000start CD

GE Energy
Fundamentals of Gas Turbine

Construction and Operation
Greenville, South Carolina
2005
g
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of the General Electric Company.
The text and the classroom instruction offered with it

are designed to acquaint students with generally ac-
cepted good practice for the operation or maintenance
of equipment and/or systems.
They do not purport to be complete nor are they

intended to be specific for the products of any
manufacturer, including those of the General Electric
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liability whatsoever for the work undertaken on the
basis of the text or classroom instruction. The manu-
facturer’s operating and maintenance specifications
are the only reliable guide in any specific instance;
and where they are not complete, the manufacturer
should be consulted.
© 2005 General Electric Company

GE Energy
Fundamentals of Gas Turbine

Construction and Operation
2005
Tab 1 Gas Turbines, Heavy-Duty and Aeroderivative Products GEA 12985

Gas Turbine Fundamentals A00137
MS5001PA Drawing B00381
MS5002B Drawing B00450
MS6001B Drawing B00392C
MS6001FA Drawing B00449
MS7001EA Drawing B00312C
MS7001F Drawing B00293
MS9001E Drawing B00367C
Tab 2A MS5001P Functional Description GFD51S
Tab 2B MS5002 Functional Description GFD52
Tab 2C MS6001B Functional Description GFD61BS
Gas Turbine Axial-Flow Compressor Operating Principles GTCPSR
MS6001B Compressor Rotor Assembly 61BCOMP
MS6001B Turbine Rotor Assembly 61BTURB
Lockwire Assembly BKTASM1A
MS6001B Turbine Section Major Components TSMC&A
MS6001B Gas Turbine First-Stage Nozzle GTNOZ1
MS6001B Gas Turbine Second-Stage Nozzle GTNOZ2
MS6001B Gas Turbine Third-Stage Nozzle GTNOZ3
Dual-Fuel Nozzle with Water Injection FNOZ07
Breech Load Dual-Fuel Nozzle with Water Injection FNOZ11
Tab 2D MS7001EA Functional Description GFD71EDN1
Axial Flow Gas Turbine Compressor Operating Principles GTCPSR
MS7001EA Compressor Rotor Assembly CPSR
Gas Turbine Axial-Flow Compressor Wheel Assemblies GTWHLASM
MS7001EA Turbine Rotor Assembly TURB
D Key Assembly BKTASM1C
Twistlock Assembly BKTASM1B
Fundamentals of Gas Turbine Construction and Operation 1
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GE Energy
MS7001EA Cooling Air Passages B00344

MS7001EA Gas Turbine First-Stage Nozzle 7EANZ1
First Stage Nozzle Arrangement (ML 1401) 109E3735Y
MS7001EA Gas Turbine 2nd Stage Nozzle 7EANZ2
Second Stage Nozzle Arrangement (ML 1402) 116E2306C
MS7001EA Gas Turbine 3rd Stage Nozzle 7EANZ3
Third Stage Nozzle Arrangement (ML 1409) 112E6649E
Combustion Chamber Arrangement (ML 0701) 115E6362E
MS7001EA DLN1 Combustion System Components 7EADLN1
MS7001EA DLN1 Secondary Fuel Nozzle B00351
Tab 2E MS7001F Functional Description GFD71FAS
MS7001FA Gas Turbine Construction and Operating Principles 7FAUNIT
MS7001FA Compressor Rotor Assembly 7FCOMP
MS7001FA Turbine Rotor Assembly 7FTURB
MS7001FA Gas Turbine Bucket to Turbine Wheel Assembly BKTASM1A
First Stage Bucket Details GEK107535, figure HGP-I.9
Second and Third Stage Bucket Details GEK107535 figure HGP-I.10
First Stage Nozzle Arrangement (ML 1401) 116E2717F
Second Stage Nozzle Arrangement (ML 1402) 116E2309F
Third Stage Nozzle Arrangement (ML 1409) 116E2310E
MS7001FA Gas Turbine, Turbine and Exhaust Frame Cooling 7FACSA
Combustion Chamber Arrangement (ML 0701) 114E5688L
MS7001FA DLN-2.6 Combustion System Components DLN-2.6, 1–4
Tab 3 Gas Turbine Performance Characteristics GER 3567H
MS7001EA Base Load Performance Curve 522HA282
MS7001EA Compressor Inlet Temperature Correction 522HA283
MS7001EA VIGV Effect Curve 522HA284
MS7001FA Base Load Performance Curve 522HA851
MS7001FA Compressor Inlet Temperature Correction 522HA852
MS7001FA VIGV Effect Curve 522HA853
Altitude Correction Curve (Generic) 416HA662
Humidity Correction Curve (Generic) 498HA697
Performance Monitoring (0017GSE) GEK106875
Performance Monitor Schematic Drawing (ML-0492) 194D6863
Tab 4 Control Device Nomenclature A00272
Piping Symbols 277A2415L
Specification, Process and Instrumentation Diagram 354A3215C*
Device Summary—MS7001EA (ML 0414) 363A4104L
Device Summary—MS7001FA (ML 0414) 363A5932J
International Conversions Tables GEK 95149C
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GE Energy
Tab 5 Lubricating Oil System

Lubricating Oil System Description—MS7001EA LS0446
Lubricating Oil Piping Schematic—MS7001EA (ML 0416) 354B3531
Load Equipment Schematic—MS7001EA 325B4054
Number-Two Bearing Vent Arrangement—MS7001EA BRG01X
Lubricating Oil System Description—MS7001FA LS0434
Lubricating Oil Piping Schematic—MS7001FA (ML 0416) 114E5966F
Load Equipment Schematic—MS7001FA 352B9024B
Lubricating Oil Recommendations GEK 32568F
Tab 6 Trip Oil System
Trip Oil System Description—MS7001EA TO0446
Trip Oil Piping Schematic—MS7001EA (ML 0418) 320B6651C
Trip Oil System Description—MS7001FA TO0434
Trip Oil Piping Schematic—MS7001FA (ML 0418) 114E5966F
Tab 7 Hydraulic Oil System
Hydraulic Oil System Description—MS7001EA GEK 110038
Hydraulic Oil Piping Schematic—MS7001EA (ML 0434) 353B2503E
Hydraulic Oil System Description—MS7001FA GEK 110038
Hydraulic Oil Piping Schematic—MS7001FA (ML 0434) 114E5955D
Tab 8 Gas Fuel System
Fuel Gas Control System (DLN1) GEK 106855
DLN1 Control System GEK 106843A
DLN1 Control System for GE Gas Turbines GER 3568G
Gas Fuel System Piping Schematic—MS7001EA (ML 0422) 352B4403
Moog Servovalve Overview MOOG2
DLN1 Gas Fuel System Operating Modes B00396
DLN1 Gas Fuel System 3 GC Valve Operating Modes DLN1_3GCV
Gas Fuel System Description—MS7001FA GEK 106852B
DLN 2.6 System Operation—MS7001FA GEK 106844
Gas Fuel System Piping Schematic—MS7001FA (ML 0422) 115E2577
Fuel Gas Specification GEI 41040G
Gas Fuel Cleanup System GER 3942
Tab 9 Liquid Fuel System
Liquid Fuel System Description—MS7001EA LF0446
Liquid Fuel System Piping Schematic—MS7001EA (ML 0424) 353B2875D
Liquid Fuel System Description—MS7001FA LF0434
Liquid Fuel System Piping Schematic—MS7001FA (ML 0424) 352B4178B
Liquid Fuel Specification GEI 41047J*

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GE Energy
Tab 10 Atomizing Air and Purge Air System

Atomizing Air System Description—MS7001EA AA0402
Atomizing Air System Piping Schematic—MS7001EA (ML 0425) 355B5399B
Purge Air System Description—MS7001EA PS0446
Purge Air System Piping Schematic—MS7001EA (ML 0477) 353B2938B
Atomizing Air System Description—MS7001FA AA0434
Atomizing Air System Piping Schematic—MS7001FA (ML 0425) 352B4170B
Purge Air System Description—MS7001FA PS0434
Purge Air System Piping Schematic—MS7001FA (ML 0477) 115E2561
Tab 11 Water Injection System
Water Injection System Description—MS7001EA WI0446
Water Injection System Piping Schematic—MS7001EA (ML 0462) 352B4354
Water Injection System Description—MS7001FA WI0434
Water Injection System Piping Schematic—MS7001FA (ML 0462) 352B4836
Steam Injection System SIS0251
Steam Injection System Piping Schematic—MS7001FA 259B6824E
Requirements for Water/Steam Purity in Gas Turbines GEK 101944C
Specification, Injection—Water/Steam 334A7731A
Tab 12 Cooling and Sealing Air System
Cooling and Sealing Air System Description—MS7001EA CSA0446
Cooling and Sealing Air Piping Schematic—MS7001EA (ML 0417) 353B2943
MS7001EA Cooling Air Passages B00344
MS7001EA Number-Two Bearing Vent Arrangement BRG01X
Cooling and Sealing Air System Description—MS7001FA 7FACSA
Cooling and Sealing Air Piping Schematic—MS7001FA (ML 0417) 355B5850
Tab 13 Inlet Guide Vane Systems
Inlet Guide Vane System Description GEK 106910
Inlet Guide Vane System Schematic—MS7001EA 320B6648
Inlet Guide Vane System Schematic—MS7001FA 354B3623
Tab 14 Inlet Air System
Air Inlet and Exhaust System Description AIES0708
Air Inlet and Exhaust Schematic—(ML 0471) 361B2016B
Air Inlet Compartment Filter House Operation, GDX-101, sheets 7–14
Installation and Maintenance (A040) (Donaldson)
Evaporative Operation, Installation and Maintenance EVAP-101, section 2
Air Processing Unit (APU) (J.C. MacElroy) GR0700_A130, sheets 1, 3-5, 24
Inlet Air Heating System Description GEK 107038
Inlet Air Heat System Schematic—MS7001EA 330B1899
Inlet Air Heat System Schematic—MS7001FA (ML 0432) 352B4826
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GE Energy
Tab 15 Cooling Water System

Cooling Water System Description GEK 110420A
Schematic Diagram—PP Cooling Water (ML 0420) 123E4476
Schematic Diagram—Cooling Water Module (ML 0453) 240C3332
Cooling Water Recommendations—Closed Cooling System GEI 41004H
Tab 16 Heating and Ventilation System
Heating and Ventilating System Description—7FA GEK 110603
Schematic Diagram—Heating and Ventilating (ML 0436) 355B5196
Tab 17 Fire Protection System
Fire Protection System Description—7EA FP0772
Schematic Diagram—Fire System—7EA—(ML 0426) 353B4015
Fire Protection System Description—7FA GEK 110776
Schematic Diagram—Fire Protection—7FA—(ML 0426) 241C2023
Tab 18 Starting System
Starting Means System Description SS0442
Starting Means Schematic—MS7001EA (ML 0421) 332B8656D
Starting Means System Description—MS7001FA SS0424
Starting Means Schematic—MS7001FA (ML 0421) 259B6893
SSS Clutch for Gas Turbine Starting Drive—MS7001FA Clutch 1,2
Load—Commutated Inverter User’s Manual—MS7001FA GEH 6373, sections 1, 2, 3
Tab 19 Compressor Washing System
Gas Turbine Compressor Cleaning—Non-DLN GEI 41042N
Gas Turbine Compressor Washing—DLN GEK 103623B
F-Class Gas Turbine Compressor Washing GEK 107122B
FA Class Compressor Rotor (R0) Blade Erosion TIL 1303-1R3
Cold Weather On-Line Compressor Water Wash TIL 1153-3
Off-Line Compressor Water Washing Precautions TIL 1179-2R1
FA Water Wash Recommendations TIL 1236-2
Water Wash Piping Schematic—MS7001EA (ML 0442) 352B4343
Water Wash Skid Piping Schematic—MS7001EA (ML 0461) 511A8003F, M605
Water Wash Piping Schematic—MS7001FA (ML 0442) 352B4823
Water Wash Skid Piping Schematic—MS7001FA (ML 0461) 510C9033F, M605
Tab 20 Fundamentals of SPEEDTRONIC™ Mark V Control A00023A
Tab 21 Fundamentals of SPEEDTRONIC™ Mark VI Control Fund_MK_VI
Tab 22 Operation and Maintenance of GE Gas Turbines GER 3620K
Unit Operation/Turbine (Gas) GEK 107357A
Gas Turbine Operator Commands A00052A

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GE Energy
Tab 23 Service Manual Overview Handout

MS7001EA Gas Turbine Arrangement (ML 0406) 678D0869C
MS7001FA Gas Turbine Arrangement (ML 0406) 116E2293D

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Tab 1
g GE Power Systems
HEAVY-DUTY
& AERODERIVATIVE
PRODUCTS
Long-Term Value
For Power Producers,
Cogenerators & Industry
Innovations in Gas Turbine Technology.
Since the early 1900s, GE has successful transfer of technology and
set the pace in the power genera- components, from aircraft engines to
tion industry with innovative tech- power generation applications,
nology, products, and services. speeding the evolution of both
During the past 50 years, a key industrial and utility gas turbines.
element in advancing the capabili-
ties of power generation has been As a result, GE now offers the
the development of gas turbines. widest range of gas turbines
The strong synergy between GE's available, from aeroderivatives to
Aircraft Engine division and Power heavy duty systems, ranging from
Systems has enabled a highly 2 - 480 MW. Within the product line
Through its synergy with Aircraft
are machines for every utility, IPP Engines, GE Power Systems has
and industrial application, from pure dramatically improved gas
power generation to cogeneration turbine performance by adapting
and district heating. A variety of units, new materials and cooling
technology.
adaptable to mechanical drive, are
available as well.
achieve superior performance in
Each new GE gas turbine is the
each new generation of machine.
product of thousands of unit years
Engineering feedback from a
of predecessor unit operation. The
fleet of more than 6,000
accumulated knowledge is
machines encompassing over
continually applied to advance gas
200 million fired hours of
turbine technology, and to
operating experience has been
translated into unparalleled levels
Advanced technology is continually being retrofitted to of reliability.
earlier gas turbine models to provide increased firing
temperature, output and efficiency – with concurrent
improvements in maintenance. For example, new Through an engineering
thermal barrier coatings applied to MS5002 philosophy based on evolution of
components can extend their maintenance cycles from design, much of GE's rapidly
24,000 to 48,000 hours
advancing technology is readily
adaptable to the installed fleet
through conversion, modification, or
upgrade packages. It's all part of
GE's commitment to make proven,
high performance machines even
better; to provide gas turbine users
with the most reliable and
competitively advantageous
equipment, systems, and support
services possible.
GE is the leader in Dry Low NOx emissions

systems, with more than 85 installed at power
plants worldwide. These systems have reduced
power plant emissions by more than 100 million
pounds during 250,000 hours of operation.
The Next Step is H.
Industry deregulation is driving by the same integrated heat
demand for highly efficient, low transfer system. This enables
cost per kW-hour power plants. higher firing temperature operation
GE's H technology answers this - and dramatic improvements in
need by integrating the gas turbine, efficiency.
steam turbine and heat recovery H machines are incorporated
steam generator into a seamless into a new line of combined cycle
combined cycle system, where systems for 50 and 60 Hz power
each component's performance is generation that operate at firing
Heat protection thermal barrier coatings
optimized. temperatures in the 2600°F
(TBCs) proven in aircraft engines are applied
(1430°C) class with net thermal to H gas turbine nozzles, buckets and shrouds.
GE's H technology gas efficiencies of 60%. Despite higher In addition to extending parts lives, the
turbines for advanced combined firing temperature, combustion application of TBCs to hot gas path
compartments reduces cooling flow
cycle power plants were introduced temperature is retained at levels
requirements, thereby improving efficiency.
to provide power generators with that minimize emission production.
the most competitive cost of
Through the highest efficiency, savings - while their low cost power
electricity. H combined cycle
lowest NOx emissions and lowest makes them highly dispatchable in
systems are based on a unique
cost of producing electricity avail- competitive grid schemes.
technology platform in which the
steam plant able in the industry, H advanced The bottom line is improved return
reheat process technology can reduce power plant on investment. For example, in a
and gas turbine operating costs by at least 10% typical 480 MW combined cycle
bucket and compared to current plants. The plant, the period for recovering an
nozzle cooling efficient operation of H systems initial investment can be shortened
are accom- leads to substantial fuel cost by nearly 20%.
plished
Single crystal and directionally solidified buckets and

nozzles are employed in H gas turbines for strength and
durability at H-class temperature conditions.
7FA and 9FA. The Industry Standards for Large Power Generation.
With over 140 units ordered or This program facilitated the
in operation and more than 1 application of technologies such
million fired hours, GE's F-class as advanced bucket cooling
gas turbines represent the world's techniques, compressor
largest, most experienced fleet of aerodynamic design and new
advanced machines. Designed for alloys to F gas turbines,
maximum reliability and efficiency enabling them to attain higher
with low maintenance, they are firing temperatures than
favored by both power generators previous generation machines.
and industrial cogenerators
All GE gas turbines offer Using advanced cooling techniques,
requiring large blocks of power.
flexibility in cycle configuration, materials and coatings, current model F
fuel selection, and site technology gas turbines operate at
adaptation. Today, the 7FA and temperatures in the 2400°F (1315°C) class.
9FA provide a wide
range of choices to meet any Both gas turbines have an
project need. Rated at 18stage compressor and a 3-stage
171.7 MW in simple cycle, the turbine. They feature cold-end drive
7FA can produce and axial exhaust which is
262.6 MW in combined cycle. beneficial for combined cycle
The 9FA is a 1.2 aero-dynamic arrangement where net efficiencies
scale of the 7FA, rated at 255.6 over 56% can be achieved.
MW in simple cycle and 390.8 With reduced cycle time for
MW in combined cycle. In installation and start-up, F-based
addition, F gas turbines can be power systems can be brought
designed to operate on online fast. Building on its Frame 6,
low-heating-value fuels, which 7 and 9 installation experience, GE
results in significant fuel developed a packaging concept
GE's F-class gas turbines, savings over previous power featuring consolidated
introduced in 1986, were the result of plant designs, and also makes skid-mounted components,
a multi-year development program them ideally suited to IGCC controls, and accessories. This
using technology advanced by GE applications. standardized arrangement reduces
Aircraft Engines and GE's Corporate
piping, wiring, and other on-site
Research & Development Center.
interconnection work.
With a total output of 4,000 MW, KEPCO's

Seoinchon is the world's largest installation
of F technology. It also is among the world's
most efficient combined cycle plants, as
Blocks 7 & 2 exceed 55% net thermal
efficiency and Blocks 3 & 4 have reached
57%.
While helping to meet global F technology also has
demand for large blocks of new displayed outstanding
power capacity, F technology units environmental characteristics.
have proven to be excellent Because of the higher specific
performers for all applications and output of these machines, less
types of duty. For example, one of NOx and CO are emitted per unit
of power produced for the same
exhaust concentrations. F systems
have succeeded in meeting or
exceeding the site requirements of
every project in which they have AES Medway, UK – 660 MW
been applied, accumulating over
900,000 operating hours on DLN
(Dry Low NOx). Several plants cycle plant where eight STAG 107E
operate at single digit NOx. combined cycle systems (Blocks 1 &
2) have compiled nearly 200,000
For example, four GE 7FA hours of commercial service. Four
gas turbines at FP&L's Martin more STAG 207FA systems, now
installed at Seoinchon Blocks 3 & 4,
Sithe Energy, New York – 1,042 MW
bring the total plant output to
4,000 MW, making Seoinchon the
world's largest combined cycle
facility.
Other landmark F technology,

combined cycle installations include
Tokyo Electric Power Company's
2,800 MW Yokohama plant and
CAPCO's 2,400 MW Black Point
the four 7FA gas turbines installed Station ,equipped with

at Sithe Energy's Independence advanced DLN systems, were
Station in New York recorded the first advanced technology
100% availability and reliability gas turbines to achieve NOx
over a 108-day stretch of emissions levels below
continuous operation in late 1995 25 ppm in commercial service,
and early 1996. In 1997, a FP&L and typically run at 15-18 ppm
(Florida Power & Light) 7FA ran NOx at caseload.
continuously for 230 days.
The first F technology unit
installed was a 7F in a
repowering application at South Bangkok, Thailand - 600 MW
Virginia Power's Chesterfield
Station. This fleet leader has facility in Hong Kong. These also
now accumulated over rank among the world's largest and
40,000 fired hours and 500 most efficient combined cycle
starts. plants.
The largest installation of F

technology gas turbines is at
Korea Electric Power's
Seoinchon combined
Martin Station, Florida – 950 MW
6FA. High Performance in a Mid-Size Package.
In a performance class all its This high-speed gas turbine
own, the highly efficient 6FA gas produces 70 MW of simple cycle
turbine is a mid-size version of the power at 34% efficiency and
well-proven 7FA and 9FA. Designed 108 MW of combined cycle power
for either 50 or 60 Hz applications, at 53% net efficiency. The 6FA
the gear-driven 6FA answers the provides major fuel savings in
need for mid-size power blocks baseload combined cycle operation
over earlier mid-range machines
and is adaptable to either
single-shaft or multi-shaft
configurations. In IGCC operation,
gross plant efficiencies can reach
up to 46%.
A 2/3 scale of the 7FA, the 6FA
ISO base rating (LHV), natural gas fuel,
is a classic example of the GE standard inlet and exhaust pressure
philosophy of evolutionary design
improvement. The compressor, for design, aerodynamically scaled from
example, is an 18-stage axial the 7FA. It has canannular
combustors of the same size and
The 6FA is ideally suited for cogeneration
applications. The Kirkniemi paper mill configuration as the 9FA, however
chose a 6FA system to fulfill their needs the number of combustion
for low cost electricity, and large amounts chambers is decreased from
of steam and hot water. 18 to 6. Cold-end drive
with high performance in combined allows exhaust gases to be
heat and power applications. Its directed axially into the
output range, high exhaust energy, HRSG.
full packaging and robust design
make the 6FA ideally suited for a
wide variety of applications,
ranging from cogeneration and This 6FA at Sierra Pacific’s Piñon Pine Power
district heating to pure power Project operated initially on natural gas before
generation in combined cycle and switching to IGCC operation. An overhead
installation view reveals its compact layout.
IGCC (Integrated Gasification
Combined Cycle).
Like other F technology units, the
fuel-flexible 6FA provides the ability
to burn a wide spectrum of fossil
fuels, including gasified coal. Fuels
can be switched after startup without
sacrificing performance. A Dry Low
NOx combustion system is available,
which can achieve NOx emissions
under 15 ppm when burning natural
gas.
6FA application flexibility is

evidenced through installations
online and coming on-line. The first A 6FA module shown during commissioning at Kingston CoGen Limited Partnership’s
cogeneration plant in Canada shows its slab-mounted design. All other 6FA accessories
two 6FAs to enter service were
are on separate skids for easy installation and maintainability.
installed at Sierra Pacific Power
Company's Pinon Pine IGCC plant Energy Park in Scotland, which will
installed at Metsa-Serla in Kirkniemi,
in Nevada, and Kingston CoGen be the UK's first IGCC facility.
Finland and at Boffalora, Italy.
Limited Partnership's cogeneration Simple cycle 6FA gas turbines are
Boffalora is a single-shaft combined
plant in Ontario. Two other being supplied for the Neste Oy
cycle configuration.
cogeneration units for paper mills power plant in Porvoo, Finland and
A 6FA installation is also
the Usti power plant in the Czech
underway at the Fife Environmental
Republic. Another single-shaft 6FA
for a 110 MW combined cycle plant
in Cologne, Germany will supply
power and steam at a district heating
application.
The 6FA is packaged for quick

and cost-effective installation.
9E. The Fuel-Flexible 50Hz Performer.
The MS9001 E gas turbine is With its state-of-the-art fuel handling
GE's 50 Hz workhorse, proven in capabilities, the 9E accommodates a wide
over 3 million hours of utility and range of fuels including natural gas, light
industrial service; many in and heavy distillate oil, naphtha, crude oil
arduous climates ranging from and residual oil. It is also able to utilize a
desert heat to tropical humidity to variety of syngases produced from oil or
arctic cold. Originally introduced coal without turbine modification. This
at 105 MW in 1978, numerous flexibility, along with its extensive
component improvements have experience and reliability record, make the
been incorporated into the unit, 9E well suited for IGCC projects.
so that the latest model now
boasts an output of 123 MW and
is capable of achieving over 52% Whether for simple cycle or
efficiency in combined cycle. combined cycle application, base
load or peaking duty, 9E packages
are comprehensively engineered
with integrated systems that include
controls, auxiliaries, ducts and
silencing. They are designed for
reliable operation and minimal
maintenance at a competitively low Four MS9001E gas turbines operate in simple
cycle, producing 440 MW of reliable peaking
installed cost. power for Port Dickson Power, one of
Malaysia’s first IPP’s.
The MS9001E is capable of economically and

efficiently operating on low-BTU value gas,
such as that being supplied to the 584 MW
Uch combined cycle IPP plant in Pakistan,
shown here during construction.
Tokyo Electric’s 2,000 MW Futtsu combined cycle plant’s

14 MS9001E gas turbines have accumulated over 675,000
fired hours and 16,700 starts, posting reliability over 99%.
GE’s packaged power plant is factory assembled for ease of

installation and start-up. The 9E’s split-base packaging brings
standardization to its modularized accessory systems, contributing
to its low installed cost.
9EC. The Best of Both Worlds.
Introduced for 50Hz than the 9E, making it an excellent
applications, the 9EC gas turbine choice in its power class. Its high
combines reliable 9E compressor output and high efficiency make it
experience with proven 9F turbine attractive for simple cycle and
technology. The result is a combined cycle applications. The
cost-effective, low technical risk 9EC has a simple cycle heat rate
solution to power generation needs. equivalent to an efficiency of 35%.
Its high exhaust energy also makes
ISO rated at 169.2 MW, the
9EC unit delivers 37% more output it well-suited for heat recovery Introduced in 1994, the 9EC builds on over 12
applications. million hours of operating experience compiled by a
The combustion system-a Dry fleet of more than 1,000 technology gas turbines,
while also adding features from GE’s advanced F
Low NOx system capable of technology machines.
achieving less than 25ppm NOx on
Like its E technology predecessors, the 9EC
natural gas-is derived from the 9FA
uses in-line, gear-driven accessories that
as are the materials and cooling
minimize installation time and cost, and provide
technology for the turbine.
simple, reliable operation.
7EA. Simplicity and Versatility Set a Standard.
The 7EA is a time-tested, With strong efficiency in simple
performance-proven, heavy-duty and combined cycle applications,
gas turbine, designed for 60 Hz this 85 MW machine is used in a
applications. With over 600 units in wide variety of power generation,
service, Frame 7 models have industrial and cogeneration
accumulated more than 15 million applications. It is uncomplicated
hours of service. Today, the 7E/EA and versatile; its medium-size
fleet is acknowledged as the design lends itself to flexibility in
industry standard for reliability and plant layout and fast, low-cost
availability. additions of increments of power. The 500 MW Ocean State Power
With state-of-the-art fuel handling combined cycle plant in Rhode Island, now
under GE O&M contract, employs two 250
equipment, advanced bucket MW STAG 207EA systems. The total plant
cooling, thermal barrier coatings and has sustained a reliability level over 99%
a multiple fuel combustion system, since 1994.
the 7EA can accommodate the full

range of fuels. It is designed for dual
fuel operation, able to switch from
one fuel to another while the turbine
is running under load or during
shutdown. 7E/EA units have
accumulated over 4 million hours of
operation using crude and residual The modular 7EA power plant is
optimally packaged for low installed
oils.
cost. It’s dispatch ease and loading
flexibility make it ideal for applications
In addition to power generation, such as peak and emergency stand-by.
the 7EA can serve in selective
mechanical drive applications. The applications, combined with
high reliability demonstrated by the economies of scale in unit power, fuel
7EA in power generation. efficiency and space utilization,

provide a strong incentive for its use
in large capacity projects.
GE applies new technologies from advanced

machines to earlier models, thereby enhancing
their performance, reducing maintenance and
extending inspection intervals. In the 7EA for
example, adaptation of directionally solidified
stage 1 buckets result in improved output and
efficiency.
6B. Reliable and Rugged 50/60 Hz Power.
Like all GE heavy-duty gas
The MS6001 is a perfor-
turbines, the 6B has earned a
mance-proven 40 MW-class gas
solid reputation for high reliability
turbine, designed for reliable
and environmental compatibility. It
50/60 Hz power generation and
can accommodate a wide range
50,000 hp class mechanical drive
of fuels, and is adaptable to
service. With availability well
IGCC.
documented at 96.9% and
reliability at 98.9%, it's the
The 613, like the 7EA, is
popular choice for efficient, low
increasingly used by process
installed cost power generation or
industries. With its excellent fuel
prime movers in mid-range
efficiency, low cost per horsepower
service.
and high horsepower per square
The 6B evolved from the foot of footprint area, the MS6001B
MS5001 and MS7001, two of the is an excellent fit for selective
most versatile and widely used mechanical drive applications.
gas turbines ever manufactured.
It can be installed fast, for quick,
The MS6001B’s
near-term capacity. With a fleet demonstrated level
of high reliability is
that has logged over 8 million broadening its
hours of service, the 6B is acceptance for
recognized as rugged and reliable, mechanical drive
applications in LNG
able to handle the multiple plants and for
start-ups required for peak load refrigeration
compressor drives.
service.
In combined cycle operation, the

6B is a solid performer, producing 60
MW at nearly 50% efficiency. It is
also a flexible choice for
cogeneration applications, capable of
producing a thermal output ranging
from 20 to 400 million Btu/hr.
Cogen Technologies, this 165 MW plant in Bayonne,
NJ, employs a 1x306B 2 pressure non-reheat
system which provides steam for oil handling and
power to Jersey Central Power & Light.
Low investment cost, unattended remote control

operation, dispatch ease and loading flexibility of the
packaged MS6001B make it ideal for peak load use,
emergency stand-by, cogeneration and industrial
self-generation.
Small Heavy-Duty and Aeroderivative Machines – Gas
Turbines for Every Application
GE's acquisition of Stewart &
as well as GE aeroderivative machines.
Stevenson's Gas Turbine Division
S&S Energy Products enables GE to offer
(now called S&S Energy Products)
a broader portfolio of small packaged
and its affiliation with Nuevo
power plants. The broad and integrated
Pignone have extended the
product lines provide a single source
traditional GE heavy-duty gas
turbomachinery capability that is unique in
turbine product lines with a wide
the industry.
range of turbomachinery products
to serve power generation, Delivering over 40 MW at more than
GE's aeroderivative gas turbines are 40% efficiency, the powerful LM6000 is
industrial cogeneration and one of the most fuel efficient simple
excellent power producers for a variety of
mechanical drive applications cycle gas turbines in the world.
mechanical drive, electric generator drive
worldwide.
and cogeneration applications. They are With start times around one minute,
well suited for simple cycle power these units are often used for
Nuovo Pignone's gas turbine
generation and cyclic applications such emergency power applications.
products include a range of small
as peaking power, which parallels aircraft
heavy-duty industrial machines with
engine use.
outputs ranging from 2 to 30 MW,
The gas turbine product line PGT10B. The PGT10 was recently
includes: uprated to slightly over 11 MW and is
now designated as the PGT10B. Since
PGT2. The 2 MW PGT2 was the PGT10 was introduced in 1988, more
developed specifically for than 80 units have been sold for
cogeneration application in mechanical drive and power generation
medium to small plants, such as applications.
paper mills and cement, ceramic,
textile and food industries. MS3002, is a versatile two-shaft
machine noted for its highly reliable,
PGT5. The 5 MW PGT5 is widely low cost mechanical drive operation.
used in the pipeline industry and Over 900 are in service, many
is now available for power employed in pipeline, process plant The first PGT10 gas turbine
generation. More than 200 units and offshore applications. production unit was installed in a
have been sold since the PGT5 refinery cogeneration plant in Japan
was developed in the early 1970s. MS5001 single-shaft turbine is a in 1989.
compact heavy-duty prime mover
typically applied in industrial
cogeneration and district heating Aeroderivative Gas Turbines
systems. With 75 million operating derived from GE's aircraft engine
hours experience, the 2,000 unit technology are high performance
MS5001 is the world's most tested power makers, noted for their
machine. compact design and ease of opera
tion and maintenance. Each
machine, from the LM1600 and
MS5002 is a two-shaft heavy-duty gas
LM2500 to the LM6000, is a high
turbine designed for high operating
power-to-weight ratio gas turbine
efficiency over a wide load and speed
closely derived from the company's
range. The MS5002 is most commonly
highly reliable aircraft engines.
used in large pipeline projects and in
natural gas reinjection and liquefaction
plants.
Technicians inspect a PGT25+gas
generator with GE’s patented Dry Low
Emissions combustion system at
Nuovo Pignone’s Florence, Italy
manufacturing facility. The 2 MW PGT2 single shaft
gas turbine generator package
can be easily transported and
quickly installed.
The Woodside LNG plant in Western

Australia utilizes Nuovo Pignone
centrifugal compressors driven by GE
MS5002C two-shaft gas turbines.
Global competition and optimizing the performance of which add value to projects while
increasingly complex market installed systems while minimizing facilitating their closure. Services
conditions are dramatically operating costs over their entire range from pre-project activity such
changing the power generation lifetime is also of paramount as proposal feasibility studies and
industry. Owners of generation importance. It requires an expansive site and grid analysis-to subsequent
facilities are more frequently scope of services and maintenance activities which can include debt
looking to suppliers to take programs that few OEM providers financing, equity participation,
greater responsibility-and share have the resources to offer. export credit agency guarantees,
risk-in bringing their plants contract negotiation, power
GE continues to grow in this purchase agreements, fuel sourcing
area. In the past year alone, GE and local manufacturing
has invested nearly a quarter of a arrangements.
billion dollars in programs, joint
ventures and acquisitions to Project Implementation
broaden its service offerings
A wide range of high quality
around the world.
power generation equipment is
available to you through GE and its
In addition, GE recognizes that
business affiliates. Recognizing
customers have many needs
that each project has its own
beyond equipment supply and
special set of challenges and
maintenance. GE has facilitated the
needs, GE's scope of supply can
successful completion of numerous
on-line. Suppliers, like GE, can be as limited or as extensive as is
power projects throughout the
perform comprehensive, value needed.
world and, through an
added services that plants understanding of expanded
historically performed customer needs, continues to tailor
themselves. its resources to readily and
comprehensively serve the needs
Unquestionably, quality of the industry.
equipment and systems-such as
GE's gas turbine-based power
plants-are an integral part of the Project Development
equation for success. However, and Financing
GE’s engineered equipment

packages and reference
plants are designed with
specific project requirements
in mind; taking into account
key factors such as plant
location, fuel availability,
environmental guidelines,
commercialization scheduling
and budget.
Beyond equipment only, GE

can assume total turnkey
responsibility; from feasibility
studies to site analysis, all the
way through to civil
work, installation and start-up.
As the single point of contact,
GE works with a global and
regional network of partners to
cover all aspects of project
supply, including provision of
labor, material procurement,
schedule logistics and
personnel training. This
approach results in a power
plant that is quickly built and
Utilizing an unequaled Upgrades and Uprates

experience base, GE GE turbines are designed for
can plan and execute the long-term. As GE equipment
operations, schedule engineers develop new technology
maintenance and for advanced machine designs,
manage spare parts-all then continually apply those
to minimize operating improvements across the operating
costs-while keeping
power and income Resulting uprate and upgrade
flowing. In addition, programs enable power producers
highly trained personnel to retain competitive performance
can be provided to levels through gains in power
output, efficiency and reliability
Operation and Maintenance along with substantial reduction of
emissions, inspection intervals
In today's fiercely competitive and cost of maintenance-with
market, even the smallest minimal investment and
difference in plant performance can
make a significant impact on a
project's success. Beyond its
extensive offerings of traditional
extended scope and on-site
maintenance services, GE is also
the world's largest third-party O&M
provider. With extensive experience
operating and maintaining facilities
around the globe, GE has achieved
exceptional reliability and
availability at plants under 0&M
contract.
GE. Power for a Changing World.
Producing and supplying In this arena, who you
electrical power has never buy equipment and services repairs and customized
been more challenging. from is more important than long-term service agreements
ever. that can cover total plant
Around the globe, power Today, you need a supplier operation and maintenance,
markets are undergoing radical who delivers added-value from plus financing and leasing
change. This change is driven initial purchase to equipment options ranging from parts to
by privatization, deregulation, retirement. The focus is on life the entire power plant.
competition and a new breed cycle value that delivers bottom
of power generation owners line advantages day-in, day-out. In short, you need the
and investors with a bottom unique power of GE; the power
line focus on cost-per kilowatt You need a supplier who of experience drawn from 125
hour. invests in continual technology years and more than 11,000
advancement. One with a turbine-generators operating in
proven track record of 184 countries around the
adapting improvements to its globe. And you need the power
installed fleet; advances that of GE support-the industry's
increase performance, lower most extensive global sales
0&M costs and extend and service network, bringing
equipment life. GE power to your
doorstep-wherever you are,
You need a supplier worldwide.
who provides flexible,
innovative solutions. In this changing industry
These should include environment, bottom line
on-time, quality performance, lowest life cycle
installation, maintenance, cost, and continual
improvement are essential.
With GE, you team up with a
supplier who understands your
operating challenge and will be
there to help you succeed
today and into the future.
This is the unique power
only GE can offer you.
GE Power Systems
Model Series 7001EA
id0001
Model Series 6001B
id0005
Figure 1 – Single-Shaft Heavy-Duty Gas Turbines
GAS TURBINE FUNDAMENTALS
GENERAL There are, however, differences in the details of the

three cycles which are worth examining.
Figure 1 depicts General Electric single–shaft, The Otto Cycle

heavy–duty gas turbines. The gas turbine is an inter-
nal combustion engine which produces energy In the Otto Cycle, Figure 2, the compression stroke
through a cycle similar to the Otto or Diesel cycle in (1 to 2) is followed by combustion of constant vol-
that the three cycles consist of the same four stages: ume (2 to 3) resulting in increased pressure. The
compression, combustion, expansion and exhaust. pressure causes expansion (3 to 4) with exhaust
GAS TURBINE FUNDAMENTALS A00137
taking place between points 4 and ing the expansion stroke. The expansion process is
1. not limited by the stroke of a piston and proceeds to
ambient pressure. As combustion and exhaust occur
3 at constant pressure, this cycle has also been called a
P = PRESSURE
V = VOLUME Constant Pressure Cycle.
P 2 4
1
2 3
V
id0021
P = PRESSURE
V = VOLUME
Figure 2 Otto Cycle
P
The Diesel Cycle 4

