundations. The mechanical auxiliary systems and control
systems that support the operation of the package are installed on the baseplates
or individual local concrete foundation while the air systems are installed on the
enclosures.
The package is made to be available for operation between temperatures of -
20°C to +40°C. There is a hot climate option available with operation between
temperatures of -20°C to +55°C. The package will be able to operate without
failure because of temperature and is still serviceable when not in operation
within these temperature limits.
Winterisation
Winterization is an additional protection of the Mechanical enclosure for units
located in an environment with extremely cold ambient temperatures. Fire
dampers will automatically close when the ambient is below 10°C and the unit is
not in operation. The dampers are kept closed till just before fuel is admitted to
the package to enable purge to be completed. With fire dampers closed internal
package heating is retained.
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In operation at low ambient temperatures the fire dampers will be required to be

open. Below 0⁰C ambient temperature, the unit will start with just one fan. If
ambient temperature is below -20⁰C, a heater has been installed in ventilation
ductwork. In conjunction with ventilation fans internal enclosure temperatures are
controlled to avoid thermal issues to instrumentation and equipment.
The sequence has the capability to provision automatic / remote open/close of
the fire dampers when the unit is stationary and not in a fire / gas leak fault mode.
ie when we have a Fire event, the solenoids/ relays for automatic open is
disabled, when a gas leak event is present the solenoids/ relays for the automatic
close function is disabled.
The fire dampers are opened /closed by the use of instrument air.

Additionally, one of the three ventilation fans is variable frequency drive which at
0⁰C ambient temperature and below will rotate at low speed to produce 11
m3/sec. When temperature is above 0⁰C the fan will rotate at normal speed to
produce 16m3/sec. When temperature is above 10⁰C two fans will operate at
normal speed to produce 27m3/sec.

Acoustic enclosures are installed over the gas turbine and AC generator
modules. Both modules will have their own independent ventilation systems.
For Mechanical drive the gear box and Compressor have no ventilation system
requirements.

From site floor level, steel staircases with handrails give inspection access to the
elevated package equipment. An elevated walkway with non-slip mesh grating
and vertical roof ladders with personnel safety railings are also installed.

Liquid Fuel and Gas Fuel Packages are also available and are Package specific.

AIR INTAKE FILTER HOUSE

The combustion and ventilation air intake system supplies clean, aerodynamically
stable air to the gas turbine engine inlet. The system gives protection to the gas
turbine compressor and other components from damage caused by unwanted
materials, reduces turbulence by a smooth air flow and reduces the air noise
level.

Combustion air goes into the Gas Turbine inlet and silencer filters through
louvered openings installed at the front of the assembly (Fig 1).

Rolls-Royce provide 2 options in terms of ventilation air.

• Static Air Filtration

• Pulse Air Filtration

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Static Air Filtration

A bird screen and anti-icing stage are installed at the air inlet. A pre-filter and a
main filter supply the second stage filtration. Pressure differential is monitored by
instrumentation installed in the filter housing. A silencer is installed in the air flow
after the main filter.

ISI (Inlet Spray Intercooling) is a 2 stage process. Stage 1 Inlet Fogging, can be
installed in the air filter house after the filters. Note stage 2 Wet Compression is
located between the Inlet scroll and Gas turbine.

The weatherproof protective hood is inbuilt to the AAF (AmericanAirFilter

International) filter house which has moisture separator panels. Customer can opt
for additional external weatherhood.

The specification includes normal and emergency electric lighting internal of the
filter house.

Pulse Air Filtration

A bird screen and anti-icing stage are installed at the air inlet. A single stage
filtration supply is installed in the filter house. Solenoid controlled valves open
instrument air to individual filters on command for cleaning.

ISI (Inlet Spray Intercooling) is a 2 stage process. Stage 1 Inlet Fogging, can be
installed in the air filter house after the filters. Note stage 2 Wet Compression is
located between the Inlet scroll and Gas turbine.

The weatherproof protective hood is inbuilt to the AAF filter house which has
moisture separator panels. Customer can opt for additional external
weatherhood.

The specification includes normal and emergency electric lighting internal of the
filter house.

AIR INTAKE DUCT

The air intake duct assembly has a 90° elbow, transition duct and flexible bellows
unit which seal the transition duct to the enclosure roof.

Air flows between the outer fiberglass bellmouth scroll and centre body with
minimum airflow distortion and swirl.

VENTILATION DUCT

The ventilation duct takes cleaned air to the gas turbine enclosure for cooling,
sealing and flow requirements. It is attached to the package from the front
bulkhead.

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GAS TURBINE MODULE

The main components are the radial air inlet plenum, gas turbine unit and turbine
exhaust duct assembly. These are all installed on the same baseplate using
mounts and trunnions.

An output driveshaft connects the gas turbine and AC generator / mechanical

gearbox input flange through a flexible coupling.

The gas turbine enclosure is made from self supporting panels with apertures for
ventilation systems.

Mechanical handling equipment is built into the module as standard equipment.

Normal and emergency lighting circuits and thermostatically controlled heating

have been installed.

Maintenance access doors are available on both sides of the package and have
been installed for routine maintenance and servicing requirements. A large set of
sliding doors are fitted to one side (depending on unit design) for engine removal
and refitment.

Radial Intake Plenum

The radial inlet plenum is installed in the gas turbine enclosure immediately
forward of the gas turbine. It gives a stabilization zone for the filtered combustion
air supplied through the air intake silencer and ducting. Air flows between the inlet
scroll and centre body, with a minimum of airflow distortion and swirl, and then
into the low pressure compressor.

The inlet scroll is also the installation point for a single wash ring, each of twenty
compressor water wash nozzles. These send direct cleaning fluid into the first
stages of blading for unfired washing.

The centre body is supported from the plenum wall and is connected to the gas
turbine inlet case through an extension piece and transition flange.