1
V
The Diesel Cycle, Figure 3, is similar, except that id0010
combustion takes place at a constant pressure (2–3). Figure 4 Brayton Cycle

This is accomplished by injecting fuel at a rate suffi-
cient to compensate for the volume change. Expan- Figure 5 schematically represents the major compo-
sion and exhaust then take place as it does in the Otto nents required for a simple cycle gas turbine. The
Cycle. In both the Otto and Diesel cycles the expan- points on Figures 4 and 5 are consistent. At point 1,
sion stroke is limited by the maximum travel of the ambient air enters the compressor (c) and is dis-
piston. A power loss occurs during the exhaust charged at point 2 at a higher pressure. Fuel is mixed
stroke as the pressure at (4) is released to atmo- with the compressor discharge air and burned in the
sphere. combustors or burners (b) adding heat to the cycle.
The high–temperature, high–pressure products of
this continuous combustion enter the turbine (t) at
P = PRESSURE
V = VOLUME point 3 and are expanded to atmospheric pressure
2 3
P (point 4). The turbine provides the horsepower to
4
drive the compressor and load (in this case a genera-
1 tor). The representation is for a single–shaft gas tur-
V
bine as the turbine, compressor and load are
id0022 mechanically connected and rotate in unison.
Figure 3 Diesel Cycle
FUEL
The Brayton Cycle 2 b 3 4
The gas turbine is based upon the Brayton Cycle, c t GEN

Figure 4. Characteristics of this cycle differ from the
Otto and Diesel cycles in that the compression, com-
bustion, expansion and exhaust processes for the gas 1 c = COMPRESSOR
b = COMBUSTORS
turbine are continuous, rather than intermittent as AIR t = TURBINE
with the reciprocating engines. This means that gas
id0123
turbine power is continuously available, whereas in
Figure 5 Basic Gas Turbine
a reciprocating engine power is produced only dur-
GE Power Systems
GENERAL DESCRIPTION Compressor Section
The function of the axial flow compressor is to fur-

The gas turbine consists of a 17–stage axial–flow
nish a large volume of high pressure air to the com-
compressor and a 3–stage power turbine. The com-
bustion chambers for the production of the hot gases
pressor rotor and turbine rotor are each assembled
necessary to operate the turbine. Only a portion of
separately and then joined together. Through–bolts
this air is used for combustion, the remainder is used
connect the compressor rotor wheels to a forward
as dilution air to lower the temperature of the prod-
‘stub–shaft’ that contains the the number one bear-
ucts of combustion and also serves as a source of
ing journal and thrust collar. In the turbine section,
cooling air for the turbine nozzles, turbine wheels,
through–bolts join the turbine wheels to the aft stub–
transition pieces and other portions of the hot–gas
shaft. There are spacer wheels between the turbine
path.
1st and 2nd stage and between the 2nd and 3rd stage;
the aft stub–shaft contains the aft bearing journal. Air enters the inlet bell mouth of the 17–stage axial–
Each rotor is balanced individually and when they flow compressor. The compressor inlet casing con-
are coupled together the entire rotor is again checked tains a row of adjustable stationary vanes called
for balance. variable inlet guide vanes (VIGVs). The inlet guide
vanes control the flow of air through the gas turbine.
The MS6001B is a two–bearing design; the com- Each compressor stage consists of a rotating row of
pressor and turbine rotors are joined by a ‘distance blades that adds velocity energy to the air, followed
piece’. The MS7001EA and MS9001E are both by a stationary row of blades that converts the veloc-
three–bearing designs, the number two or middle ity energy to a pressure increase. The air is com-
bearing journal being on a stub–shaft that is bolted to pressed from atmospheric pressure to
the forward side of the 1st stage turbine wheel. The approximately 160 psig, depending on frame size.
forward end of this stub–shaft is then bolted to the aft This gives a Compressor Pressure Ratio of approxi-
end of the compressor rotor. mately 12:1, again dependent on frame size. Com-
pressor Pressure Ratio is expressed as the
The MS6001B is a 5100 rpm machine. It must utilize compressor discharge pressure in absolute pressure,
a speed–reducing gearbox in a gnerator drive ap- divided by barometric pressure in absolute units.
plication and is therefore suitable for use in 50 hertz The equation follows:
and 60 hertz applications. The MS7001EA is a 3600
Atmos Press ) Compressor Disch Pressure
rpm machine used for 60 hertz applications and the C.R. +
(Atmospheric Pressure)
MS9001E is a 3000 rpm machine used for 50 hertz
applications. Actual compressor discharge pressure will vary
with inlet air temperature, barometric pressure and
load. At full speed no load the pressure ratio will be
about 7:1. The air which continuously discharges
from the compressor will occupy a smaller volume
TURBINE COMPONENTS – at the compressor discharge than at the inlet and, due
OVERVIEW to heating during compression, will have a tempera-
ture of 550°F to 600°F (288°C to 315°C).
The gas turbine consists of stationary and rotating
elements. The stationary components are the com- Turbine Section
pressor casings, turbine shell and the combustion
components. The rotor is comprised of the axial GE gas turbines are of the impulse or high–energy
flow compressor and the turbine stages. stage design. The stationary nozzles have a high
pressure drop across them that converts the high The combustion system consists of a number of sim-
pressure gases from the combustion system into ilar combustion chambers. Compressor discharge
high velocity jets that impinge against the turbine air is distributed to these chambers where it is bled
blades (buckets) that are attached to the turbine ro- into a cylindrical, slot–cooled combustion liner.
tor. The kinetic energy of the hot gases is converted Fuel is injected into the forward end of the liner
into useful rotational, mechanical energy by the tur- where it mixes with the compressor discharge air
bine buckets. This produces the power necessary to and combustion takes place, thereby creating hot
meet the load requirements and to drive the axial– gases with temperatures in excess of 3000°F
flow compressor. Of the three stage turbine section, (1650°C) in the flame zone. As well as being used
the first and second stage turbine nozzles and buck- for combustion, the relatively cool compressor dis-
ets are air cooled. charge air acts as a blanket to protect the liners from
the heat of combustion and also mixes with the com-
Casings bustion gases downstream of the combustion reac-
tion zone, cooling and diluting the gases which now
The casings make up the structural backbone of the pass through transition pieces to the turbine first–
gas turbine. This structure supports the rotating ele- stage nozzle. The amount of air necessary to cool the
ments through its bearing housings, functions as a liner wall and dilute the hot gas to the temperature
pressure vessel to contain the turbine’s working desired at the first–stage nozzle is about four times
fluids of compressed air and combustion gases, and that required for complete combustion; this “excess
provides a surface of revolution for the blading to air” in the turbine exhaust makes it possible to install
operate while maintaining minimum radial and axial auxiliary burners in a Heat Recovery Steam Genera-
clearance and, therefore, optimum performance. tor if so desired.
Combustion System The cylindrical combustion liners connect to arc–

shaped segments of the first stage nozzle through
The overall function of the combustion system is to transition pieces. As well as being used for combus-
supply the heat energy to the gas turbine cycle. This tion, the relatively cool compressor discharge air is
is accomplished by burning fuel in the air down- used to cool and protect the liners and transition
stream of the compressor and diluting the combus- pieces from the heat of combustion.
tion products with excess air to achieve the desired
gas temperature at the discharge of the first–stage The schematic operation of the single–shaft simple–
turbine nozzle. cycle gas turbine may be seen in Figure 6.
GE Power Systems
IGNITION
ATMOSPHERIC (FOR STARTUP)
AIR EXHAUST
COMPRESSED HOT GASES

AIR COMBUSTION
CHAMBER
FUEL
TORQUE
TORQUE COMPRESSOR TURBINE OUTPUT
OUTPUT TO DRIVEN
TO DRIVEN LOAD
ACCESSORIES
TORQUE
INPUT
FROM
STARTING
DEVICE
ROTOR
id0020
Figure 6 Simple–Cycle Gas Turbine Operation

GE Power Systems Training
General Electric Company
Building 600
One River Road
Schenectady, NY U.S.A. 12345
MS5001
Gas Turbine Assembly *APPLIED TO LIQUID OR DUAL FUEL UNITS
Major Sections & Components
LOAD
LUBE OIL COUPLING
GAUGE PANEL FUEL
NOZZELS
AUX LUBE ACCESSORY COMBUSTION TRANSITION
OIL PUMP COUPLING PIECE
VIGV’S
EMER LUBE IGNITOR
OIL PUMP STARTING
MEANS
LINER
ACCESSORY Ú
Ú Ú
Ú
Ú Ú
GEAR
DUAL
LUBE OIL
Ú ÚÚÚÚÚÚ
ÚÚÚÚÚ
FILTERS
ÚÚÚÚÚ
VIGV HYDRAULIC DIFFUSER

ACTUATOR
*
LIQUID FUEL
UNIT
FILTER TRANSFER AIR INLET COMPRESSOR BASE
* FUEL
LIQUID VALVE
STOP VALVE DUAL TURBINE EXHAUST
LUBE OIL
COOLERS
B00381 5/95
MS5–2
Gas Turbine Assembly
Major Sections
AIR INLET COMBUSTION EXHAUST
IGNITOR LINER
VARIABLE
FUEL TRANSITION 2nd STAGE
NOZZLES PIECE NOZZLE
VIGV’s
ÖÖ
ÖÖ
ÖÖ DIFFUSER
LOAD
START
DEVICE
CLUTCH
&
GEAR
BOX
HP TURBINE LP TURBINE
COMPRESSOR
B00450 4/97
MS6001B
Major Sections IGNITOR
LINER
FUEL NOZZLES
TRANSITION
PIECE
IGVS
ÒÒÒÒÒÒ
ÒÒÒÒÒÒ
ÒÒÒÒÒÒ
ÒÒÒÒÒÒ
ÒÒÒÒÒÒ
STARTING
DEVICE
CLUTCH &
GEARBOX LOAD
AIR INLET COMPRESSOR TURBINE EXHAUST
COMBUSTION
B00392C 6/97
MS6001FA
Major Sections COMBUSTION TURBINE EXHAUST
TRANSITION
PIECE
LINER
VIGV’s IGNITER
DLN2
NOZZ
ARRGMT EXHAUST DIFFUSER
FRAME
ÖÖÖÖÖÖÖÖÖÖÖ
STARTING
Ó
DEVICE
LOAD
AIR INLET COMPRESSOR
B00449 1/97
MS7001EA
Major Sections IGNITOR
FUEL
LINER
NOZZLES
TRANSITION
PIECE
VIGVS
STARTING
MEANS &
GEAR
BOX LOAD
DIFFUSER
CLICK
HERE
To View
CLICK Turbine Unit
HERE COMBUSTION Base Assembly
Details
To Explore
Page 1 the Turbine,
Revised 3/2002
B00312C 6/97 Major
Components,
and Systems
MS7001FA
Major Sections
COMBUSTION
FUEL GAS
LINER TRANSITION DIFFUSER
LIQUID FUEL PIECE
STEAM/WATER
INJECTION
VIGVS
ATOMIZING
AIR
GENERATOR
CLICK
HERE
To Explore
the Turbine,
Major
Components,
and Systems
PAGE 1
B00293 7/2001
MS9001E
Major Sections
SPARK LINER
PLUGS
VIGVS FUEL TRANSITION
Ö Ö
NOZZLES PIECE
Ö
Ö Ö
Ö
ÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖ
STARTING
MEANS &
GEAR BOX LOAD
VIGV ACTUATING
CYLINDER
AIR INLET COMPRESSOR

DIFFUSER
COMBUSTION TURBINE EXHAUST
B00367C 4/97
Tab 2A
GFD51S
Reformatted, April 1994
GE Power Systems
Gas Turbine
Gas Turbine Functional Description
I. INTRODUCTION
A. General
The MS5001 is a simple-cycle, single-shaft gas turbine with a ten combustor reverse flow combustion
system. The MS5001 gas turbine assembly contains six major sections:
• Air inlet
• Compressor
• Combustion system
• Turbine
• Exhaust
• Support Systems
The descriptions in this manual apply directly to turbine Models N, P, and R. Model N and P turbines
incorporate a larger compressor that delivers increased air flow. The Model R turbine has a smaller air
flow and normally does not utilize variable inlet guide vanes, although a few R models do have variable
inlet guide vanes to allow adjustment of air flow during loaded operation.
Presented here is a functional description of each major gas turbine section as air and combustion gases
flow through the gas path from inlet to exhaust. The location and functional relationships of these major
sections are shown in Figures 1 and 2.
B. Detail Orientation
Throughout this manual, reference is made to the forward and aft ends, and to the right and left sides
of the gas turbine and its components. By definition, the air inlet of the gas turbine is the forward end,
while the exhaust stack is the aft end. The forward and aft ends of each component are determined in
like manner with respect to its orientation within the complete unit. The right and left sides of the turbine
These instructions do not purport to cover all details or variations in equipment nor to provide for every possible
contingency to be met in connection with installation, operation or maintenance. Should further information be desired or
should particular problems arise which are not covered sufficiently for the purchaser’s purposes the matter should be
referred to the GE Company.
 1996 GENERAL ELECTRIC COMPANY
GFD51S Gas Turbine Functional Description
or of a particular component are determined by standing in line with the compressor and looking aft or
downstream.
C. Gas Path Description
The gas path is the path by which gases flow through the gas turbine from the air inlet through the com-
pressor, combustion section and turbine, to the turbine exhaust (see Figures 1 and 2).
When the turbine starting system is actuated and the clutch is engaged, ambient air is drawn through the
air inlet plenum assembly, filtered and compressed in the axial-flow compressor. For pulsation protec-
tion during startup, the 10th-stage extraction valves are open and variable inlet guide vanes are in the
low flow startup position.
When the starting system has accelerated the rotor to ignition speed, the spark plugs are energized and
fuel is turned on. In the case of liquid fuel, equal amounts are distributed to each combustor by an exter-
nal flow divider. In the case of gaseous fuel, the gas metering holes in the fuel nozzles control the dis-
tribution. The resulting fuel/air mixture is ignited in the chambers containing spark plugs and flame
propagates through the crossfire tubes to the rest of the combustors. When all chambers are lit, as indi-
cated by the flame detectors, the startup sequence continues.
When the high-speed relay actuates at 95 percent speed, the 10th-stage extraction bleed valve closes
automatically and the variable inlet guide vane actuator energizes to open the inlet guide vanes to the
normal turbine operating position. Air from the compressor flows into the annular spaces between the
outer combustion casings and the combustion liners, and enters the combustion zone through the com-
bustion liners.
The hot gases from the combustion chambers flow through the ten separate transition pieces. The gases
then enter the two-stage turbine section of the machine. Both stages consist of a row of fixed nozzles
followed by a row of rotating turbine buckets. In each nozzle row, the kinetic energy of the jet is in-
creased, with an associated pressure drop. In the following row of moving buckets, a portion of the kinet-
ic energy of the jet is absorbed as useful work on the turbine rotor.
After passing through the 2nd-stage buckets, the gases are directed into the exhaust hood and diffuser
which contain a series of turning vanes to turn the gases from an axial direction to a radial direction, to
minimize exhaust hood losses. The gases then pass into the exhaust plenum and are introduced to atmo-
sphere through the exhaust stack.
Resultant shaft rotation is used either to turn a generator rotor for electrical power production, or to drive
a centrifugal compressor in industrial process applications.
2
Gas Turbine Functional Description GFD51S
3
Hot Exhaust 5
Gases
Combustion
Compressed System
Air
Fuel
2 Compressor Turbine Load
4
Air Inlet
1
Figure 1. Gas Turbine Package Flow Diagram
Air Inlet Compressor Turbine Exhaust

Section Section Section Section
Combustion
Section
FWD AFT
Figure 2. Major Sections of the MS5001 Gas Turbine Assembly
3
II. BASE AND SUPPORTS
A. Accessory Section
The accessory section contains mechanical and electrical equipment necessary for starting and operating
the gas turbine. Several major components mounted in the accessory section include the starting means,
the torque converter and the accessory drive gear.
Fabricated supports and mounting pads are welded to the upper surface of the base for mounting the
above equipment and other accessory components. Lifting trunnions are provided on the sides of the
base longitudinal I-beams to facilitate lifting and positioning the base assembly. Mounting pads are lo-
cated on the bottom surface of the I-beams for mounting of the base to the foundation.
B. Turbine Section
The base upon which the gas turbine is mounted is a structural-steel fabrication. An oil drain channel
is constructed along the web of the left longitudinal I-beam. This channel extends from the oil tank to
the aft end of the base, providing a passage for the lube oil feed header. The header carries lube oil to
the #2 bearing, load coupling, and driven equipment. Lube oil feed and drain connections are made at
the aft end of this drain channel, within a fabricated enclosure. Finished pads on the bottom of the base
facilitate its mounting on the site foundation sub-sole plates.
The forward end of the gas turbine is supported by a flexible plate that is bolted on N, P models to the
base and bolted and dowelled to the air inlet casing. On each side of the turbine shell is a rigid support
leg which is close-fitted on a support trunnion. These supports maintain the axial location of the turbine
while the gib key maintains the lateral location.
A gib key is machined on the lower half of the turbine shell and is fitted and bolted securely into a guide
block which is welded to the turbine base. This arrangement prevents lateral or rotational movement of
the turbine, and also permits radial movement due to thermal expansion.
III. COMPRESSOR SECTION
A. General
The axial-flow compressor section consists of the compressor rotor and casing (Figure 3), variable inlet
guide vanes, and two rows of exit guide vanes.
In the compressor, air is confined to the space between the rotor and stator where it is compressed in
stages by an alternate series of rotating (rotor) and stationary (stator) air-foil shaped blades. Rotor blades
supply the force needed to compress the air in each stage and the stator blades guide the air so that it enters
the following rotor stage at the proper angle. The compressed air exits through the compressor discharge
casing to the combustion chambers. Air is also extracted from the compressor for turbine cooling and
for bearing lube oil sealing.
B. Compressor Rotor Assembly
The compressor portion of the gas turbine rotor is an assembly of wheels, a forward stub shaft, tie bolts,
and the compressor rotor blades. (See Figure 3)
4
No. 1 Bearing
Thrust Collar
No. 1 Journal
Forward
Stub
Shaft
Compressor Section Turbine

Section
Figure 3. MS5001 Horizontally Split Casing
5
Each wheel and the wheel portion of the forward stub shaft has broached slots around its periphery. Rotor
blades are inserted into these slots and held in axial position by spacer pieces which are in turn staked
at each end of the slot. These blades are airfoil shaped and are designed to compress air efficiently at
high blade tip velocities. The wheels and stub shafts are assembled to each other with mating rabbets
for concentricity control and are held together with tie bolts. Selective positioning of the wheels is made
during assembly to reduce balance correction. After assembly, the rotor is dynamically balanced.
The forward stub shaft is machined to provide the thrust collar which carries the forward and aft thrust
loads, the journal for the #1 bearing, the sealing surface for the #1 bearing oil seals as well as the com-
pressor low-pressure air seal.
C. Stator
1. General
The stator assembly encloses the compressor and turbine sections and is made up of the inlet, for-
ward, aft and discharge casings. All of these casings are split horizontally to facilitate servicing.
2. Inlet Casing
The inlet section directs the flow of outside air from the air inlet equipment into the compressor blad-
ing. This section contains the inlet guide vane assembly, the #1 bearing assembly and the low pres-
sure air seals. On Models N, P, and some R compressors, the inlet guide vane angle can be adjusted
by the control system.
3. Forward Casing
The forward section of the compressor casing is downstream of the inlet section. It contains the sta-
tor blading for stages 0 through 3. Bleed air from the 4th rotor stage (between the 3rd and 4th stator
stages) can be extracted through four ports which are located about the aft section of the compressor
casing.
4. Aft Casing
The aft section, downstream of the forward section, contains the stator blading for stages 4 through
9. Bleed air from the 10th rotor stage (between the 9th and 10th stator stages) can be extracted
through four ports which are located in axial alignment with the ports used for 4th stage air extrac-
tion.
5. Discharge Casing
The discharge section of the compressor casing, downstream of the aft section, contains the stator
blading for stages 10 through 16, and exit guide vane stages 1 and 2. A radially enlarged (bulkhead)
portion of this section provides the mounting surface for the combustion chambers. Ten airfoil-
shaped support struts are spaced equidistant about the aft surface of the bulkhead and angle inward
to support the inner case assembly (inner barrel). The space, between the forward portion of the in-
ner barrel and the discharge section outer shell, forms an annular air path that the high pressure air
passes through to enter the combustion section. This area is designed to decelerate the air flow and
increase the static pressure of the combustion air supply.
6
D. Blading
From the “0” through 7th stage, the stator blades have dovetail-shaped bases that fit into semi-circular
rings that fit in “T”-shaped grooves in the casing wall. From the 8th stage aft, the stator blades have rect-
angular bases that fit into “T”-shaped grooves in the compressor casing wall. Locking keys prevent rota-
tion of the blades. The rotor blades have dovetailed bases of a wide angle design which fit into the match-
ing dovetail slots in the wheel rims. The rotor blades are peened in place.
E. Variable Inlet Guide Vanes
The variable inlet guide vanes (in conjunction with 10th stage air extraction) permit fast, smooth accel-
eration of the turbine without compressor surge (pulsation). A hydraulic cylinder, mounted on a base
cross member, actuates the inlet guide vanes through a large ring gear and multiple small pinion gears.
On the gas turbines that do not have variable inlet guide vanes, a stationary ring of inlet guide vanes is
located at this stage.
IV. COMBUSTION SECTION
A. General
The combustion section consists of ten combustion chambers, fuel nozzles, cross-fire tubes and transi-
tion pieces. Figure 4 illustrates a typical combustion arrangement.
The combustion chambers are arranged concentrically around the axial-flow compressor and are bolted
to the compressor discharge section bulkhead. Air for combustion is supplied directly from the axial-
flow compressor to the combustion chambers. This arrangement is called a reverse flow system since
the compressor discharge air flows forward around the liners and then enters and flows back toward the
turbine. Fuel is fed into the chambers through fuel nozzles that extend into each chamber’s liner cap.
As a protective measure on oil-fired units, a false start drain valve is installed in the drain line piping
at the bottom side of the #5 combustion chamber, (the chamber at the lowest point of the concentric ar-
rangement). This normally open air-operated valve prevents the accumulation of fuel oil in the combus-
tion area and also in the turbine sections when a start signal is given and the turbine fails to start. In the
turbine section, any accumulated fuel oil will drain from the turbine casing to this valve. Any fuel that
gets swept downstream into the exhaust plenum will drain out of the drain in the bottom of the plenum.
The false start valve is automatically closed by compressor discharge pressure as the turbine accelerates.
B. Combustion Chambers
Figure 5 illustrates the air flow in a typical combustion system. The air flow through the combustion
chambers has three functions: oxidize the fuel, cool the metal parts, and adjust the extremely hot com-
bustion products to the desired turbine inlet temperature.
The high pressure air flow from the compressor discharges into the annular space created by the aft end
of the discharge casing, and the forward section of the turbine shell. Up to that point, the air flow is in
an aft direction; then the air flow reverses. The air enters the combustion chambers and flows forward,
entering the liner through holes and louvers in the liner wall. A portion of the air reaches the head end
of the combustion chamber and enters the liner through the cap where an axial swirler creates a vortex
within the liner.
7
Flame*
Detector
Spark*
Plug
Liner
Looking Aft
Door
Door
Combustion
Casing
Crossfire
Tube
False Start
Drain
*Typical – number and location may vary
Figure 4. Typical Combustion Chamber Arrangement
8
Retractable
Spark Plug
Combustion Cooling Diluting

Air Air Air Transition
Piece
Turbine
Nozzle
Fuel
Nozzle
Vortex
Generator
Crossfire
Tube
Compressor
Discharge Air
Figure 5. Combustion Chamber
9
Combustion chambers are designed to minimize exhaust emissions during the operation of the gas tur-
bine after the start sequence. Lean primary combustion followed by a “thermal soaking” assures that soot
is burned during combustion. The combustor is designed to accomplish this aerodynamically by stabiliz-
ing the lean combustion zone with a vortex into which finely atomized fuel is injected. Dilution of the
combustion products to provide an adjusted turbine inlet temperature is delayed to allow consumption
of any soot that was not burned in the combustion zone. The burning of this soot is accomplished by
providing adequate residence time before air is introduced to dilute the hot gases and adjust the tempera-
ture pattern.
The combustion chamber liners and casings may not all be identical in design nor interchangeable on
different model series of gas turbines.
The combustion chamber outer casings have machined pads for mounting the spark plugs and flame de-
tectors. The combustion liners have holes through which the spark plugs and flame detector body proj-
ects.
C. Transition Pieces
The transition pieces illustrated in Figure 5 are the hot gas path link between the combustion liners and
the first stage nozzle. They are bolted to the forward side of the nozzle assembly. The nozzle assembly
is sealed at both its outer and inner periphery to prevent leakage of hot gases. The transition piece assem-
bly and its support arrangement hold the assembly in proper alignment in the gas path and the floating
seals make allowances for the effects of thermal expansion.
Before the compressor discharge air flows into the combustion chamber, it must first pass around the
transition pieces. This encounter affords an exchange of heat, cooling the transition pieces and preheat-
ing the combustion air.
D. Fuel Nozzles
Each combustion chamber is equipped with a fuel nozzle that introduces fuel into the combustion liner.
Gaseous fuel is admitted directly into each chamber through metering holes located at the outer edge
of the nozzle swirl plate. When liquid fuel is used, it is atomized in the nozzle swirl chamber by means
of high-pressure air. The atomized fuel/air mixture is then sprayed into the combustion zone. Action of
the swirl tip imparts a swirl to the combustion air with the result of more complete combustion and con-
trol of emissions.
Detailed inspection and maintenance information on the fuel nozzles and other combustion system com-
ponents is included in the Maintenance section of this manual.
E. Crossfire Tubes
The ten combustion chambers are interconnected by means of crossfire tubes. These tubes enable flame
from the fired chambers containing spark plugs to propagate to the unfired chambers during startup.
F. Spark Plugs
Combustion of the fuel and air mixture is initiated by spark plugs with retracting electrodes. The spark
plug assembly and its relationship to a combustion chamber are shown in Figure 6. The spark plugs are
installed in two of the combustion chambers. They receive power from the ignition transformers. The
10
Spark Plug
Assembly
Gasket
Crossfire Tube
Flange
Figure 6. Combustion Chamber with Spark Plug Assembly.
11
chambers without spark plugs are fired with flame from the fired chambers through interconnecting
crossfire tubes during startup. The electrodes retract from the flame zone due to increasing compressor
discharge pressure at about 50% speed.
G. Ultraviolet Flame Detectors
During operation, it is essential that an indication of the presence or absence of flame be transmitted to
the control system. For this reason, a flame monitoring system is used consisting of multiple sensors
which are installed on combustion chambers.
A typical flame detector assembly is shown in Figure 7. The ultraviolet flame sensor consists of a flame
sensor containing a gas-filled detector. The gas within this flame sensor detector is sensitive to the pres-
ence of ultraviolet radiation which is emitted by a hydrocarbon flame. A DC voltage, supplied by the
amplifier, is impressed across the detector terminals. If flame is present, the ionization of the gas in the
detector allows conduction in the circuit which activates the electronics to give an output defining flame.
Conversely, the absence of flame will generate an opposite output defining no flame.
After the establishment of flame, if both sensors indicate the loss (or lack) of flame, a signal is sent to
the turbine control circuitry where the appropriate circuit shuts down the turbine. The FAILURE TO
FIRE or LOSS OF FLAME is also indicated on the annunciator. If a loss of flame is sensed by only one
flame detector sensor, the control circuitry will cause an annunciation only of this condition.
V. TURBINE SECTION
A. General
In the turbine section, high temperature gases from the combustion section are converted to shaft horse-
power. The power required to drive the load package and the compressor is provided by the two-stage
turbine rotor. The first-stage, or high pressure wheel, and the second-stage, or low pressure wheel, are
bolted together to make up a single unit through which the first and second stage nozzles direct the flow
of combustion gases. These components, with associated air seals and deflectors, are contained within
the turbine shell.
B. Turbine Stator
The forward section of the turbine shell forms the casing for the aft end of the compressor discharge and
combustion sections. The aft section of the turbine shell forms the casing for the first and second-stage
nozzles and the shrouds for the first and second-stage turbine rotors.
Compressor fourth-stage extraction air is piped to cool the shell and then discharged at the aft end of the
shell to cool the aft surface of the second-stage turbine wheel.
C. First-Stage Nozzle
The first-stage nozzle assembly, shown in Figure 8, consists of airfoil-shaped partitions between an inner
and outer sidewall. The nozzle assembly is divided into segments, with the segments fixed in a retaining
ring assembly secured in the turbine shell by clamps.
The nozzle ring and partitions are cooled by compressor discharge air which is bled from the combustion
chamber transition space. The nozzle partitions are hollow with bleed holes drilled in the trailing edge
12
Flame Detector
Adapter Assembly
Gasket
Crossfire Tube
Flange
Figure 7. Combustion Chamber with Flame Detector Assembly
13
First Stage Nozzle
Turbine Shell Cooling Air

Turbine Shell (4th Stage Extraction)
Wheelspace
Cooling Air
(10th Stage Exhaust
Extraction) Frame
Hot Gas
Exhaust Diffuser
KEY:
Bucket
Nozzle
Turbine Rotor
Figure 8. Turbine Nozzle and Bucket Arrangement
14
for cooling. The cooling air circulates about the sidewalls of the retaining ring into the hollow nozzle
partitions and out the bleed holes into the gas path.
The design of the nozzle supporting arrangement permits removal of the lower half of the nozzle assem-
bly without removing the rotor assembly.
D. Second Stage Nozzle and Diaphragm
The second stage nozzle and diaphragm assembly is located between the first and second stage turbine
wheels. The assembly has hollow airfoil-shaped partitions between an inner and outer sidewall which
direct the gas flow into the second stage turbine buckets. The nozzle assembly is divided into segments,
with segments fixed and located in tongue and groove fits in the first and second stage turbine stator
shrouds. The nozzle segments are spaced and located circumferentially by locating pins through the tur-
bine shell that engage the outer sidewall of the segments.
The diaphragm assembly extends inward from the nozzle inner sidewall to the turbine rotor and divides
the space between the two wheels into the high and low pressure turbine areas. The diaphragm assembly
contains the wheel cooling air deflectors and interstage seal teeth that provide the inner seal between the
first aft and second forward wheelspaces.
The diaphragm assembly is divided into the same number of segments as the second stage nozzle. The
diaphragm segments are fixed and located by tongue and groove fits in the nozzle segment inner side-
wall. Axial pins prevent circumferential movement of the diaphragm segments.
Wheelspace cooling air is introduced into the top and bottom of the turbine casing and is routed through
the second stage nozzle hollow partitions, through the hollow diaphragm segments, and into the first aft
wheelspace. From there it cascades through the first aft wheelspace air deflector and the interstage seal
to cool the second forward wheelspace. The segment-to-segment abutting surfaces contain seal keys to
minimize leakage.
E. Turbine Rotor Assembly
The turbine rotor assembly consists of the turbine-to-compressor portion of the distance piece and the
first and second-stage turbine wheels and buckets.
The turbine wheels are forged of alloy steel. The second-stage wheel is forged with a stub shaft on which
the journal and sealing surface is machined for the #2 bearing and its oil seal. At the stub shaft end is
a flange to couple the shaft to the driven device.
The individual components of the turbine rotor assembly are pre-balanced and assembled so that the
complete rotor assembly will require a minimum of correction.
The turbine rotor assembly is bolted to the pre-balanced compressor rotor assembly. This complete rotor
assembly is again dynamically balanced with any required corrections carefully distributed to compen-
sate for internal bending moments.
F. Turbine Buckets
Turbine buckets are assembled in the wheels in axial, firtree-shaped dovetails. The buckets have integral
cover plates, and axial and radial seal pins reduce stage leakage. The long shank bucket design provides
15
stress equalization and decreases dovetail temperature. The buckets are retained in place by a twist lock,
the head of which is staked in place.
VI. COUPLINGS
A. General
Flexible diaphragm couplings are installed on the gas turbine to: (a) connect two rotating shafts (torque
transmission); (b) compensate for parallel and/or angular misalignment; and c) compensate for axial
movements of the shafts so that neither exerts an excessive thrust on the other.
The couplings used on this turbine connect the accessory drive gear to the turbine shaft and the turbine
rotor to the load equipment.
VII. BEARINGS
A. General
The gas turbine unit has two main bearing assemblies: the #1 bearing, located in the inlet casing; the
#2 bearing, located in the exhaust frame. Both bearing assemblies support the compressor/turbine rotor.
The #1 bearing assembly includes a journal bearing and two thrust bearings (active and inactive); the
#2 bearing assembly contains a journal bearing only. Sketches of typical journal and thrust bearing con-
figurations are shown in Figure 9 (a and b).
In addition to bearings, the bearing assemblies include seal assemblies, lubricating oil feed and drain
connections, and the housing which encloses the assemblies. Bearings and seals are keyed to the housing
to prevent their movement with shaft rotation.
B. Oil Seals
These seals contain the oil within the bearing housing. The seals consist of labyrinth teeth at the extremi-
ties of the bearing assemblies. The compressor/turbine shaft is machined smooth at these extremities to
enable a specified clearance to be established between the seals and the shaft surface. The oil seals are
designed with double sets of seal teeth with an annular space between them into which pressured sealing
air is admitted to prevent the lube oil vapor from exiting the bearing housing. The air that returns to the
oil tank, with the drain oil, is vented to atmosphere.
The oil seal ring, riding on the shaft, contains the inlet oil to the forward thrust bearing.
C. Lubrication
The main turbine bearings are pressure-lubricated by oil supplied from the oil header.
The pressured oil feed piping is run within the tank drain line, or drain channels, as a protective measure.
In the event of a pressured pipe leak, oil will not be sprayed on equipment and create a hazardous condi-
tion.
16
Load
Rotation
Journal
Oil Inlet
Port
Liner
Figure 9A. Journal Bearing
Rotation
Thrust Bearing
Load
Thrust Runner
Figure 9B. Thrust Bearing
Figure 9. Journal and Thrust Bearings
17
Lubricating oil flows into an annulus around the bearing liner. From the annulus, the oil flows through
machined slots in the liner horizontal joint to the journal bearing.
The drain oil returns through passages in the bearing housing, then into the drain line to the oil tank.
All lube oil to the bearing is filtered and supplied at a controlled temperature and pressure. Sight glasses
are installed in the drain piping from each bearing to provide a visual check of the oil flow through the
bearings. Provision is made for mounting thermocouples to provide an indication of oil temperature on
the temperature indicator in the turbine control panel.
18
Tab 2B
GFD52
October 1995
GE Power Systems
Gas Turbine
I. GENERAL
The MS–5002 is a two shaft gas turbine that can be configured as a simple or regenerative cycle. This manual
describes the Model B or C versions of the turbine. The MS–5002 gas turbine assembly contains five major
sections:
1. .Air inlet
2. .Compressor
3. .Combustion system
4. .Turbine
5. .Exhaust
Presented here is a functional description of each major gas turbine section as air and combustion gases flow
through the gas path stream from inlet to exhaust. The location and functional relationships of these major
sections are shown in Figures 3–1 and 3–2.
The following narrative describes the gas flow through the turbine and presents a discussion of the compres-
sor, combustion and turbine sections. The turbine inlet and exhaust components are described in that specific
section.
A. Detail Orientation
while the exhaust stack is the aft end. The forward and aft ends of each component are determined in
like manner with respect to its orientation within the complete unit. The right and left sides of the turbine
or of a particular component are determined by facing aft.
GFD52 Gas Turbine Functional Description
B. Turbine Base
The base that supports the gas turbine is a structural-steel frame, fabricated of I-beams and plates. The
base frame, consisting of two longitudinal wide flange steel beams with three cross members, forms the
bed upon which the vertical supports for the turbine are mounted.
Lifting trunnions and supports are provided, two on each side of the base, in line with the first two struc-
tural cross members of the base frame. Machined pads, three on each side of the bottom of the base, facil-
itate its mounting on the site foundation sole plates. Machined pads on top of the frame are provided for
mounting the turbine supports.
The middle cross member has a gib block welded to it and accepts the gib key which is an integral part
of the lower half exhaust frame. This key is held securely in place with shims, forward and aft, that bear
against the gib, yet permit vertical expansion of the exhaust frame. The arrangement locates a longitudi-
nal fixed point of the turbine from which the unit can thermally expand forward and aft.
The left and right longitudinal I-beams and the forward and aft cross members of the turbine base are
fabricated along the webs so that they form lube oil drain channels for the turbine bearing, load coupling
and load equipment. The lube oil feed piping is contained within the longitudinal channels.
C. Turbine Supports
The gas turbine is supported on the base by two flexible support plates, one under the inlet casing and
the other under the exhaust frame casing. These supports prevent lateral or rotational movement of the
gas turbine, but allow axial movement which results from thermal expansion of the turbine during opera-
tion.
The inlet support plate is bolted to the forward cross member of the turbine base. The exhaust frame sup-
port plate is bolted to the aft cross member.
In order to prevent misalignment of couplings, and to prevent any strain on piping between the bases
due to thermal expansion, two centerline supports have been provided on the bottom of the forward and
middle cross members of the turbine base. The forward support is a steel plate with a keyway which ac-
commodates a square post in the foundation; this prevents lateral movement of the base centerline due
to thermal expansion. The support at the middle cross member of the turbine base is a steel plate with
a four inch diameter hole. This plate accommodates a steel pin which prevents movement of the base
in all directions.
D. Accessory Base and Supports
The accessory base is a structural assembly, fabricated with steel I-beams and plates, providing a mount-
ing platform for the accessory drive gear, starting device and other accessories. The interior of the acces-
sory base forms a self-contained lube oil tank. Bottom plates of the tank are positioned at a slight angle
that slopes toward two drain pipes and plugs at one side of the base. Lube oil heat exchangers and filters
are contained within the lube oil storage tank.
Four lifting trunnions and supports are provided near each corner of the base. Machined pads, or sole
plates, located at the bottom of the base, facilitate its mounting to the site foundation sub-sole plates.
Two centerline supports, similar to those on the turbine base, are also provided to prevent misalignment
due to thermal expansion.
2
Gas Turbine Functional Description GFD52
II. GAS PATH DESCRIPTION
The gas path (Figure 3–1a and 3–1b) is the path by which gases flow through the compressor, combustion
section and turbine to the turbine exhaust.
When the turbine starting system is actuated and the clutch is engaged, ambient air is drawn through the air
inlet plenum assembly, filtered, and compressed in the axial-flow compressor.
When the rotor reaches ignition speed, the spark plugs and fuel flow are initiated by the control system. A
controlled flow of fuel is piped to each of the fuel nozzles. The nozzles introduce fuel into each of the com-
bustion chambers where it mixes with the combustion air and is ignited by one or both of the spark plugs.
At the instant that fuel is ignited in one combustion chamber, flame is propagated through connecting cross-
fire tubes to all other combustion chambers. After the turbine rotor approximates 50% speed, combustion
chamber pressure causes the spark plugs to retract and remove their electrodes from the hot flame zone.
The hot gases from the combustion chambers expand into the 12 separate transition pieces attached to the
aft end of the combustion chamber liners and flow from there to the two-stage turbine of the machine. The
first-stage turbine, which drives the compressor, includes a row of fixed nozzles followed by a row of turbine
buckets on the rotor shaft. The second-stage turbine includes a row of variable nozzles followed by a row
of turbine buckets mounted on the independent second-stage rotor. In each nozzle row, the kinetic energy
of the jet is increased, with an associated pressure drop; and, in each following row of moving buckets, a
portion of the kinetic energy of the jet is absorbed as useful work on the turbine rotor.
After passing through the second-stage buckets, the exhaust gases are directed into the exhaust hood and dif-
fuser which contains a series of turbine vanes to turn the gases from the axial direction to a radial direction,
thereby minimizing exhaust hood losses. The gases then pass into the exhaust plenum and are introduced
to the exhaust ducting.
Turbine shaft rotation of the second stage turbine is used to turn the driven load.
A. General
The axial-flow compressor section consists of the compressor rotor and casing (Figure 3–3) which in-
cludes the sixteen stages of compression, variable inlet guide vanes, and two exit guide vanes.
stages by a series of alternate rotating (rotor) and stationary (stator) air-foil shaped blades. Rotor blades
supply the force needed to compress the air in each stage and the stator blades guide the air so that it enters
casing to the combustion wrapper and the combustion chambers. Air is also extracted from the compres-
sor for turbine cooling, and for bearing lube oil sealing.
B. Compressor Rotor Assembly
The compressor portion of the gas turbine rotor is an assembly of wheels, a stub shaft, tie bolts, and the
compressor rotor blades. (See Figure 3–3)
3
Exhaust
Combustion
Compressed System
Air
Hot
Fuel Gases
Compressor Load
High
Pressure
Turbine Low
Air Pressure
Inlet Turbine
Figure 3–1A Simple-Cycle, Two-Shaft Design
Exhaust
Compressed
Air to Regenerator
Regenerator
Exhaust Gases From the Low Pres-

sure Turbine to the Regenerator
Combustion Hot
System Gases
Fuel
Compressor Load
High
Pressure
Turbine
Low
Air Pressure
Inlet Turbine
Figure 3–1B Regenerative-Cycle, Two Shaft Design
4
Air Inlet Compressor Turbine Exhaust

Section Section Section Section
Combustion
Section
FWD AFT
Figure 3–2 Major Sections of the MS5002 Gas Turbine
5
No. 1 Bearing No. 4 Bearing

No. 2 Bearing
Assembly Assembly
Assembly
No. 3 Bearing
Assembly
Forward
Stub
Shaft
Compressor Turbine
Section Section
Figure 3–3 MS–5002 Horizontally Split Casing
6
Each wheel and the wheel portion of the forward stub shaft has broached slots around its periphery. Rotor
blades are inserted into these slots and held in axial position by spacer pieces which are in turn staked
at each end of the slot. These blades are airfoil shaped and are designed to compress air efficiently at
high blade tip velocities. The wheels and stub shafts are assembled to each other with mating rabbets
for concentricity control and are held together with tie bolts. Selective positioning of the wheels is made
during assembly to reduce balance correction. After assembly, the rotor is dynamically balanced.
The forward stub shaft is machined to form the thrust collar (which carries the forward and aft thrust
loads), the journal for the No. 1 bearing and the sealing surface for the No. 1 bearing oil seals, as well
as the compressor low-pressure air seal. (See Figure 3–3.)
C. Stator
1. General
The stator (casing) area of the compressor section is composed of three major sections:
a. Inlet casing
b. Compressor casing
c. Compressor discharge casing
These sections, in conjunction with the turbine shell, form the primary external structure of the gas
turbine. They support the rotor at the bearing points and constitute the outer wall of the gas-path
annulus. The casing bore is maintained to close tolerances with respect to the rotor blade tips for
maximum efficiency.
2. Inlet Casing
The inlet casing is located at the forward end of the gas turbine. Its prime function is to uniformly
direct air into the compressor. The casing also supports the No. 1 bearing assembly whose lower-half
housing is cast integral with the lower half of the inlet casing. The upper half of the bearing housing
is separate from the upper half of the inlet casing. The inner bellmouth is positioned to the outer
bellmouth by seven airfoil-shaped radial struts and seven axial tiebars. Both the struts and tiebars
are cased in the bellmouth walls. Variable inlet guide vanes are installed in the aft end of the inlet
casing. The variable inlet guide vanes permit fast, smooth acceleration of the turbine without com-
pressor surge (pulsation). An hydraulic cylinder is utilized to activate the inlet guide vanes through
a large ring gear and multiple small pinion gears. At startup, the vanes are set at the low flow startup
position.
3. Compressor Casing
The compressor casing contains the first ten (numbered zero through nine) compressor-stator
stages. It also transfers the structural loads from the adjoining casing to the forward support which
is bolted and doweled to the casing’s forward flange. The compressor casing is equipped with two
large integrally cast trunnions which are used to lift the gas turbine when it is separated from its base.
Stator blades in the compressor casing are assembled in slotted semi-circular rings. The stator blade
and ring assemblies are then installed in “T”-shaped grooves machined in the wall of the inlet casing.
7
A long locking key, which is installed in a groove machined in a horizontal joint flange of the casing
lower half, keeps these assemblies from rotating in the stator grooves.
4. Compressor Discharge Casing
The compressor discharge casing is the rear portion of the compressor section. It is the longest single
casing, situated at the midpoint between the forward and aft turbine supports. The functions of the
compressor discharge casing are to contain the balance of compressor stages, to form both the inner
and outer walls of the compressor diffuser, and to join the compressor and turbine stators. It also
provides support for the No. 2 bearing and the first-stage turbine nozzle.
The compressor discharge casing consists of two cylinders, one being a continuation of the compres-
sor casing and the other being an inner cylinder that surrounds the compressor rotor. The two cylin-
ders are concentrically positioned by eight radial struts which flair out to meet the large diameter
of the turbine shell, and are the primary load bearing members in this portion of the gas turbine stator.
The supporting structure for the No. 2 bearing is contained within the inner cylinder. A diffuser is
formed by the tapered annulus between the outer cylinder and inner cylinder of the discharge casing.
The diffuser converts some of the compressor exit velocity into added pressure.
The compressor discharge casing contains the remaining six (numbered ten through fifteen) com-
pressor-stator stages. In the discharge casing, the stator blades, which have square bases, are as-
sembled directly into the “T”-shaped casing grooves and are held from rotating in the grooves by
long locking keys. These are installed in grooves machined in the horizontal joint flanges of the cas-
ing upper half. These locking keys also serve to prevent the stator blades from dropping out of the
grooves when the discharge casing upper half is lifted from the turbine.
D. Bearings
The gas turbine unit has four main bearings which support the compressor and turbine rotors. Bearing
No. 1 is located in the compressor inlet casing; No. 2 in the compressor discharge casing; No. 3 and No.
4 bearings are contained in separate housings which are bolted to the forward and aft end of the exhaust
frame inner barrel. Bearing Nos. 1 and 2 support the compressor/high-pressure turbine rotor, while bear-
ing Nos. 3 and 4 support the low-pressure/load turbine rotor.
In addition to bearings, the bearing assemblies include oil seal assemblies, lubricating oil feed and drain
connections, and the housings which enclose the assemblies. Bearings and seal assemblies are keyed to
the housing to prevent their movement with shaft rotation.
Each of the bearing assemblies incorporates a journal bearing; bearing assemblies 1 and 4 also contain
thrust bearings (active and inactive). The No. 1 and 4 bearing assemblies contain oil seal rings riding
on the shafts to insure full-flooded operation of the thrust bearings. Sketches of the typical journal and
thrust bearing configurations are shown in Figures 3–4a and b.
E. Oil Seals
The seals are the labyrinth type which are installed at the extremities of the bearing assemblies, where
control of oil seepage along the rotor shaft is required. The oil seals are assembled in the bearing housing
so that there is only a small clearance between the labyrinth teeth and the rotor shaft. Labyrinth seals
have double rows of teeth with an annular space between them. Pressured sealing air is fed into this annu-
8
Load
Rotation
Journal
Oil Inlet
Port
Liner
Figure 3–4A Journal Bearing
Rotation
Thrust Bearing
Load
Thrust Runner
Figure 3–4B Thrust Bearing
Figure 3–4 Journal and Thrust Bearings
9
lar space to restrain the lube oil vapor from seeping out of the bearing housing. Some of this sealing air
returns with the oil to the lube oil tank and is vented to atmosphere through the lube oil tank vent.
F. Lubrication
All main gas turbine bearings are pressure lubricated by lubricating oil supplied from the oil header.
The pressured oil feed piping is run within the tank drain line, or drain channels, as a protective mea-
sure. In the event of a pressured pipe leak, oil will not be sprayed on equipment and create a hazard-
ous condition.
Lubricating oil flows into an annulus around the bearing liner. From the annulus, the oil flows through
machined holes in the liner to the journal bearing.
The drain oil returns through passages in the bearing housing, then into the drain line to the oil tank.
All lube oil to the bearings is filtered and supplied at a controlled temperature and pressure. Sight glasses
are installed in the drain piping from each bearing to provide a visual check of the oil flow through the
bearings. Provision is made for mounting thermocouples to provide an indication of oil temperature on
the temperature indicator in the turbine control panel.
A. General
Figure 3–5A (a, b, c) illustrates the three types of combustion sections found on MS5002 gas turbines:
1. .Simple Cycle–Short Wrapper (Figure 3–5a)
2. .Simple Cycle–Long Wrapper (Figure 3–5b)
3. .Regenerative Cycle–Long Wrapper (Figure (3–5c)
Combustion casings are positioned externally on the short wrapper assemblies; and on the long wrapper
assemblies, the flow sleeves are located at the forward end.
The combustion section for the gas turbine is comprised of the combustion wrapper, twelve outer com-
bustion casings (short wrapper only), twelve combustion cap and liner assemblies, twelve transition
piece assemblies, twelve fuel nozzles, twelve crossfire tubes, two spark plugs
B. Combustion Wrapper
The combustion wrapper (short wrapper only) supports the twelve combustion casings and encloses the
twelve transition pieces. It is a welded enclosure which receives the discharge air from the axial flow
compressor and transfers it to the combustion chambers. Both upper and lower half of the short wrapper
are assembled to the aft section of the compressor discharge casing. The aft plate of the wrapper assem-
bly is bolted to the vertical flange of the turbine shell; the forward plate is bolted to the aft flange of the
discharge casing.
10
(a) Short Wrapper Combustion

Outer
Combustion Cover Wrapper
Combustion Case
Cap & Liner
Fuel Transition
Nozzle Piece
Compressor
Gasket Discharge
Liner Stop Casing
Gasket
(b) Long Wrapper Simple Cycle Combustion

Wrapper
Combustion
Cover
Cap & Liner Flow Shield
Transition
Fuel Piece
Nozzle Compressor
Discharge
Gasket Casing
Liner Stop
(c) Long Wrapper Regenerative Cycle

(4) Inlets (4) Outlets
Combustion
Cover
Cap & Liner Flow Shield
Combustion
Wrapper
Transition
Fuel Piece
Nozzle
Compressor
Gasket Discharge
Casing
Liner
Stop
Figure 3–5 Combustor Assembly Showing Short and Long Wrapper Arrangements
11
The long wrapper configuration (see Figure 3–5b and –5c) extends beyond the forward flange of the
compressor discharge casing to encompass the twelve combustion cap and liner assemblies. In this con-
figuration, the twelve outer combustion casings are replaced by flow shields.
In the regenerative long wrapper configuration, a baffle at the plane of the transition piece inlet separates
the compressor discharge air from the heated air returning from the regenerator. Regenerative wrappers
also have four outlet flanges and four inlet flanges to carry the air to and from the regenerator.
C. Combustion Chamber
All twelve outer combustion casing rear flanges are mounted on the forward vertical surface of the short
combustion wrapper, with each casing interconnected by crossfire tubes. Cap and liner assemblies are
internal to each casing. With the long wrapper, the combustion flow shield is supported by the wrapper,
and the cap and liner assemblies are supported within the flow shields. Fuel nozzles, mounted on the
combustion covers, extend into the chambers and provide fuel for combustion.
Combustion chambers are numbered from one to twelve and can be identified by looking downstream
from the turbine inlet and counting counterclockwise from a twelve o’clock position.
During operation, air from the compressor flows into the combustion wrapper and into the annular space
between the liner and the casing or flow shield. This high pressure air flows into the liner, is mixed with
fuel, and ignited. The resultant hot gases flow down the liner and into the transition piece which is
clamped to the first-stage nozzle assembly. Flame detectors, installed in two or more of the chambers,
send a signal to the control system indicating that ignition has occurred.
D. Transition Pieces
The transition pieces illustrated in Figure 3–6a and b are the hot gas path link between the combustion
chambers and the first stage nozzle. They are clamped to the forward side of the nozzle assembly. Both
the radially inner and outer walls of the transition pieces are sealed to the first stage nozzle sidewalls
by floating seals. The space between the transition pieces are sealed with flat end seals. The nozzle as-
sembly is sealed at both its outer and inner periphery to prevent leakage of hot gases. On the outer periph-
ery of the nozzle, the transition space is sealed by the turbine stationary shrouds, to which the nozzle
assembly is clamped. On the inner periphery of the nozzle, the transition space is sealed by seal segments
installed between the nozzle inner sidewall and the first-stage nozzle support assembly. The nozzle as-
sembly and its support arrangement hold the assembly in proper alignment in the gas path and make al-
lowances for the effects of thermal expansion.
E. Fuel Nozzles
Each combustion chamber is equipped with a fuel nozzle that emits a metered amount of fuel into the
combustion liner (See Figures 3–6a and b). Gaseous fuel is admitted directly into each chamber through
metering holes located in the fuel nozzle. When liquid fuel is used, it is atomized in the nozzle swirl
chamber by means of high-pressure atomizing air. The atomized fuel/air mixture is then sprayed into
the combustion zone. An air swirler concentric to the fuel nozzles generates a vortex flow in the primary
combustion region which maintains ignition and generates effective mixing of the air and fuel. This re-
sults in complete combustion with no smoke and minimum exhaust pollutants.
12
End Seal Retainer

Bolt & Lockplate
No. 1 No. 12
Lockplate
No. 2 No. 11
Shoulder Bolt
Short Combus-
No. 3 No. 10 tion Wrapper
Gasket Retaining ring 1st
Outer Combus- Stage Nozzle
No. 4 No. 9 tion Casing
Transition Piece
End Seal
No. 5 No. 8 Locator Transition
Crossfire
Tube Piece
No. 6 No. 7 Transition
Piece
Combustion Chamber Arrangement
Looking in Direction of Flow
Gasket
Fuel Cover Combustion
Nozzle Liner
Retainer
SightPort Crossfire Tube
Liner Stop
Gasket
Bolt
Hexhead View showing No. 4 Chamber
Bolt Installed in Combustion Wrapper
Hexhead
(a) Short Wrapper, Simple Cycle
No. 1 No. 12
No. 2 No. 11 Retaining Ring
First Stage Nozzle
Bolt Hex Head
No. 3 No. 10
Transition Piece
No. 4 No. 9 Tube Crossfire
End Seal
Transition Piece Locator
No. 5 No. 8 Screw Socket Head
Support Shield Combustion
No. 6 No. 7
Combustion Chamber Shield Combustion

Arrangement
Retainer Crossfire
Tube
Liner Combustion
Combustion Wrapper
Gasket
Liner Stop
Cover Combustion Chamber
Gasket
Fuel Nozzle
Bolt Hex Head
View Showing No. 4 Chamber

Installed in Combustion Wrapper
(b) Long Wrapper, Simple Cycle
Figure 3–6 Typical Combustion System Arrangements
13
F. Crossfire Tubes
The 12 combustion chambers are interconnected by means of crossfire tubes. These tubes enable flame
from the fired chambers containing spark plugs to propagate to the unfired chambers.
G. Spark Plugs
Combustion of the fuel and air mixture is initiated by spark plugs with retracting electrodes. Figure 3–7
(a and b) shows typical spark plug assemblies for the two wrapper types. Spark plugs are installed in each
of two combustion chambers with power received from ignition transformers. Chambers without spark
plugs are fired with flame from the fired chambers through the interconnecting crossfire tubes.
H. Ultraviolet Flame Detectors
During the starting sequence, it is essential that an indication of the presence or absence of flame be trans-
mitted to the control system. For this reason, a flame monitoring system is used consisting of two or more
sensors which are installed on two or more adjacent combustion chambers and an electronic amplifier
which is mounted in the turbine control panel. Flame detector assemblies for the various wrapper types
are shown in Figure 3–8 (a, b, and c).
The ultraviolet flame sensor consists of a flame sensor, containing a gas filled detector. The gas within
this flame sensor detector is sensitive to the presence of ultraviolet radiation which is emitted by a hydro-
carbon flame. A DC voltage, supplied by the amplifier, is impressed across the detector terminals. If
flame is present, the ionization of the gas in the detector allows conduction in the circuit which activates
the electronics to give an output defining flame. Conversely, the absence of flame will generate an oppo-
site output defining “no flame.”
After the establishment of flame, if voltage is reestablished to both sensors defining the loss (or lack)
of flame, a signal is sent to a relay panel in the turbine electronic control circuitry where auxiliary relays
in the appropriate circuit shut down the turbine. The FAILURE TO FIRE or LOSS OF FLAME is also
indicated on the annunciator. If a loss of flame is sensed by only one flame detector sensor, the control
circuitry will cause an annunciation only of this condition.
For detailed operating and maintenance information covering this equipment refer to the vendor publica-
tions following this gas turbine text.
V. TURBINE SECTION
A. General
The turbine section is where the high temperature gases from the combustion section are converted to
shaft horsepower. Comprising this section are the following components: the turbine shell, the first-stage
nozzle, the first-stage turbine wheel referred to as the high-pressure turbine, the second-stage variable
vane nozzle, and the second-stage turbine wheel referred to as the low-pressure turbine. In addition, the
section includes the diaphragm assembly, air seal and inter-stage gas path parts. All stator parts have
been fabricated so that they can be split in half horizontally to facilitate maintenance.
14
Spark Plug
Sealer
Gasket
(a) Short Combustion Wrapper
Gasket
Sealer
Combustion Cover
Spark Plug
Fuel Nozzle
(b) Long Combustion Wrapper
Figure 3–7 Typical Spark Plug Arrangement for the Short and Long-Wrapper Configurations
15
(a) Short Combustion Wrapper
Gasket
Flame Detec-
tor Body
Flame
Detector
(b) Long Combustion Wrapper Flame

Simple Cycle Detector
Flame Detec-
tor Body
Gasket
(c) Long Combustion Wrapper Flame Detec-

Regenerative Cycle tor Body
Flame
Detector Gasket
Figure 3–8 Typical Flame Detector Arrangement for the Short and Long-Wrapper Configurations
16
B. Turbine Stator
The turbine casing is a main structural member of the gas turbine assembly and is bolted externally at
its forward end to the struts of the compressor discharge casing, and externally at its aft end to the exhaust
frame. Contained within the turbine case are the following assemblies which establish the gas flow path
from the combustion chamber through the turbine wheels to the exhaust frame: the first-stage nozzle
partitions and shrouds, the inner and outer wall segments of the interstage gas path, the second-stage
diaphragm and air seal, and the second-stage nozzle partitions and shrouds. The control ring which oper-
ates the second-stage variable-angle nozzle partitions is supported on rollers mounted on the outside
wall of the turbine casing.
The inner wall of the turbine casing is insulated from the hot gas path parts, except at the necessary nozzle
and shroud locating surfaces. Compressor discharge air which leaks past the first-stage nozzle segments
into the space between the insulated wall of the turbine case and the outer wall of the interstage gas path
helps to carry off heat radiated from the gas path outer wall. Eductor holes in the casing flange mate with
holes in the forward vertical joint flange of the exhaust frame. Through these holes, ambient air is in-
duced for cooling the aft end of the turbine casing and exhaust frame struts in the exhaust path.
C. First–Stage Nozzle
The first-stage nozzle assembly (Figure 3–9) consists of nozzle segments which are assembled in a re-
taining ring; the ring being supported in the gas path by a clamping arrangement in the turbine casing.
Design of the nozzle assembly and the arrangement for its support within the casing will accommodate
the effects of thermal growth due to the hot gases and keep the assembly properly aligned in the gas path.
Another unique design feature enables removal of the lower half of the nozzle assembly without remov-
ing the rotor.
The nozzle retaining ring is split into halves on the horizontal plane with the halves held together by
bolts. Nozzle segments have airfoil-shaped partitions which are contained between an inner and outer
sidewall. The nozzle partitions are hollow with bleed holes drilled through the partition wall near the
trailing edge to provide air cooling of the nozzle. Compressor discharge air from the combustion wrap-
per flows around the retaining ring and into the hollow nozzle partitions and through the bleed holes into
the hot gas path. This flow of air provides cooling of the nozzle airfoils.
D. Second–Stage Nozzle
The second-stage nozzle is composed of partitions which form a variable-angle nozzle in the gas path
annulus just forward of the second-stage turbine (Figure 3–9). These partitions can be turned in unison
by means of shafts which protrude through bushings in the turbine case. Levers, pinned to the ends of
the shafts, are connected by links to posts in a control ring which is rotated by a hydraulic cylinder.
Nozzle shrouds are designed so that the proper clearances will be maintained as the partitions are turned.
Partition shafts are so installed in the turbine casing that minimum clearances are maintained between
the partitions and the shrouds when the turbine is at operating temperature.
For additional information regarding the actuation of the second-stage nozzle control ring, refer to the
descriptive text included in the Control and Protection System section.
17
First-Stage Second-
First-Stage Turbine Stage Tur-
Nozzle Bucket bine Bucket
Variable Angle
Second-Stage
Nozzle
Figure 3–9 Turbine Nozzle and Bucket Arrangement
18
E. Diaphragm Assembly
The diaphragm is supported between the first and second-stage turbine wheels by six hollow support
pins which extend radially through the turbine casing and into holes drilled in the diaphragm wall. The
diaphragm assembly is a barrel-like member which is split in half on the horizontal plane. An air seal
is assembled in a groove in the diaphragm assembly to separate the two turbine stages and form the first-
stage turbine aft wheelspace and the second-stage turbine forward wheelspace. Cooling air is fed into
the wheelspaces to cool the turbine wheels and seal the gas path. End faces of the diaphragm assembly
carry the wheel seals which prevent the flow of hot gases into the wheelspaces. The diaphragm assembly
also supports the inner wall of the interstage gas path. A groove is machined circumferentially after the
aft end of the diaphragm outer wall to retain the inner shrouds of the second-stage nozzle assembly and
minimize gas leakage around the nozzle.
Cooling air is brought into the second-stage diaphragm through the hollow support pins and through the
center bore of the first-stage wheel. Holes, drilled at an angle, through the diaphragm wall just aft of the
air deflector groove intersect the support pin holes and enable cooling air to be brought into the second-
stage forward wheelspace through the hollow support pins.
The source of the cooling air supply to the second-stage diaphragm is discussed in text titled “Cooling
and Sealing Air Systems.”
Thermocouples for first-stage aft, and second-stage forward wheelspace temperature measurement are
supported in the end faces of the diaphragm. Thermocouple leads are brought outside the turbine through
one of the hollow support pins.
F. Turbine Rotor
There are two separate turbine rotors in the gas turbine: the first-stage or high-pressure turbine rotor
which drives the axial-flow compressor and the shaft-driven accessories; and, the second-stage or low-
pressure turbine rotor which drives the load. The two turbine rotors are located in line in the turbine sec-
tion, but are mechanically independent of each other, thus allowing the two turbines to operate at differ-
ent speeds.
The first-stage turbine wheel is bolted directly to the compressor rotor aft stub shaft to form the high-
pressure rotor assembly. The second-stage wheel is bolted to a wheel shaft to form the low-pressure/load
turbine rotor. This load turbine rotor is supported by two bearings: the No. 3 journal bearing located in
the forward end of the exhaust frame, and the No. 4 journal and thrust bearing assembled in a bearing
housing that is bolted to the aft end of the exhaust frame. The load turbine shaft contains an overspeed
bolt assembly for mechanically tripping the gas turbine control system on overspeed. This rotor assem-
bly has been balanced with the overspeed bolt assembly installed in the shaft before final assembly and
as a result the final balance requires a minimum of correction.
G. Turbine Buckets
Turbine buckets, shown in Figures 3–10A & –B, are assembled in the wheels in axial, firtree-shaped
dovetails with coverplates installed over the bucket shanks. Every second cover is a locking cover. The
buckets are retained in place by a twist lock; the head of which is staked in place.
19
Locked & Locked Bucket

Staked Position Insertion
Position Position
Rotation
Area
Air Foil Gas

Flow
Platform
Shank
Dovetail
Figure 3–10 Turbine Buckets
20
VI. COUPLINGS
A. General
Flexible diaphragm couplings are installed on the gas turbine to:
1. .connect two rotating shafts (torque transmission);
2. .compensate for parallel and/or angular misalignment; and
3. .compensate for axial movements of the shafts so that neither exerts an excessive thrust on the other.
The couplings used on this turbine connect the accessory drive gear to the turbine shaft and the turbine
rotor to the load equipment.
21
THIS PAGE INTENTIONALLY LEFT BLANK.
22
Tab 2C
GFD61BS
New Information, March 1994
GE Power System
Gas Turbine
I. INTRODUCTION
A. General
The MS–6001 is a simple cycle single-shaft gas turbine with a ten-combustor, reverse flow combustion
system. The MS–6001 gas turbine assembly consists of six major sections or groups:
1. Air inlet
2. Compressor
3. Combustion System
4. Turbine
5. Exhaust
6. Support Systems
This section briefly describes how the gas turbine operates and the interrelationship of the major compo-
nents. Typical illustration and photographs accompany the text.
The flange-to-flange description of the gas turbine is also covered in some detail. A separate section is
devoted to the air inlet and exhaust systems. Support systems pertaining to lube oil, cooling water, etc.
are also covered in detail in individual sections.
Throughout this manual, reference is made to the forward and aft ends, and to the right and left sides of
the gas turbine and its components. By definition, the air inlet of the gas turbine is the forward end, while
the exhaust stack is the aft end. The forward and aft ends of each component are determined in like manner
with respect to its orientation within the complete unit. The right and lift sides of the turbine or of a particu-
lar component are determined by standing forward and looking aft. Figure 1 shows the complete rotor
assembly, including the compressor and turbine sections, being lowered into the turbine half casing. In
Figure 2, the rotor is positioned in the lower casing, resting on No. 1 and No. 2 bearings.
GFD61BS Gas Turbine Functional Description
Figure 1. Turbine Rotor Being Lowered into Half Casing.
2
Gas Turbine Functional Description GFD61BS
Figure 2. Turbine Rotor Positioned in Half Casing, Upper Casing Removed.
3
The gas path is the path by which gases flow through the gas turbine from the air inlet through the compres-
sor, combustion section and turbine, to the turbine exhaust, as illustrated in the flow diagram, Figure 3.
On optional regenerator equipped gas turbine units the gas path is directed from the compressor through
external piping to the regenerator unit for further heating, and then returned to the combustion chamber
inlet area. The location and functional relationships of the five major sections of the MS–6000 gas turbine
assembly are shown in Figure 4. The identification and location of individual turbine components, men-
tioned in the following description and remaining sections of the book, are shown in relation to the entire
turbine assembly in the longitudinal cutaway views, Figures 5 and 6.
air inlet plenum assembly, filtered and compressed in the 17-stage, axial-flow compressor. For pulsation
protection during startup, the 11th-stage extraction valves are open and the variable inlet guide vanes are
in the closed position. When the high-speed relay actuates at 95 percent speed, the 11th-stage extraction
bleed valve closes automatically and the variable inlet guide vane actuator energizes to open the inlet
guide vanes to the normal turbine operating position. Compressed air from the compressor flows into the
annular space surrounding the ten combustion chambers, from which it flows into the spaces between the
outer combustion casings and the combustion liners, and enters the combustion zone through metering
holes in each of the combustion liners.
Fuel from an off-base source is provided to ten equal flow lines, each terminating at a fuel nozzle centered
in the end plate of a separate combustion chamber. Prior to being distributed to the nozzles, the fuel is
accurately controlled to provide an equal flow into the ten nozzle feed lines at a rate consistent with the
speed and load requirements of the gas turbine. The nozzles introduce the fuel into the combustion cham-
bers where it mixes with the combustion air and is ignited by one or both of the spark plugs. At the instant
when fuel is ignited in one combustion chamber flame is propagated, through connecting crossfire tubes,
to all other combustion chambers. After the turbine rotor approximates operating speed, combustion
chamber pressure causes the spark plugs to retract to remove their electrodes from the hot flame zone.
The hot gases from the combustion chambers expand into the ten separate transition pieces attached to
the aft end of the combustion chamber liners and flow from there to the three-stage turbine section of the
machine. Each stage consists of a row of fixed nozzles followed by a row of rotatable turbine buckets. In
each nozzle row, the kinetic energy of the jet is increased, with an associated pressure drop, and in each
following row of moving buckets, a portion of the kinetic energy of the jet is absorbed as useful work on
the turbine rotor.
After passing through the third-stage buckets, the gases are directed into the exhaust hood and diffuser
which contains a series of turning vanes to turn the gases from an axial direction to a radial direction, there-
by minimizing exhaust hood losses. The gases then pass into the exhaust plenum and are introduced to
atmosphere through the exhaust stack.
Resultant shaft rotation is used to turn the generator rotor to generate electrical power or to drive a centrifu-
gal compressor in industrial power applications.
4
Atmospheric Ignition
(For Startup) Exhaust
Air
Compressed
Air Combustion
Chamber
Fuel Torque
Output
Torque Turbine
Compressor To Driven
Output
Load
To Driven
Accessories
Torque In-
put From
Starting Rotor
Device
Figure 3. Simple Cycle Gas Turbine Flow Diagram.
5
Air Compressor
Combustion Turbine Exhaust
Inlet
Figure 4. Major Sections of the MS-6001 Gas Turbine Assembly.
6
Atomizing Air 1st Stg

Combustion Load
Manifold Turbine
Liner Coupling
Nozzle
Compressor 3rd Stg
Fuel 17th Stg Distance Turbine
1st Stg Rotor
Nozzle Wheel Piece Bucket
Blade
Inlet
Plenum
No. 1
Bearing
Turbine Exhaust No. 2

Base Plenum Bearing
Figure 5. Cutaway View of the MS-6001 Gas Turbine Assembly, Flange-to-Flange.
7
Figure 6. Compressor, Combustion, and Turbine Areas.
8
II. BASES AND SUPPORTS
A. Accessory Base
The accessory base contains mechanical and electrical equipment necessary for starting and operating the
gas turbine. Several major components mounted on the accessory base include the starting means, the
torque converter and the accessory drive gear.
Fabricated supports and mounting pads are welded to the upper surface of the accessory base for mounting
the above equipment and other accessory components. Lifting trunnions are provided on the sides of the
base longitudinal I-beams to facilitate lifting and positioning the base assembly. Mounting pads are lo-
cated on the bottom surface of the I-beams for mounting the base to the foundation.
B. Turbine Base
The base upon which the gas turbine is mounted is a structural-steel fabrication. It forms a single platform
which supports the basic gas turbine unit and the accessory equipment. In addition, the base supports the
gas turbine inlet and exhaust plenums. The forward end of the base, under the accessory compartment,
also functions as a lube oil storage tank. An oil drain channel is constructed along the web of the left longi-
tudinal I-beam. This channel extends from the oil tank to the aft end of the base, providing a passage for
the lube oil header. The header carries lube oil to the No. 2 bearing, load coupling, and driven equipment.
Lube oil feed and drain connections are made at the aft end of this drain channel. Finished pads on the
bottom of the base facilitate its mounting on the site foundation.
C. Turbine Supports
The gas turbine is mounted to its base by vertical supports at three locations. The forward support is lo-
cated at the lower half of the forward vertical flange of the compressor casing and the aft two supports
are located on either side of the turbine shell.
The forward support is a flexible plate that rests on two machined pads attached to the forward crossframe
beam of the turbine base. The support plate is bolted and doweled to these pads and to the forward flanges
of the compressor casing.
The aft supports, one on each side of the turbine shell, are leg-type supports. See Figure 7. Both vertical
support legs rest on machined pads on the base and attach snugly to the turbine exhaust-frame- mounted
support pads. The legs provide centerline support to supply casing alignment.
On the inner surface of each support leg a water jacket is provided, through which cooling water is circu-
lated to minimize thermal expansion and to assist in maintaining alignment between the turbine and the
generator. The leg-type supports maintain the axial and vertical positions of the turbine, while a gib key
coupled with the turbine support legs maintains its lateral position.
D. Gib Key and Guide Block
A gib key is machined on the lower half of the turbine shell. The key fits into a guide block which is welded
to the turbine base aft cross beam. The key is held securely in place in the guide block with bolts that bear
against the key on each side. This key-and-block arrangement prevents lateral or rotational movement of
the turbine while permitting axial and radial movement resulting from thermal expansion.
9
Turbine
Support
Leg
Cooling
Water
Piping
Figure 7. Leg-Type Turbine Support (Water Cooled).
10
A. General
The axial-flow compressor section consists of the compressor rotor and the enclosing casing. Included
within the compressor casing are the inlet guide vanes, the 17 stages of rotor and stator blading, and the
2 exit guide vanes. The exit guide vanes are shown on Figure 8.
In the compressor, air is confined to the space between the rotor and stator blading where it is compressed
in stages by a series of alternate rotating (rotor) and stationary (stator) airfoil-shaped blades. The rotor
blades supply the force needed to compress the air in each stage and the stator blades guide the air so that
it enters the following rotor stage at the proper angle. The compressed air exits through the compressor
discharge casing to the combustion chambers. Air is extracted from the compressor for turbine cooling,
for bearing sealing, and during startup for pulsation control.
Since minimum clearance between rotor and stator provides best performance in a compressor, parts have
to be made and assembled very accurately.
B. Rotor
The compressor rotor is an assembly of 15 wheels, 2 stubshafts, through bolts, and the compressor rotor
blades. The first stage rotor blades are mounted on the wheel portion of the forward stubshaft. See Figure
9 which shows the stubshaft ready for blading.
Each wheel and the wheel portion of each stubshaft has slots broached around its periphery. The rotor
blades are inserted into these slots and they are held in axial position by staking at each end of the slot.
The wheels and stubshafts are assembled to each other with mating rabbets for concentricity control and
are held together with tie bolts. Selective positioning of the wheels is made during assembly to reduce
balance correction. After assembly, the rotor is dynamically balanced to a fine limit.
The seventeenth-stage wheel has a long extension that serves as a flow passage for the turbine cooling air
that is extracted from the compressor between the sixteenth and seventeenth-stage wheels.
The forward stubshaft is machined to provide the active and inactive thrust faces and the journal for the
No. 1 bearing, as well as the sealing surfaces for the No. 1 bearing oil seals and the compressor low- pres-
sure air seal.
C. STATOR
1. General
The stator (casing) area of the compressor section is composed of three major sections:
a. Inlet casing
11
Figure 8. Compressor Casing with Exit Guide Vanes in Place.
12
Figure 9. Forward Stubshaft.
13
These sections, in conjunction with the turbine shell and exhaust frame form the primary structure
of the gas turbine. They support the rotor at the bearing points and constitute the outer wall of the gas-
path annulus. The casing bore is maintained to close tolerances with respect to the rotor blade tips for
maximum efficiency.
2. Inlet Casing
The inlet casing (see Figures 1 and 2) is located at the forward end of the gas turbine. Its prime function
is to uniformly direct air into the compressor. The inlet casing also supports the No. 1 bearing assem-
bly. The No. 1 bearing lower half housing is cast integral with the inner bellmouth. The upper half
bearing housing is a separate casting, flanged and bolted to the lower half. The inner bellmouth is posi-
tioned to the outer bellmouth by seven airfoil-shaped radial struts and seven axial tiebars. Both the
struts and tiebars are cast into the bellmouth walls.
The variable inlet guide vanes are located at the aft end of the inlet casing. The position of these vanes
has an effect on the quantity of compressor air flow. Movement of these inlet guide vanes is actuated
by a hydraulic cylinder connected to the inlet guide vane control ring that turns the individual pinion
gears mounted on the end of each valve. The gears and the ring are shown on Figure 10; the vanes
are shown on Figure 11.
The compressor casing contains the first through tenth compressor stator stages. It also transfers the
structural loads from the adjoining casing to the forward support which is bolted and doweled to this
compressor casing’s forward flange.
Extraction ports in the casing permit removal of fifth and eleventh-stage compressor air. This air is
used for cooling and sealing functions and is also used for starting and shutdown pulsation control.
4. Discharge Casing
The compressor discharge casing is the final portion of the compressor section. It is the longest single
casting, is situated at the midpoint between the forward and aft supports and is, in effect, the keystone
of the gas turbine structure. The functions of the compressor discharge casing are to contain the final
seven compressor stages, to form both the inner and outer walls of the compressor diffuser, provide
inner support for first stage nozzle and join the compressor and turbine stators, and support the outer
combustion cans.
sor casings and the other being an inner cylinder that surrounds the compressor rotor. The two cylin-
ders are concentrically positioned by ten radial struts. These struts extend from the inner cylinder out-
ward to a vertical bulkhead. This bulkhead forms the main load bearing member in this section of the
gas turbine. The bulkhead has ten circular openings permitting air flow to enter the combustion sys-
tem. This bulkhead also provides support for the ten combustion chamber assemblies. See Figure 12.
A diffuser is formed by the tapered annulus between the outer cylinder and inner cylinder of the dis-
charge casing. The diffuser converts some of the compressor exit velocity into added pressure.
14
Ring
Gear
Pinion
Gears
Cover for
Gear Ring
Figure 10. Inlet Guide Vane Control Ring and Pinion Gears.
15
Figure 11. Variable Inlet Guide Vanes.
16
Figure 12. Compressor Discharge Casing.
17
5. Blading
The compressor rotor and stator blades are airfoil shaped and were designed to compress air efficient-
ly at high blade tip velocities. The blades are attached to their wheels by dovetail arrangements. The
dovetail is very precise in size and position so as to maintain each blade in the desired position and
location on the wheel.
The stator blades for stages 1 through 4 are mounted by similar dovetails into ring segments. The ring
segments are inserted into circumferential grooves in the casing and are held in place with locking
keys. In stages 5 through 17, the stator blades and exit guide vanes 1 and 2 have a square base dovetail
and are inserted directly into circumferential grooves in the casing. Locking keys are used as with the
blade ring design.
A. General
The combustion system is the reverse flow type which includes 10 combustion chambers having the fol-
lowing components: liners, flow sleeves, transition pieces and crossfire tubes. Flame detectors, crossfire
tubes, fuel nozzles and spark plug igniters are also part of the total system. Hot gases, generated from burn-
ing fuel in the combustion chambers, are used to drive the turbine. Figure 13 is a side view of the turbine
showing the combustion chambers, fuel nozzles, and associated piping.
In the reverse flow system high pressure air from the compressor discharge is directed around the transi-
tion pieces and into the annular spaces that surround each of the 10 combustion chamber liners.
Compressor discharge air which surrounds the liner, flows radially inward through small holes in the liner
wall and impinges against rings that are brazed to the liner wall. This air then flows right toward the liner
discharge end and forms a film of air that shields the liner wall from the hot combustion gases.
Fuel is supplied to each combustion chamber through a nozzle that functions to disperse and mix the fuel
with the proper amount of combustion air.
Figure 14 shows the orientation of the combustion parts around the periphery of the compressor. Combus-
tion chambers are numbered counterclockwise when viewed looking downstream and starting from the
top of the machine. Spark plug and flame detector locations are also shown.
Discharge air from the axial-flow compressor enters the combustion chamber from the cavity at the center
of the unit. The air flows upstream along the outside of the combustion liner toward the liner cap. This
air enters the combustion chamber reaction zone through the fuel nozzle swirl tip and through metering
holes in both the cap and liner.
The hot combustion gases from the reaction zone pass through a thermal soaking zone and then into a dilu-
tion zone where additional air is mixed with the combustion gases. Metering holes in the dilution zone
allow the correct amount of air to enter and cool the gases to the desired temperature. Along the length
of the combustion liner and in the liner cap are openings whose function is to provide a film of air for cool-
ing the walls of the liner and cap. See Figure 15. Transition pieces direct the hot gases from the liners to
18
Figure 13. Side View of Turbine Showing Combustion Chambers,