The plenum assembly sits on a rail type location; it has forward and rearward
movement by releasing clamps. The plenum assembly can be moved rearward
and forward to assist an engine change out.

ISI Stage 2, Wet Compression can be installed to the inlet scroll on the inlet
plenum and before the gas turbine.

Gas Turbine Unit

The skid mounted gas turbine unit has three co-axial shafts contained in modular
casings. Each shaft is mechanically independent and rotates at its own speed.
The three shafts are configured as follows:

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• Low pressure (LP) shaft which has a two stage axial LP compressor driven
by a five stage LP turbine.

• Intermediate pressure (IP) shaft which has an eight stage axial

IP compressor driven by a single stage IP turbine.

• High pressure (HP) shaft which has a six stage axial HP compressor
driven by a single stage HP turbine.

The eight modules are connected together axially and are as follows:
• Module 01 Low pressure (LP) module
• Module 02 Intercompressor duct (ICD) and intermediate pressure (IP)
compressor module
• Module 03 Internal gearbox (IGB) and intercompressor case module
• Module 04 High pressure (HP) system module and combustion case
• Module 05 Intermediate pressure (IP) turbine module
• Module 06 External gearbox module
• Module 07 Non-modular components
• Module 08 Low pressure (LP) turbine module

Module 07, which has ancillary components such as fuel burners, cannot be
replaced as a unit. All other modules can be replaced as a unit.

Refer to Fig 1 for the turbine modular arrangement.

Gas Turbine Mounting Arrangements

The Trent gas turbine is supported on a fabricated steel baseplate that has been
aligned to the AC generator plinth or mechanical drive plinth. The welded
baseplate is of ladder girder framework with strengthening webs, which have
mount pads attached symmetrically at necessary points.

Holding down studs are attached into the reinforced concrete foundations and are
used to bolt the baseplate down.

With the use of jacking screws the baseplate is carefully aligned to the necessary
datums. When in position, a 50mm (nominal) grout is inserted between the
concrete foundation and the underside of the baseplate.

The gas turbine unit is supported on the skid by front and rear mounts. The front
mount, installed behind the Intercompressor Duct (ICD) bleed plenum at the unit
bottom dead centre (BDC), is a single point, pivoting strut type mount giving
vertical support. At the rear, the GT unit is mounted to the cold ring by a rear
mount conical spring assembly. The cold ring is supported by trunnions which go
into spherical bearings and pillow blocks and are supported on pillars attached to
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the skid base. There is also a tongue and groove location off the cold ring to stop
torsional twist of the gas turbine.

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Exhaust Duct Assembly

The exhaust system takes exhaust gases from the hot end turbine to the exhaust
stack. The exhaust stack is connected to the turbine gas exhaust outlet ducting.
Components include a diffuser section and transition duct.

The exhaust duct can be one of three positions dependant on Customer

configuration and the location of the sliding doors: to provide Left, Right or
Upright exhaust exit.

COMBUSTION AIR SYSTEM

Principle of Operation

On engine start, rotation of the HP compressor by the starter motor induces

combustion air to go through the HP compressor via the IP compressor and
similarly the LP compressor. Air in the core engine is then compressed by LP,
IP and HP compressors before it goes into the combustion chamber.

Fuel controlled by the engine control system (ECS) is injected from on-engine
fuel manifolds into the combustion chamber through 24 equally spaced injectors,
where it mixes with the airflow and is then ignited. Ignition uses the two igniters.
Each plug is fired in sequence on a command input from the ECS.

The igniters cause ignition of the gas during startup. The fuel is injected into the
combustion area where it is mixed fully with HP compressor delivery air. Then it is
ignited. When the fuel is ignited the burn is controlled through the combustor by
the amount of HP air that mixes with the burn through the combustor section.

In addition Demineralised water (to RR specification) is added to a dedicated on

engine water manifold where it is distributed via the 24 fuel burners to the
combustor. This fuel and water quantities are controlled from the ECS to control
combustor temperature and reduce the emissions.

The expanded hot combustion gases flow rearwards to pass through and rotate
the turbine sections. These drive their related compressor stages. The LP turbine
is also connected to, and drives, an output shaft which is connected to the driven
equipment.

After exiting the LP turbine, the exhaust gases go out from the exhaust stack to
atmosphere or into a Waste Heat Recovery Unit (WHRU) if applicable.

AIRFLOW CONTROL

Controlling the flow and amount of air to a Gas turbine varies during start up and
Operation. The Trent gas turbine uses Variable Geometry in the form of Variable
Guide vanes and Bleed Valves to control against stall and surge.

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Inlet Guide Vanes

The LP, IP and HP compressor airflow control system supplies a smooth flow of
air through the compressors and controls the volume of airflow during start and all
positions up to full load. Control of the airflow prevents stall/surge conditions from
occurring in the compressors at all stages of the GT operation.

The airflow control system has variable vanes which control the angle at which
the airflow is supplied to the LP and IP compressors, the angle being changed for
the different compressor speeds and loads.

A single stage of variable inlet guide vanes (LP VIGV) is used on the
LP compressor. A triple stage of variable stator vanes (IP VSV) are connected
together on the IP compressor.

Each of the LP VIGVs is connected by a lever to the same Unison annular ring
which is operated through the ECS by three hydraulic actuators. Two of the three
actuators have positional transducers (LVDTs) which show ram position.

Each of the IP VIGVs and IP VSVs are connected by a lever to a dedicated,

related Unison annular ring. The three annular rings are connected by control
rods and bell cranks and, through the ECS, are operated by two hydraulic
actuators. Both actuators have LVDTs which show ram position.

Bleed Air System

The function of the compressor bleed air system is to blow off air from the engine
compressors in to make sure engine operates correctly during start and low load
conditions.

Air is bled from the LP compressor at stage 2 (LP2), from the IP compressor at
stage 8 (IP8) and from the HP compressor at stage 3 (HP3). Each compressor
bleed system is controlled independently.

The bleed air flows from all three stages are collected into a common bleed
plenum known as the inter compressor duct (ICD) and then exhausted to
atmosphere via the ICD through roof mounted ducting and a silencer section.
Internally of the ICD, IP8 and HP3 discharge air is released upwards to stop hot
bleed air blowing back into the LP compressor bleed door actuators. IP8 BOV air
can be used within a controlled process to create a reduction in CO emissions if
required.

• LP compressor bleed (LP2)

LP air is bled through LP2 exit and through 18 hydraulically actuated bleed
doors equal spaced around the engine area. The doors, numbered 1 to 18
clockwise from the top when viewed from the rear, open out into the bleed
plenum. All 18 bleed valves are connected to a common Unison ring,
which is operated by four hydraulic actuators. The four actuators work in
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unison to open or close LP bleed valves. Two of the actuators have LVDT
feedback.

During starting, the bleed doors stay closed to prevent the intake of
unfiltered air through the bleed duct exhaust. After IP compressor
breakaway has occurred and idle is near, the doors open to prevent over
supply of air from surging the IP compressor.

• IP compressor bleed (IP8)

The IP8 bleed system has three handling bleed valves independently
actuated by HP3 servo air via on engine solenoids. The opening of the IP
bleed valves is not fully modulated and the required blow-off flow is
obtained by opening one, two, or all three bleed valves.
The IP8 air is bled off from the outer annulus of the IP compressor,
rearwards of the outlet guide vanes (OGV), and flows forward between the
inner and outer casings to the three handling bleed valves which are
connected to the bleed plenum through pipes.

When the solenoids are not energized (i.e. off), HP3 servo air is vented,
and the spring-loaded valve opens the bleed valve and releases bleed air
to atmosphere through the bleed plenum. When the solenoids are
energized, HP3 servo air sent to the top of the bleed valve, through the
solenoid, is greater than spring pressure and closes the bleed valve. The
bleed valves are made to fail open (i.e. solenoid closed) which is the safe
operating condition of the engine.

Internal bleed air from the IP compressor inner drum (at the rear of the
stage 8 rotor) is used to cool the HP compressor disc bores, the HP
turbine disc bore and through holes in the IP turbine shaft, the rear face of
the IP turbine disc and the forward stages of the LP turbine.

• HP compressor bleed (HP3).

The HP3 bleed system has three handling bleed valves and operation and
function is the same as IP8 BOVs but set points will be different. Although
these valves will normally remain closed during low power operations they
will open during starting and transient operations.

IP8 Air Services and LP Turbine Case Cooling

• LP/IP thrust piston and bearing chambers’ cooling and sealing air

IP8 air is routed to the two on engine thrust pistons. LP thrust piston cavity
pressure is IP8 (uncooled) and IP thrust piston cavity pressure is also IP8
but cooled. In addition this air system supplies cooled IP8 air to the buffer
areas surrounding the internal gearbox compartment (IGB), the HP/IP
bearing chamber (rear bearing) and the tail bearing chamber. The IP thrust
piston cavity has a secondary function of providing sealing air for the front
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bearing chamber. Both cavity pressures are controlled and regulated by a

individual dedicated Thrust piston control valves and dedicated pressure
sensor.

Air bled from the outer annulus of the IP compressor stage 8 (IP8) is
initially routed via external pipework (internal of package) to a water cooled
air cooler (WACAC). The HP and IP bearing chambers do not require
additional cooling so a connection takes air just before the cooler direct to
the rear manifold. From the cooler IP8 air is connected to an on engine
manifold where its temperature is checked before proceeding to the centre
bearing chamber, and the IP thrust piston chamber. This is done on engine
by connections passing through passages and pipes within the engine
stator vanes and the intercase struts.

Connection manifold 2 (fig xx) which is located external to the LP turbine

and goes on to provide air to the IP nozzle guide vanes (NGV) for rear
bearing sealing. Air is also supplied from the same connection via piping
through the exhaust case struts to the tail bearing chamber for sealing.
There is no requirement to check this air temperature.

IP thrust piston air, IP8 air is initially naturally cooled inside the package by
ventilation air. Additional cooling of this air by the Water Cooled Air Cooler
(WCAC) controls Its operating temperature is monitored by an on engine
thermocouple which should not exceed 200⁰C.

For the LP thrust piston IP8, air is not required to be cooled.

• LP turbine case cooling

The turbine case cooling system supplies cool air around the IP and
LP turbine cases to control blade tip clearances which improves turbine
efficiency.

The air for turbine case cooling is bled directly after stage 2, before the LP
bleed valves through two connections and supplied to a manifold in
position around the IP turbine case through two separate connections.
From the manifold, the air goes across a number of holes, which are sized
to provide the best cooling flow. It then goes onto the IP turbine case and
flows rearwards between the LP turbine case and an outer cooling duct
skin to cool the LP turbine case (Skin Cooling). The air goes out to
atmosphere via the enclosure ventilation system above the LP turbine
stage 5 blades, immediately forward of the rear LP turbine flange.

VENTILATION AIR SYSTEM - GAS TURBINE MODULE

The gas turbine module enclosure roof supports the ventilation exhaust, GT
exhaust and the GT bleed valve common exhaust.

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The function of the ventilation air system is to cool and ventilate the gas turbine
enclosure and keep a controlled flow of air at all times. The system keeps air
temperature constant within the enclosure, eliminates concentrations of
combustible gases and controls the internal enclosure pressure. The internal
pressure is dependent on application Mechanical drive negative and Power
Generation Positive pressure.
Note: The ventilation fans can be positioned in the inlet ducting (positive
displacement) suitable for mechanical drive or the exhaust ducting (negative
displacement) suitable for Power Generation.