Crossfire Tube, Fuel Nozzles and Associated Piping.
19
Figure 14. Combustion Chamber Arrangement.
20
Figure 15. Combustion Linear.
21
the turbine nozzles. A view of the transition piece is shown in Figure 16. The 10 combustion chamber
casings are identical with the exception of those fitted with spark plugs or flame detectors.
C. Spark Plugs
Combustion is initiated by means of the discharge from two high-voltage, retractable-electrode spark
plugs (Figure 17) installed in adjacent combustion chambers. These spring-injected and pressure-re-
tracted plugs receive their energy from ignition transformers. At the time of firing, a spark at one or both
of these plugs ignites the combustion gases in the chamber; the gases in the remaining chambers are ignited
by crossfire through the tubes that interconnect the reaction zones of the remaining chambers. As rotor
speed increases, chamber pressure causes the spark plugs to retract and the electrodes are removed from
the combustion zone.
D. Ultraviolet Flame Detectors
mitted to the control system. For this reason, a flame monitoring system is used consisting of two sensors
which are installed on two adjacent combustion chambers and an electronic amplifier which is mounted
in the turbine control panel.
The ultraviolet flame sensor consists of a flame sensor, containing a gas filled detector. The gas within
this flame sensor detector is sensitive to the presence of ultraviolet radiation which is emitted by a hydro-
carbon flame. A dc voltage, supplied by the amplifier, is impressed across the detector terminals. If flame
is present, the ionization of the gas in the detector allows conduction in the circuit which activates the elec-
tronics to give an output defining flame. Conversely, the absence of flame will generate an opposite output
defining “no flame.”
After the establishment of flame, if voltage is reestablished to both sensors defining the loss (or lack) of
flame a signal is sent to a relay panel in the turbine electronic control circuitry where auxiliary relays in
the turbine firing trip circuit, starting means circuit, etc. shut down the turbine. The FAILURE TO FIRE
or LOSS OF FLAME is also indicated on the annunciator. If a loss of flame is sensed by only one flame
detector sensor, the control circuitry will cause an annunciation only of this condition.
For detailed operating and maintenance information covering this equipment refer to the Component De-
scriptions text following this gas turbine description.
E. Fuel Nozzles
Each combustion chamber is equipped with a fuel nozzle that emits a metered amount of fuel into the com-
bustion liner. Gaseous fuel is admitted directly into each chamber through metering holes located at the
outer edge of the swirl plate. When liquid fuel is used, it is atomized in the nozzle swirl chamber by means
of high-pressure air. The atomized fuel/air mixture is then sprayed into the combustion zone. Action of
the swirl tip imparts a swirl to the combustion air with the result of more complete combustion and essen-
tially smoke-free operation of the unit. See Figure 18.
22
Figure 16. Transition Piece.
23
Figure 17 Spark Plug.
24
Figure 18. Fuel Nozzle.
25
F. Crossfire Tubes
The 10 combustion chambers are interconnected by means of crossfire tubes. These tubes enable flame
from the fired chambers containing spark plugs to propagate to the unfired chambers.
V. TURBINE SECTION
A. General
The three-stage turbine section is the area in which energy in the form of high-energy, pressurized gas
produced by the compressor and combustion sections is converted to mechanical energy.
Turbine section components include the turbine rotor, turbine shell, exhaust frame, exhaust diffuser,
nozzles, and shrouds.
B. Rotor
1. Structure
The turbine rotor (refer to Figure 1) is of through-bolted construction, consisting of the distance piece,
first-stage wheel, first and second stage-spacer, second-stage wheel, second and third-stage spacer,
third-stage wheel, and the aft wheel shaft. It is mated to the compressor rotor by the bolted flange con-
nection on the seventeenth-stage wheel, thus connecting the distance piece to the wheel. Concentric-
ity control is achieved with mating rabbets on the turbine wheels, wheel shafts, and spacers. The
wheels are held together, with through bolts. Selective positioning of rotor members is performed to
minimize balance corrections.
The aft wheel shaft connects from the third-stage turbine wheel to the load coupling. It includes the
No. 2 bearing journal.
Spacers between the first and second-stage turbine wheels and between the second and third-stage
turbine wheels provide the axial position of the individual wheels. These spacers carry the diaphragm
sealing lands. The spacer forward faces include radial slots for cooling air passages.
2. Buckets
The turbine buckets (Figure 19) increase in size from the first to the third stage. Because of the pres-
sure reduction resulting from energy conversion in each stage, an increased annulus area is required
to accommodate the gas flow; thus, the increasing size of the buckets. The first-stage buckets are the
first rotating surfaces encountered by the extremely hot gases leaving the first-stage nozzle. Each
first-stage bucket contains a series of longitudinal air passages for bucket cooling as shown in Figure
20. Air is introduced into each first-stage bucket through a cavity between the wheel and the base of
the bucket dovetail. The air flows through a series of cooling holes spanning the bucket lengthwise
and exits from these holes at each recessed bucket tip. The holes are spaced and sized to obtain opti-
mum cooling of the airfoil with a minimum of compressor extraction air.
The third-stage buckets are not internally air cooled; however, the tips of these buckets, like the se-
cond-stage buckets, are enclosed by a shroud which is a part of the tip seal. These shrouds interlock
from bucket to bucket to dampen the vibration.
26
Figure 19. First Stage, Second Stage, and Third Stage Turbine Buckets (left to right).
27
Figure 20. First Stage Buckets Showing Air Cooling Passages.
28
The three stages of turbine buckets are attached to their wheels by straight, axial-entry, multiple-tang
dovetails that fit into matching cutouts in the rims of the turbine wheels. The dovetails are a significant
distance from the hot gases to reduce the temperature at the dovetail. The turbine rotor assembly is
arranged so that the buckets can be replaced without unstacking the wheels, spacers, and wheel shaft
assemblies.
First, second, and third-stage turbine wheels, ready for installation of buckets, are shown on Fig-
ure 21.
3. Cooling
The turbine rotor must be cooled to maintain reasonable operating temperatures and therefore, assure
a longer turbine service life. Cooling is accomplished by means of a positive flow of cool air radially
outward through a space between the wheel and buckets and the stator into the main gas stream. This
area is called the wheelspace.
4. First Stage Forward Wheelspace
The first-stage forward wheelspace is cooled by compressor discharge air. At the aft end of the com-
pressor rotor is a high-pressure packing between the rotor and the inner barrel of the compressor dis-
charge casing. Part of the leakage through this labyrinth furnishes the air flow through the first-stage
forward wheelspace. This cooling air flow discharges into the main gas stream aft of the first-nozzle.
5. First-Stage Aft Wheelspace
The first-stage aft wheelspace is cooled by second-stage nozzle cooling air.
6. Second-Stage Wheelspace
The second-stage forward wheelspace is cooled by leakage from the first-stage aft wheelspace
through the interstage labyrinth. This air returns to the gas path at the entrance of the second-stage
buckets.
The second-stage aft wheelspace is cooled by air from the internal extraction system. This air enters
the wheelspace through slots in the forward face of the spacer. Air from this wheelspace returns to
the gas path at the third-stage nozzle entrance.
7. Third-Stage Wheelspace
The third-stage forward wheelspace is cooled by leakage from the second-stage aft wheelspace
through the interstage labyrinth. This air reenters the gas path at the third-stage bucket entrance.
The third-stage aft wheelspace is cooled by fifth stage extraction air. This cooling air is piped to the
turbine shell. The air flows through holes in shell and enters the exhaust from where it is first used
for cooling the exhaust frame struts and then the majority is finally directed to the third stage aft
wheelspace cavity. The remaining air is then piped out of the aft end of the diffuser to a purchaser’s
connection.
29
Figure 21. First, Second, and Third Stage Turbine Wheels Ready for Installation of Buckets.
30
C. Stator
1. Structure
The turbine shell and the exhaust frame complete the major portion of the gas turbine stator structure.
The turbine nozzles, shrouds, No. 2 bearing and turbine exhaust diffuser are internally supported from
these components.
2. Casing (Shell)
The turbine shell controls the axial and radial positions of the shrouds and nozzles. Resultantly, it con-
trols turbine clearances and the relative positions of the nozzles to the turbine buckets. This position-
ing is critical to gas turbine performance.
Hot gases contained by the turbine shell are a source of heat flow into the shell. To control the shell
diameter, it is important to reduce the heat flow into the shell by design and to cool it to limit its temper-
ature. Heat flow limitations incorporate insulation, cooling, and multi-layered structures. The cylin-
drical portion of the shell is cooled by fifth stage air flowing axially through the shell and out through
holes in the aft vertical flange into the exhaust frame. The air is then used for further cooling of the
exhaust frame and third-stage aft wheelspace.
Structurally, the shell forward flange is bolted to the bulkhead at the aft end of the compressor dis-
charge casing. The shell aft flange is bolted to the exhaust frame trunnions cast onto the sides of the
shell are used to aid in lifting the gas turbine when it is separated from its base, should this ever be
necessary.
diameter, it is important to reduce the heat flow into the shell and to cool it to limit its temperature.
Design features include heat flow limitations incorporated insulation, cooling, and multi-layered
structures. The cylindrical portion of the shell is cooled by fifth-stage air flowing axially through the
shell and out through holes in the aft vertical flange into the exhaust frame. The air is then used for
further cooling of the exhaust frame and third-stage aft wheelspace.
Structurally, the shell forward flange is bolted to the bulkhead at the aft end of the compressor dis-
charge casing. The shell aft flange is bolted to the exhaust frame trunnions cast onto the sides of the
shell are used to aid in lifting the gas turbine when it is separated from its base, should this ever be
necessary.
3. Nozzles
In the turbine section there are three stages of stationary nozzles (Figure 22) which direct the high-ve-
locity flow of the expanded hot combustion gas against the turbine buckets causing the turbine rotor
to rotate. Because of the high pressure drop across these nozzles, there are seals at both the inside di-
ameters and the outside diameters to prevent loss of system energy by leakage. Since these nozzles
operate in the hot combustion gas flow, they are subjected to thermal stresses in addition to gas pres-
sure loadings. A typical nozzle segment is shown on Figure 23.
31
Figure 22. View of Turbine Area Showing First, Second, and Third Stage Nozzles.
32
Figure 23. Typical Nozzle Segment.
33
a. First-Stage Nozzle
The first-stage nozzle (Figure 24) receives the hot combustion gases from the combustion system
via the transition pieces (Figure 16). The transition pieces are sealed to both the outer and inner
sidewalls on the entrance side of the nozzle minimizing leakage of compressor discharge air into
the nozzle. The 18 cast nozzle segments, each with two partitions or airfoils, are contained by a
horizontally split retaining ring which is centerline supported to the turbine shell on lugs at the
sides and guided by pins at the top and bottom vertical centerlines. See Figure 25. This permits
radial growth of the retaining ring, resulting from changes in temperature while the ring remains
centered in the shell.
The aft outer diameter of the retaining ring is loaded against the forward face of the first-stage
turbine shroud and acts as the air seal to prevent leakage of compressor discharge air between the
nozzle and shell.
On the inner sidewall, the nozzle is sealed by U-shaped seal segments installed between the
nozzle and the first-stage nozzle support ring bolted to the compressor discharge casing.
The nozzle is prevented from moving forward by four lugs welded to the aft outside diameter of
the retaining ring at 45 degrees from vertical and horizontal centerlines. These lugs fit in a groove
machined in the turbine shell just forward of the first-stage shroud T hook. By removing the hori-
zontal joint support block and the bottom centerline guide pine, the lower half of the nozzle can
be rolled out with the turbine rotor in place.
b. Second-Stage Nozzle
Combustion air exiting from the first-stage buckets is again expanded and redirected against the
second-stage turbine buckets by the second-stage nozzle. This nozzle is made of 16 cast segments
each with three partitions or airfoils. The male hooks on the entrance and exit sides of the other
sidewall fit into female grooves on the aft side of the first-stage shrouds and on the forward side
of the second-stage shroud to maintain the nozzle concentric with the turbine shell and rotor. This
close fitting tongue-and-groove fit between nozzle and shrouds acts as an outside diameter air
seal. The nozzle segments are held in a circumferential position by radial pins from the shell into
axial shots in the nozzle outer sidewall
The second-stage nozzle is cooled with compressor discharge air.
c. Third-Stage Nozzle
The third-stage nozzle receives the hot gas as it leaves the second-stage buckets, in creases its
velocity by pressure drop, and directs this flow to impinge against the third-stage buckets. The
nozzle consists of 16 cast segments, each with four partitions or airfoils. It is held at the outer
sidewall forward and aft sides in grooves in the turbine shrouds in a manner identical to that used
on the second-stage nozzle. The third-stage nozzle is circumferentially positioned by radial pins
from the shell.
4. Diaphragms
Attached to the inside diameters of both the second and third-stage nozzle segments are the nozzle
diaphragms (Figure 22). These diaphragms prevent air leakage past the inner sidewall of the nozzles
and the turbine rotor. The high/low, labyrinth-type seal teeth are machined into the inside diameter
34
Figure 24. View of the First-Stage Nozzle, Turbine Upper Casing Removed.
35
Figure 25. First-Stage Nozzle Segments in Retaining Ring.
36
of the diaphragm. They mate with opposing sealing lands on the turbine rotor. Minimal radial clear-
ance between stationary parts (diaphragm and nozzles) and the moving rotor are essential for main-
taining low interstage leakage. This results in higher turbine efficiency.
5. Shrouds
Unlike the compressor blading, the turbine bucket tips do not run directly against an integral ma-
chined surface of the casing but against annular curved segments called turbine shrouds. The shrouds’
primary function is to provide a cylindrical surface for minimizing bucket tip clearance leakage.
The turbine shrouds’ secondary function is to provide a high thermal resistance between the hot gases
and the comparatively cool shell. By accomplishing this function, the shell cooling load is drastically
reduced, the shell diameter is controlled, the shell roundness is maintained, and important turbine
clearances are assured.
The shroud segments are maintained in the circumferential position by radial pins from the shell.
Joints between shroud segments are sealed by interconnecting tongues and grooves.
6. Exhaust Frame
The exhaust frame is bolted to the aft flange of the turbine shell. Structurally, the frame consists of
an outer cylinder and an inner cylinder interconnected by the radial struts.
The exhaust diffuser is located between the inner and outer cylinders. Gases exhaust from the third
turbine stage enter the diffuser where velocity is reduced by diffusion and pressure is recovered. At
the exit of the diffuser, turbine vanes assist in directing the gases into the exhaust plenum.
Exhaust frame radial struts cross the exhaust gas stream. The struts must be maintained at a uniform
temperature in order to control the central position of the rotor in relation to the stator. This tempera-
ture stabilization is accomplished by protecting the struts from exhaust gases with a metal wrapper
fabricated into the diffuser. This wrapper also provides a circuit for cooling air.
Turbine shell cooling air flows through the space between the struts and the wrapper to maintain uni-
form temperature of the struts.
VI. BEARINGS
A. General
The gas turbine unit contains two main journal bearings used to support the gas turbine rotor. The unit also
includes thrust bearings to maintain the rotor-to-stator axial position. These bearings and seals are incor-
porated in two housings: one at the inlet and one in the exhaust frame. These main bearings are pressure-
lubricated by fluid supplied from the main lubricating system. The fluid flows through branch lines to an
inlet in each bearing housing.
Bearing
No. Class Type

1 Journal Elliptical
2 Journal Elliptical
37
Bearing
No. Class Type

1 Thrust Load (Equalizing)
1 Thrust Unloaded (Non-Equalizing)
1. Lubrication
The two main turbine bearings are pressure-lubricated with fluid supplied by the lubricating fluid res-
ervoir and interconnected tanks and piping. Lubricant feed piping, where practical, is run within the
fluid reservoir drain line, or drain channels, as a protective measure. This procedure is referred to as
double piping and its rationale is that in the event of a pipeline leak, lubricating fluid will not be
sprayed on nearby equipment, thus eliminating a potential safety hazard.
When lubricating fluid enters the housing inlet, it flows into an annulus around the bearing liner. From
the annulus, the fluid flows through machined holes in the liner to the bearing face. The lubricating
fluid is prevented from escaping along the turbine shaft by the use of lubricant seals.
2. Lubricant Seals
Lubricating fluid on the surface of the turbine shaft is prevented from being spun along the shaft by
seals in each of the bearing housings. These labyrinth packings of deflectors, or teeth, are assembled
at the bearing assemblies where fluid control is required. A smooth surface is machined on the shaft
and the seals are assembled so that only a small clearance exists between the seal deflector and the
shaft. The seals are designed with double rows of packing and an annular space between them. Pres-
surized sealing air is admitted into this space and prevents lubricating fluid from spreading along the
shaft. Some of this air returns with the fluid to the main lubricating fluid reservoir and is vented
through a lube vent.
B. Journal Bearings
1. No. 1 Bearing
The No. 1 bearing subassembly is located in the center of the inlet casing assembly and contains three
bearings: (1) active (loaded) thrust bearing, (2) inactive (unloaded) thrust bearing, and (3) journal
bearing. Additionally, it contains one “running type” ring seal, two labyrinth seals, and a housing in
which the components are installed. The components are keyed to the housing to prevent rotation. The
bottom part of the housing is a part of the inlet casing. The top of the housing is a separate casting,
flanged and bolted to the bottom half.
The labyrinth seals at each end of the housing are pressurized with air extracted from the compressor’s
fifth stage. The “running type” ring seal at the forward end of the thrust bearing cavity contains the
lubricant and limits entrance of air into the cavity.
2. No. 2 Bearing
The No. 2 bearing subassembly is centerline supported and located inside the exhaust frame inner tun-
nel. This support includes ears at the horizontal and a gib key at the bottom centerline. This permits
38
relative growth resulting from temperature differences while the bearing remains centered in the ex-
haust frame.
The assembly includes an elliptical liner, labyrinth seals and a bearing housing with separate bearing
liner retaining strap bolted to the lower half of the housing. See Figure 26. These components are
keyed to prevent rotation. The labyrinth seals at each end of the housing are pressurized with air ex-
tracted from the compressor’s fifth stage.
C. Thrust Bearings –Tilting Pad Equalizing and Non-equalizing Types
1. General
A thrust-bearing unit is made up of a shaft member, called the “thrust runner” and a stationary mem-
ber, called the “bearing.” Thrust bearings are provided to support the thrust loads developed on the
rotor surfaces of a gas turbine unit. The thrust load imposed on such a bearing is the algebraic sum
of the forces that act on the rotor assembly in a direction along the rotor axis. For example, the thrust
forces of an axial-flow type compressor, such as is used in General Electric gas turbines, are only par-
tially compensated for by the anti-thrust forces of the turbine that drives it, and the resultant thrust
load will tend to move the rotor assembly in a direction opposite to that of the air flow through the
compressor. During normal operation of a gas turbine unit, the thrust load of a rotor assembly is uni-
directional; however, during startup and shutdown of the unit, the direction of the thrust load will gen-
erally reverse. Thus, two thrust bearings are assembled on a rotor assembly shaft in order to support
Figure 26. No. 2 Bearing.
39
the thrust loads imposed in either direction. The bearing which takes the thrust load during normal
operation is called the “active” or “loaded” thrust bearing, and that which takes the thrust load during
startup or shutdown of the unit, is called the “inactive” or unloaded thrust bearing.
Tilting pad equalizing type thrust bearings are commonly employed as “loaded” thrust bearings in
General Electric gas turbines. This type of bearing is capable of sustaining high loads and is very toler-
ant of shaft and housing misalignment. A typical tilting pad equalizing type thrust bearing is shown
in Figure 27.
Tilting pad non-equalizing type thrust bearings are used for the “inactive” of “unloaded” application.
This type of bearing is capable of carrying high thrust loads but is less tolerant of misalignment than
the tilting pad equalizing type. A typical bearing is shown in Figure 28.
VII. COUPLINGS
A. General
Couplings are used to transmit starting torque from the accessory gear to the gas turbine compressor and
to transmit shaft horsepower from the turbine to the driven reduction gear.
4
5
1. Tab 4. Seat for pad support

2. Oil control plate 5. Pad support
3. Base ring
Figure 27. Typical tilting-pad Figure 28. Typical tilting pad non-
equalizing thrust bearing. equalizing thrust bearing.
40
B. Accessory Gear Coupling
1. Continuously Lubricated Coupling
A splined, flexible coupling is used to connect the accessory drive to the gas turbine shaft at the com-
pressor end. This coupling employs a hub of male teeth at each end that meshes with a sleeve of female
teeth to transmit torque. The teeth of the male hub are crowned and slide fore and aft within the female
spline which allows three types of misalignment: angular, parallel and a combination of both. One
of two types of coupling will be used for this application: (1) a sealed, oil-filled coupling, or (2) a
continuously lubricated (from the main turbine lube system) coupling.
2. Dry Flexible Coupling
A dry, flexible coupling is also used to connect the accessory drive to the gas turbine shaft at the com-
pressor end. This coupling consists of two hubs each designed to attach to the machine shaft at one
end and to the coupling flex unit at the other. The flex unit is the spacer tube with flexible diaphragms
welded to each end which are designed to accommodate a certain degree of misalignment.
C. Load Couplings
A rigid hollow coupling connects the turbine rotor shaft to the reduction gear. Each end of the coupling
is bolted at the flange connections. A flexible coupling, with the same general designs as the accessory
gear dry flexible coupling, is used to connect the load gear and driven equipment shafts.
VIII. GEAR ASSEMBLIES
A. General
Gear assemblies are used to increase, or decrease, shaft rpm as required by driven accessory or load equip-
ment.
B. Accessory Drive
1. General
The accessory drive gear, located at the compressor end of the gas turbine, is a gearing assembly
coupled directly through a flexible coupling to the turbine rotor. Its function is to drive each gas tur-
bine accessory at its proper speed and to connect the turbine to its starting device. In addition it con-
tains the system main lube oil pump and the turbine overspeed bolt and trip mechanism.
Contained within the gear casing are the gear trains which provide the proper gear reductions to drive
the accessory devices at the required speed, with the correct torque values.
Accessories driven by the gear may include: the main lube oil pump, the main hydraulic supply pump,
the liquid fuel pump, the water pump, and the main atomizing air compressor. Lubrication of the gear
is from the turbine’s pressurized bearing header supply.
A high-pressure turbine overspeed trip capable of mechanically dumping the oil in the trip circuits,
is mounted on the exterior casing of the gear. This device can shut the turbine down when the speed
41
exceeds the design speed. The overspeed bolt which actuates the trip upon overspeed is installed in
the main shaft.
2. Description
For ease of maintenance and inspection, the gear casing is split at the horizontal plane into an upper
and lower section. Interconnected shafts are arranged in a parallel axis in the lower casing. Three of
the shafts are located on the same horizontal plane as the casing joint.
The gear consists of four parallel axis, interconnected shafts arranged in a casing which provides
mounting pads for the various driven accessories. With the exception of the lube oil pump and hydrau-
lic supply pump shaft, all the shaft centerlines are located on the horizontal joint of the accessory drive
casing. Numbers are assigned to the various shafts and the rpm of each shaft and the load horsepower
are shown in the design data which follows this text.
The gear casing is made of cast iron and split at the horizontal joint to facilitate assembly. The lower-
half casing has a closed bottom with openings for lube oil pump suction and discharge lines and casing
drain line.
All of the shafts are connected together by single helical gears which are shrunk to the shafts after the
teeth are cut. It is possible, in some instances to remove individual gears which may have been dam-
aged in service, and to replace them with new gears. This operation, however should be performed
at the factory so that the required precision may be maintained.
All of the shafts located on the horizontal joint are contained in babbitt-lined steel-backed journal
bearings with integral thrust faces which are split on the horizontal joint of the casing. The thrust faces
of the bearings maintain the shafts in their proper axial location and the necessary thrust clearance
is pre-set at the factory. The shafts which are not on the horizontal joint are contained in babbitt-lined,
steel-backed, non-split bushings with integral thrust faces. Their thrust clearance is pre-set at the fac-
tory.
The main lubricating oil pump is located on the inboard wall of the lower-half casing of the accessory
drive gear and is described in the Lubrication System section.
3. Maintenance
Very little routine inspection of the gear is required, however, should excessive temperatures, unusual
noises, or oil leaks occur, their cause should be determined and corrected. Refer to the Manufacturer’s
operating and maintenance instructions at the end of this section.
C. Load Gear
The Load Gear is a single reduction speed reducer having double helical gearing and babbitted bearings
with shafts vertically offset to transmit power from a gas turbine to an electrical generator. A solid-on-shaft
pinion is flanged for connection to the turbine and a hollow solid-on-shaft gear is spline connected to a
quill shaft with flange for connection to the generator. The cast iron gear casing, in three pieces, has hori-
zontal splitlines at the high speed and low speed axes. End covers are of ductile iron with aluminum oil
seals and sheet steel air seals.
To measure shaft vibration, two probes are installed near each end of the high speed and low speed shafts
and a keyphasor is at the generator flange, for a total of nine probes. To measure casing vibration, two
42
transducers are mounted toward the turbine end of the upper casing and another is mounted toward the
generator end of the lower casing. Two duplex thermocouples are installed in each bearing and another
is located to measure oil temperature at the drain port in the lower casing.
Pressure lubrication is provided to each bearing and to seven spray nozzles directed at the gear teeth.
A sheet heat shield is mounted at the turbine end of the Load Gear. A coupling guard is provided at the
flange connection between the Lead Gear and Generator.
43
44
Compressor Rotor Rotation Gear Ring IGV Pinion Gear
CCW
Short, Small Area Rotating Blades (Airfoils)
Closed Compressor
IGV Blades Discharge Case
Open Outer Barrel
Inner Barrel
11th Stage Turbine Rotor

Air Extraction (Fwd Stub Shaft)
Pipe
Upper Half
5th Stage
Air Extraction
Pipe
Long, Large Area Rotating Blades (Airfoils)
VA2-1
Compressor
Inlet
17 Stage
Compressor
Rotor
VA2-2
ROTATION
Compressor Bleed Valves
Compressor
Case
CLICK HERE
To View
11th Stage Combustion, Turbine,
Air Extraction
Piping & Exhaust Section
Lower Half
Rev 3/2002 Components & Assemblies
GTCPSR 3/96
Octagon
Compressor Nut
Compressor Rotor
Stud Assembly
Qty 16
Rotor Stud
(Bolt)
Ring Nut
(Windage Nut)
AFT Stub Shaft

FWD Side Bore Fan
Configuration.
A Machined Gap Between The
16th & 17th Stage Wheels
(At The Outer Rim) Permits The
Fan To Draw Air From The
Compressed Air Flow And Direct
It Through The AFT Stub Bore
To Cool Downstream Turbine
Components.
Compressor Wheels
Stage 2 thru 15
Forward Stub Shaft

(1st Stage)
16th Stage Wheel
#1 Bearing
Journal
Air Deflector
Thrust Bearing
Runner AFT Balance
Weight Groove
Forward
Coupling
Compressor
AFT Bolt Face
(To Turb Rotor)
2nd Stage
Compressor Wheel
Note:
Blades Not Shown AFT Stub Shaft
In All Wheels (17th Stage Wheel)
For Simplicity
FWD Balance
Weight Groove
Compressor
AFT Bearing Journal
(Manufacturing Use)
61B COMP 3/98
3rd Stage Bucket Twistlock 12PT Nut
Twistlock Rotated Qty 92 Qty 92 Qty 12
To Secure Bucket
Platform
Seal Pins Head Staked Into
Groove To Prevent
Further Rotation
Bucket And Twistlock Assembly

3rd Stage
2nd Stage Bucket

Qty 92
Shank
Seal Pins AFT Bearing
Journal
Bucket Seal Pin Assembly
Typical All Buckets
All Stages AFT Stub Shaft
3rd Stage
Turbine Wheel
1st Stage Bucket
Qty 92
2 to 3 Spacer
Rotor Stud
Qty 12 Bucket
Lockwire
12PT Nut
Qty 12 2nd Stage
Turbine Wheel
1 to 2 Spacer
Bucket
Lockwire
Lockwire
1st Stage Retaining Pin
Turbine Wheel Qty 46 Per Wheel
Lockwire
Groove
Bucket Lockwire Assembly Lockwire
Distance Piece
Typical 1st & 2nd Stage
61B TURB 3/98

BUCKET
LOCKWIRE
LOCKWIRE
RETAINING
PIN
SECTION VIEW B–B
LOCKWIRE & RETAINING PIN
ASSEMBLY
MS6001
1st STAGE LOCKWIRE
BUCKET RETAINING
(Example) PIN
PLATFORM
SEAL PIN
LOCKWIRE
GROOVE
BUCKET
LOCKWIRE
RADIAL
SEAL PIN
VIEW A LOCKWIRE ASSEMBLY

BUCKET SEAL PIN ASSEMBLY
(TYPICAL)
BKTASM1A 10/94
ÓÓÓÓÓÓ
TURBINE CASE (SHELL) NOZZLE SEGMENT
ÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓ ÓÓÓÓÓÓ
RETAINING PIN
ASSEMBLIES
ÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓ ÓÓÓÓÓÓÓÓÓÓÓÓÓ ÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓ ÓÓÓÓÓÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓ
ÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓ ÓÓÓÓÓÓÓÓÓÓÓÓÓ ÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓ
ÔÔÔÔÔ
ÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓ ÔÔÔÔÔÔÔ
ÓÓÓÓÓÓÓÓÓÓÓÓÓ ÔÔÔÔÔ
ÔÔÔÔÔÔÔ ÔÔÔÔÔÔÔ ÔÔÔÔÔ
OUTER
SIDEWALL
ÔÔÔÔÔÔÔ ÔÔÔÔÔÔÔ ÔÔÔÔÔ
OUTER 3rd STAGE
ECCENTRIC SIDEWALL SHROUD
ÔÔÔÔÔÔÔ ÔÔÔÔÔÔÔ
PIN 2nd STAGE BLOCK(S)
ASSEMBLY SHROUD
BLOCK(S)
RETAINING
RING
ÔÔÔÔÔÔÔ
ÔÔÔÔÔÔÔ
ÔÔÔÔÔÔÔ
3rd STAGE
NOZZLE
AIRFOIL
OUTER 1st STAGE 1st STAGE 2nd STAGE

SIDEWALL NOZZLE SHROUD NOZZLE
AIRFOIL BLOCK(S) AIRFOIL
BUCKET BUCKET
BUCKET INNER
SIDEWALL
INNER INNER
ÓÓÓÓÓÓÓÓÓÓ
SIDEWALL SIDEWALL
ÓÓÓÓÓÓÓ ÓÓÓÓÓÓÓÓÓÓ
1st
STAGE
ÓÓÓÓÓÓÓ ÓÓÓÓÓÓÓÓÓÓ ÓÓÓÓÓÓÓÓ

SUPPORT PIN 2nd

& BUSHING STAGE
NOZZLE 3rd

SUPPORT STAGE

RING
ÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓ ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
NOZZLE
DIAPHRAGM
ÓÓÓÓÓÓÓ ÓÓÓÓÓÓÓÓ
SEGMENT
1 to 2 NOZZLE
SPACER DIAPHRAGM
WHEEL SEGMENT
MS6001 2 to 3
SPACER
TURBINE SECTION WHEEL
TSMC&A
MAJOR COMPONENTS & ASSEMBLY 10 / 96
RETAINER SUPPORT PIN
LOCK PLATE
BUSHING WITH
RETAINING STRAP IS BOLTED TO OFFSET HOLE
RETAINING TURBINE SHELL AND WELDED TO RETAINER NOZZLE SEGMENT
STRAP ECCENTRIC PIN HEAD AFTER PIN BOLT SUPPORT LUG &
IS ASSEMBLED THROUGH TURBINE SLOT
SHELL INTO NOZZLE RETAINING RING.
ECCENTRIC SUPPORT
PIN RING
(UPPER
HALF)
TURBINE
SHELL VIEW – B
TANGENTIAL SUPPORT PIN ASSEMBLY
(TYPICAL 18 PLACES)
RETAINING
RING
NOZZLE ASSEMBLY
BOLTS
3 PER SIDE
6 TOTAL
F–SEAL SUPPORT
SEGMENT OUTER
(18 TOTAL) SIDEWALL NOZZLE
AIRFOIL
RETAINING (PARTITION)
RING – U.H.
HOLD DOWN CLAMP,
BOLTS & LOCKPLATE INNER
1 SET EACH SIDE SIDEWALL
2 SETS TOTAL F–SEAL SUPPORT
RETAINER
NOZZLE SEGMENT
(18 TOTAL)
AFT OUTER B
AFT INNER NOZZLE SUPPORT
NOZZLE SUPPORT RING
RING F–SEAL SUPPORT
SEALS ASSEMBLED SEGMENT
BETWEEN EACH
SEGMENT
MID
FWD INNER
FWD OUTER
RETAINING COMPRESSOR DISCHARGE

RING – L.H. CASING – INNER BARREL
SECTION VIEW A – A
MAJOR COMPONENT ASSEMBLY
SECTION VIEW A – A TANGENTIAL SUPPORT PIN
EXPLODED VIEW MAJOR COMPONENT ASSEMBLY ARRANGEMENT
F – SEAL SUPPORT ARRANGEMENT (ALTERNATIVE METHOD
NOZZLE SEGMENT SUPPORT)
RETAINING
ECCENTRIC
PIN MS6001
(LOWER HALF)
STRAP
1st STAGE NOZZLE
GTNOZ1 7/92
MAJOR COMPONENTS & ASSEMBLY
PLUG
RETAINING PIN
1 EACH PER
SEGMENT PLUG
SEE VIEW A–A
FOR ASSEMBLY
THROUGH TURBINE
TURBINE CASE CASE
1st STAGE
SHROUD
BLOCK(S) 2nd STAGE
NOZZLE SHROUD
SEGMENT BLOCK(S)
RETAINING
PIN
OUTER AFT
SIDEWALL SEAL
NOZZLE FORWARD
AIRFOIL SEAL
(PARTITION)
NOZZLE
SEGMENT
(16 TOTAL)
B BUCKET
INNER
SIDEWALL
BUCKET FORWARD
SEAL
1st
B STAGE
2nd
STAGE AFT
SEAL
DIAPHRAGM SEALS
ASSEMBLED
BETWEEN EACH NOZZLE SEALS RADIAL
SEGMENT ASSEMBLED SEAL RADIAL
SEE VIEW B–B BETWEEN EACH SEAL
SEGMENT
SEE VIEW B–B
1 TO 2
NOZZLE WHEEL AXIAL SEAL
DIAPHRAGM SPACER
SEGMENT
SECTION VIEW A – A VIEW B – B
MAJOR COMPONENTS ASSEMBLY
ARRANGEMENT & ASSEMBLY NOZZLE AND DIAPHRAGM SEGMENT SEALS
MS6001
2nd STAGE NOZZLE
EXPLODED VIEW
GTNOZ2 6/92
TURBINE CASE
PLUG
RETAINING PIN NOZZLE SEGMENT