Air Intake System

The roof installed air intake filter, supplies air to the gas turbine and ventilation
system mist cooler a silencer and a fire extinguishant retention damper with
position switches.

Roof Module
The roof module includes, air intake filter, anti-icing / heating, ducting with
silencers, oil mist separator, Common Bleed Valve outlet, Exhaust and a fire
retention damper with switches.
The ventilation exhaust system is located towards the rear of the roof module and
has fire retention dampers, a silencer, gas detectors and ducting. Fans are also
fitted to the ventilation exhaust if the unit is for Electrical Generation. For
Mechanical drive units the fans would be located at the ventilation inlet on the
package front bulkhead.

Air Exhaust System

The ventilation exhaust system is located towards the rear of the package at the
roof section and has fire retention dampers, a silencer, gas detectors, fans
(depending on application) and ducting.
The exhaust system is connected and installed at the rear of the gas turbine and
allows for the exhaust air to be ducted to atmosphere. Depending on the exhaust
configuration of the package (left, right or upright) dictates the position of the
exhaust volute to the package.

Principle of Operation - Gas Turbine Enclosure

Gas turbine enclosure ventilation air is initially put through the same filter house
as the combustion air, with separation barriers to isolate the two systems. Ducting
supplies clean, stable air into the gas turbine enclosure through a silencer system
and through fire retention dampers. Ventilation fans on is a pre start requirement.

Air is caused to be sent into the gas turbine enclosure by the negative pressure in
the compartment which is created by two of the three fans in the ventilation
exhaust system. Ventilation exhaust air goes out of the gas turbine enclosure
through fire retention dampers before it goes through the fans. The air then goes
through a silencer and ducting before it is released to atmosphere.

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Note: If positive pressure is required, the fans are installed on the intake to the
enclosure. Again only two of three fans are initially required. All air must pass
through the inlet and outlet fire dampers (in the event of a fire inlet and outlet fire
dampers will be closed).

Winterisation includes reduced flow when temperature is below 0c and additional

heating if temperature below -20⁰C.

Two aspirated gas sensors in the gas turbine ventilation exhaust duct detect all
gas leaks (Lower explosion limit / LEL) in the enclosure.

In the event of a fire inlet and Outlet fire dampers will be closed automatically.
Fire dampers open is a pre-start requirement.

AUXILIARY EQUIPMENT

The compressor wash equipment is a designed water wash cart which is

portable. It normally resides on the left hand side of the package where all its
connection interfaces are located.

All gas turbine related equipment is located in the gas turbine module. Auxiliary
equipment comprises gas turbine lubricating oil and hydraulic oil systems, fuel
system, and control systems.

The following auxiliary equipment (but not limited to) is located off-skid external to
the package

Liquid fuel forwarding skid, inlet spray intercooling (ISI) skid, water injection skid,
water flush skid, water wash skid, CO2 fire suppressant cabinet, gas filtration and
block and bleeds.

Most of the off-skid equipment is optional and can change from package to
package as specified in Customer requirements. The main control systems
cabinet can be installed local to skid or remote in a local control room.

Electric Start System

The GT electric start motor (ESM) is part of Module 6 and is installed on the
underside of the engine below module 3. The ESM drives the engine HP spool
through the external reduction gearbox (module 6). The ESM is cooled and
lubricated through an oil supply from a common synthetic oil reservoir which also
supplies the hydraulic control and GT lube oil systems. The reservoir and
hydraulic components are installed on a hydraulic console on the GT skid
baseplate.

The function of the engine-mounted electric starter motor is to accelerate the HP

spool of the gas turbine to purge speed and then help in the acceleration to self-
sustaining speed. The system also supplies compressor rotation for purging after
an aborted start and during the un-fired water wash cycle.

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The main components of the system are as follows:

• Electric start motor and variable frequency drive
• Synthetic oil reservoir (shared with GT lube and Hydraulic control oil system)
• Duty and Standby pump systems
• Pressure relief valves
• Filters
• Pressure compensated flow regulator
• Oil cooler

Principle of Operation - Electric Start System

Control of the ESM is from a variable frequency drive (VFD) installed in the motor
control center. The VFD is controlled by the engine control system (ECS).

Oil flows from the common oil reservoir into two tandem variable displacement
pumps driven by an electric motor, into a common supply header. The electric
motor driving the pumps is shared by the control oil system also. The pumps
supply cooling / lube oil to the electric start motor, and compensate for bleed flow
to the oil cooler. Cooling / lube oil is a scavenged return from the starter motor
through a scavenge line to the oil cooler and returns to the reservoir through an
oil mist separator and vent.

Any trip, fault or alarm present during startup prevents the starting system from
operating.

Hydraulic Control Oil System

The hydraulic oil system provides high pressure oil in an open loop circuit, at a
constant pressure to operate the LP compressor bleed valve actuators, LP and
IP compressor inlet guide vane actuators and LP and IP thrust piston actuators.

The main components of the system are as follows:

• Oil tank common to hydraulic control, GT lube and electric start cooling oil
systems, complete with pipe connections, suction screens, vent demister,
level gauge, heater, thermometer and level switch
• Electric motor driven control oil pumps with related pressure relief valves and
non-return valves
• Duplex control oil filter with integral anti back flow valves and related pressure
differential transmitter
• A hydraulic accumulator
• Re-circulation pump for oil cooling

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Note: Hydraulic control oil and electric starter motor oil systems share the same
electric motor drives.

Principle of Operation - Hydraulic Control Oil System

Startup of the system is accomplished manually via the PCS or automatically as

part of the GT start sequence. Duty pump selection is made at the PCS or
alternatively the pump may be started locally at the MCC.

Once operating, the system performs automatically. Hydraulic oil is pumped

through the filter assembly to supply the gas turbine actuators for guide vane
control, LP compressor bleed control and IP/LP thrust piston control. Supply
pressure monitoring is performed by triplex pressure sensing instrumentation
located downstream of the accumulators.

Shutdown of the system is accomplished either from the PCS or at the local
MCC.
Gas Turbine Lube Oil System
The lubrication oil system is a full flow re-circulating system. Lube oil is supplied
from a common shared oil tank which is also used for hydraulic control oil and
lubrication and cooling of the GT electric start system. The function of the system
is to cool and lubricate the gas turbine bearings, internal gearbox, and external
gearbox. Oil pressure to the bearings is supplied by the gear-driven pump
assembly installed on the Module 6 external wheelcase at the bottom of the gas
turbine on the Module 6 external gearbox.
The main components of the system are as follows:
• Oil tank complete with pipe connections, suction strainer, heaters with
associated thermometers, level gauge switches etc
• Oil filters
• Oil pump (on-engine)
• Air/oil separator (roof Mounted)
• 2 Cyclonic Separators

Principle of Operation - Gas Turbine Lube Oil System

The oil supply pumps are initially driven by the electric starter motor and then
engine driven when fuel is added to the combustion. The variable speed of the
gas turbine alter / control the flow of oil during it’s operation. A spill line is put
around the two supply pumps to make sure that the correct flow is supplied to the
engine. Oil leaving tank and going to the feed pump is L1. Oil after the pump
travelling through the filters and into the gas turbine for all the bearings is L2

Oil is scavenged from the engine and the external gearbox through on-engine
driven gyro pumps. This air/oil scavenge line L3 is then returned to reservoir
through a cooler then a dedicated cyclonic separator. The separated oil is
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returned to the reservoir direct from the cyclonic separator. Separated air is
vented to a common shared separator located on the roof of the package

A pressure relief valve on this line protects the scavenge pumps from over-
pressurization.

The L5 vent air/oil mixture from the engine bearing chambers and external
gearbox goes through the shared cooler and dedicated cyclonic separator before
it is released to atmosphere. The separated oil is returned to the reservoir direct
from the cyclonic separator. Separated air is vented to a common shared
separator located on the roof of the package.

The oil system critical instrumentation is all engine mounted and the system
protection is set within the ECS/ PCS software.

Instrumentation on the oil tank supplies information to the PCS for engine oil
consumption to be calculated. High oil consumption alarms and trips are
programmed within the software.

Shutdown of the lube oil system is automatic and the on-engine pumps supply
adequate flow until the shafts stop rotating.

GAS FUEL SYSTEM

The gas system is installed on a combined Gas fuel/liquid fuel skid underneath
the GT in the base of the enclosure (Fig 6). The system supplies an accurately
metered flow of natural fuel gas at the required temperature and pressure to the
gas turbine unit.
The main components of the gas fuel system are as follows:
• Pressure transmitters
• High speed shut-off valve
• Fuel metering valve (FMV)
• Temperature transmitters
• Vent valves
• Rolls-Royce Power Engineering plc do not provide fuel flow meters as
standard – flow rates are calculated.

Principle of Operation - Gas Fuel System

Gas is supplied to the fuel skid at the required pressure and temperature from the
external Gas fuel forwarding skid external to the package Inlet temperature and
pressure are monitored on entry before the high speed shut-off valve and again
after the fuel metering valves. For safety and maintenance an automatic block
and bleed system is usually installed external just prior to entry to the package.

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In normal gas fuel operation the gas fuel manifold is supplied from the gas skid.
Gas flow through the skid is initially through a high speed shut-off valve (HSSOV)
and to the fuel metering valve and on to the manifold.

The system is installed with vent valves between the fuel metering valve and the
engine manifold, to vent the gas fuel between the flow metering valve and engine
during engine shutdowns and load shed.

The electronic engine control system (ECS) controls the fuel flow supply to the
gas fuel manifold to control the engine output speed, power and emissions, using
inputs from the gas, engine, load and operator control panel.

During engine shutdowns and load sheds, gas is vented through the vent valves
and a vent pipe to atmosphere. After any shutdown no gas is present after the
Block and Bleeds.

Fuel flow control is calculated by pressure before the Fuel metering valve and
after the fuel metering valve against fuel valve opening size.

LIQUID FUEL SYSTEM

The liquid fuel system is installed on a combined Gas fuel / liquid fuel skid
underneath the GT in the base of the enclosure. The system supplies an
accurately metered flow of liquid fuel at the required temperature and pressure to
the gas turbine unit. Liquid fuel is supplied to this skid from the fuel forwarding
skid external of the package.
The main components of the liquid fuel system are as follows:
• Pressure transmitters
• Temperature transmitters
• High speed shut-off valve
• Flow metering valves
• Drain valves
Normal and emergency lighting electric circuits are also fitted.

Principle of Operation - Liquid Fuel System

Liquid is supplied to the inlet at the required pressure and temperature from the
liquid fuel forwarding skid. Temperature and pressure are monitored after the
high speed shut-off valve and again after the fuel metering valves.

In normal liquid fuel operation the liquid fuel manifold is supplied from the liquid
fuel skid. Liquid fuel flow through the skid is through a fuel metering valve then 2
high speed shut-off valves and then to the on engine manifold.

The system has drain valves installed between the fuel metering valve and the
engine manifold, to drain the liquid fuel between the flow metering valve and
engine during engine shutdowns and load shed.
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The electronic engine control system (ECS) controls the fuel flow supplied to the
liquid fuel manifold to control the engine output speed, power and emissions,
using inputs from the liquid fuel, engine, load and operator control panel.

During engine shutdowns and load sheds, liquid fuel is taken through the drain
valves and a drain pipe back to liquid fuel storage. The forwarding system will
always supply more fuel than required. Excess fuel is drained back to tank by the
3 way fuel metering valve.