RETAINING PIN FORWARD
1 EACH PER SEAL
SEGMENT OUTER
SEE VIEW A–A SIDEWALL
FOR ASSEMBLY
THROUGH AFT
TURBINE CASE SEAL
3rd STAGE
SHROUD
BLOCK(S)
2nd STAGE
SHROUD
BLOCK(S)
INNER
SIDEWALL
B NOZZLE
SEGMENT NOZZLE FORWARD
(16 TOTAL) AIRFOIL SEAL
BUCKET (PARTITION) BUCKET
AFT
SEAL
2nd
B STAGE
3rd
RADIAL
STAGE
SEAL
AXIAL
SEAL
DIAPHRAGM SEALS
ASSEMBLED
BETWEEN EACH NOZZLE
SEGMENT DIAPHRAGM
SEE VIEW B–B NOZZLE SEALS SEGMENT
ASSEMBLED
BETWEEN EACH 2 TO 3
SEGMENT WHEEL
SEE VIEW B–B SPACER
SECTION VIEW A – A SECTION VIEW B – B
MAJOR COMPONENTS ASSEMBLY
ARRANGEMENT & ASSEMBLY NOZZLE AND DIAPHRAGM SEGMENT SEALS
MS6001
3rd STAGE NOZZLE
EXPLODED VIEW
GTNOZ3 7/92
GAS TURBINE
DUAL FUEL NOZZLE
WITH
WATER INJECTION
LIQUID
FUEL
FUEL
GAS
WATER
ATOMIZING INJECTION
AIR
HF
LF
LIQUID
FUEL
SECTION VIEW
FUEL, AIR AND WATER
PASSAGES THROUGH
NOZZLE ASSEMBLY
NOTE:
FUEL GAS AND AA PIPING
SHOWN ASSEMBLED 180O APART
FOR ILLUSTRATION ONLY FUEL
Rev 10/2001 GAS
FNOZ07 8/92
FUEL
GAS
WATER
INJECTION
LIQUID
FUEL
BREECH–LOAD
DUAL FUEL NOZZLE
WITH
WATER INJECTION ATOMIZING
AIR
WATER
INJECTION
LIQUID
FUEL
SECTION VIEW
FUEL, AIR and WATER
PASSAGES THROUGH
NOZZLE ASSEMBLY
FUEL
GAS
FNOZ11 4/97
Tab 2D
GFD71EDN1
New Information, February 1994
GE Power Systems
Gas Turbine
I. INTRODUCTION
A. General
The MS–7001 is a single-shaft gas turbine designed for operation as a simple-cycle unit or in a combined
steam and gas turbine cycle (STAG). The MS–7001 gas turbine assembly contains six major sections
or groups:
1. Air inlet
2. Compressor
3. Combustion system
4. Turbine
5. Exhaust
6. Support systems
nents. Typical illustrations and photographs accompany the text.
while the exhaust is the aft end. The forward and aft ends of each component are determined in like man-
ner with respect to its orientation within the complete unit. The right and left sides of the turbine or of
TM Trademark of General Electric Company.
GFD71EDN1 Gas Turbine Functional Description
a particular component are determined by standing forward and looking aft. Figure 1 shows the compres-
sor/turbine rotor nested within the lower half of the casing.
The gas path is the path by which gases flow through the gas turbine from the air inlet through the com-
pressor, combustion section and turbine, to the turbine exhaust, as illustrated in the flow diagram, Figure
2. On optional regenerator equipped gas turbine units, the gas path is directed from the compressor
through external piping to the regenerator unit for further heating, and then returned to the combustion
chamber. The location and functional relationships of the major sections of the MS–7001 gas turbine
assembly are shown in Figure 3.
air inlet plenum assembly, filtered and compressed in the multi-stage, axial-flow compressor. For pulsa-
tion protection during startup, compressor bleed valves are open and the variable inlet guide vanes are
in the closed position. When the high-speed relay actuates, the bleed valves begin operation automati-
cally and the variable inlet guide vane actuator energizes to position the inlet guide vanes for normal
turbine operation. Compressed air from the compressor flows into the annular space surrounding the
combustion chambers, from which it flows into the spaces between the outer combustion casings and
the combustion liners, and enters the combustion zone through metering holes in each of the combustion
liners.
Fuel from an off-base source is provided to flow lines, each terminating at the primary and secondary
fuel nozzles in the end cover of the separate combustion chambers. On liquid fueled machines, the fuel
is controlled prior to being distributed to the nozzles to provide an equal flow into each liquid fuel distrib-
utor valve mounted on each end cover and each liquid fuel line on each secondary nozzle assembly. On
gas fueled machines, the fuel nozzles are the metering orifices which provide the proper flow into the
combustion zones in the chambers. The nozzles introduce the fuel into the primary and secondary com-
bustion zone within each chamber where it mixes with the combustion air and is ignited by one or both
of the spark plugs. At the instant when fuel is ignited in one combustion chamber flame is propagated,
through connecting crossfire tubes, to all other combustion chambers where it is detected by four prima-
ry flame detectors. Flame in the secondary combustion zone is detected by four secondary flame detec-
tors each mounted on a flange provided on four of the secondary fuel nozzles.
The hot gases from the combustion chambers flow into separate transition pieces attached to the aft end
of the combustion chamber liners and flow from there to the three-stage turbine section. Each stage con-
sists of a row of fixed nozzles and a row of turbine buckets. In each nozzle row, the kinetic energy of
the jet is increased, with an associated pressure drop, which is absorbed as useful work by the turbine
rotor buckets, resulting in shaft rotation used to turn the generator rotor to generate electrical power.
After passing through the third-stage buckets, the gases are directed into the exhaust diffuser. The gases
then pass into the exhaust plenum and are introduced to atmosphere through the exhaust stack.
II. BASES AND SUPPORTS
A. Accessory Base
The accessory base contains mechanical and electrical equipment necessary for starting and operating
the gas turbine. Several major components mounted on the accessory base include the starting means,
the torque converter and the accessory drive gear.
2
Gas Turbine Functional Description GFD71EDN1
Exhaust
Third-Stage
Turbine
Wheel As-
sembly
Second-Stage
First-Stage Turbine
Turbine Wheel Wheel As-
Assembly sembly
Wrapper
Compressor Compressor
Wheel and Casing Lower
Blade Assem- Half
bly
Number One
Bearing
Air Inlet
Figure 1. Gas Turbine Assembly Looking Aft.
3
Hot
Gases
Fuel Combustion
System Exhaust
Compressed
Air
Load Compressor Turbine
Exhaust
Ambient Air
Figure 2. MS–7001 Gas Path.
4
FUEL TRANSITION
NOZZLES PIECE
ÎÎÎÎÎÎÎ
ÎÎÎÎÎÎÎ
ÎÎÎÎÎÎÎ
ÎÎÎÎÎÎÎ
ÎÎÎÎÎÎÎ
ÎÎÎÎÎÎÎÎÎÎÎÎÎ
AIR EXHAUST
ÎÎÎÎÎÎ OUT
ÎÎÎÎÎÎ
ÎÎÎÎÎÎ
IGNITOR
IN LINER
VIGV’S
STARTING
MEANS
CLUTCH &
GEAR BOX LOAD
DIFFUSER
GFD71EDN1
COMBUSTION
Figure 3. Major Sections of the MS–7001 Gas Turbine Assembly.

5
Fabricated supports and mounting pads are welded to the upper surface of the accessory base for mount-
ing the above equipment and other accessory components. Lifting trunnions are provided on the sides
of the base longitudinal I-beams to facilitate lifting and positioning the base assembly. Mounting pads
are located on the bottom surface of the I-beams for mounting of the base to the foundation.
B. Turbine Base
The base that supports the gas turbine is a structural steel fabrication of welded steel beams and plate.
Its prime function is to provide a support upon which to mount the gas turbine.
Lifting trunnions and supports are provided, two on each side of the base in line with the two structural
cross members of the base frame. Machined pads, four on each side on the bottom of the base, facilitate
its mounting to the site foundation. Two machined pads, atop the base frame are provided for mounting
the aft turbine supports.
C. Turbine Supports
The gas turbine is mounted to its base by vertical supports at three locations; the forward support at the
lower half vertical flange of the forward compressor casing and two aft supports one on each side of the
turbine exhaust frame.
The forward support is a flexible plate that is bolted and doweled to the turbine base, at the forward base
cross frame beam, and bolted and doweled to the forward flange of the compressor casing.
The aft supports, one on each side of the turbine exhaust frame, are leg-type supports. Both vertical sup-
port legs rest on machine pads on the base and attach snugly to the turbine exhaust frame-mounted sup-
port pads. The legs provide centerline support and casing alignment.
load equipment. The support legs maintain the axial and vertical positions of the turbine.
D. Gib Key and Guide Block
A gib key in addition to the turbine support legs, maintains the lateral position of the gas turbine. The
gib key is machined on the lower half of the exhaust frame. The key fits into a guide block which is
welded to the aft cross beam of the turbine base. The key is held securely in place in the guide block with
bolts that bear against the key on each side. This key-and-block arrangement prevents lateral or rotation-
al movement of the turbine while permitting axial and radial movement resulting from thermal expan-
sion.
A. General
The axial-flow compressor section consists of the compressor rotor and the compressor casing. Within
the compressor casing are the variable inlet guide vanes, the various stages of rotor and stator blading,
and the exit guide vanes.
6
stages by a series of alternate rotating (rotor) and stationary (stator) airfoil-shaped blades. The rotor
blades supply the force needed to compress the air in each stage and the stator blades guide the air so
that it enters the following rotor stage at the proper angle. The compressed air exits through the compres-
sor discharge casing to the combustion chambers. Air is extracted from the compressor for turbine cool-
ing, bearing sealing, and for pulsation control during startup.
B. Rotor
The compressor portion of the gas turbine rotor is an assembly of wheels, two stubshafts, each with an
integral wheel, a speed ring, tie bolts, and the compressor rotor blades (see Figure 1).
Each wheel and the wheel portion of each stubshaft has slots broached around its periphery. The rotor
blades and spacers are inserted into these slots and held in axial position by staking at each end of the
slot. The wheels and stubshafts are assembled to each other with mating rabbets for concentricity control
and are held together with tie bolts. Selective positioning of the wheels is made during assembly to re-
duce balance correction. After assembly, the rotor is dynamically balanced.
The forward stubshaft is machined to provide the thrust collar which carries the forward and aft thrust
loads. The stubshaft also provides the journal for the No. 1 bearing, the sealing surface for the No. 1
bearing oil seals and the compressor low-pressure air seal.
C. Stator
1. General
The stator (casing) area of the compressor section is composed of three major sections (Figure 4).
These are the:
a. Inlet casing
These sections, in conjunction with the turbine shell, form the primary structure of the gas turbine.
They support the rotor at the bearing points and constitute the outer wall of the gas-path annulus.
All of these casings are split horizontally to facilitate servicing.
2. Inlet Casing
The inlet casing (see Figure 5) is located at the forward end of the gas turbine. Its prime function
is to uniformly direct air into the compressor. The inlet casing also supports the No. 1 bearing assem-
bly. The No. 1 bearing lower half housing is integrally cast with the inner bellmouth. The upper half
bearing housing is a separate casting, flanged and bolted to the lower half. The inner bellmouth is
positioned to the outer bellmouth by seven airfoil-shaped radial struts and seven axial tiebars. Both
the struts and tiebars are cast into the bellmouth walls.
Variable inlet guide vanes are located at the aft end of the inlet casing and are mechanically posi-
tioned, by a control ring and pinion gear arrangement connected to a hydraulic actuator drive and
7
Inlet Casing
Compressor
Casing
Assembly
Figure 4. Compressor Stator - Cutaway View.
8
Variable Inlet
Guide Vanes
Inlet Casing
Figure 5. Air Inlet Casing with Variable Inlet Guide Vanes.
9
linkage arm assembly. The position of these vanes has an effect on the quantity of compressor inlet
air flow.
The compressor casing contains the first through tenth compressor stator stages. It also transfers the
structural loads from the adjoining casing to the forward support which is bolted and doweled to this
compressor casing’s forward flange. The compressor casing is equipped with two large integrally
cast trunnions which are used to lift the gas turbine when it is separated from its base.
Extraction ports in the casing permit removal of compressor air. This air is used for cooling and seal-
ing functions and is also used for starting and shutdown pulsation control.
The compressor discharge casing is the final portion of the compressor section. It is the longest
single casting, is situated at midpoint between the forward and aft supports and is, in effect, the key-
stone of the gas turbine structure. The compressor discharge casing contains the final compressor
stages, to form both the inner and outer walls of the compressor diffuser, and to join the compressor
and turbine stators. The discharge casing also provides support for the forward end of the combus-
tion wrapper, and the inner support of the first-stage turbine nozzle.
The compressor discharge casing consists of two cylinders, one being a continuation of the com-
pressor casing and the other being an inner cylinder that surrounds the compressor rotor. The two
cylinders are concentrically positioned by eight radial struts. These struts flair out to meet the larger
diameter of the turbine shell, and are the primary load bearing members in this portion of the gas
turbine stator.
charge casing. The diffuser converts some of the compressor exit velocity into added static pressure
for the combustion air supply.
5. Blading
The compressor rotor and stator blades are airfoil shaped and designed to compress air efficiently
at high blade tip velocities. The blades are attached to the compressor wheels by dovetail arrange-
ments. The dovetail is very precise in size and position to maintain each blade in the desired position
and location on the wheel.
The compressor stator blades are airfoil shaped and are mounted by similar dovetails into ring seg-
ments in the first four stages. The ring segments are inserted into circumferential grooves in the cas-
ing and are held in place with locking keys. The stator blades of the remaining stages have a square
base dovetail and are inserted directly into circumferential grooves in the casing. Locking keys hold
them in place.
10
A. General
The combustion system is of the reverse-flow type with the combustion chambers arranged around the
periphery of the compressor discharge casing as shown on Figure 6. Combustion chambers are num-
bered counterclockwise when viewed looking downstream and starting from the top of the machine.
This system also includes the fuel nozzles, a spark plug ignition system, flame detectors, and crossfire
tubes. Hot gases, generated from burning fuel in the combustion chambers, are used to drive the turbine.
High pressure air from the compressor discharge is directed around the transition pieces and into the
annular spaces that surround each of the combustion chamber liners. The combustion wrapper forms a
plenum in which the compressor discharge air flow is directed to the combustion chambers. This air en-
ters the combustion zones through metering holes for proper fuel combustion and through openings to
cool the combustion liner.
The secondary purpose of the wrapper is to act as a support for the combustion chamber assemblies. In
turn, the wrapper is supported by the compressor discharge casing and the turbine shell. Fuel is supplied
to each combustion chamber through a nozzle assembly designed to disperse and mix the fuel with the
proper amount of combustion air.
Discharge air from the axial-flow compressor flows into each combustion chamber from the combustion
wrapper (see Figure 7). The air flows upstream along the outside of the combustion liner toward the liner
cap. This air enters the combustion chamber reaction zones through the primary and secondary fuel
nozzle swirl tips and through metering holes in both the cap and liner.
The hot combustion gases from the reaction zones pass into a dilution zone where additional air is mixed
with the combustion gases. Metering holes in the dilution zone allow the correct amount of air to enter
and cool the gases to the desired temperature. Along the length of the combustion liner and in the liner
cap are openings whose function is to provide a film of air for cooling the walls of the liner and cap.
Transition pieces direct the hot gases from the liners to the turbine nozzles.
C. Spark Plugs
Combustion is initiated by means of the discharge from two spark plugs which are bolted to flanges on
the combustion cans and centered within the liner and flowsleeve in adjacent combustion chambers. A
typical spark plug arrangement is shown in Figure 8. These spark plugs receive their energy from igni-
tion transformers. At the time of firing, a spark at one or both of these plugs ignites the fuel/air mixture
in a chamber; the remaining chambers are ignited by crossfire through the tubes that interconnect the
reaction zones of the remaining chambers.
D. Ultraviolet Flame Detectors
mitted to the control system. For this reason, a flame monitoring system is used consisting of multiple
sensors which are installed on adjacent combustion chambers and an electronic amplifier which is
mounted in the turbine control panel.
11
CL Crossfire
Tube
Primary
Flame
Detectors
(10)
(1)
(2)
(9)
CL
Turbine
(8)
CL
(3) Turbine
Chamber No.
(7)
(4)
(6)
(5)
Secondary
Flame
Detector
Flange
Figure 6. MS-7001E/EA DLN-1 Combustion Casing Arrangement.
12
Combustion
Outer Casing
Cap and Liner

Assembly Combustion
Outer Wrapper
Secondary
Nozzle
Assembly
Primary Transition
Fuel Piece
Nozzle Compressor
Assembly Discharge
Case
Flow
Sleeve
GFD71EDN1
13
Figure 7. MS-7001E/EA DLN-1 Combustion System Arrangement.

Insertion
Into
Liner
1.3 Adjustment
Range
Liner
.38 (ML–0703)
CL
Chamber
Ball Joint
1.00 Dia.
.75 Dia.
Figure 8. Spark Plug with Ball Joint.
14
The flame detectors are equipped with water-cooling jackets, Figures 9 and 10, to achieve acceptable
temperatures.
The ultraviolet flame sensor contains a gas filled detector. The gas within this detector is sensitive to the
presence of ultraviolet radiation which is emitted by a hydrocarbon flame. A dc voltage, supplied by the
detector allows conduction in the circuit which activate the electronics to give an output indicating
flame. Conversely, the absence of flame will generate an output indicating no flame.
After the establishment of flame, if both sensors indicate the loss (or lack) of flame, a signal is sent to
a relay panel in the turbine electronic control circuitry where auxiliary relays in the appropriate circuit
shut down the turbine. The FAILURE TO FIRE or LOSS OF FLAME is also indicated on the annuncia-
tor. If a loss of flame is sensed by only one flame detector sensor, the control circuitry will cause an an-
nunciation only of this condition.
For detailed operating and maintenance information covering this equipment, refer to the vendor publi-
cations following this gas turbine text.
E. Fuel Nozzles
1. General Description
The MS-7001 combustion system with dry low NOx utilizes primary and secondary fuel nozzles
in conjunction with a two-zone combustion liner. Provision is made for the inclusion of water injec-
tion.
The primary fuel nozzle assembly is functionally integrated with combustor end cover which also
incorporates the mounting flange for the secondary fuel nozzle assembly. The combustion cover is
shown in Figure 11. The orientation of the atomizing air, water injection, gas and oil connections
is also shown.
2. Primary Fuel Nozzle Assembly
On the multi-nozzle combustor with DLN-1, the primary fuel nozzle is functionally integrated with
the combustor end cover as shown in Figure 12. Internal manifolds within the cover supply gas and
atomizing air to the six fuel nozzles. Water (required for NOx abatement) is supplied to a distribution
valve which feeds the six nozzles through tubing connected to each fuel oil flange and tip assembly.
The function of the fuel oil distribution valve is to equally distribute fuel oil between the six fuel
nozzles. This function is especially important during start-up when oil supply pressures are relative-
ly low. The internal parts of a typical primary fuel nozzle are shown in Figure 13. The primary oil
and water flange and tip assembly is shown in more detail in Figure 14.
The combustion liner, Figure 15, uses conventional slot-cooled construction. Thermal Barrier Coat-
ing (TBC) is applied to the internal surfaces to reduce the overall temperature and thermal gradients
in the liner. The liner cap, however, is more complex because of the DLN-1 arrangement as illus-
trated in Figure 16. The cap assembly is cooled with a combination of back side impingement and
film cooling. The aft side of the cap is Thermal Barrier Coated (TBC) to reduce the thermal impact.
15
16
GFD71EDN1
Primary
Flame Detector Primary
(Right Hand) Flame
Detectors
30 ° (ML-1121)
Turbine
Radial Water
CL Connections
30 °
Sight Line Liner

(ML-0703)
Primary CL
Flame Detector
(Left Hand)

Fuel Nozzles
(See ML-0512)
Figure 9. Primary Flame Detector.

Figure 10. Water-Cooled Flame Detector.
17
18
GFD71EDN1
Outer Combustion Case
Arrangement (See ML-0719)
Outer Radial L
C
and Secondary
Fuel Nozzle LC
Secondary Flame
Detector Mounting
Flange
Primary CL
Gas Secondary
Flame
Primary Detector
Water (Chambers 3, 4, 7, 8 Only)
Injector
Primary
Liquid Fuel
Secondary
Water Injector
Tertiary
Gas
18.00° Secondary Secondary Fuel Nozzle

Gas Assembly (See ML-0566) C
L

CL Crossfire Secondary
Typical Liquid Fuel
Atomizing
Air
Fuel Nozzle Assembly
(See ML-0512, 0513, 0514)
Figure 11. MS-7001E/EA DLN-1 Combustion Cover.

Primary Fuel Gas
Primary
Water
Injection
Liquid Fuel
Distributor
Valve
Primary
Liquid
Fuel
Atomizing
Air
GFD71EDN1
19
Figure 12. End Cover/Primary Fuel Nozzle Assembly.

Atomizing Gas Fuel

Air
Lock Plate
Staking
Tool
Water
Gas Tip
Flange and
Tip Assembly
Oil
Outer
Swirl Tip
Figure 13. Primary Fuel Nozzle Details.
20
Lockring
O-Seal (.715 in. dia.)

.110 in. O-Seal (.88 in. dia.)
Oil Tip
Assembly Tip Assembly
Oil and Water
Orifice
Lock Tip Assembly

Primary to Water Flange
Oil Fuel by staking Lockring,
3 places
Staking Tool
Primary .055 in.

Water
Water Flange
GFD71EDN1
21
Figure 14. Primary Oil and Water Flange and Tip Assembly.
22
Liner Stop (3)
GFD71EDN1
Primary
Cup
(6)
CL
Liner Spring Seal

CL Spark
Crossfire
Plug Tube Collar (2)
Hole
Radial CL
Flame Detector
Viewport in
Cap Assy. Swirler
Spark Plug
Hole C

L
Figure 15. MS-7001E/EA DLN-1 Cap and Liner Assembly.

Liner Cooling Rings
Venturi Impingement
Cooling Plate
Venturi
Center Body Secondary

Cooling Rings Swirler
Secondary
Nozzle Collar
Primary
Cups (6)
DOWNSTREAM
Sliding
Fuel Nozzle
Collars (6)
GFD71EDN1
23
Figure 16. Cap and Liner Internal Details.

3. Secondary Fuel Nozzle Assembly
Figure 17 shows the secondary fuel nozzle assembly. This assembly is mounted to the center of the
end cover assembly on each of the ten combustion chambers. Fuel oil is fed through the center body
of the assembly which also incorporates mounting flanges for secondary and tertiary gas, water in-
jection and the secondary flame detectors.
Detailed inspection and maintenance information on the fuel nozzles and other combustion system
components is included in the Maintenance section of this manual.
F. Crossfire Tubes
All combustion chambers are interconnected by means of crossfire tubes. These tubes enable flame to
propagate from chamber to chamber.
V. TURBINE SECTION
A. General
The three-stage turbine section is the area in which energy in the form of high temperature pressurized
gas, produced by the compressor and combustion sections, is converted to mechanical energy.
MS–7001 gas turbine hardware includes the turbine rotor, turbine casing exhaust frame, exhaust diffus-
er, nozzles, and shrouds.
B. Turbine Rotor
1. Structure
The turbine rotor assembly, shown in Figure 18, consists of the forward and aft turbine wheel shafts
and the first, second and third-stage turbine wheel assemblies with spacers and turbine buckets.
Concentricity control is achieved with mating rabbets on the turbine wheels, wheel shafts, and
spacers. The wheels are held together with through bolts. Selective positioning of rotor members
is performed to minimize balance corrections.
2. Wheel Shafts
The forward wheel shaft extends from the first-stage turbine wheel to the aft flange of the compres-
sor rotor assembly. The journal for the No. 2 bearing is a part of the forward wheel shaft.
The aft wheel shaft connects the third-stage turbine wheel to the load coupling. It includes the No.
3 bearing journal.
3. Wheel Assemblies
Spacers between the first and second, and between the second and third-stage turbine wheels deter-
mine the axial position of the individual wheels. These spacers carry the diaphragm sealing lands.
The spacers forward face include radial slots for cooling air passages.
24
Water Injection
Flange
Secondary Body
Flame Tertiary
Detector Secondary Gas
Flange Gas
Fuel Oil
Tertiary
Fuel Gas Liquid Fuel
Tertiary and Water
Secondary
Fuel Gas Fuel Gas
Flange
Lockplate Metal
Metal Water
“O” Seal Tip
“O” Seal Sleeve
Assembly
Oil Tube Assembly

Water Tip Assembly
GFD71EDN1
25
Figure 17. Secondary Fuel Nozzle Assembly.

3rd Stage Turbine

Wheel Assembly
2nd Stage Turbine

Wheel Assembly
1st Stage Turbine
Wheel Assembly
Aft Turbine Forward Turbine
Wheel Shaft Wheel Shaft
Figure 18. Turbine Rotor Assembly (Typical).
26
Turbine buckets are assembled in the wheels in axial, firtree-shaped dovetails that fit into matching
cutouts in the turbine wheel rims. All three turbine stages have precision investment-cast, long-
shank buckets. The long-shank bucket design effectively shields the wheel rims and bucket root fas-
tenings from the high temperatures in the hot gas path while providing mechanical damping of buck-
et vibrations. As a further aid in vibration damping, the stage-two and stage-three buckets have
interlocking shrouds at the bucket tips. These shrouds also increase the turbine efficiency by mini-
mizing tip leakage. Radial teeth on the bucket shrouds combine with mating teeth on the stator to
provide a labyrinth seal against gas leakage past the bucket tips.
Figure 19 shows typical first, second and third-stage turbine buckets for the MS–7001E/EA. The
increase in the size of the buckets from the first to the third stage is necessitated by the pressure re-
duction resulting from energy conversion in each stage, requiring an increased annulus area to ac-
commodate the gas flow.
4. Cooling
The turbine rotor is cooled to maintain reasonable operating temperatures and, therefore, assure a
longer turbine service life. Cooling is accomplished by means of a positive flow of cool air extracted
from the aft end of the compressor and discharged radially outward through a space between the
turbine wheel and the stator, and turbine bucket airfoil tips into the main gas stream. This area is
called the wheelspace.
5. First-Stage Wheelspaces
The first-stage forward wheelspace is cooled by compressor discharge air. A labyrinth seal is
installed at the aft end of the compressor rotor between the rotor and inner barrel of the compressor
discharge casing. Part of the leakage through this labyrinth furnishes the air flow through the first-
stage forward wheelspace. This cooling air flow discharges into the main gas stream aft of the first-
stage nozzle.
The first-stage aft wheelspace is cooled by second-stage nozzle cooling air.
Flow continues axially through the hollow centers of the compressor aft stub shaft, forward turbine
wheel shaft, and the turbine wheels. Some of the internal flow is pumped through slots in the spacer
and into the first-stage aft wheelspace. An additional quantity of cooling air flows through the se-
cond-stage inner seal while the remainder returns to the gas path forward of the second-stage nozzle.
6. Second-Stage Wheelspaces
buckets.
The second-stage aft wheelspace is cooled by air from the internal extraction system. This air enters
the wheelspace through slots in the forward face of the spacer. Air from this wheelspace returns to
the gas path at the third-stage nozzle entrance.
27
Turbine Bucket
3rd Stage
Turbine Bucket
2nd Stage
Shank
Turbine Bucket
1st Stage
Figure 19. MS–7001E First, Second, and Third-Stage Turbine Buckets.
28
7. Third-Stage Wheelspaces
The third-stage aft wheelspace obtains its cooling air from the discharge of the No. 2 bearing outer
sealing annulus. This air flows over the cone of the aft wheel shaft, through the third-stage aft wheel-
space, and into the gas path at the entrance to the exhaust diffuser.
8. Buckets
Air is introduced into each first-stage bucket through a plenum at the base of the bucket dovetail
(Figure 20). It flows through cooling holes extending the length of the bucket and exits at the re-
cessed bucket tip. The holes are spaced and sized to obtain optimum cooling of the airfoil with mini-
mum compressor extraction air.
Like the first-stage buckets, the second-stage buckets are cooled by spanwise air passages the length
of the airfoil. Since the lower temperatures surrounding the bucket shanks do not require shank cool-
ing, the second-stage cooling holes are fed by a plenum cast into the bucket shank. Spanwise holes
provide cooling air to the airfoil at a higher pressure than a design with shank holes. This increases
the cooling effectiveness in the airfoil so airfoil cooling is accomplished with minimum penalty to
the thermodynamic cycle.
The third-stage buckets are not internally air cooled; the tips of these buckets, like the second-stage
buckets, are enclosed by a shroud which is a part of the tip seal. These shrouds interlock from bucket
to bucket to provide vibration damping.
C. Turbine Stator
1. Structure
The turbine shell and the exhaust frame constitute the major portion of the MS–7001 gas turbine
stator structure. The turbine nozzles, shrouds, and turbine exhaust diffuser are internally supported
from these components.
2. Turbine Casing (Shell)
The turbine shell controls the axial and radial positions of the shrouds and nozzles. It determines
turbine clearances and the relative positions of the nozzles to the turbine buckets. This positioning
is critical to gas turbine performance.
diameter, it is important to reduce the heat flow into the shell and to limit its temperature. Heat flow
limitations incorporate insulation, cooling, and multi-layered structures. The external surface of the
shell incorporates cooling air passages. Flow through these passages is generated by an off base
cooling fan.
Structurally, the shell forward flange is bolted to flanges at the aft end of the compressor discharge
casing. The combustion wrapper also connects to this flange. The shell aft flange is bolted to the
29
Dovetail
Cross Section of Cooling

Hole in Bucket Blade
Cross Section of Cooling

Hole in Bucket Shank
Air Inlet
Bucket Shank
Cooling
Holes
Bucket Blade
Dovetail
Figure 20. Typical MS–7001E First-Stage Air Cooled Bucket Details.
30
forward flange of the exhaust frame. Trunnions cast onto the sides of the shell are used with similar
trunnions on the forward compressor casing to lift the gas turbine when it is separated from its base.
3. Nozzles
In the turbine section there are three stages of stationary nozzles (Figure 21) which direct the high-
velocity flow of the expanded hot combustion gas against the turbine buckets causing the turbine
rotor to rotate. Because of the high pressure drop across these nozzles, there are seals at both the
inside and the outside diameters to prevent loss of system energy by leakage. Since these nozzles
operate in the hot combustion gas flow, they are subjected to thermal stresses in addition to gas pres-
sure loadings.
4. First-Stage Nozzle
The first-stage nozzle receives the hot combustion gases from the combustion system via the transi-
tion pieces. The transition pieces are sealed to both the outer and inner sidewalls on the entrance side
of the nozzle; this minimizes leakage of compressor discharge air into the nozzles.
Figure 22 shows several views of a typical MS–7001 first-stage nozzle segment. Both the stage-one
and the stage-two (discussed below) nozzle vanes are air cooled by a combination of internal im-
pingement and external film cooling. The vanes are hollow with an internal sheetmetal core plug.
Compressor discharge air feeds into the inside of the core plug and then discharges through a multi-
plicity of small holes in the core plug wall, impinging against the inside of the vane wall. From this
space, the air flows around the core plug and exits to the gas path through holes in the vane wall,
which provide external film cooling.
The nozzle segments, each with two partitions or airfoils, are contained by a horizontally split retain-
ing ring which is centerline supported to the turbine shell on lugs at the sides and guided by pins
at the top and bottom vertical centerlines. This permits radial growth of the retaining ring, resulting
from changes in temperature while the ring remains centered in the shell.
The aft outer diameter of the retaining ring is loaded against the forward face of the first-stage tur-
bine shroud and acts as the air seal to prevent leakage of compressor discharge air between the nozzle
and shell.
On the inner sidewall, the nozzle is sealed by L-shaped seal segments installed between the nozzle
and the first-stage nozzle support ring bolted to the compressor discharge casing.
The nozzle is prevented from moving forward by the lugs welded to the aft outside diameter of the
retaining ring at 45 degrees from vertical and horizontal centerlines. These lugs fit in a groove ma-
chined in the turbine shell just forward of the first-stage shroud T hook. By moving the horizontal
joint support block and the bottom centerline guide pin, the lower half of the nozzle can be rolled
out with the turbine rotor in place.
5. Second-Stage Nozzle
Combustion air exiting from the first-stage buckets is again expanded and redirected against the se-
cond-stage turbine buckets by the second-stage nozzle. This nozzle is made of cast segments (Figure
23), each with three partitions or airfoils. The male hooks on the entrance and exit sides of the outer
sidewall fit into female grooves on the aft side of the first-stage shrouds and on the forward side of
the second-stage shroud to maintain the nozzle concentric with the turbine shell and rotor. This close
31
Second
First Stage Stage
Shroud Shroud Third Third
Stage Stage
Second
Nozzle Shroud
Stage
Nozzle
First Stage
No. 2 Retaining
Ring
First Stage
Nozzle
Third Stage
Diaphragm
First Stage
Nozzle Sup- Second Stage
port Ring Third Stage
Diaphragm Segment
Turbine
First Stage Second Stage Wheel
Turbine Wheel Turbine Wheel
Figure 21. Turbine Section – Cutaway View.
32
Outer Wall
Cooling Holes
Cooling Air Im-

pingement Plate
Partition Core
Cooling Holes
(Air Inlet)
Assembled View
Cooling Holes
(Air Exit)
Suction End of Partition
Hollow Core of
Partition
Trailing Edge
Cooling Holes
(Not Visible)
Pressure Side
Cooling Holes Partition
(Air Exit)
Partially Assembled View
Figure 22. First-Stage Turbine Nozzle Segment.
33
fitting tongue-and-groove fit between nozzle and shrouds acts as an outside diameter air seal. The
nozzle segments are held in a circumferential position by radial pins from the shell into axial slots
in the nozzle outer sidewall.
The second-stage nozzle is cooled with compressor discharge air.
6. Third-Stage Nozzle
The third-stage nozzle receives the hot gas as it leaves the second-stage buckets, increases its veloc-
ity by pressure drop, and directs this flow against the third-stage buckets. The nozzle consists of cast
segments, each with four partitions or airfoils (Figure 24). It is held at the outer sidewall forward
and aft sides in grooves in the turbine shrouds in a manner identical to that used on the second-stage
nozzle. The third-stage nozzle is circumferentially positioned by radial pins from the shell.
7. Diaphragm
Attached to the inside diameters of both the second and third-stage nozzle segments are the nozzle
diaphragms (Figure 24). These diaphragms prevent air leakage past the inner sidewall of the nozzles
and the turbine rotor. The high/low, labyrinth seal teeth are machined into the inside diameter of the
diaphragm. They mate with opposing sealing lands on the turbine rotor. Minimal radial clearance
between stationary parts (diaphragm and nozzles) and the moving rotor are essential for maintaining
low interstage leakage; this results in higher turbine efficiency.
8. Shrouds
chined surface of the casing but against annular curved segments called turbine shrouds. The
shrouds’ primary function is to provide a cylindrical surface for minimizing bucket tip clearance
leakage.
The turbine shrouds’ secondary function is to provide a high thermal resistance between the hot
gases and the comparatively cool shell. By accomplishing this function, the shell cooling load is
drastically reduced, the shell diameter is controlled, the shell roundness is maintained, and impor-
tant turbine clearances are assured.
The shroud segments are maintained in the circumferential position by radial pins from the shell.
Joints between shroud segment are sealed by interconnecting tongues and grooves.
9. Exhaust Frame
The exhaust frame (Figure 25) is bolted to the aft flange of the turbine shell. Structurally, the frame
consists of an outer cylinder and an inner cylinder interconnected by the radial struts. The No. 3 bear-
ing is supported from the inner cylinder.
The exhaust diffuser located at the aft end of the turbine is bolted to the exhaust frame. Gases ex-
hausted from the third turbine stage enter the diffuser where velocity is reduced by diffusion and
pressure is recovered. At the exit of the diffuser, turning vanes direct the gases into the exhaust ple-
num.
34
Cooling Air
Inlet Openings
Partitions
Cooling Air
Exit Openings
Figure 23. Second-Stage Turbine Nozzle Segment.
Diaphragm Nozzle
Segment Segment
Nozzle
Seal Teeth Partition
Figure 24. Third-Stage Turbine Nozzle and Diaphragm Segment.
35
Turbine Rotor
Assembly
No. 3 Bearing
Journal
Exhaust Frame
Turning Vanes
Exhaust Flow
Figure 25. Gas Turbine Assembly, Looking Forward.
36
Exhaust frame radial struts cross the exhaust gas stream. These struts position the inner cylinder and
No. 3 bearing in relation to the outer casing of the gas turbine. The struts must be maintained at a
constant temperature in order to control the center position of the rotor in relation to the stator. This
temperature stabilization is accomplished by protecting the struts from exhaust gases with a metal
fairing that forms an air space around each strut and provides a rotated, combined airfoil shape.
Discharge of turbine shell cooling air flow is through the space between the struts and the wrapper
to maintain uniform temperature of the struts.
VI. BEARINGS
A. General
The MS–7001 gas turbine unit contains three main journal bearings used to support the gas turbine rotor.
The unit also includes thrust bearings to maintain the rotor-to-stator axial position. These bearings and
seals are incorporated in three housings: one at the inlet casing, one in the discharge casing, and one in
the exhaust frame. These main bearings are pressure-lubricated by oil supplied from the main lubricating
oil system. The oil flows through branch lines to an inlet in each bearing housing.
1. Lubrication
The main turbine bearings are pressure-lubricated with oil supplied, from the oil reservoir. Oil feed
piping, where practical, is run within the lube oil reservoir drain line, or drain channels, as a protec-
tive measure. In the event of a supply line leak, oil will not be sprayed on nearby equipment, thus
eliminating a potential safety hazard.
When the oil enters the housing inlet, it flows into an annulus around the bearing. From the annulus,
the oil flows through machined holes or slots to the bearing rotor interface.
2. Lubricant Sealing
Oil on the surface of the turbine shaft is prevented from being spun along the shaft by oil seals in
each of the three bearing housings. These labyrinth seals are assembled at the extremities of the bear-
ing assemblies where oil control is required. A smooth surface is machined on the shaft and the seals
are assembled so that only a small clearance exists between the oil seal and the shaft. The oil seals
are designed with tandem rows of teeth and an annular space between them. Pressurized sealing air
is admitted into this space to prevent lubricating oil vapor from exiting the bearing housing. The air
that returns with the oil to the main lubricating oil reservoir is vented to atmosphere.
B. Journal Bearings
1. Bearing No. 1
The No. 1 bearing subassembly is located in the center of the inlet casing assembly and contains an
active (loaded) thrust bearing, an inactive (unloaded) thrust bearing, and the journal bearing. Addi-
tionally, it contains two “running type” ring seals, two labyrinth seals, and a housing in which the
components are installed. The components are keyed to the housing to prevent rotation. The bottom
part of the housing is a part of the inlet casing. The top of the housing is a separate casting, flanged
and bolted to the bottom half.
37
The labyrinth seals at each end of the housing are pressurized with air extracted from the compressor
5th-stage. The “running type” ring seals at either end of the thrust bearing cavity contain the oil and
limit entrance of air into the cavity.
2. Bearing No. 2
The No. 2 bearing subassembly is centerline supported from the inner cylinder of the compressor
discharge casing. This support includes ledges at the horizontal and an axial key at the bottom cent-
erline. This permits relative growth resulting from temperature differences while the bearing re-
mains centered in the discharge casing.
The assembly includes a bearing liner, labyrinth seals, and a bearing housing. This assembly is lo-
cated in a pressurized space (the inner barrel) between the turbine and compressor.
The No. 2 bearing liner is prevented from rotating with the shaft by an antirotation pin located in
the lower half of the bearing liner.
3. Bearing No. 3
The No. 3 bearing subassembly is located at the aft end of the turbine shaft in the center of the ex-
haust frame assembly. It consists of a tilting pad bearing, three labyrinth seals, two floating ring seals
and a bearing housing. The individual pads are designed and assembled so that a high pressure oil
film is generated between each pad and the bearing surface. This produces a symmetrical loading
or “clamping” effect on the bearing surface that helps maintain shaft stability. Because the pads are
free to move in two dimensions, they are capable of tolerating a certain amount of shaft misalign-
ment.
4. Thrust Bearings
Thrust bearings are provided in the No. 1 bearing housing to support the thrust loads of the gas tur-
bine rotor assembly. A thrust bearing unit is made up of the shaft member, called the thrust collar,
and the stationary member or bearing. During normal operation of the gas turbine, the thrust load
of a rotor assembly is unidirectional; however, during startup and shutdown of the unit, the direction
of the thrust load will reverse. Thus, two thrust bearings are assembled in the number 1 bearing hous-
ing in order to support the thrust loads imposed in either direction. The bearing which takes the thrust
load during normal operations is called the loaded (active) thrust bearing as opposed to that which
takes the thrust load during startup or shutdown of the unit, which is called the unloaded (inactive)
thrust bearing.
VII. COUPLINGS
A. Load Coupling
A rigid, hollow coupling connects the turbine rotor shaft to the generator. A bolted flange connection
forms the joint at each end of the coupling.
38
B. Accessory Gear To Fuel Pump
A flexible coupling of the laminated ring type and split hub design is used to connect the main fuel oil
pump to the accessory drive. Instructions covering disassembly, installation and alignment of the cou-
pling between the fuel pump and accessory gear shaft is included in the alignment instructions drawing
of the Reference Documents section, of this manual.
C. Accessory Gear Coupling
A flexible coupling is used to connect the accessory drive to the gas turbine shaft at the compressor end.
The coupling is designed to transmit the starting and driving torque associated with this drive coupling
as well as provide flexibility to accommodate nominal misalignment, and axial movement of the turbine
rotor relative to the accessory gear box. There are three types of misalignment that are accommodated
by the coupling: angular, parallel and a combination of both.
For detailed operating and maintenance information covering the couplings, refer to the vendor publica-
tions following the Turbine Support Systems text.
VIII. GEAR ASSEMBLIES
A. General
Gear assemblies are used to increase, or decrease, shaft rpm as required by driven accessory or load
equipment.
B. Accessory Drive
1. General
The accessory drive gear, located at the compressor end of the gas turbine, is a gearing assembly
coupled directly through a flexible coupling to the turbine rotor. Its function is to drive each gas tur-
bine accessory at its proper speed and to connect the turbine to its starting device. In addition it con-
tains the system main lube oil pump and the turbine overspeed bolt and trip mechanism.
Contained within the gear casing are the gear trains which provide the proper gear reductions to
drive the accessory devices at the required speed, with the correct torque values.
Accessories driven by the gear may include: the main lube oil pump, the main hydraulic supply
pump, the liquid fuel pump, the water pump, and the main atomizing air compressor. Lubrication
of the gear is from the turbine’s pressurized bearing header supply.
A high-pressure turbine overspeed trip capable of mechanically dumping the oil in the trip circuits,
is mounted on the exterior casing of the gear. This device can shut the turbine down when the speed
exceeds the design speed. The overspeed bolt which actuates the trip upon overspeed is installed
in the main shaft.
39
2. Description
For ease of maintenance and inspection, the gear casing is split at the horizontal plane into an upper
and lower section. Interconnected shafts are arranged in a parallel axis in the lower casing. Three
of the shafts are located on the same horizontal plane as the casing joint.
The gear consists of four parallel axis, interconnected shafts arranged in a casing which provides
mounting pads for the various driven accessories. With the exception of the lube oil pump and hy-
draulic supply pump shaft, all the shaft centerlines are located on the horizontal joint of the accesso-
ry drive casing. Numbers are assigned to the various shafts and the rpm of each shaft and the load
horsepower are shown in the design data which follows this text.
The gear casing is made of cast iron and split at the horizontal joint to facilitate assembly. The lower-
half casing has a closed bottom with openings for lube oil pump suction and discharge lines and cas-
ing drain line.
All of the shafts are connected together by single helical gears which are shrunk to the shafts after
the teeth are cut. It is possible, in some instances to remove individual gears which may have been
damaged in service, and to replace them with new gears. This operation, however should be per-
formed at the factory so that the required precision may be maintained.
All of the shafts located on the horizontal joint are contained in babbitt-lined steel-backed journal
bearings with integral thrust faces which are split on the horizontal joint of the casing. The thrust
faces of the bearings maintain the shafts in their proper axial location and the necessary thrust clear-
ance is pre-set at the factory. The shafts which are not on the horizontal joint are contained in babbitt-
lined, steel-backed, non-split bushings with integral thrust faces. Their thrust clearance is pre-set
at the factory.
The main lubricating oil pump is located on the inboard wall of the lower-half casing of the accesso-
ry drive gear and is described in the Lubrication System section.
3. Maintenance
Very little routine inspection of the gear is required, however, should excessive temperatures, un-
usual noises, or oil leaks occur, their cause should be determined and corrected. Refer to the
Manufacturer’s operating and maintenance instructions at the end of this section.
40
Compressor Rotor Rotation Gear Ring IGV Pinion Gear
CCW
Short, Small Area Rotating Blades (Airfoils)
Closed Compressor
IGV Blades Discharge Case
Open Outer Barrel
Inner Barrel
11th Stage Turbine Rotor

Air Extraction (Fwd Stub Shaft)
Pipe
Upper Half
5th Stage
Air Extraction
Pipe
Long, Large Area Rotating Blades (Airfoils)
VA2-1
Compressor
Inlet
17 Stage
Compressor
Rotor
VA2-2
ROTATION
Compressor Bleed Valves
Compressor
Case
CLICK HERE
To View
11th Stage Combustion, Turbine,
Air Extraction
Piping & Exhaust Section
Lower Half
Rev 3/2002 Components & Assemblies
GTCPSR 3/96
Locknut
12 Point Nut
Compressor Rotor
Stud Assembly
Qty 16
Rotor Stud
(Bolt)
Ring Nut
(Windage Nut)
AFT Stub Shaft

FWD Side Bore Fan
Configuration.
16th & 17th Stage Wheels
Compressed Air Flow and Direct
It Through The AFT Stub Bore
To Cool Down Stream Turbine
Components.
Forward
Stub Shaft 16th Stage Wheel
(1st Stage)
Air Deflector
#1 Bearing
Journal Defl. Retaining
Ring
Thrust Bearing AFT Balance
Runner Weight Groove
Forward
Coupling
Compressor
AFT Coupling
(To Turb Rotor)
2nd Stage
Compressor
Wheel AFT Stub Shaft
Note: (17th Stage)
Speed Ind Ring Blades Not Shown
(60 Tooth Wheel) In All Wheels
FWD Balance
Speed Ring Weight Groove For Simplicity
Assem Bolts
Qty 22 Compressor
AFT Bearing
(Manufacturing Use)
CPSR 4/96
Compressor
Wheel Assembly
(2nd Stage Shown)
Spacer - AFT Side
Spacer - FWD Side

Spacer Assembly
By Stages Blade
Stage FWD AFT
1st None Yes
2 thru 16 Yes Yes
17th Yes None
Spacer - AFT Side
Blade
Entrance (FWD Face)

Side of Wheel
Angled Side
Towards Caulk
Caulk
Double Caulk Single Caulk All Stages

Req'd - FWD Face FWD & AFT Face All Faces
Of FWD Stub Shaft, All Stages
Forward Stub Shaft AFT Face of 16th Stg, Not Requiring
Assembly (1st Stage) FWD & AFT Face Double Caulk
GTWHLASM 12/96 Of 17th Stg
Radial Bucket Radial "D" Key
Locking Locking
Pin Pin
Axial 3rd Stage Bucket Turbine Rotor
Locking 92 Total AFT Coupling
Pin (To Load Coupling)
12 Point Nut
Qty 12
Locking Bucket Dovetail

Locking Pin Assembly
Typ 1 Bucket
Bucket & "D" Key

Assembly
"D" Key Placed in Turbine Wheel Axial

Locking
Slot and Pushed Into Bucket Locking
Bucket Bucket
Pocket Locking The Bucket To Dovetail Pin
The Turbine Wheel. Typ Of "D" Key
Pocket AFT Bearing
91 Buckets Journal
Platform AFT Stub Shaft

Seal Pin 2nd Stage Bucket
92 Total
3rd Stage Turbine Wheel

1st Stage Bucket
92 Total
2 to 3 Spacer
Bucket Seal Pin Assembly

Typical All Buckets
All Stages
Twistlock Rotated
Radial To Secure Bucket
Seal Pin
2nd Stage Turbine Wheel
12 Point Nut
Qty 12
Rotor Stud
Qty 12 Twistlock
1 to 2 Spacer
1st Stage Turbine Wheel

Head Staked Into
Groove To Prevent
Further Rotation
FWD Stub Shaft
FWD Bearing Journal
Turbine Rotor Twistlock Staking Groove

FWD Coupling AFT Side - 2nd & 3rd Stage
TURB 6/96 (To Comp Rotor) Turbine Wheels
RADIAL BUCKET
LOCKING
PIN
AXIAL
LOCKING ”D” KEY
PIN
RADIAL
SECTION VIEW LOCKING
LOCKING BUCKET DOVETAIL PIN
LOCKING PIN ASSEMBLY
MS7001EA
1st STAGE
BUCKET
(Example)
BUCKET
SEALS
REFER TO
VIEW A
BKTASM1A
BUCKET ASSEMBLED
IN DOVETAIL
LOCKING
”D” KEY PLACED IN TURBINE WHEEL BUCKET
SLOT AND PUSHED INTO BUCKET DOVETAIL AXIAL
POCKET LOCKING THE BUCKET TO LOCKING BUCKET
THE TURBINE WHEEL PIN ”D” KEY
POCKET
ENLARGED VIEW C
BUCKET & ”D” KEY
ASSEMBLY
”D” KEY ASSEMBLY
BKTASM1C 10/94
TWISTLOCKS
MS7001EA
2nd STAGE
BUCKET
(Example)
TWISTLOCK ROTATED
TO SECURE BUCKET
TWISTLOCK
STAKING
GROOVE
HEAD STAKED INTO

GROOVE TO PREVENT
FURTHER ROTATION
DETAIL VIEW
BUCKET & TWISTLOCK
ASSEMBLY
TWISTLOCK ASSEMBLY
BKTASM1B 10/94
GAS TURBINE
MS7001EA
AIR PASSAGES
WHEELSPACES, NOZZLES
& BUCKETS
B00344 7/94
Upper Half
Locking Plate Bolts,
Locking Plate &
Eccentric Pin Seal Retaining Pin
4 per Segment
Retaining
Ring
Upper Half
Retaining Ring
Seals
Dowel Retainer Plate

(One per Segment)
Locating Dowel
(One per Segment)
Retaining Ring
Assembly Bolt
4 Total
Seal Strips
One Set per
Segment
Nozzle Segment
18 Total
Seal Retaining Pin

4 per Segment
Retaining Ring
Seals
Bushing Hold Down Clamp Bolts

Support Pin
Retainer Plate
Retainer Bolt
One Set per
Segment Hold Down Clamp
Support Block
Lower Half
Eccentric Pin
Locking Plate & Retaining Ring
Locking Plate Bolts Lower Half
7EANZ1 1/95
Retaining Pin Plug
Thermocouple Tubes Required for Segments
TC Well 2 thru 7 & 10 thru 15 Only
FWD Side Nozzle Retaining Pin
TC Well 2nd Stg TW One per Segment
AFT Side
1st Stg TW
6
5
Segment Numbers
7 4
3
8
Holding Plate
Thermocouple Assem Bolts
Tube & Well Assem & Lockplates
Segments 7 & 15 2
Retaining Pin
Holding Plate
One per Seg
1, 8, 9 & 10
Thermocouple
Tubes
Diaphragm
Seal Strips
9 One Set per
Segment
Nozzle Seals
Aft Wheelspace One Set per
Thermocouple Well. Segment
True Locations Are
Diaph Segments 7 & 15.
Shown Here in Seg 9 For
Illustration Only.
See View A For
Assembled Arrgmt.
Nozzle Segment
16 Total
16
Locating Pin
Diaphragm to Nozz Seg Cooling Tubes &
One per Segment Retainer Caps
3 per Segment
See View B for
Assembled Arrgmt
Cooling Tube
10
Diaphragm Segment
16 Total - Numbered
To Match Nozz Seg
Retaining Cap
11
Cooling Tube Assembly 15

Typ - All Segments
12 Thermocouple Tubes
13 14
7EANZ2 3/95
Thermocouple Tubes
Retaining Pin Plug

Required for Segments
2 thru 7 & 10 thru 15 Only TC Well
FWD Side
TC Well 3rd Stg TW
Nozzle Retaining Pin AFT Side
One per Segment 2nd Stg TW
16 Total
Segment Numbers
6 5
4
7
Thermocouple
3 Tube & Well Assem
Segments 7 & 15
8 Holding Plate
Assem Bolts
& Lockplates
2 Retaining Pin
Holding Plate
One per Seg
1, 8, 9 & 16
Diaphragm
Seal Strips 1
One Set per
9 Segment
Locating Pin
Diaph to Nozzle Seg
One per Segment
Nozzle Seals
One Set per
Segment
FWD Wheelspace
Thermocouple Well
True Locations Are
Diaph Segments 7 & 15. Nozzle Segment
Shown Here In Seg 9 For 16 Total
Illustration Only.
See View A For
AFT Wheelspace Assembled Arrgmt
Thermocouple Well
True Locations Are
Diaph Segments 7 & 15.
Shown Here In Seg 9 For
16
Illustration Only.
See View A For
Assembled Arrgmt
Diaphragm Segment
16 Total - Numbered
To Match Nozz Seg
10
11
15
12
13 14
7EANZ3 4/95
TRANSITION PIECE
MS7001EA OUTER SEAL
GAS TURBINE TRANSITION PIECE
AFT MOUNTING BRACKET
DLN1 COMBUSTION SYSTEM
COMPONENTS PRIMARY NOZZLE
TIP ASSEMBLY
MOUNTING BRACKET
BUSHING, WASHER & NUT
QTY 6 TOTAL
SECONDARY FLAME DETECTOR
QTY 4 TOTAL, LOC ON
COMBUSTION CHAMBERS TRANSITION PIECE
3,4,7 & 8
PRIMARY WATER
INJECTION MANIFOLD
GASKET
PRIMARY FUEL GAS
COMBUSTION COVER
PRIMARY ATOMIZING AIR GUIDE PIN
GASKET QTY 3 TOTAL
PRIMARY FUEL NOZZLE
FLANGE & TIP ASM COMBUSTION COVER
QTY 6 TOTAL
GUIDE PIN NUT
PRIMARY LIQ FUEL QTY 3 TOTAL
MOUNTING BRACKET
BOLT & NUT
PRIMARY WATER INJ
FLAME DETECTOR COMBUSTION
MOUNTING BOLTS LINER
FUEL NOZZLE TRANSITION PIECE
QTY 4 EA, 16 TOTAL MOUNTING BOLT SUPPORT CLAMP
QTY 4 EA, 24 TOTAL
GASKET
LIQUID FUEL
SECONDARY WATER INJ DISTRIBUTION VALVE
DISTRIBUTION VALVE
MOUNTING BOLT
QTY 3 TOTAL
SECONDARY FUEL
NOZZLE ASSEMBLY
SPARK PLUG
QTY 2 TOTAL, LOC ON
COMBUSTION CHAMBERS
1 & 10
SECONDARY FUEL GAS
SECONDARY LIQ FUEL
TERTIARY FUEL GAS
CROSSFIRE TUBE RETAINER
QTY 2 PER EACH
FUEL NOZZLE LINER ASSEMBLY
ASSEMBLY BOLTS
QTY 6 TOTAL
OUTER BODY FLOW SLEEVE

CAP ASSEMBLY
MULTI NOZZLE PRIMARY FLAME DETECTOR

CAP ASSEMBLY QTY 4 TOTAL, LOC ON
INNER BODY COMBUSTION CHAMBERS
CAP ASSEMBLY 3,4,7 & 8
CROSSFIRE TUBE HALVES

QTY 1 EA PER LINER, 10 TOTAL
7EADLN1 8/95
SECONDARY WATER
INJECTION
LIQUID WATER
FUEL TERTIARY GAS
ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ
TERTIARY
GAS
ÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔ
ÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔ
ÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔ
ÎÎÎÎÎÎÎÎÎÎÎÎÎÎ
ÎÎÎÎÎÎÎÎÎÎÎÎÎÎ
FLAME
DETECTOR ÎÎÎÎÎÎÎÎÎÎÎÎÎÎ
SECONDARY GAS
SECONDARY DETAIL VIEW ”A” SUB–PILOT
LIQUID FUEL SECONDARY NOZZLE TIP
GAS
FLAME DETECTOR
MOUNTING FLANGE
WATER
”A”
GAS TURBINE
SECONDARY GAS
MS7001EA
TERTIARY GAS ”TRIPLEX” STYLE
SECONDARY FUEL NOZZLE
B00351 6/94
Tab 2E
GFD71FAS
Revised, September 2001
GE Power Systems
Gas Turbine
I. INTRODUCTION
A. General
The MS–7001FA is a single-shaft gas turbine designed for operation as a simple-cycle unit or in a com-
bined steam and gas turbine cycle (STAG). The gas turbine assembly contains six major sections or
groups:
1. Air inlet
2. Compressor
3. Combustion System
4. Turbine
5. Exhaust
6. Support systems
nents. Typical illustrations and photographs accompany the text.
Throughout this manual, reference is made to the forward and aft ends, and to the right and left sides of
the gas turbine and its components. By definition, the air inlet of the gas turbine is the forward end, while
the exhaust is the aft end. The forward and aft ends of each component are determined in like manner with
respect to its orientation within the complete unit. The right and left sides of the turbine or of a particular
component are determined by standing forward and looking aft.
Gas Turbine System Description
The gas path is the path by which gases flow through the gas turbine from the air inlet through the compres-
sor, combustion section and turbine, to the turbine exhaust.
air inlet plenum assembly, filtered and compressed in the multi-stage, axial-flow compressor. For pulsa-
tion protection during startup, compressor bleed valves are open and the variable inlet guide vanes are in
the closed position. When the high-speed relay actuates, the bleed valves begin operation automatically
and the variable inlet guide vane actuator energizes to position the inlet guide vanes for normal turbine
operation. Compressed air from the compressor flows into the annular space surrounding the combustion
chambers, from which it flows into the spaces between the outer combustion casings and the combustion
liners, and enters the combustion zone through metering holes in each of the combustion liners.
Fuel from an off-base source is provided to flow lines, each terminating at the primary and secondary fuel
nozzles in the end cover of the separate combustion chambers. On liquid fueled machines, the fuel is con-
trolled prior to being distributed to the nozzles to provide an equal flow into each liquid fuel distributor
valve mounted on each end cover and each liquid fuel line on each secondary nozzle assembly. On gas
fueled machines, the fuel nozzles are the metering orifices which provide the proper flow into the combus-
tion zones in the chambers. The nozzles introduce the fuel into the combustion zone within each chamber
where it mixes with the combustion air and is ignited by one or more of the spark plugs. At the instant
when fuel is ignited in one combustion chamber flame is propagated, through connecting crossfire tubes,
to all other combustion chambers where it is detected by four primary flame detectors, each mounted on
a flange provided on the combustion casings.
The hot gases from the combustion chambers flow into separate transition pieces attached to the aft end
of the combustion chamber liners and flow from there to the three-stage turbine section. Each stage con-
sists of a row of fixed nozzles and a row of turbine buckets. In each nozzle row, the kinetic energy of the
jet is increased, with an associated pressure drop, which is absorbed as useful work by the turbine rotor
buckets, resulting in shaft rotation used to turn the generator rotor to generate electrical power.
After passing through the third-stage buckets, the gases are directed into the exhaust diffuser. The gases
then pass into the exhaust plenum and are introduced to atmosphere through the exhaust stack.
II. BASE AND SUPPORTS
A. Turbine Base
The base that supports the gas turbine is a structural steel fabrication of welded steel beams and plate. Its
prime function is to provide a support upon which to mount the gas turbine.
Lifting trunnions and supports are provided, two on each side of the base in line with the two structural
cross members of the base frame. Machined pads on each side on the bottom of the base facilitate its
mounting to the site foundation. Two machined pads, atop the base frame are provided for mounting the
aft turbine supports.
B. Turbine Supports
The MS7001FA has rigid leg-type supports at the compressor end and supports with top and bottom pivots
at the turbine end.
2
System Description Gas Turbine
load equipment. The support legs maintain the axial and vertical positions of the turbine, while two gib
keys coupled with the turbine support legs maintain its lateral position. One gib key is machined on the
lower half of the exhaust frame. The other gib key is machined on the lower half of the forward compressor
casing. The keys fit into guide blocks which are welded to the cross beams of the turbine base. The keys
are held securely in place in the guide blocks with bolts that bear against the keys on each side. This key-
and-block arrangement prevents lateral or rotational movement of the turbine while permitting axial and
radial movement resulting from thermal expansion.
A. General
The axial-flow compressor section consists of the compressor rotor and the compressor casing. Within
the compressor casing are the variable inlet guide vanes, the various stages of rotor and stator blading, and
the exit guide vanes.
In the compressor, air is confined to the space between the rotor and stator where it is compressed in stages
by a series of alternate rotating (rotor) and stationary (stator) airfoil-shaped blades. The rotor blades sup-
ply the force needed to compress the air in each stage and the stator blades guide the air so that it enters
casing to the combustion chambers. Air is extracted from the compressor for turbine cooling and for pulsa-
tion control during startup.
B. Rotor
The compressor portion of the gas turbine rotor is an assembly of wheels, a speed ring, tie bolts, the com-
pressor rotor blades, and a forward stub shaft (see Figure 1).
Each wheel has slots broached around its periphery. The rotor blades and spacers are inserted into these
slots and held in axial position by staking at each end of the slot. The wheels are assembled to each other
with mating rabbets for concentricity control and are held together with tie bolts. Selective positioning
of the wheels is made during assembly to reduce balance correction. After assembly, the rotor is dynami-
cally balanced.
The forward stubshaft is machined to provide the thrust collar which carries the forward and aft thrust
loads. The stubshaft also provides the journal for the No. 1 bearing, the sealing surface for the No. 1 bear-
ing oil seals and the compressor low-pressure air seal.
The stage 17 wheel carries the rotor blades and also provides the sealing surface for the high-pressure air
seal and the compressor-to-turbine marriage flange.
C. Stator
1. General
The casing area of the compressor section is composed of three major sections. These are the:
a. Inlet casing
3
Rotor Blades
Compressor
No. 1 Bearing
Journal
Thrust
Collar
Figure 1. Compressor Rotor Assembly
4
These casings, in conjunction with the turbine casing, form the primary structure of the gas turbine.
They support the rotor at the bearing points and constitute the outer wall of the gas-path annulus. All
of these casings are split horizontally to facilitate servicing.
2. Inlet Casing
The inlet casing (see Figure 2) is located at the forward end of the gas turbine. Its prime function is
to uniformly direct air into the compressor. The inlet casing also supports the No. 1 bearing assembly.
The No. 1 bearing lower half housing is integrally cast with the inner bellmouth. The upper half bear-
ing housing is a separate casting, flanged and bolted to the lower half. The inner bellmouth is posi-
tioned to the outer bellmouth by nine airfoil-shaped radial struts. The struts are cast into the bellmouth
walls. They also transfer the structural loads from the adjoining casing to the forward support which
is bolted and doweled to this inlet casing.
Variable inlet guide vanes are located at the aft end of the inlet casing and are mechanically positioned,
by a control ring and pinion gear arrangement connected to a hydraulic actuator drive and linkage arm
assembly. The position of these vanes has an effect on the quantity of compressor inlet air flow.
The forward compressor casing contains the stage 0 through stage 4 compressor stator stages. The
compressor casing lower half is equipped with two large integrally cast trunnions which are used to
lift the gas turbine when it is separated from its base.
The aft compressor casing contains stage 5 through stage 12 compressor stator stages. Extraction
ports in aft casing permit removal of 13th-stage compressor air. This air is used for cooling functions
and is also used for pulsation control during startup and shutdown.
The compressor discharge casing is the final portion of the compressor section. It is the longest single
casting, is situated at midpoint — between the forward and aft supports — and is, in effect, the key-
stone of the gas turbine structure. The compressor discharge casing contains the final compressor
stages, forms both the inner and outer walls of the compressor diffuser, and joins the compressor and
turbine casings. The discharge casing also provides support for the combustion outer casings and the
inner support of the first-stage turbine nozzle.
sor casing and the other being an inner cylinder that surrounds the compressor rotor. The two cylinders
are concentrically positioned by fourteen radial struts.
charge casing. The diffuser converts some of the compressor exit velocity into added static pressure
for the combustion air supply.
5
Tilting Pad
Journal
Bearing
Bearing
No. 1
Stationary
Oil Seal
Assembly Bearing
No. 1 FWD
Stationary
Oil Seals
Bearing
No. 1 Oil
Feed &
Orifices
Thrust Bearing
Figure 2. Compressor Inlet Casing and No. 1 Bearing
6
5. Blading
The compressor rotor and stator blades are airfoil shaped and designed to compress air efficiently at
high blade tip velocities. The blades are attached to the compressor wheels by dovetail arrangements.
The dovetail is very precise in size and position to maintain each blade in the desired position and
location on the wheel.
The compressor stator blades are airfoil shaped and are mounted by similar dovetails into ring seg-
ments in the first five stages. The ring segments are inserted into circumferential grooves in the casing
and are held in place with locking keys. The stator blades of the remaining stages have a square base
dovetail and are inserted directly into circumferential grooves in the casing. Locking keys hold them
in place.
IV. DLN–2 COMBUSTION SYSTEM
A. General
The combustion system is of the reverse-flow type with the 14 combustion chambers arranged around the
periphery of the compressor discharge casing as shown on Figure 3. Combustion chambers are numbered
counterclockwise when viewed looking downstream and starting from the top left of the machine. This
system also includes the fuel nozzles, a spark plug ignition system, flame detectors, and crossfire tubes.
Hot gases, generated from burning fuel in the combustion chambers, flow through the impingement
cooled transition pieces to the turbine.
High pressure air from the compressor discharge is directed around the transition pieces. Some of the air
enters the holes in the impingement sleeve to cool the transition pieces and flows into the flow sleeve. The
rest enters the annulus between the flow sleeve and the combustion liner through holes in the downstream
end of the flow sleeve. (See Figures 4 and 5). This air enters the combustion zone through the cap assembly
for proper fuel combustion. Fuel is supplied to each combustion chamber through five nozzles designed
to disperse and mix the fuel with the proper amount of combustion air.
The DLN–2 combustion system shown in Figure 4 is a single stage,dual mode combustor capable of op-
eration on both gaseous and liquid fuel. On gas, the combustor operates in a diffusion mode at low loads
(<50% load), and a pre-mixed mode at high loads (>50% load). While the combustor is capable of operat-
ing in the diffusion mode across the load range, diluent injection would be required for NOx abatement.
Oil operation on this combustor is in the diffusion mode across the entire load range, with diluent injection
used for NOx.
B. Outer Combustion Chambers and Flow Sleeves
The outer combustion chambers act as the pressure shells for the combustors. They also provide flanges
for the fuel nozzle-end cover assemblies, crossfire tube flanges, and, where called for, spark plugs, flame
detectors and false start drains. The flow sleeves (Figure 5) form an annular space around the cap and liner
assemblies that directs the combustion and cooling air flows into the reaction region. To maintain the im-
pingement sleeve pressure drop, the openings for crossfire tubes, spark plugs, and flame detectors are
sealed with sliding grommets.
7
C
L Flame Detectors
C
L Dynamic Pressure Probe ML-112)
(Typ. all Chambers)
C
L Crossfire
Tube (Typ)
C
L Spark
Plugs
C
L False
Det.
C
L Turbine
C
L Turbine
False L False
C
Start Start
Drains Drains
Figure 3. MS7001FA DLN-2 Combustion System Arrangement.
8
System Description
Multi-Nozzle
Cover
Fuel Nozzle
Casing
Cap Assembly
Figure 4.
Combustion Liner
MS7001FA DLN-2 Combustion Arrangement.
Flow Sleeve
Transition Piece
Tertiary Nozzle
Cooling Air
Typical Chamber Cross Section
Gas Turbine
9
Gas Turbine
10
Mounting
Flange
Spring
Seal
19.660
Xfire
Tube
Floating
Seal Ring
Liner
Stop
System Description
Figure 5. Flow Sleeve Assembly
C. Crossfire Tubes
All combustion chambers are interconnected by means of crossfire tubes. The outer chambers are con-
nected with an outer crossfire tube and the combustion liner primary zones are connected by the inner
crossfire tubes.
D. Fuel Nozzle End Covers
There are five fuel nozzle assemblies in each combustor. Figures 6, 6A shows a cross-section of a DLN–2
fuel nozzle. As noted, the nozzle has passages for diffusion gas, premixed gas, oil, and water. When
mounted on the endcover, as shown in Figure 6, the diffusion passages of four of the fuel nozzles are fed
from a common manifold, called the primary, that is built into the endcover. The premixed passage of the
same four nozzles are fed from another internal manifold called the secondary. The premixed passages
of the remaining nozzle is supplied by the tertiary fuel system; the diffusion passage of that nozzle is al-
ways purged with compressor discharge air and passes no fuel.
E. Cap and Liner Assemblies
The combustion liners (Figure 7) use external ridges and conventional cooling slots for cooling. Interior
surfaces of the liner and the cap are thermal barrier coated to reduce metal temperatures and thermal gradi-
ents. The cap (Figures 8, 8A) has five premixer tubes that engage each of the five fuel nozzle. It is cooled
by a combination of film cooling and impingement cooling and has thermal barrier coating on the inner
surfaces (Figures 8, 8A).
F. Spark Plugs
Combustion is initiated by means of the discharge from spark plugs which are bolted to flanges on the
combustion cans and centered within the liner and flowsleeve in adjacent combustion chambers. A typical
spark plug arrangement is shown in Figure 9. These plugs receive their energy from high energy-capacitor
discharge power supplies. At the time of firing, a spark at one or more of these plugs ignites the gases in
a chamber; the remaining chambers are ignited by crossfire through the tubes that interconnect the reac-
tion zone of the remaining chambers.
G. Ultraviolet Flame Detectors
mitted to the control system. For this reason, a flame monitoring system is used consisting of multiple
flame detectors located as shown on Figure 3. The flame detectors (Figs. 10 and 11) have water cooled
jackets to maintain acceptable temperatures.
The ultraviolet flame sensor contains a gas filled detector. The gas within this detector is sensitive to the
presence of ultraviolet radiation which is emitted by a hydrocarbon flame. A DC voltage, supplied by the
detector allows conduction in the circuit which activates the electronics to give an output indicating flame.
Conversely, the absence of flame will generate an output indicating no flame.
The signals from the four flame detectors are sent to the control system which uses an internal logic system
to determine whether a flame or loss of flame condition exists.
11
Gas Turbine
12
System Description
Figure 6. DLN–2 Fuel Nozzle Cross-section
Steam
Connection
Fuel Nozzle Fuel Nozzle

Cover Case
Quaternary
Gas
Liquid Fuel
Injector
Gas Fuel
Injector
Figure 6A. Fuel Nozzle Arrangement.
13
Gas Turbine
Crossfire
Collar
Turbulators
14
Spring Seal
Combustion Liner Details

FLOW
Spark Plug
and Flame
Detector Cooling
Slots
Liner Stop (3)
System Description
CL
Spark Crossfire
Plug Tube Collar Cooling Spring
Flame Holes Seal
Detector
Figure 7. Combustion Liner Assembly

System Description
Outer
Radial
CL Spring
Seal
Liner Stop
Gas Turbine
15
Figure 8. Cap Assembly – View from Upstream

Outer
Radial
CL
Figure 8A. Cap Assembly-View From Downstream
16
Spark Plug
Forward Flange
Outer Comb. Gasket
Case
(2.500) Stroke
Liner
CL Spark Plug
CL Chamber
Downstream
CL Chamber
Figure 9. Spark Plug Assembly
17
For detailed operating and maintenance information covering this equipment, refer to the vendor
publications.
V. TURBINE SECTION
A. General
The three-stage turbine section is the area in which energy in the form of high temperature pressurized
gas, produced by the compressor and combustion sections, is converted to mechanical energy.
MS7001FA gas turbine hardware includes the turbine rotor, turbine casing, exhaust frame, exhaust diffus-
er, nozzles, and shrouds.
B. Turbine Rotor
1. Structure
The turbine rotor assembly, shown in Figure 12, consists of the forward and aft turbine wheel shafts
and the first-, second- and third-stage turbine wheel assemblies with spacers and turbine buckets.
Concentricity control is achieved with mating rabbets on the turbine wheels, wheel shafts, and
spacers. The wheels are held together with through bolts mating up with bolting flanges on the wheel
shafts and spacers. Selective positioning of rotor members is performed to minimize balance correc-
tions.
2. Wheel Shafts
The turbine rotor distance piece extends from the first-stage turbine wheel to the aft flange of the com-
pressor rotor assembly.
The turbine rotor aft shaft includes the No. 2 bearing journal.
3. Wheel Assemblies
Spacers between the first and second, and between the second and third-stage turbine wheels deter-
mine the axial position of the individual wheels. These spacers carry the diaphragm sealing lands. The
1–2 spacer forward and aft faces include radial slots for cooling air passages.
Turbine buckets are assembled in the wheels with fir-tree-shaped dovetails that fit into matching cut-
outs in the turbine wheel rims. All three turbine stages have precision investment-cast, long-shank
buckets. The long-shank bucket design effectively shields the wheel rims and bucket root fastenings
from the high temperatures in the hot gas path while providing mechanical damping of bucket vibra-
tions. As a further aid in vibration damping, the stage-two and stage-three buckets have interlocking
shrouds at the bucket tips. These shrouds also increase the turbine efficiency by minimizing tip leak-
age. Radial teeth on the bucket shrouds combine with stepped surfaces on the stator to provide a laby-
rinth seal against gas leakage past the bucket tips.
Figure 13 shows typical first-, second-, and third-stage turbine buckets for the MS7001FA. The in-
crease in the size of the buckets from the first to the third stage is necessitated by the pressure reduction
resulting from energy conversion in each stage, requiring an increased annulus area to accommodate
the gas flow.
18
Figure 10. Flame Detector Assembly
19
Figure 11. Water-Cooled Flame Detector
20
1. Compressor-to-Turbine
Distance Piece
2. 1st Stage Turbine Rotor Wheel
3. 2nd Stage Turbine Rotor Wheel
6 4. 3rd Stage Turbine Rotor Wheel
5. Stage 1-2 Turbine Rotor Spacer
2 6. Stage 2-3 Turbine Rotor Spacer
7. Through Bolt Assemblies
5 3 8. Turbine Rotor Aft Shaft
4
Figure 12. Turbine Rotor Assembly
21
Figure 13. MS7001FA First, Second and Third-Stage Turbine Elements
22
4. Cooling
The turbine rotor is cooled to maintain reasonable operating temperatures and, therefore, assure a
longer turbine service life. Cooling is accomplished by means of a positive flow of cool air extracted
from the compressor and discharged radially outward through a space between the turbine wheel and
the stator, into the main gas stream. This area is called the wheelspace. Figure 14 shows the turbine
cooling air flows.
5. First-Stage Wheelspaces
The first-stage forward wheelspace is cooled by compressor discharge air. A labyrinth seal is installed
at the aft end of the compressor rotor between the rotor and inner barrel of the compressor discharge
casing. The leakage through this labyrinth furnishes the air flow through the first-stage forward
wheelspace. This cooling air flow discharges into the main gas stream aft of the first-stage nozzle.
The first-stage aft wheelspace is cooled by 13th stage extraction air ported through the 2nd stage
nozzle. This air returns to the gas path forward of the 2nd stage nozzle.
6. Second-Stage Wheelspaces
buckets.
The second-stage aft wheelspace is cooled by 13th stage extraction air ported through the 3rd stage
nozzle. Air from this wheelspace returns to the gas path at the third-stage nozzle entrance.
7. Third-Stage Wheelspaces
The third-stage aft wheelspace obtains its cooling air from the discharge of the exhaust frame cooling
air annulus. This air flows through the third-stage aft wheelspace, and into the gas path at the entrance
to the exhaust diffuser.
8. Buckets
Air is introduced into each first-stage bucket through a plenum at the base of the bucket dovetail (F
23
Blade Stg. 3
Nozzle
Nozzle Arr Nozzle Arr.
Stg. 1
Blade
Stg. 1 Arr. Stg. 3