WATER INJECTION SYSTEM

Principle of Operation
Water is supplied to the combustion system for emissions control through a self
contained water metering skid installed external to the package and controlled by
the Engine control system (ECS). Clean water (to Rolls-Royce specification) is
supplied from local storage tanks to a local break tank on skid, through a filter to
three positive displacement pumps driven by AC motors. The pumps supply water
at the required pressure and flow rate for injection into the combustion system.
Due to the Variable frequency drive of the electric motors, should one pump fail,
two pumps can supply the correct amount of water.

Note: ISI has its own separate dedicated water skid and is not used for controlling
emissions.

CONTROL SYSTEMS
The control and protection systems permanently monitor the operating conditions
of the plant. The control system adjusts plant parameters according to the
operating conditions. The protection system prevents any status which can cause
a risk to the plant.

The package control system (PCS) and engine control system (ECS) are
contained in the unit control panel in the control room. The generator control and
protection panel is also installed in the control room.

The human machine interface (HMI) is a single point of access to view operation,
maintenance and historical data. Access to the different functions is done with
passwords. The HMI communicates with the control system over dual EtherNet
and may be placed on skid, off skid, or at an additional remote location.

Currently Rolls-Royce use An Allen Bradley RS Logix 5000 systen as our Primary
Logic Control. This is referred to in RR as the FT125 system. Both the Package
control System (PCS) and the Engine Control System (ECS) use the same
system.

Package Control System (PCS)

The PCS performs the following functions:
• Mode of operation selection logic (base, peak load etc.)

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• Initiate start sequence, start auxiliary systems, verify auxiliary systems,

initiate purge sequences and initiate EMS start sequence
• Initiate scheduled GT shutdown and the cool-down and coast-down
sequences for auxiliary systems
• Loading, unloading and rates of loading/unloading are fixed in the EMS
software
• Interface with plant controls, data logging and trend monitoring system
• Initiation of generator synchronisation
The PCS controls the following auxiliary systems:
• Fuel gas forwarding supply system
• Electric start system
• GT lubrication system
• Hydraulic oil supply system
• Water injection system
• Gas turbine enclosure cooling
• Gas turbine bleed air cooling
• GT enclosure ventilation systems
• Generator enclosure ventilation system
• Generator vibration monitoring and protection system
The PCS also interfaces with the following auxiliary systems:
• Vibration
• Fire/gas detection system
• Generator and auxiliary monitoring and protection

Engine Control System (ECS)

The package control system interfaces with the engine control system (ECS). The
ECS has many functions relating to the control and protection of the gas turbine.

The ECS is also sometimes referred to as the engine management system

(EMS).

The ECS controls Gas turbine operation and protection and controls all fuel skid
requirements for gas, liquid and water.

See Chapter 8 for full information on ECS and PCS control systems

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Safety Instrumented System (SIS)

The safety instrumented system interfaces with the engine control system
(ECS). It is a legal requirement to have a safety system as part of the overall
control philosophy. Physically, the SIS resides alongside the ECS. The purpose
of the SIS is to provide a duplex safety for key critical emergency shutdowns
(ESDs). There may be over 100 ESDs as part of safe operation and control of the
ECS system but some of these ESDs (25+) are highly dangerous and could
cause an explosion or catastrophic incident. Therefore the shutdown signal for
these special ESDs needs to be duplicated to ensure the shutdown signal is
acknowledged at two sources (ECS/SIS)

In the event of a critical ESD, two separate signals will command a shutdown at
the safety relay interface. One signal comes from the ECS and the other identical
signal will come from the SIS. Whichever signal reaches the safety relay first, will
command the ESD.

The safety relay is the direct contact switch to the high speed shut-off valves.This
relay can receive up to 12 individual commands to shut off the fuel (ESD). Some
of the commands will come from the PCS, ECS, SIS, emergency hand stop
switch and Fire & Gas System.

FIRE AND GAS PROTECTION/DETECTION SYSTEM

The Fire and Gas protection/detection system is installed to give rapid and
reliable detection and suppression of a fire within the enclosure and any detection
of any internal Gas within the package in reference to the lower explosion limit
(LEL). The system has fire, heat and gas detection sensors, and a CO2 fire
extinguishing system. The Fire and Gas System is independent of the PCS and
ECS controls and is supplied by Detronics and the system used is the Eagle
Quantum Processor (EQP).

Other suppressants can be used if required, ie Innergen and Water.

Principle of Operation - Fire Detection/Protection System

The fire protection system provides CO2 extinguishant for one zone:

• Gas turbine enclosure

Upon detection of a fire the system will fill the area with CO2 to extinguish the
fire. There will be an audible and visual alarm, ventilation fire dampers will be
closed and ventilation fans stopped.

The AC generator equipment also has a Fire and Gas protection system installed.
Refer to the AC generator OEM manuals.

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Principle of Operation - Gas Detection/Protection System

Depending on application up to five gas sensors are installed within the package.
• Electrical Generation has just two LEL sensors located within the
enclosure ventilation exhaust stack just before the fans.
• Mechanical Drive will use 5 LEL sensors located within the package two in
the ventilation exhaust stack just before the fans, two in the filter house
and one internal of the package.

Activation of a single sensor will initiate an alarm at a low gas concentration,

and the gas turbine will be tripped if the gas concentration exceeds a level
that is safe for operation. Another ventilation fan will be started to increase
ventilation and vent residual gas.

Flame Detection
Flame detection is by multi-frequency IR sensors located internal of the package.

Smoke Detection
Smoke detectors are placed to detect smoke environment located internal of the
package.

Heat Detectors
Heat detectors are placed to detect smoke environment located internal of the
package.

For full details of the fire protection and detection system see Chapter 12.

WATER WASH SYSTEM

The GT compressor water wash system provides a means of removing
contaminants deposited on the rotating and stationary blading of the gas turbine
compressor, by introducing a solution of detergent and demineralized water in a
spray formation whilst the gas turbine is rotating at crank speed.

The main components of the system are as follows:

• Mobile wash trolley comprising a tank, pressure relief valve, vent valve,
pressure indicator, level gauge, strainer and hose
• GT skid-mounted solenoid valve with pneumatic actuator
• Manual drains
For full details of the water wash system see Chapter 11.

Principle of Operation – Water Wash/Tanks System

The system is semi-automated and has a tank and pump and related piping
installed on a mobile cart which can be connected to the GT skid when required.
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The tank is filled manually and the system is started and controlled by the PCS.
Motorized valves divert the water wash solutions to the spray nozzle ring installed
around the gas turbine compressor inlet.

LIQUID FUEL FORWARDING SYSTEM

The liquid fuel forwarding system is a self-contained skid installed external of the
package typically same side of the package as the gas fuel skid. The system
supplies a flow of liquid fuel at the necessary temperature and pressure to the on
package liquid fuel system.

The main components of the liquid fuel forwarding system are as follows:
• Pressure transmitter
• Strainers
• One duty pump
• Pressure regulator
• Switchable duplex filter

Principle of Operation – Liquid Fuel Forwarding System

The Liquid fuel forwarding system supplies liquid fuel from the customer liquid
fuel storage tank to the on package liquid fuel system. Liquid fuel is filtered and
the fuel pressure controlled so that it is at the correct pressure when it gets to the
on package fuel system.

The system has pressure regulators between the pumps and duplex filter, to
operate at high pressure and return the unwanted liquid fuel to the storage
reservoir.

The electronic engine control system (ECS) controls the fuel flow supply to the
liquid fuel manifold to control the engine output speed, power and emissions,
using inputs from the liquid fuel, engine, load and operator control panel.

WATER FLUSH SYSTEM

The water flush system is installed on the same skid as the liquid fuel forwarding
system. The system supplies a flow of demineralized water at the required
temperature and pressure to the on package liquid fuel manifold.

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The main components of the water flush system are as follows:

• Pressure transmitter
• Strainer
• 3 way shut-off valve
• Filter

Principle of Operation – Water Flush System

The water flush system pumps water through the liquid fuel manifold to flush
residual excess fuel from the liquid fuel manifold and fuel burners after shutdown,
or liquid to gas fuel switchover.

P30 AIR PURGE SYSTEM AND SHOP AIR PURGE SYSTEM (PAPS)
The P30 air purge system supplies a flow of cooled P30 air at the required
temperature and pressure to the on package liquid fuel manifold and the gas fuel
manifold when required.

An on engine connection takes air to a cooler. Additional piping brings air from
cooler to skid mounted actuators. The PAPS skid is mounted directly above the
gas turbine supported from the roof.

The main components of the P30 air purge system are as follows:
• Pressure transmitter
• Water operated cooler
• Shut-off valves
• Fluid/gas drain valve system

Principle of Operation – P30 Air Purge System (PAPS)

The P30 Air Purge System (PAPS) uses P30 ( HP6) Bleed air to protect fuel lines
by purging fuel lines and manifolds which are not used during engine operation
When the purge cycle is complete, the air is used to pressurize the manifold and
fuel burners to prevent combustion product flow back into the manifold. During
startup and after shutdown when PAPS is not available, instrument air is used
temporarily to prevent the fuel from coking in the manifold and injectors.

The system has drain valves on both the lines to liquid manifold and gas manifold
between the two shut-off valves in each line. The drain valves are used for
routing the P30 air to the LP gas vent.

PAPS air needs to be cooled by shell type cooler inside of the package prior to
entry to manifolds and burners. This brings temperature of PAPS from typically
500⁰C to 120⁰C.

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The electronic engine control system (ECS) controls the P30 air purge system.

DRIVEN EQUIPMENT

The Trent 60 WLE package is available as a mechanical drive or power

generation.

Mechanical Drive

With the addition of a gearbox and compressor this unit can be used for gas
pumping or gas processing.

Power Generation

With the addition of a 2-pole electrical generator this unit can be used for
electrical export or electrical generation (no gearbox required).

This unit is available as 50Hz and 60Hz variants.

INLET SPRAY INTERCOOLING (ISI)

ISI has two features, Inlet Fogging which is installed in the combustion air intake
downstream of the filters and Wet Compression which is in the inlet plenum just
before LP compressor module 1.

Inlet Fogging System

The inlet fogging supply equipment is installed on the ISI pump skid near to the
air intake end of the package. The system supplies an accurately metered flow of
water at the required temperature and pressure to the spray array unit inside the
combustion air filter house.

The main components of the inlet fogging system are as follows:

• Pressure transmitters

• Pump

• Control valves

• Flow metering valve

• Pressure relief valve

• Drain valves

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Principle of Operation – Inlet Fogging System

Water is supplied to the inlet at the required pressure and temperature from the
ISI pump skid. Temperature and pressure are monitored after the flow control
valve and again after the water meter.

Water is supplied to the skid from the customer demineralized water supply. It
then goes through a pressure control valve and filter. The flow rate is monitored
by a flow meter before it is supplied to three fogging spray arrays, each with their
control valves and filters.

The system has drain valves between the pump and flow meter to drain
unwanted water during engine shutdowns and load shed.

The fogging control system (FCS) controls the water flow supply to the inlet
fogging spray array manifolds to control power and emissions, by the use of
inputs from the inlet fogging screen on the operator control panel.

During engine shutdowns and load sheds, unwanted water goes through the
drain valves and a drain pipe to a local drain.