Stg. 2
Diaphragm
Stg 2
Diaphragm
Stg 3
2-3 Spacer
1-2 Spacer Aft Shaft
Figure 14. Turbine Section-Cutaway View Showing Cooling Air Flows
24
C. Turbine Stator
1. Structure
The turbine casing and the exhaust frame constitute the major portion of the MS7001FA gas turbine
stator structure. The turbine nozzles, shrouds, and turbine exhaust diffuser are internally supported
from these components.
2. Turbine Casing
The turbine casing controls the axial and radial positions of the shrouds and nozzles. It determines
turbine clearances and the relative positions of the nozzles to the turbine buckets. This positioning
is critical to gas turbine performance.
Hot gases contained by the turbine casing are a source of heat flow into the casing. To control the cas-
ing diameter, it is important to reduce the heat flow into the casing and to limit its temperature. Heat
flow limitations incorporate insulation, cooling, and multi–layered structures. 13th stage extraction
air is piped into the turbine casing annular spaces around the 2nd and 3rd stage nozzles. From there
the air is ported through the nozzle partitions and into the wheel spaces.
Structurally, the turbine casing forward flange is bolted to the bulkhead flange at the aft end of the
compressor discharge casing. The turbine casing aft flange is bolted to the forward flange of the ex-
haust frame.
3. Nozzles
In the turbine section there are three stages of stationary nozzles (Figure 14) which direct the high–ve-
locity flow of the expanded hot combustion gas against the turbine buckets causing the turbine rotor
to rotate. Because of the high pressure drop across these nozzles, there are seals at both the inside and
the outside diameters to prevent loss of system energy by leakage. Since these nozzles operate in the
hot combustion gas flow, they are subjected to thermal stresses in addition to gas pressure loadings.
4. First–Stage Nozzle
The first–stage nozzle receives the hot combustion gases from the combustion system via the transi-
tion pieces. The transition pieces are sealed to both the outer and inner sidewalls on the entrance side
of the nozzle; this minimizes leakage of compressor discharge air into the nozzles.
The Model 7001FA gas turbine first–stage nozzle (Figure 17) contains a forward and aft cavity in the
vane and is cooled by a combination of film, impingement and convection techniques in both the vane
and sidewall regions.
The nozzle segments, each with two partitions or airfoils, are contained by a horizontally split retain-
ing ring which is centerline supported to the turbine casing on lugs at the sides and guided by pins
at the top and bottom vertical centerlines. This permits radial growth of the retaining ring, resulting
from changes in temperature, while the ring remains centered in the casing.
The aft outer diameter of the retaining ring is loaded against the forward face of the first–stage turbine
shroud and acts as the air seal to prevent leakage of compressor discharge air between the nozzle and
turbine casing.
25
Figure 15. MS7001FA First–Stage Bucket Cooling Passages
26
Figure 16. MS7001FA Stage–2 Bucket Cooling Flow
27
Figure 17. MS7001FA First–Stage Nozzle Cooling.
28
On the inner sidewall, the nozzle is sealed by a flange cast on the inner diameter of the sidewall that
rests against a mating face on the first–stage nozzle support ring. Circumferential rotation of the seg-
ment inner sidewall is prevented by an eccentric bushing and a locating dowel that engages a lug on
the inner sidewall.
The nozzle is prevented from moving forward by the lugs welded to the aft outside diameter of the
retaining ring at 45 degrees from vertical and horizontal centerlines. These lugs fit in a groove ma-
chined in the turbine shell just forward of the first–stage shroud T hook. By moving the horizontal
joint support block and the bottom centerline guide pin and then removing the inner sidewall locating
dowels, the lower half of the nozzle can be rolled out with the turbine rotor in place.
5. Second–Stage Nozzle
Combustion air exiting from the first stage buckets is again expanded and redirected against the se-
cond–stage turbine buckets by the second–stage nozzle. This nozzle is made of cast segments, each
with two partitions or airfoils. The male hooks on the entrance and exit sides of the outer sidewall fit
into female grooves on the aft side of the first–stage shrouds and on the forward side of the second–
stage shrouds to maintain the nozzle concentric with the turbine shell and rotor. This close fitting
tongue–and–groove fit between nozzle and shrouds acts as an outside diameter air seal. The nozzle
segments are held in a circumferential position by radial pins from the shell into axial slots in the
nozzle outer sidewall.
The second–stage nozzle is cooled with 13th stage extraction air.
6. Third–Stage Nozzle
The third–stage nozzle receives the hot gas as it leaves the second–stage buckets, increases its velocity
by pressure drop, and directs this flow against the third–stage buckets. The nozzle consists of cast
segments, each with three partitions or airfoils. It is held at the outer sidewall forward and aft sides
in grooves in the turbine shrouds in a manner similar to that used on the second–stage nozzle. The
third–stage nozzle is circumferentially positioned by radial pins from the shell. 13th stage extraction
air flows through the nozzle partitions for nozzle convection cooling and for augmenting wheelspace
cooling air flow.
7. Diaphragm
Attached to the inside diameters of both the second and third–stage nozzle segments are the nozzle
diaphragms. These diaphragms prevent air leakage past the inner sidewall of the nozzles and the tur-
bine rotor. The high/low, labyrinth seal teeth are machined into the inside diameter of the diaphragm.
They mate with opposing sealing lands on the turbine rotor. Minimal radial clearance between station-
ary parts (diaphragm and nozzles) and the moving rotor are essential for maintaining low interstage
leakage; this results in higher turbine efficiency.
8. Shrouds
chined surface of the casing but against annular curved segments called turbine shrouds. The shrouds’
primary function is to provide a cylindrical surface for minimizing bucket tip clearance leakage.
29
The turbine shrouds’ secondary function is to provide a high thermal resistance between the hot gases
and the comparatively cool turbine casing. By accomplishing this function, the turbine casing cooling
load is drastically reduced, the turbine casing diameter is controlled, the turbine casing roundness is
maintained, and important turbine clearances are assured.
The first and second–stage stationary shroud segments are in two pieces; the gas–side inner shroud
is separated from the supporting outer shroud to allow for expansion and contraction, and thereby im-
prove low–cycle fatigue life. The first–stage shroud is cooled by impingement, film, and convection.
The shroud segments are maintained in the circumferential position by radial pins from the turbine
casing. Joints between shroud segments are sealed by interconnecting tongues and grooves.
9. Exhaust Frame
The exhaust frame is bolted to the aft flange of the turbine casing. Structurally, the frame consists of
an outer cylinder and an inner cylinder interconnected by the radial struts. The No. 2 bearing is sup-
ported from the inner cylinder.
The exhaust diffuser located at the aft end of the turbine is bolted to the exhaust frame. Gases ex-
hausted from the third turbine stage enter the diffuser where velocity is reduced by diffusion and pres-
sure is recovered. At the exit of the diffuser, the gases are directed into the exhaust plenum.
Exhaust frame radial struts cross the exhaust gas stream. These struts position the inner cylinder and
No. 2 bearing in relation to the outer casing of the gas turbine. The struts must be maintained at a
constant temperature in order to control the center position of the rotor in relation to the stator. This
temperature stabilization is accomplished by protecting the struts from exhaust gases with a metal
fairing that forms an air space around each strut and provides a rotated, combined airfoil shape.
Off–base blowers provide cooling air flow through the space between the struts and the wrapper to
maintain uniform temperature of the struts. This air is then directed to the third–stage aft wheelspace.
Trunnions on the sides of the exhaust frame are used with similar trunnions on the forward compressor
casing to lift the gas turbine when it is separated from its base.
VI. BEARINGS
A. General
The MS7001FA gas turbine unit has two four–element, tilting pad journal bearings which support the gas
turbine rotor. The unit also includes a thrust bearing to maintain the rotor–to–stator axial position. Thrust
is absorbed by a tilting pad thrust bearing with eight shoes on both sides of the thrust bearing runner. These
bearings and seals are incorporated in two housings: one at the inlet casing, one in the exhaust frame. These
main bearings are pressure–lubricated by oil supplied from the main lubricating oil system. The oil flows
through branch lines to an inlet in each bearing housing.
30
1. Lubrication
The main turbine bearings are pressure–lubricated with oil supplied, from the oil reservoir. Oil feed
piping, where practical, is run within the lube oil drain lines, or drain channels, as a protective mea-
sure. In the event of a supply line leak, oil will not be sprayed on nearby equipment, thus eliminating
a potential safety hazard.
When the oil enters the housing inlet, it flows into an annulus around the bearing. From the annulus,
the oil flows through machined holes or slots to the bearing rotor interface.
2. Lubricant Sealing
Oil on the surface of the turbine shaft is prevented from being spun along the shaft by oil seals in each
of the bearing housings. These labyrinth seals are assembled at the extremities of the bearing assem-
blies where oil control is required. A smooth surface is machined on the shaft and the seals are as-
sembled so that only a small clearance exists between the oil seal and the shaft. The oil seals are de-
signed with tandem rows of teeth and an annular space between them. Pressurized sealing air is
admitted into this space to prevent lubricating oil vapor from exiting the bearing housing. The air that
returns with the oil to the main lubricating oil reservoir is vented to atmosphere after passing through
an oil vapor extractor.
VII. LOAD COUPLING
A rigid, hollow coupling connects the forward compressor rotor shaft to the generator. A bolted flange
connection forms the joint at each end of the coupling.
31
32
PINION GEAR
GEAR RING
OPEN ROTOR TURBINE TURBINE SECTION

ROTATION
CASE COMPONENTS &
COOLING / SEALING AIR FLOWS
VIGV BLADE(S)
CLOSED LIQUID & GAS GAS FUEL ONLY

DUAL FUEL
3 STAGE
TURBINE
ROTOR
COMPRESSOR
DISCHARGE
CASING
SHORT, SMALL AREA

ROTATING BLADES
(AIRFOILS)
LONG, LARGE AREA

ROTATING BLADES
(AIRFOILS)
VA2-2
COMPRESSOR
BLEED VALVE
3rd STAGE
NOZZLE
COOLING AIR
PIPING
RIGHT SIDE
2nd STAGE
NOZZLE
COOLING AIR
ROTATION PIPING
RIGHT SIDE
VA2-4
COMPRESSOR
ISOLATION BLEED VALVE
VALVE
18 STAGE
COMPRESSOR 9th STAGE
ROTOR AIR EXTRACTION
PIPING - RIGHT SIDE
MID - COMPRESSOR 13th STAGE

CASE AIR EXTRACTION
PIPING - RIGHT SIDE
COMPRESSOR
INLET
ISOLATION
VALVE
7FA UNIT 7/2001

Compressor
Speed Indicating Ring Compressor Rotor Aft Coupling
Aft Stub Shaft (To Turb Rotor)
Ring Retaining Pin
Rotor Nut
Rotor Stud
Compressor Rotor
Stud Assembly
Qty 15
12 Point Nut
Locknut Cooling Air Passages

Speed Indicating Ring Assembly 15 Thru Holes
16th Stage
Compressor Wheel
Forward Stub Shaft
(Stage Zero)
#1 Bearing
Aft Bearing Surface
Journal
Compressor Wheels (Manufacturing Use)
Stages 2 thru 15
Aft Balance
Weight Groove
Thrust Bearing
Runner
Forward
16th Stage Comp Wheel
Coupling Aft Side Bore Fan
Configuration.
16th Stage CW & Aft Stub
Compressed Air Flow And Direct
It Through The Aft Stub Shaft
Cooling Air Passages To Cool
Down Stream Turbine Components.
1st Stage
Compressor Wheel 16th Stage
Note: Compressor Wheel &
Blades Not Shown Aft Stub Shaft
Fwd Balance In All Wheels For
Weight Groove Dwg Simplicity Cooling Air Passages
7FComp 12/96 Aft Side
Lockwire
Retaining Pin
qty 9/Whl
Plate Bolts & Lockplates
3rd Stage
12 Pt Nut & Lknut Retaining
Qty 18 Ea. Plate
3rd Stage Bkt
92 Total
3rd Stage
Rotor Stud
Qty 18
Lockwire
Cooling Air
Slots Lockwire
Groove 2nd Stage
12Pt Nut & Lknut
Qty 24 Ea.
1st Stage Aft Plug
Turbine Wheel 2nd Stage
Aft Side Rotor Stud
Qty 24 Aft Bearing
Bucket Lockwire Assembly
Typical All Buckets Journal
All Stages
2nd Stage Bkt
92 Total
Turbine Aft Shaft

1st Stage Bkt 3rd Stage
92 Total 2nd Stage Locknut
Locknut Qty 18 Bucket
1st Stage Lockwire
Locknut
Qty 24 Ea.
1st Stage
Rotor Stud 3rd Stage
Qty 24 Turbine Wheel
1st Stage
12Pt Nut & Lknut
Qty 24 Ea.
2 to 3 Spacer
Platform
Seal Pin
Bucket
Lockwire
Turbine 2nd Stage

Cooling Air Turbine Wheel
Passages Aft End of
15 Thru Holes Cooling Air
Passages Bucket Seal Pin Assembly
1 to 2 Spacer Typical All Buckets
All Stages
Shank
Bucket Seal Pins
Lockwire
Turb Rotor
Fwd Bearing 1st Stage
Surface Turbine Wheel
(Manufacturing Use)
Integral
Turbine
Distance Piece Cooling Air
7FTURB 8/96 Compressor to Turbine Distance Piece Fan
BUCKET
LOCKWIRE
LOCKWIRE
RETAINING
PIN
SECTION VIEW B–B
LOCKWIRE & RETAINING PIN
ASSEMBLY
MS6001
1st STAGE LOCKWIRE
BUCKET RETAINING
(Example) PIN
PLATFORM
SEAL PIN
LOCKWIRE
GROOVE
BUCKET
LOCKWIRE
RADIAL
SEAL PIN
VIEW A LOCKWIRE ASSEMBLY

BUCKET SEAL PIN ASSEMBLY
(TYPICAL)
BKTASM1A 10/94
Hot Gas Path Inspection — Inspection Procedures Inspection and Maintenance — GEK 107535
Suction Side
Cooling Holes and (Convex)
Squealer Section
View A
Pressure Side
(Concave)
A
Trailing Edge
Cooling Holes
Bucket Blade
Platform
Bucket Shank
Figure HGP-I.9. First-Stage Bucket Details.
HGP-I-8
Inspection and Maintenance — GEK 107535 Hot Gas Path Inspection — Inspection Procedures
View B Third-Stage
B Bucket Shroud
Second-Stage
Bucket Shroud
View A
A Third-Stage
Turbine Bucket
(Non Air-Cooled)
Blade
Second-Stage
Turbine Bucket
(Air-Cooled)
Platform
Shank
Figure HGP-I.10. Second- and Third-Stage Bucket Details.
HGP-I-9
Outer Dynamic
Fuel Nozzle Pressure Probe Transition Piece
Qty 5 Mounting Aft Mounting Bracket
See Sheet 2 Steam
For Asm Details Injection Aft Casing
Aft Side Mounting Bracket
Combustion Cover Bushings
Inner (Center) Spark Plug

Fuel Nozzle Quaternary
Gas Qty 2 Loc On
Qty 1 Mounting Bracket
Combustion
Pin & Locknut
Chambers 2&3
Crossfire Tube to
Aft Casing Transition Piece
Premix Sealing Ring Flange, Outer Seal
Gas Packing & Bolts
2 Sets Each Combustor
Diffusion /
Purge Air Transition Piece
Atomizing Air
Case Guide Pin & Nut
Qty 3
Liq Fuel &
Water Inj
Fuel Nozzle Flow Sleeve
& bolts
Qty 5
Forward
Outer Case
Combustion
Cover
Transition Piece
Combustion Liner Mounting Bracket
Water Injection
Manifold & Bolts Crossfire Tube(s)
Qty 2 Inner, Qty 1 Outer
Cap Assembly
1 Set Each Combustor
Liquid Fuel
Distribution Valve Crossfire Tube
and Bolts Retainer
Qty 2 Each
Combustor
DLN2.6 - Sheet 1 5/2000
Combustion Outer Nozzle
Cover Cover Insert
12 Point Screw
Cup Lock Washer
Qty 5 Per Ea. Nozzle
Inner & Outer
"E" Seal
Qty 4 Outer Noz
Qty 1 Inner Noz
Outer
Fuel Nozzle
Qty 5
Center Nozzle Inner (Center)

Restrictor Orifice Fuel Nozzle
and Insert
DLN2.6 - Sheet 2 5/2000
Outer Dynamic
Fuel Nozzle Pressure Probe Transition Piece
Qty 5 Mounting Aft Mounting Bracket
See Sheet 4 Steam
For Asm Details Injection Aft Casing
Aft Side Mounting Bracket
Combustion Cover Bushings
Inner (Center)
Quaternary Spark Plug
Fuel Nozzle
Gas Qty 2 Loc On
Qty 1 Mounting Bracket
Combustion
Pin & Locknut
Chambers 2&3
Crossfire Tube to
Aft Casing Transition Piece
Premix Sealing Ring Flange, Outer Seal
Gas Packing & Bolts
2 Sets Each Combustor
Diffusion /
Purge Air Transition Piece
Case Guide Pin & Nut

Qty 3
Flow Sleeve
Forward
Outer Case
Purge Air Combustion

(Atomizing Air) Cover
Transition Piece
Combustion Liner Mounting Bracket
Crossfire Tube(s)
Qty 2 Inner, Qty 1 Outer
Cap Assembly 1 Set Each Combustor
Crossfire Tube
Retainer
Qty 2 Each
Combustor
DLN2.6 - Sheet 3 5/2000
Combustion Outer Nozzle
Cover Cover Insert
12 Point Screw
Cup Lock Washer
Qty 5 Per Ea. Nozzle
Inner & Outer
"E" Seal
Qty 4 Outer Noz
Qty 1 Inner Noz
Outer
Fuel Nozzle
Qty 5
Center Nozzle Inner (Center)

Restrictor Orifice Fuel Nozzle
and Insert
DLN2.6 - Sheet 4 5/2000
Tab 3
GER-3567H
GE Power Systems
GE Gas Turbine
Performance
Characteristics
Frank J. Brooks
GE Power Systems
Schenectady, NY
GE Gas Turbine Performance Characteristics
Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Thermodynamic Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
The Brayton Cycle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Thermodynamic Analysis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Combined Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Factors Affecting Gas Turbine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Air Temperature and Site Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Humidity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Inlet and Exhaust Losses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Fuels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Fuel Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Diluent Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Air Extraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Performance Enhancements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Inlet Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Steam and Water Injection for Power Augmentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Peak Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Performance Degradation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Verifying Gas Turbine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
List of Figures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
List of Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
GE Power Systems GER-3567H (10/00)

■ ■ i

■ ■ ii
Introduction tions the product line covers a range from

approximately 35,800 hp to 345,600 hp (26,000
GE offers both heavy-duty and aircraft-derivative
kW to 255,600 kW).
gas turbines for power generation and industri-
al applications. The heavy-duty product line con- Table 1 provides a complete listing of the avail-
sists of five different model series: MS3002, able outputs and heat rates of the GE heavy-duty
MS5000, MS6001, MS7001 and MS9001. gas turbines. Table 2 lists the ratings of mechani-
The MS5000 is designed in both single- and cal-drive units, which range from 14,520 hp to
two-shaft configurations for both generator 108,990 hp (10,828 kW to 80,685 kW).
and mechanical-drive applications. The The complete model number designation for
MS5000 and MS6001 are gear-driven units that each heavy-duty product line machine is pro-
can be applied in 50 Hz and 60 Hz markets. vided in both Tables 1 and 2. An explanation of
GE Generator Drive Product Line

Model Fuel ISO Base Heat Heat Exhaust Exhaust Exhaust Exhaust Pressure
Rating Rate Rate Flow Flow Temp Temp Ratio
(kW) (Btu/kWh) (kJ/kWh) (lb/hr) (kg/hr) (degrees F) (degrees C)
x10-3 x10-3
PG5371 (PA) Gas 26,070. 12,060. 12,721 985. 446 905. 485 10.6
Dist. 25,570. 12,180. 12,847 998. 448 906. 486 10.6
PG6581 (B) Gas 42,100. 10,640. 11,223 1158. 525 1010. 543 12.2
Dist. 41,160. 10,730. 11,318 1161. 526 1011. 544 12.1
PG6101 (FA) Gas 69,430. 10,040. 10,526 1638. 742 1101. 594 14.6
Dist. 74,090. 10,680. 10,527 1704. 772 1079. 582 15.0
PG7121 (EA) Gas 84,360. 10,480. 11,054 2361. 1070 998. 536 12.7
Dist. 87,220. 10,950. 11,550 2413. 1093 993. 537 12.9
PG7241 (FA) Gas 171,700. 9,360. 9,873 3543. 1605 1119. 604 15.7
Dist. 183,800. 9,965. 10,511 3691. 1672 1095. 591 16.2
PG7251 (FB) Gas 184,400. 9,245. 9,752 3561. 1613 1154. 623 18.4
Dist. 177,700. 9,975. 10,522 3703. 1677 1057. 569 18.7
PG9171 (E) Gas 122,500. 10,140. 10,696 3275. 1484 1009. 543 12.6
Dist. 127,300. 10,620. 11,202 3355. 1520 1003. 539 12.9
PG9231 (EC) Gas 169,200. 9,770. 10,305 4131. 1871 1034. 557 14.4
Dist. 179,800. 10,360. 10,928 4291. 1944 1017. 547 14.8
PG9351 (FA) Gas 255,600. 9,250. 9,757 5118. 2318 1127. 608 15.3
Dist. 268,000. 9,920. 10,464 5337. 2418 1106. 597 15.8
GT22043E
Table 1. GE gas turbine performance characteristics - Generator drive gas turbine ratings
All units larger than the Frame 6 are direct- the model number is given in Figure 1.
drive units. The MS7000 series units that are This paper reviews some of the basic thermo-
used for 60 Hz applications have rotational dynamic principles of gas turbine operation
speeds of 3600 rpm. The MS9000 series units and explains some of the factors that affect its
used for 50 Hz applications have a rotational performance.
speed of 3000 rpm. In generator-drive applica-

■ ■ 1
Mechanical Drive Gas Turbine Ratings

Model Year ISO Rating ISO Rating Heat Heat Mass Mass Exhaust Exhaust
Continuous Continuous Rate Rate Flow Flow Temp Temp
(kW) (hp) (Btu/shp-hr) (kJ/kWh) (lb/sec) (kg/sec) (degrees F) (degrees C)
M3142 (J) 1952 11,290 15,140 9,500 13,440 117 53 1,008 542
M3142R (J) 1952 10,830 14,520 7,390 10,450 117 53 698 370
M5261 (RA) 1958 19,690 26,400 9,380 13,270 205 92 988 531
M5322R (B) 1972 23,870 32,000 7,070 10,000 253 114 666 352
M5352 (B) 1972 26,110 35,000 8,830 12,490 273 123 915 491
M5352R (C) 1987 26,550 35,600 6,990 9,890 267 121 693 367
M5382 (C) 1987 28,340 38,000 8,700 12,310 278 126 960 515
M6581 (B) 1978 38,290 51,340 7,820 11,060 295 134 1,013 545
GT25385A
Table 2. GE gas turbine performance characteristics - Mechanical drive gas turbine ratings
MS7000
PG 7 12 1 (EA)
Application Series Power Number Model

of
Shafts
M - Mech Frame Approx 1 or 2 R - Regen

Drive 3,5,7 Output Blank - SC
PG - Pkgd 6,9 Power in
Gen Hundreds,
Thousands, or
10 Thousands
GT23054A
of Horsepower
Figure 1. Heavy-duty gas turbine model designation
Thermodynamic Principles Air entering the compressor at point 1 is com-

pressed to some higher pressure. No heat is
A schematic diagram for a simple-cycle, single-
added; however, compression raises the air
shaft gas turbine is shown in Figure 2. Air enters
temperature so that the air at the discharge of
the axial flow compressor at point 1 at ambient
the compressor is at a higher temperature and
conditions. Since these conditions vary from
pressure.
day to day and from location to location, it is
convenient to consider some standard condi- Upon leaving the compressor, air enters the
tions for comparative purposes. The standard combustion system at point 2, where fuel is
conditions used by the gas turbine industry are injected and combustion occurs. The combus-
59 F/15 C, 14.7 psia/1.013 bar and 60% relative tion process occurs at essentially constant pres-
humidity, which are established by the sure. Although high local temperatures are
International Standards Organization (ISO) reached within the primary combustion zone
and frequently referred to as ISO conditions. (approaching stoichiometric conditions), the

■ ■ 2
Fuel
Combustor Exhaust
2
Compressor 4
Generator
Turbine
Inlet Air GT08922A
Figure 2. Simple-cycle, single-shaft gas turbine

combustion system is designed to provide mix- A schematic diagram for a simple-cycle, two-
ing, burning, dilution and cooling. Thus, by the shaft gas turbine is shown in Figure 3. The low-
time the combustion mixture leaves the com- pressure or power turbine rotor is mechani-
bustion system and enters the turbine at point cally separate from the high-pressure turbine
3, it is at a mixed average temperature. and compressor rotor. The low pressure rotor
In the turbine section of the gas turbine, the is said to be aerodynamically coupled. This
energy of the hot gases is converted into work. unique feature allows the power turbine to be
This conversion actually takes place in two operated at a range of speeds and makes two-
steps. In the nozzle section of the turbine, the shaft gas turbines ideally suited for variable-
hot gases are expanded and a portion of the speed applications.
thermal energy is converted into kinetic energy. All of the work developed by the power turbine
In the subsequent bucket section of the turbine, is available to drive the load equipment since
a portion of the kinetic energy is transferred to the work developed by the high-pressure tur-
the rotating buckets and converted to work. bine supplies all the necessary energy to drive
Some of the work developed by the turbine is the compressor. On two-shaft machines the
used to drive the compressor, and the remain- starting requirements for the gas turbine load
der is available for useful work at the output train are reduced because the load equipment
flange of the gas turbine. Typically, more than is mechanically separate from the high-pressure
50% of the work developed by the turbine sec- turbine.
tions is used to power the axial flow compressor.
The Brayton Cycle
As shown in Figure 2, single-shaft gas turbines
are configured in one continuous shaft and, The thermodynamic cycle upon which all gas
therefore, all stages operate at the same speed. turbines operate is called the Brayton cycle.
These units are typically used for generator- Figure 4 shows the classical pressure-volume
drive applications where significant speed varia- (PV) and temperature-entropy (TS) diagrams
tion is not required. for this cycle. The numbers on this diagram cor-

■ ■ 3
Fuel
Combustor Exhaust
Compressor
HP LP Load
Turbine GT08923C
Inlet Air
Figure 3. Simple-cycle, two-shaft gas turbine
respond to the numbers also used in Figure 2. air at point 1 on a continuous basis in exchange
Path 1 to 2 represents the compression occur- for the hot gases exhausted to the atmosphere
ring in the compressor, path 2 to 3 represents at point 4. The actual cycle is an “open” rather
the constant-pressure addition of heat in the than “closed” cycle, as indicated.
combustion systems, and path 3 to 4 represents Every Brayton cycle can be characterized by two
the expansion occurring in the turbine. significant parameters: pressure ratio and firing
The path from 4 back to 1 on the Brayton cycle temperature. The pressure ratio of the cycle is
diagrams indicates a constant-pressure cooling the pressure at point 2 (compressor discharge
process. In the gas turbine, this cooling is done pressure) divided by the pressure at point 1
by the atmosphere, which provides fresh, cool (compressor inlet pressure). In an ideal cycle,
2 3
P
Fuel
2 4
1 4
3
V
3
1 4
T
2
1
GT23055A
S
Figure 4. Brayton cycle

■ ■ 4
this pressure ratio is also equal to the pressure sented as firing temperature by point 3 in Figure
at point 3 divided by the pressure at point 4. 4.
However, in an actual cycle there is some slight Steam-cooled first stage nozzles do not reduce
pressure loss in the combustion system and, the temperature of the gas directly through
hence, the pressure at point 3 is slightly less mixing because the steam is in a closed loop.
than at point 2. As shown in Figure 5, the firing temperature on
The other significant parameter, firing temper- a turbine with steam-cooled nozzles (GE’s cur-
ature, is thought to be the highest temperature rent “H” design) has an increase of 200
reached in the cycle. GE defines firing temper- degrees without increasing the combustion
ature as the mass-flow mean total temperature exit temperature.
OPEN LOOP ADVANCED CLOSED LOOP

AIR-COOLED NOZZLE STEAM-COOLED NOZZLE
200F More Firing Temp. at Same NOx Production Possible GT25134
Figure 5. Comparison of air-cooled vs. steam-cooled first stage nozzle
at the stage 1 nozzle trailing edge plane. An alternate method of determining firing tem-
Currently all first stage nozzles are cooled to perature is defined in ISO document 2314, “Gas
keep the temperatures within the operating lim- Turbines – Acceptance Tests.” The firing tem-
its of the materials being used. The two types of perature here is a reference turbine inlet tem-
cooling currently employed by GE are air and perature and is not generally a temperature that
steam. exists in a gas turbine cycle; it is calculated from
Air cooling has been used for more than 30 a heat balance on the combustion system, using
years and has been extensively developed in air- parameters obtained in a field test. This ISO
craft engine technology, as well as the latest fam- reference temperature will always be less than
ily of large power generation machines. Air the true firing temperature as defined by GE, in
used for cooling the first stage nozzle enters the many cases by 100 F/38 C or more for machines
hot gas stream after cooling down the nozzle using air extracted from the compressor for
and reduces the total temperature immediately internal cooling, which bypasses the combustor.
downstream. GE uses this temperature since it is Figure 6 shows how these various temperatures
more indicative of the cycle temperature repre- are defined.

■ ■ 5
Turbine Inlet
Temperature
- Average Gas Temp
in Plane A. (TA)
Firing Temperature
- Average Gas Temp
in Plane B. (TB)
ISO Firing Temperature

- Calculated Temp
in Plane C.
TC = f(Ma , Mf)
CL
GE Uses Firing Temperature TB

• Highest Temperature at Which Work Is Extracted
GT23056
Figure 6. Definition of firing temperature
Thermodynamic Analysis efficiency for different firing temperatures and

various pressure ratios. Output per pound of
Classical thermodynamics permit evaluation of airflow is important since the higher this value,
the Brayton cycle using such parameters as pres- the smaller the gas turbine required for the same
sure, temperature, specific heat, efficiency fac- output power. Thermal efficiency is important
tors and the adiabatic compression exponent. If because it directly affects the operating fuel costs.
such an analysis is applied to the Brayton cycle,
Figure 7 illustrates a number of significant
the results can be displayed as a plot of cycle points. In simple-cycle applications (the top
efficiency vs. specific output of the cycle. curve), pressure ratio increases translate into
Figure 7 shows such a plot of output and efficiency gains at a given firing temperature.
GT17983A
Figure 7. Gas turbine thermodynamics

■ ■ 6
The pressure ratio resulting in maximum out- while simple-cycle efficiency is not maximized,
put and maximum efficiency change with firing combined-cycle efficiency is at its peak.
temperature, and the higher the pressure ratio, Combined cycle is the expected application for
the greater the benefits from increased firing the MS7001FA.
temperature. Increases in firing temperature
provide power increases at a given pressure Combined Cycle
ratio, although there is a sacrifice of efficiency A typical simple-cycle gas turbine will convert
due to the increase in cooling air losses 30% to 40% of the fuel input into shaft output.
required to maintain parts lives. All but 1% to 2% of the remainder is in the
In combined-cycle applications (as shown in the form of exhaust heat. The combined cycle is
bottom graph in Figure 7 ), pressure ratio generally defined as one or more gas turbines
increases have a less pronounced effect on effi- with heat-recovery steam generators in the
ciency. Note also that as pressure ratio increas- exhaust, producing steam for a steam turbine
es, specific power decreases. Increases in firing generator, heat-to-process, or a combination
temperature result in increased thermal effi- thereof.
ciency. The significant differences in the slope Figure 8 shows a combined cycle in its simplest
of the two curves indicate that the optimum form. High utilization of the fuel input to the
cycle parameters are not the same for simple gas turbine can be achieved with some of the
and combined cycles. more complex heat-recovery cycles, involving
Simple-cycle efficiency is achieved with high multiple-pressure boilers, extraction or topping
pressure ratios. Combined-cycle efficiency is steam turbines, and avoidance of steam flow to
obtained with more modest pressure ratios and a condenser to preserve the latent heat content.
greater firing temperatures. For example, the Attaining more than 80% utilization of the fuel
MS7001FA design parameters are 2420 F/1316 C input by a combination of electrical power gen-
firing temperature and 15.7:1 pressure ratio; eration and process heat is not unusual.
Exhaust
HRSG
ST Gen
Turb Gen
Fuel
Comb
Comp Turb Gen
Air
Gas Turbine GT05363C
Figure 8. Combined cycle

■ ■ 7
Combined cycles producing only electrical parameters and component efficiencies as well
power are in the 50% to 60% thermal efficien- as air mass flow.
cy range using the more advanced gas turbines. Correction for altitude or barometric pressure
Papers dealing with combined-cycle applica- is more straightforward. The air density reduces
tions in the GE Reference Library include: as the site elevation increases. While the result-
GER-3574F, “GE Combined-Cycle Product Line ing airflow and output decrease proportionate-
and Performance”; GER-3767, “Single-Shaft ly, the heat rate and other cycle parameters are
Combined-Cycle Power Generation Systems”; not affected. A standard altitude correction
and GER-3430F, “Cogeneration Application curve is presented in Figure 10.
Considerations.”
Humidity
Factors Affecting Gas Turbine Similarly, humid air, which is less dense than
Performance dry air, also affects output and heat rate, as
shown in Figure 11. In the past, this effect was
Air Temperature and Site Elevation thought to be too small to be considered.
Since the gas turbine is an air-breathing engine, However, with the increasing size of gas turbines
its performance is changed by anything that and the utilization of humidity to bias water and
affects the density and/or mass flow of the air steam injection for NOx control, this effect has
intake to the compressor. Ambient weather greater significance.
conditions are the most obvious changes from It should be noted that this humidity effect is a
the reference conditions of 59 F/15 C and 14.7 result of the control system approximation of
psia/1.013 bar. Figure 9 shows how ambient tem- firing temperature used on GE heavy-duty gas
perature affects the output, heat rate, heat con- turbines. Single-shaft turbines that use turbine
sumption, and exhaust flow of a single-shaft exhaust temperature biased by the compressor
MS7001. Each turbine model has its own tem- pressure ratio to the approximate firing tem-
perature-effect curve, as it depends on the cycle perature will reduce power as a result of
130
120
110
Heat Rate
Percent
Design 100
90
Exhaust Flow
Heat Cons.
80
Output
70
0 20 40 60 80 100 120
Compressor
°F
Inlet
Temperature
-18 -7 4 16 27 38 49
GT22045D
°C
Figure 9. Effect of ambient temperature

■ ■ 8
GT18848B
Figure 10. Altitude correction curve
GT22046B
Figure 11. Humidity effect curve

increased ambient humidity. This occurs moist air (due to humidity) to the allowable
because the density loss to the air from humidi- temperature. This fuel increase will increase the
ty is less than the density loss due to tempera- gas generator speed and compensate for the
ture. The control system is set to follow the inlet loss in air density.
air temperature function.
Inlet and Exhaust Losses
By contrast, the control system on aeroderiva-
Inserting air filtration, silencing, evaporative
tives uses unbiased gas generator discharge tem-
coolers or chillers into the inlet or heat recov-
perature to approximate firing temperature.
The gas generator can operate at different ery devices in the exhaust causes pressure losses
speeds from the power turbine, and the power in the system. The effects of these pressure loss-
will actually increase as fuel is added to raise the es are unique to each design. Figure 12 shows

■ ■ 9
4 Inches (10 mbar) H2O Inlet Drop Produces:

1.42% Power Output Loss
0.45% Heat Rate Increase
1.9 F (1.1 C) Exhaust Temperature Increase
4 Inches (10 mbar) H2O Exhaust Drop Produces:

0.42% Power Output Loss
0.42% Heat Rate Increase
1.9 F (1.1 C) Exhaust Temperature Increase
GT18238C
Figure 12. Pressure drop effects (MS7001EA)
the effects on the MS7001EA, which are typical possible to make some general assumptions. If
for the E technology family of scaled machines the fuel consists only of hydrocarbons with no
(MS6001B, 7001EA, 9001E). inert gases and no oxygen atoms, output
increases as LHV increases. Here the effects of
Fuels
Cp are greater than the effects of mass flow.
Work from a gas turbine can be defined as the
Also, as the amount of inert gases is increased,
product of mass flow, heat energy in the com-
the decrease in LHV will provide an increase in
busted gas (Cp), and temperature differential
output. This is the major impact of IGCC type
across the turbine. The mass flow in this
fuels that have large amounts of inert gas in the
equation is the sum of compressor airflow
fuel. This mass flow addition, which is not com-
and fuel flow. The heat energy is a function
pressed by the gas turbine’s compressor,
of the elements in the fuel and the products
increases the turbine output. Compressor
of combustion.
power is essentially unchanged. Several side
Tables 1 and 2 show that natural gas (methane) effects must be considered when burning this
produces nearly 2% more output than does dis- kind of lower heating value fuels:
tillate oil. This is due to the higher specific heat
■ Increased turbine mass flow drives up
in the combustion products of natural gas,
compressor pressure ratio, which
resulting from the higher water vapor content
eventually encroaches on the
produced by the higher hydrogen/carbon ratio
compressor surge limit
of methane. This effect is noted even though
the mass flow (lb/h) of methane is lower than ■ The higher turbine power may exceed
the mass flow of distillate fuel. Here the effects fault torque limits. In many cases, a
of specific heat were greater than and in oppo- larger generator and other accessory
sition to the effects of mass flow. equipment may be needed
Figure 13 shows the total effect of various fuels ■ High fuel volumes increase fuel piping
on turbine output. This curve uses methane as and valve sizes (and costs). Low- or
the base fuel. medium-Btu coal gases are frequently
Although there is no clear relationship between supplied at high temperatures, which
fuel lower heating value (LHV) and output, it is further increases their volume flow

■ ■ 10
60
100%
30 H2
50
LHV-Btu/lb (Thousands)
Kcal/kg (Thousands)
40
20
30
100%
20 CH4
10
100%
CH4H10
10
75% N2 - 25% CH4
100% CO 75% CO2 - 25% CH4
0
100 105 110 115 120 125 130
Output - Percent GT25842
Figure 13. Effect of fuel heating value on output

■ Lower-Btu gases are frequently its design life. In most cases of operation with
saturated with water prior to delivery lower heating value fuels, it can be assumed that
to the turbine. This increases the output and efficiency will be equal to or higher
combustion products heat transfer than that obtained on natural gas. In the case of
coefficients and raises the metal higher heating value fuels, such as refinery
temperatures in the turbine section gases, output and efficiency may be equal to or
which may require lower operating lower than that obtained on natural gas.
firing temperature to preserve parts
lives Fuel Heating
■ As the Btu value drops, more air is Most of the combined cycle turbine installations
required to burn the fuel. Machines are designed for maximum efficiency. These
with high firing temperatures may not plants often utilize integrated fuel gas heaters.
be able to burn low Btu gases Heated fuel results in higher turbine efficiency
due to the reduced fuel flow required to raise
■ Most air-blown gasifiers use air
the total gas temperature to firing temperature.
supplied from the gas turbine
Fuel heating will result in slightly lower gas tur-
compressor discharge
bine output because of the incremental volume
■ The ability to extract air must be flow decrease. The source of heat for the fuel
evaluated and factored into the overall typically is the IP feedwater. Since use of this
heat and material balances energy in the gas turbine fuel heating system is
As a result of these influences, each turbine thermodynamically advantageous, the com-
model will have some application guidelines on bined cycle efficiency is improved by approxi-
flows, temperatures and shaft output to preserve mately 0.6%.
GE Power Systems GER-3567H (10/00) ■ ■ 11

Diluent Injection Generally, up to 5% of the compressor airflow

can be extracted from the compressor dis-
Since the early 1970s, GE has used water or
charge casing without modification to casings
steam injection for NOx control to meet appli-
or on-base piping. Pressure and air temperature
cable state and federal regulations. This is
will depend on the type of machine and site
accomplished by admitting water or steam in
conditions. Air extraction between 6% and 20%
the cap area or “head-end” of the combustion
may be possible, depending on the machine
liner. Each machine and combustor configura-
and combustor configuration, with some modi-
tion has limits on water or steam injection levels
fications to the casings, piping and controls.
to protect the combustion system and turbine
Such applications need to be reviewed on a
section. Depending on the amount of water or
case-by-case basis. Air extractions above 20%
steam injection needed to achieve the desired
will require extensive modification to the tur-
NOx level, output will increase because of the
bine casing and unit configuration. Figure 15
130
With 5%
Steam
120 Injection
110
Output
100
%
90 No Steam
Injection
3%
80 1%
70
40 60 80 100 120
ºF
4 16 27 38 49
ºC
Compressor Inlet Temperature
GT18851A GT22048-1C
Figure 14. Effect of steam injection on output and Figure 15. Effect of air extraction on output and heat
heat rate rate
additional mass flow. Figure 14 shows the effect shows the effect of air extraction on output and
of steam injection on output and heat rate for heat rate. As a “rule of thumb,” every 1% in air
an MS7001EA. These curves assume that steam extraction results in a 2% loss in power.
is free to the gas turbine cycle, therefore heat
Performance Enhancements
rate improves. Since it takes more fuel to raise
water to combustor conditions than steam, Generally, controlling some of the factors that
water injection does not provide an improve- affect gas turbine performance is not possible.
ment in heat rate. The planned site location and the plant config-
uration (such as simple- or combined-cycle)
Air Extraction determine most of these factors. In the event
In some gas turbine applications, it may be additional output is needed, several possibilities
desirable to extract air from the compressor. to enhance performance may be considered.