Wet Compression System

The wet compression equipment is part of the ISI system. It is supplied from the
ISI pump skid near to the air intake end of the package. The system cools the
combustion air being pulled through the air intake filter housing

The main components of the inlet fogging system are as follows:

• 3 variable speed drive pumps

• A 10 micron filter

• Pressure control valve

• Flow meter

• Spray ring manifolds (installed on engine),

Principle of Operation – Wet Compression System

The system is controlled by the ECS. Water is supplied by the pumps through a
filter and pressure control valve to be injected into the engine.

Each pump is connected to a spray ring manifold and supply water to the nozzles
through spray bars.

On shutdown, an ECS operated valve on each spray manifold opens to let

unwanted water go out to local drains.

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FIG 1 STARBOARD VIEW OF PACKAGE

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FIG 1A PACKAGE WITH COMPRESSOR

`

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FIG 1B PACKAGE WITH GENERATOR

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GENERAL DESCRIPTION FIG 2 PORT VIEW OF PACKAGE

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FIG 3 TURBINE MODULES

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FIG 4 ROOF VIEW OF PACKAGE

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FIG 5 TYPICAL SYSTEMS COMPARED

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FIG 6 FUEL SKID

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ADDITIONAL INFORMATION

The Roof Module

A large number of components are installed in the roof. Because of its size and
content, the roof is a separate module and is installed on the enclosure during
final assembly at site.

The oil separator and bearing vent cooling pipes are part of the roof module. The
oil vent mist pipework starts at the engine and finishes at the oil separator located
on the roof. From the separator, the separated oil returns via pipework to the oil
tank in the enclosure.

The shorter centre stack is the outlet to atmosphere for the gas turbine common
bleed Valves. This allows excess air during the start and loading sequence to be
vented to atmosphere. The last of the bleed valves are closed above 36MW so
there would be no external flow after this point.

Additional components in the roof module include ducting for common Bleed
Valve air, Exhaust Volute, Ventilation Outlet, fire dampers /louvers.

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Enclosure Access
The mechanical drive enclosure is primarily sealed to reduce noise and protect
from environmental effects. A series of access doors and mechanical
maintenance sliding doors provide access to the right and left hand side of the
package.

The two large maintenance doors have to be opened in preparation for engine
Installation and removal. The package design dictates the side for the
maintenance doors due to the exhaust requirements. If the engine exhaust is
from the right side, the maintenance doors will be on the left hand side and vice
versa. Integral of one of the maintenance doors is a single access door.

Mechanical Drive Enclosure

The mechanical drive enclosure is primarily used for noise reduction and
protection from environmental effects.

In this case, the engine maintenance doors have been opened in preparation for
engine removal. In this view, the engine intake is on the right side while the
exhaust is not visible because it leaves the enclosure at a 45° angle on the other
side.

The two maintenance doors are locked and unlocked hydraulically. One of the
sliding doors has an entrance doorway. The maintenance sliding doors can only
be opened from inside the enclosure. Inside the mechanical enclosure there is a
hydraulic hand pump/lever that is used to select Open/Close to operate the
sliding doors.

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With the inlet filter removed we can still see the combustion inlet air stack
attached to the gas turbines air inlet scroll. The shorter center stack is the
exhaust for the gas turbine low pressure compressor bleed valves which remove
excess air during a start but are normally closed at higher speeds.

The last duct is the enclosure cooling air exhaust stack.

Gas Turbine Enclosure

Starting at the back right, we see four transmitter junction boxes on each side of
the inlet scroll. These are the local I/O junction boxes for the PCS and ECS.

A large number of components are installed in the roof. Because of its size and
content, the roof is a separate module and is installed on the enclosure during
final assembly.

Attached to the front of the air intake scroll is the ISI Wet compression system.
Central hanging in red from the roof is the common duct for Bleed Valve air.

Far Right is one of the sliding Maintenance Doors hanging from the overhead rail.
Central far side is the access doorway he package from the left hand side.

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Air Inlet Scroll

The front of the engine is attached to the inlet scroll. Ductwork connects the top
of the scroll to the air filtration system.

The air inlet scroll smoothes the airflow into the gas turbine. Although large, it is
much smaller than the plenum it replaces. A plenum can be larger than both inlet
scroll and oil room.

Small pipes and manifold attached to the outside of the scroll are used to water
wash the engine.

If ISI is fitted, it would be fitted to the front of the Air Intake Scroll.

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TECHNICAL DATA

Trent Combustion Turbine

Overview
Number of shafts 3
Combustion system Wet low emissions
Type Aero-derivative

Compressor
Type Axial flow
LPC - 2 stages 50Hz 60Hz
LPC Stage 1 45 blades 29 blades
LPC Stage 2 56 blades 36 blades
IPC - 8 stages
HPC - 6 stages
Pressure ratio 35:1 (at ISO conditions)
Rotor LP shaft - 3000 or 3600 rpm
Inlet guide vanes Yes, 1 LPC and 3 IPC

Combustion System
Type Wet low emissions WLE
Configuration Annular
Number combustors 1

Turbine
Number of stages HPT - 1 stage
IPT - 1 stage
LPT - 5 stages
Type Roller cylindrical
Number 5
Type Ball bearing
Number 3
Drive Hot end

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Starting Time
Nominal Typical 10 mins

Recommended Inspections
Inspection type Interval hours *

Combustor 8,000 operating hours

Hot gas path 25,000 operating hours

Major overhaul 50,000 operating hours

* The hours shown are for typical combustion turbine. The decision to overhaul is
based on information gathered during the inspection and monitoring process.

Weights
Pounds Kilograms

Turbine auxiliary package including engine 250,000 113,400

Gas compressor 265,000 120,200

Inlet filter house and silencer 100,800 45,722

Fire protection system skid 7,000 3,200

Liquid fuel/H2O injection skid 30,000 13,600

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Exhaust Module

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