■ ■ 12
Inlet Cooling
The ambient effect curve (see Figure 9) clearly
shows that turbine output and heat rate are
improved as compressor inlet temperature
decreases. Lowering the compressor inlet tem-
perature can be accomplished by installing an
evaporative cooler or inlet chiller in the inlet
ducting downstream of the inlet filters. Careful
application of these systems is necessary, as con-
densation or carryover of water can exacerbate
compressor fouling and degrade performance.
These systems generally are followed by mois-
ture separators or coalescing pads to reduce the GT22419-1D
possibility of moisture carryover.

Figure 16. Effect of evaporative cooling on output
As Figure 16 shows, the biggest gains from evap- and heat rate
orative cooling are realized in hot, low-humid-
ity climates. It should be noted that evapora- ture. For most applications, coolers having an
tive cooling is limited to ambient temperatures effectiveness of 85% or 90% provide the most
of 59 F/15 C and above (compressor inlet tem- economic benefit.
perature >45 F/7.2 C) because of the potential Chillers, unlike evaporative coolers, are not lim-
for icing the compressor. Information con- ited by the ambient wet bulb temperature. The
tained in Figure 16 is based on an 85% effective achievable temperature is limited only by the
evaporative cooler. Effectiveness is a measure capacity of the chilling device to produce
of how close the cooler exit temperature coolant and the ability of the coils to transfer
approaches the ambient wet bulb tempera- heat. Cooling initially follows a line of constant
Psychrometric 100% RH
40 .020
Chart 60% RH
(Simplified)
35
.015
30 40% RH
Btu Per Pound Evaporative
of Dry Air Cooling Process
25
Specific
.010
Humidity
20 20% RH
Inlet Chilling
Process
15
.005
10% RH
.000
°F 40 60 80 100 120
Dry Bulb
Temperature °C 4 GT21141D
16 27 38 49
Figure 17. Inlet chilling process

■ ■ 13
specific humidity, as shown in Figure 17. As satu- Performance defines base load as operation at
ration is approached, water begins to condense 8,000 hours per year with 800 hours per start. It
from the air, and mist eliminators are used. also defines peak load as operation at 1250
Further heat transfer cools the condensate and hours per year with five hours per start.
air, and causes more condensation. Because of In recognition of shorter operating hours, it is
the relatively high heat of vaporization of water, possible to increase firing temperature to gen-
most of the cooling energy in this regime goes erate more output. The penalty for this type of
to condensation and little to temperature operation is shorter inspection intervals.
reduction. Despite this, running an MS5001, MS6001 or
Steam and Water Injection for Power MS7001 at peak may be a cost-effective way to
Augmentation obtain more kilowatts without the need for
additional peripheral equipment.
Injecting steam or water into the head end of
the combustor for NOx abatement increases Generators used with gas turbines likewise have
mass flow and, therefore, output. Generally, the peak ratings that are obtained by operating at
amount of water is limited to the amount higher power factors or temperature rises. Peak
required to meet the NOx requirement in order cycle ratings are ratings that are customized to
to minimize operating cost and impact on the mission of the turbine considering both
inspection intervals. starts and hours of operation. Firing tempera-
tures between base and peak can be selected to
Steam injection for power augmentation has
maximize the power capabilities of the turbine
been an available option on GE gas turbines for
while staying within the starts limit envelope of
over 30 years. When steam is injected for power
the turbine hot section repair interval. For
augmentation, it can be introduced into the
instance, the 7EA can operate for 24,000 hours
compressor discharge casing of the gas turbine
on gas fuel at base load, as defined. The starts
as well as the combustor. The effect on output
limit to hot section repair interval is 800 starts.
and heat rate is the same as that shown in Figure
14. GE gas turbines are designed to allow up to For peaking cycle of five hours per start, the hot
5% of the compressor airflow for steam injec- section repair interval would occur at 4,000
tion to the combustor and compressor dis- hours, which corresponds to operation at peak
charge. Steam must contain 50 F/28 C super- firing temperatures. Turbine missions between
heat and be at pressures comparable to fuel gas five hours per start and 800 hours per start may
pressures. allow firing temperatures to increase above base
but below peak without sacrificing hours to hot
When either steam or water is used for power
section repair. Water injection for power aug-
augmentation, the control system is normally
mentation may be factored into the peak cycle
designed to allow only the amount needed for
rating to further maximize output.
NOx abatement until the machine reaches base
(full) load. At that point, additional steam or
water can be admitted via the governor control.
Performance Degradation
All turbomachinery experiences losses in per-
Peak Rating formance with time. Gas turbine performance
The performance values listed in Table 1 are degradation can be classified as recoverable or
base load ratings. ANSI B133.6 Ratings and non-recoverable loss. Recoverable loss is usually

■ ■ 14
associated with compressor fouling and can be power plant performance. Power, fuel, heat
partially rectified by water washing or, more consumption and sufficient supporting data
thoroughly, by mechanically cleaning the com- should be recorded to enable as-tested per-
pressor blades and vanes after opening the unit. formance to be corrected to the condition of
Non-recoverable loss is due primarily to the guarantee. Preferably, this test should be
increased turbine and compressor clearances done as soon as practical, with the unit in new
and changes in surface finish and airfoil con- and clean condition. In general, a machine is
tour. Because this loss is caused by reduction in considered to be in new and clean condition if
component efficiencies, it cannot be recovered it has less than 200 fired hours of operation.
by operational procedures, external mainte- Testing procedures and calculation methods are
nance or compressor cleaning, but only patterned after those described in the ASME
through replacement of affected parts at rec- Performance Test Code PTC-22-1997, “Gas
ommended inspection intervals. Turbine Power Plants.” Prior to testing, all sta-
Quantifying performance degradation is diffi- tion instruments used for primary data collec-
cult because consistent, valid field data is hard tion must be inspected and calibrated. The test
to obtain. Correlation between various sites is should consist of sufficient test points to ensure
impacted by variables such as mode of opera- validity of the test set-up. Each test point should
tion, contaminants in the air, humidity, fuel and consist of a minimum of four complete sets of
dilutent injection levels for NOx. Another prob- readings taken over a 30-minute time period
lem is that test instruments and procedures vary when operating at base load. Per ASME PTC-22-
widely, often with large tolerances. 1997, the methodology of correcting test results
Typically, performance degradation during the to guarantee conditions and measurement
first 24,000 hours of operation (the normally uncertainties (approximately 1% on output and
recommended interval for a hot gas path heat rate when testing on gas fuel) shall be
inspection) is 2% to 6% from the performance agreed upon by the parties prior to the test.
test measurements when corrected to guaran-
teed conditions. This assumes degraded parts Summary
are not replaced. If replaced, the expected per- This paper reviewed the thermodynamic princi-
formance degradation is 1% to 1.5%. Recent ples of both one- and two-shaft gas turbines and
field experience indicates that frequent off-line discussed cycle characteristics of the several
water washing is not only effective in reducing models of gas turbines offered by GE. Ratings of
recoverable loss, but also reduces the rate of the product line were presented, and factors
non-recoverable loss. affecting performance were discussed along
One generalization that can be made from the with methods to enhance gas turbine output.
data is that machines located in dry, hot cli- GE heavy-duty gas turbines serving industrial,
mates typically degrade less than those in utility and cogeneration users have a proven
humid climates. history of sustained performance and reliabili-
ty. GE is committed to providing its customers
Verifying Gas Turbine Performance with the latest in equipment designs and
Once the gas turbine is installed, a perform- advancements to meet power needs at high
ance test is usually conducted to determine thermal efficiency.

■ ■ 15
List of Figures
Figure 1. Heavy-duty gas turbine model designation
Figure 2. Simple-cycle, single-shaft gas turbine
Figure 3. Simple-cycle, two-shaft gas turbine
Figure 4. Brayton cycle
Figure 5. Comparison of air-cooled vs. steam-cooled first stage nozzle
Figure 6. Definition of firing temperature
Figure 7. Gas turbine thermodynamics
Figure 8. Combined cycle
Figure 9. Effect of ambient temperature
Figure 10. Altitude correction curve
Figure 11. Humidity effect curve
Figure 12. Pressure drop effects (MS7001EA)
Figure 13. Effect of fuel heating value on output
Figure 14. Effect of steam injection on output and heat rate
Figure 15. Effect of air extraction on output and heat rate
Figure 16. Effect of evaporative cooling on output and heat rate
Figure 17. Inlet chilling process
List of Tables
Table 1. GE gas turbine performance characteristics - Generator drive gas turbine ratings
Table 2. GE gas turbine performance characteristics - Mechanical drive gas turbine ratings

■ ■ 16
General Electric Model PG7121EA Gas Turbine
Estimated Performance - Configuration: DLN Combustor
Compressor Inlet Conditions 59 F (15 C), 60% Relative Humidity
Atmospheric Pressure 14.7 psia (1.013 bar)
Fuel: Natural Gas Distillate

Design Output kW 84360 82890
Design Heat Rate (LHV) Btu/kWh (kJ/kWh) 10480 (11050) 10570 (11150)
Design Heat Cons (LHV) Btu/h (kJ/h)x10^6 884.1 (932.5) 876.1 (924.2)
Design Exhaust Flow lb/h (kg/h)x10^3 2361 (1071) 2368 (1074)
Exhaust Temperature deg. F (deg. C) 998 (536.7) 999 (537.2)
Load Base Base
Notes:
1. Altitude correction on curve 416HA662 Rev A.
2. Ambient temperature correction on curve 522HA283 Rev 2.
3. Effect of modulating IGV's on exhaust temperature and flow on curve 522HA284 Rev 2.
4. Humidity effects on curve 498HA697 Rev. B - all performance calculated
with a constant specific humidtiy of .0064 or less as not to exceed 100% relative humidity.
5. Plant Performance is measured at the generator terminals and includes allowances for the effects of
inlet bleed heating, exitation power, shaft driven auxiliaries, and 3.5 in H2O (7.29 mbar) inlet and 5.5 in H2O
(13.70 mbar) exhaust pressure drops and a DLN Combustor.
6. Additional inlet and exhaust pressure loss effects:
% Effect on Effect on
Output Heat Rate Exhaust Temp.
4 in Water (10.0 mbar) inlet -1.40 0.42 1.9F (1.0C)
4 in Water (10.0 mbar) exhaust -0.42 0.40 1.8F (1.0C)
120
0 Deg F
110
Heat Consumption - Percent Design
100
90 120 Deg F
59 Deg F
80
70
60
50
40
30
20
0 10 20 30 40 50 60 70 80 90 100 110 120
I. Levine Generator Output - Percent Design 522HA282

8/17/98 Rev - 2
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GENERAL ELECTRIC MODEL PG7121EA GAS TURBINE
Effect of Inlet Guide Vane on Exhaust Flow and Temperature
As a Function of Output and Compressor Inlet Temperature
Fuel: Natural Gas

Design Values on Curve 522HA282 Rev 2
1150
1100
1050
Exhaust Temperature (F)
1000
950
900
0 Deg F
850
30 Deg F
800
750 59 Deg F
700
90 Deg F
650
120 Deg F
600
550
120
0 Deg F
Exhaust Flow - Percent Design
110
30 Deg F
59 Deg F
100
90 Deg F
90
120 Deg F
80
70
60
50
0 10 20 30 40 50 60 70 80 90 100 110 120
I. Levine Generator Output - Percent 522HA284

8/17/98 Rev - 2
General Electric Model PG7241(FA) Gas Turbine
Estimated Performance - Configuration: DLN Combustor
Compressor Inlet Conditions 59 F (15 C), 60% Relative Humidity
Atmospheric Pressure 14.7 psia (1.013 bar)
Fuel: Natural Gas
Design Output kW 171700
Design Heat Rate (LHV) Btu/kWh (kJ/kWh) 9360 (9870)
Design Heat Cons (LHV) Btu/h (kJ/h)x10^6 1607.1 (1695.2)
Design Exhaust Flow lb/h (kg/h)x10^3 3542.0 (1607)
Exhaust Temperature deg. F (deg. C) 1116 (602.2)
Load Base
Notes:
1. Altitude correction on curve 416HA662 Rev A.
2. Ambient temperature correction on curve 522HA852 Rev A.
3. Effect of modulating IGV's on exhaust temperature and flow on curve 522HA853 Rev A.
4. Humidity effects on curve 498HA697 Rev. B - all performance calculated
with a constant specific humidtiy of .0064 or less as not to exceed 100% relative humidity.
5. Plant Performance is measured at the generator terminals and includes allowances for the effects of
inlet bleed heating, exitation power, shaft driven auxiliaries, and 3.04 in H2O (6.33 mbar) inlet and 5.5 in H2O
(13.70 mbar) exhaust pressure drops and a DLN Combustor.
6. Additional inlet and exhaust pressure loss effects:
% Effect on Effect on
Output Heat Rate Exhaust Temp.
4 in Water (10.0 mbar) inlet -1.54 0.56 3.0F (1.7C)
4 in Water (10.0 mbar) exhaust -0.56 0.56 3.0F (1.7C)
120
0 Deg F
110
100
Heat Consumption - Percent Design
90
120 Deg F
59 Deg F
80
70
60
50
40
30
20
0 10 20 30 40 50 60 70 80 90 100 110 120

J. Van Deusen
Generator Output - Percent Design 522HA851
4/17/98 Rev - A
GENERAL ELECTRIC MODEL PG7241(FA) GAS TURBINE
Effect of Compressor Inlet Temperature on
Output, Heat Rate, Heat Consumption, Exhaust Flow
And Exhaust Temperature at Baseload
Fuel: Natural Gas
Design Values on Curve 522HA851 Rev A
DLN Combustor
Exhaust Temperature (deg F)
1170
1150
1130
1110
1090
1070
1050
120
115
110
Heat Rate
105
Percent Design
100
95
90
Exhaust Flow
85
Heat
Consumption
80
75 Output
70
0 10 20 30 40 50 60 70 80 90 100 110 120
Compressor Inlet Temperature (deg F)
J. Van Deusen 522HA852

4/17/98 Rev - A
GENERAL ELECTRIC MODEL PG7241(FA) GAS TURBINE
Effect of Inlet Guide Vane on Exhaust Flow and Temperature
As a Function of Output and Compressor Inlet Temperature
Fuel: Natural Gas

Design Values on Curve 522HA851 Rev A
DLN Combustor
1250
1200
1150
Exhaust Temperature (F)
1100
1050
0 Deg F
1000
950 30 Deg F
900
59 Deg F
850
800 90 Deg F
750
120 Deg F
700
650
120
0 Deg F
Exhaust Flow - Percent Design
110
30 Deg F
100
59 Deg F
90 Deg F
90
120 Deg F
80
70
60
50
0 10 20 30 40 50 60 70 80 90 100 110 120
Generator Output - Percent

J. Van Deusen 522HA853
4/17/98 Rev - A
GENERAL ELECTRIC GAS TURBINE
ALTITUDE CORRECTION CURVE
ALTITUDE VS ATMOSPHERIC PRESSURE
AND
ALTITUDE VS CORRECTION FACTOR
FOR GASTURBINE OUTPUT, FUEL CONSUMPTION, AND EXHAUST FLOW
NOTES:
1. Exhaust Temperature, Heat Rate, and Thermal Efficiency are not affected by altitude.
2. Correction Factor = P(atm)/14.7
15.5 1.00
15.0 0.95
Correction Factor
14.5 0.90
Atmospheric Pressure (PSIA)
14.0 0.85
Correction Factor
13.5 0.80
13.0 0.75
12.5 0.70
12.0 0.65
Atmospheric Pressure
11.5 0.60
11.0 0.55
10.5 0.50
0 1000 2000 3000 4000 5000 6000 7000 8000 9000
Altitude (Feet)
Gajipara H. N. 416HA662
6/30/99 Rev-B
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GEK106875
April 1998
Replaces PRFMN00
GE Power Systems
Gas Turbine
Performance Monitor
The Performance Monitor program requires the performance monitor option. This package includes special
low–drift sensors for the turbine, and a software package for the processor.
I. INTRODUCTION
The Performance Monitor works with single–shaft gas turbines in simple cycle applications or the simple
cycle portion of a combined cycle plant. The turbine must be equipped with a special low–drift sensor pack-
age which is an option at the time of purchase of the gas turbine, or may be added later.
Once installed, the Performance Monitor package detects and documents losses in efficiency found in the
turbine/generator performance. These losses are documented against the output obtained from when the tur-
bine was installed or last overhauled. The output of the performance run can be used as an aid to schedule
maintenance actions, and to have an idea of the possible payback of these actions.
The performance program is used to create a baseline run, make performance runs, recall results from the
last baseline or performance run, and create simulated performance and baseline runs by entering data. The
program runs only when an operator requests a run.
II. METHOD OF OPERATION
Upon the initial installation or after a major overhaul, the turbine is taken to base load and allowed to stabilize
there for a period of 15 minutes. A performance baseline run is then done. This baseline run is the point
against which all future runs will be measured.
A normal performance run can be performed whenever the unit is at base load (or reasonably close) and stabi-
lized there for 15 minutes. The Performance Monitor program then calculates the operation of the unit rela-
tive to the performance during the baseline run and produces its report.
Most of the data used in the performance runs is read directly from the turbine control. Special low–drift
sensors allow the turbine control to obtain higher quality data. Some values required for the performance
calculations are not available from the turbine control. These include items such as the heat energy content
of the fuel and the fuel composition. The performance program will ask the user for these values via a data
input form when either the baseline run or a performance run is requested.
III. SIMULATOR
A simulator is included so that results engineers can enter data and study tthe influence of changes.
GEK106875 Performance Monitor
Normally the data used for the baseline run and each performance run come directly from the sensors in the
turbine control. A special Simulation mode (Simulation data form) has been added from which the user may
select real–time data and override or change the values that the program uses to calculate the performance
run. This is often used to override the value from a sensor that is known to be drifting and requires calibration.
The user may also select the machine default (ideal) performance simulation inputs. Typically, the simulator
will be used with a baseline run, but it also allows entering a set of input data as a baseline.
IV. PROGRAM OUTPUT AND INTERPRETATION
A. Results and Data Presentation
At the completion of each performance run, the results of the comparison with the baseline are presented
in tabular fashion. Input data is displayed as part of the report. These reports can be printed, saved to
disk, or discarded. Reports from previous runs may be viewed with a text editor or copied from the disk
to a printer. Results from simulation runs cannot be saved.
Results of the last successful performance run and baseline run may be viewed directly from the pro-
gram.
B. Relative Data Presented
Absolute values for calculated parameters are not presented because the air flow measurement uses the
gas turbine’s uncalibrated inlet bell mouth as the measuring orifice. By calculating deviations from the
baseline, useful results are obtained if the sensors are sufficiently stable, quite independent of the abso-
lute accuracy of measurements.
The performance monitor compares current performance against a baseline run which must have been
previously made for each turbine in the plant. Results are given in percent deviation from the baseline
run. When a baseline run is completed, it is saved, and future performance runs will be compared to this
base. If something is wrong with the baseline run, it can be done over; only the latest baseline run is
saved.
C. Interpretation of Results
The programs used to calculate the deviations are complex, making use of proprietary information about
the internal design of specific General Electric gas turbines. Over the range of operation, the calculations
are generally accurate to 1% with occasional instances of 2% error where operation is far from design
point. For this reason, output deviations are rounded to 1%. The accuracy of the results is the combina-
tion of this calculation inaccuracy and that introduced by the drifting of sensors over the comparison
period. Sensor drift can be controlled by an effective sensor calibration program.
Program output gives the deviations from the baseline run for the following parameters:
a. Heat rate
b. Compressor flow
c. Inlet drop
d. Exhaust drop
2
Performance Monitor GEK106875
e. Compressor efficiency
f. Turbine efficiency
g. Effective nozzle area
h. Expected generator output
This is calculated as:
[(performance run) – (baseline run)] / (baseline run)
If, for example, the baseline run inlet filter drop was 0.1 psid, and a performance run was made and the
inlet filter drop was measured at 0.15, the inlet filter drop deviation presented in the table would be
+50%. This indicates an increase in filter pressure drop of 50%.
The calculations for the gas turbine performance for the most part rely on the basic thermodynamic laws
of conservation of mass and energy, and the usual definitions for compressor and turbine efficiency.
Compressor air flow is determined from the compressor bell mouth pressure drop. This is compared to
an expected value using the baseline run corrected for actual inlet temperature and pressure conditions.
This means that the compressor airflow deviation calculation is independent of the inlet pressure drop.
In other words, a high inlet pressure drop (which reduces actual flow) will still result in zero deviation
in compressor flow if the compressor is in like–new condition. This is generally true of all deviation out-
puts except heat rate: they are independent of each other.
D. Expected Generator Output – Power Balance
Expected Generator Output (power balance) is calculated by two different methods from sensor data and
directly compared; the deviation of this power balance is presented. The power balance deviation is a
measure of the validity and accuracy of the sensor data used in the calculations. High Expected Genera-
tor Output (power balance) deviation is often a result of miscalibrated sensors. If a problem exists or is
suspected, the operator can apply some common–sense procedures to obtain additional information. For
instance, if it exceeds 5% deviation, some of the data input values can be changed by using the simulator.
Making the changes one at a time will show the effect of the change on calculation output. In this way,
the transducers which need recalibration can be determined. Inputs with a significant influence on Ex-
pected Generator Output (power balance) deviation include inlet temperature, exhaust temperature,
barometric pressure, bell mouth pressure drop, output power, fuel flow, lower heating value, and injec-
tion steam flows.
The Expected Generator Output (power balance) should be 5% or less.
E. Inlet and Exhaust Drop Deviations
Two of the deviations are direct measurements and do not involve calculation other than scaling and
comparison with the baseline: the performance inlet drop deviation and performance exhaust drop devi-
ation. Inlet drop is an indication of the state of the inlet filtration, or other obstructions to inlet flow such
as icing. Exhaust pressure drop is a measure of pressure drop in the waste heat recover system. Turbines
without waste heat recovery will not have the exhaust pressure transducer.
Thus the values of deviation mean different things for different categories. A difference of 2% from the
new and clean condition for the inlet pressure drop and exhaust pressure drop is of little consequence.
3
A deviation of 50% might mean it is time to consider cleaning the appropriate section, although letting
this go to 100% is not unreasonable since the only effect is a loss in output capability provided that abso-
lute limits of pressure drop are not exceeded. A deviation of 100% means the pressure drop has doubled.
F. Heat Rate Deviation
In the remaining deviations, a consistent deviation of 0.05 is cause for concern while a deviation of 0.10
is cause for action. If the calculation for power balance is high, or other deviations have shown up posi-
tive, transducer and other input data should be checked. Heat rate deviation is a measure of overall tur-
bine performance which is broken down into some of its contributing causes by the other parameters
presented. A significant deviation (like 0.05) that shows up consistently in heat rate indicates that the
turbine is not functioning properly, and the compressor and turbine efficiency deviations show why.
G. Compressor Efficiency Deviation and Compressor Flow Deviation
Compressor efficiency deviation is a measure of the compressor performance. A negative deviation in

compressor flow or efficiency is usually the result of compressor fouling and is an indication that clean-
ing is needed. If cleaning does not improve the situation, a search for foreign object damage is indicated.
Low flow might also be caused by incorrect inlet guide vane position, very severe plugging of the inlet
filters, or significant icing.
H. Effective Nozzle Area Deviation
The effective nozzle area deviation is another indicator. On heavy fuel machines, nozzle plugging can
cause this parameter to decrease. Some machines are equipped to wash the turbine, which reduces this
plugging. Erosion can cause it to increase.
I. Turbine Efficiency Deviation
The turbine efficiency is also influenced by plugging; a negative deviation of turbine efficiency might
be caused by deposits and indicate a need for cleaning.
J. Performance Monitor Operation
The following sections give a more detailed explanation of how to operate the different features of the
Performance Monitor.
1. Main Screen
Clicking on the main menu item “performance monitor” brings up the performance monitor main
screen. The display shows the unit name and the real–time values of the Mark V inpup points and
offers the user the following choices:
EXIT – Leave the program.

MORE OPTIONS – Review the baseline rum report of last performance run report.
SIMULATE RUN – Go to the Simulation Data Entry form.
DO PERF RUN – Start a baseline run or performance run. Go to the fuel data entry form.
ALARM DISPLAY – Go to the Alarm display.
MAIN DISPLAY – Go to the Main display.
4
2. Making a Performance or Baseline Run
The user should select DO PERF RUN on the performance monitor main screen to start a baseline
run or performance run. The Fuel Data Form is presented. Use the keyboard to input the current fuel
properties.

ABORT RUN – Cancel the run. Go to the performance monitor main screen.
BASELINE RUN – Start a baseline run.
DO PERF RUN – Start a performance run.
MAIN DISPLAY – Go to the Main Display.
Selecting the baseline run or performance run uses the real–time measurements from an operating
gas turbine and fuel data values to calculate the baseline or deviation parameters descriptive of the
condition of the gas path of the turbine.
3. Required Turbine Conditions
To perform a baseline or performance run, the turbine being measured must be operating at suffi-
cient load to have the exhaust temperature above 850 degrees F. The IGV must be completely open
(i.e. 84 degrees on MS7001E). For combined cycle machines with IGV temperature control, this
means the turbine is essentially on temperature control. For proper comparisons, the gas turbine heat
soak must be completed. One good measure of heat soak is the wheelspace temperatures; have they
come to a steady–state temperature for the load being generated?
4. Completing the Calculations
When a successful baseline or performance run is complete, the calculated performance deviations
and turbine operating conditions will be presented in tabular form on the screen. Performance devi-
ations are not displayed for a baseline run.

MORE OPTIONS – Save the baseline run report or last performance run report.
SAVE RESULTS – Save the baseline run (not available on performance runs).
NEW RUN – Go to the performance monitor main screen.
For a baseline run, SAVE RESULTS will save the baseline run. If there is an existing baseline, it
will be replaced by the new one. A BASELINE RUN SHOULD BE RUN AND SAVED ONLY
WHEN THE MACHINE IS NEW OR UPGRADED. Maintaining the same baseline is the ONLY
way to ensure meaningful data from performance runs.
MORE OPTIONS allows the user to save or print a text report or save or print a screen copy.
Successful performance runs should be printed and saved to disk under MORE OPTIONS on the
results screen. There is no automatic historical storage or archiving of performance run results.
The latest successful baseline and performance run will automatically be available for recall under
MORE OPTIONS on the performance monitor main screen.
5
5. Failed Run
An unsuccessful performance run will result in an error message appearing on the screen. Calcula-
tions may be aborted for a number of reasons, such as:
a. Incorrect values for fuel composition.
b. Imbalances in thermodynamic calculations.
c. Failed turbine sensors.
d. Stale data.
e. No baseline exists (performance run only).
The actual abort message will yield more information about the nature of the failure. A review of
input data and subsequent trials on the performance simulation may yield insight into failed thermo-
dynamic calculations. The user may select options from the following:

NEW RUN – Cancel the run. Go to the performance main screen.
6. Performance Simulation
The performance program has the ability to let the user do a baseline and performance run with “test”
inputs. To begin the simulation, choose the SIMULATE RUN option from the main performance
screen. The user is presented with a form to enter data for the performance calculation. He may
modify any and all values on the form. It is important to enter sets of data that are consistent. For
example, if the data for compressor discharge pressure were increased, it is likely that in a real tur-
bine this would be accompanied by changes in other parameters such as compressor discharge tem-
perature increase, fuel flow increase, and others. One measure of consistency is the value of ex-
pected generator output (power balance). Proper sets of data should maintain a very low Expected
Generator Output (power balance) deviation, generally 5% or less.
The user has the following choices:

MORE OPTIONS – Fill the form with current real–time data from the unit or default val
ues from the data file.
CHECK FORM – Check the form for invalid characters, etc.
LEAVE SIMULATE – Go to the performance monitor main screen.
SIMULATE BASELINE – Create a baseline run to use for the simulation.
SIMULATE RUN – Do a simulated performance run.
Normally the user will want to go to a simulated performance run against the actual baseline run.
If no actual baseline run exists, or if the user wishes to use a “what if” baseline, then he can create
a simulated baseline. The user may then do a simulated performance run against the simulated base-
line run. Simulated baseline runs are lost when the user returns to the performance monitor main
screen or exits the program.
6
7. Completing the Calculations
For simulation runs, the data from the form is used in the performance calculation. When a success-
ful simulated baseline or performance run is complete, the calculated performance deviations and
turbine operating conditions will be presented in tabular form on the screen. Performance deviations
are not displayed for a simulated baseline run. The simulation results are available for review on
the screen, but cannot be saved or printed. The results screen offers for the following choices:
7

LEAVE SIMULATE – Go to the performance monitor main screen.
NEW SIM RUN – Go to the simulated data entry form screen.
8. Failed Simulation Run
An unsuccessful simulation run will result in an error message appearing on the screen. Calculations
may be aborted for a number of reasons, such as:
1. Incorrect values for fuel composition.
2. Imbalances in thermodynamic calculations.
3. Bad simulated sensor data.
4. No baseline exists (simulated performance run only).
9. Performance Monitor Data Files
The Performance Monitor requires three special data files that hold information about the actual tur-
bine. These include the names of the sensors used to collect data, constants specific to each turbine/
generator set, and default values for the simulation mode. These files will be supplied by the system
supplier.
F:\UNITn\PERF1.DAT – Lists signals used in calculations

F:\UNITn\PERF2.DAT – Turbine specific constants
F:\UNITn\PERF3.DAT – Simulation initial values
The Performance Monitor also produces a binary output file which the baseline run, last perfor-
mance run, and last simulation form values are stored. It is extremely important not to lose this file
as it contains the only record of the unit’s baseline run. Without maintaining the same baseline run,
performance results would be useless.
F:\RUNTIME\PERF.Bn – Unit specific Performance Monitor results
GE Power Systems

One River Road, Schenectady, NY 12345
518 • 385 • 2211 TX: 145354
Tab 4
GE Power Systems
BASIC CONTROL DEVICE FUNCTION NUMBERS

AMERICAN NATIONAL STANDARDS INSTITUTE
1 MASTER ELEMENT 50 INSTANTANEOUS OVERCURRENT or

RATE–of–RISE RELAY
2 SEQUENCE TIMER 51 AC TIME OVERCURRENT RELAY
3 CHECKING RELAY 52 AC CIRCUIT BREAKER or CONTACTOR
4 MASTER RELAY 55 POWER FACTOR RELAY
5 STOPPING DEVICE 57 SHORT CIRCUITING or GROUNDING DEVICE
6 STARTING CIRCUIT BREAKER 59 OVERVOLTAGE RELAY
8 CONTROL POWER DISCONNECTING DEVICE 60 VOLTAGE or CURRENT BALANCE RELAY
10 UNIT SEQUENCE SWITCH 62 STOPPING or OPENING TIMER RELAY
12 OVERSPEED DEVICE 63 LIQUID or GAS PRESSURE or VACUUM
13 SYNCHRONOUS SPEED DEVICE 64 GROUND PROTECTIVE RELAY
14 SPEED RELAY 65 GOVERNOR
15 SPEED or FREQUENCY MATCHING DEVICE 66 NOTCHING or JOGGING DEVICE
18 ACCELERATING or DECELERATING DEVICE 67 AC DIRECTIONAL OVERCURRENT RELAY
20 SOLENOID VALVE 68 BLOCKING RELAY
21 DISTANCE RELAY 69 PERMISSIVE CONTROL DEVICE
23 TEMPERATURE CONTROL DEVICE 70 ELECTRICALLY OPERATED RHEOSTAT
25 SYNCHRONISM CHECK DEVICE 71 LIQUID or GAS LEVEL RELAY
26 TEMPERATURE SENSING DEVICE 72 DC CIRCUIT BREAKER or CONTACTOR
27 UNDERVOLTAGE 75 POSITION CHANGING MECHANISM
28 FLAME DETECTOR 77 PULSE TRANSMITTER
30 ANNUNCIATOR RELAY 80 LIQUID or GAS FLOW RELAY
32 DIRECTIONAL POWER RELAY 81 FREQUENCY RELAY
33 POSITION SWITCH 82 DC RECLOSING RELAY
34 MASTER SEQUENCE DEVICE 83 AUTOMATIC SELECTIVE CONTROL or
TRANSFER RELAY
37 UNDERCURRENT or UNDERPOWER RELAY 84 OPERATING MECHANISM
38 BEARING PROTECTIVE DEVICE 85 CARRIER or PILOT–WIRE RECEIVER RELAY
39 MECHANICAL CONDITION MONITOR 86 LOCK–OUT RELAY
40 FIELD RELAY 87 DIFFERENTIAL PROTECTIVE RELAY
41 FIELD CIRCUIT BREAKER 88 AUXILIARY MOTOR or MOTOR GENERATOR
43 MANUAL TRANSFER or SELECTOR DEVICE 89 LINE SWITCH
45 ATMOSPHERIC CONDITION MONITOR 90 REGULATING DEVICE
46 REVERSE–PHASE or PHASE–BALANCE 91 VOLTAGE DIRECTIONAL RELAY
CURRENT RELAY
47 PHASE–SEQUENCE VOLTAGE RELAY 93 FIELD–CHANGING CONTACTOR
48 INCOMPLETE SEQUENCE RELAY 94 TRIPPING or TRIP–FREE RELAY
49 MACHINE or TRANSFORMER THERMAL 96 TRANSDUCER
RELAY
A00272
GE Power Systems
A00272
GEK 95149C
Revised, June 2001
GE Power Systems
Generator
International Conversion Tables

Category To convert from To Multiply by +
Ft/sec2 . . . . . . . . . . . . . . . . . . . . . . . . meter/sec2 . . . . . . . . . . . . . . . . . . 3.048 E-01
ACCELERATION
In/sec2 . . . . . . . . . . . . . . . . . . . . . . . . meter/sec2 . . . . . . . . . . . . . . . . . . 2.540 E–02
Ft2 . . . . . . . . . . . . . . . . . . . . . . . . . . . meter2 . . . . . . . . . . . . . . . . . . . . . 9.290 E–02
AREA
In2 . . . . . . . . . . . . . . . . . . . . . . . . . . . meter2 . . . . . . . . . . . . . . . . . . . . . 6.452 E–04
dyne⋅cm . . . . . . . . . . . . . . . . . . . . . . . newton meter . . . . . . . . . . . . . . . 1.000 E-07
kilogram-force⋅meter . . . . . . . . . . . . newton meter . . . . . . . . . . . . . . . 9.807 E+00
TORQUE lb-force⋅inch . . . . . . . . . . . . . . . . . . . newton meter . . . . . . . . . . . . . . . 1.130 E-01
lbf⋅foot . . . . . . . . . . . . . . . . . . . . . . . . newton meter . . . . . . . . . . . . . . . 1.356 E+00
ozf⋅foot . . . . . . . . . . . . . . . . . . . . . . . . newton meter . . . . . . . . . . . . . . . 7.062 E-03
lbf⋅ft/in . . . . . . . . . . . . . . . . . . . . . . . . newton m/m . . . . . . . . . . . . . . . . 5.338 E+01
TORQUE/LENGTH
lbf⋅in/in . . . . . . . . . . . . . . . . . . . . . . . . newton m/m . . . . . . . . . . . . . . . . 4.448 E+00
amp hr . . . . . . . . . . . . . . . . . . . . . . . . coulomb . . . . . . . . . . . . . . . . . . . . 3.600 E+03
faraday (chem) . . . . . . . . . . . . . . . . . coulomb . . . . . . . . . . . . . . . . . . . . 9.650 E+04
ELECTRICITY gauss . . . . . . . . . . . . . . . . . . . . . . . . . tesla . . . . . . . . . . . . . . . . . . . . . . . 1.000 E–04
and gilbert . . . . . . . . . . . . . . . . . . . . . . . . . amp-turn . . . . . . . . . . . . . . . . . . . 7.958 E–01
MAGNETISM maxwell . . . . . . . . . . . . . . . . . . . . . . . weber . . . . . . . . . . . . . . . . . . . . . . 1.000 E–08
oersted . . . . . . . . . . . . . . . . . . . . . . . amp/meter . . . . . . . . . . . . . . . . . . 7.958 E+01
unit pole . . . . . . . . . . . . . . . . . . . . . . . weber . . . . . . . . . . . . . . . . . . . . . . 1.257 E–07
Btu* . . . . . . . . . . . . . . . . . . . . . . . . . . joule . . . . . . . . . . . . . . . . . . . . . . . 1.054 E+03
ft⋅lb-force . . . . . . . . . . . . . . . . . . . . . . joule . . . . . . . . . . . . . . . . . . . . . . . 1.356 E+00
ENERGY
kilowatt hr . . . . . . . . . . . . . . . . . . . . . joule . . . . . . . . . . . . . . . . . . . . . . . 3.600 E+06
(Includes Work)
watt⋅sec . . . . . . . . . . . . . . . . . . . . . . . joule . . . . . . . . . . . . . . . . . . . . . . . 1.000 E+00
ft⋅poundal . . . . . . . . . . . . . . . . . . . . . joule . . . . . . . . . . . . . . . . . . . . . . . 4.214 E–02
kg-force . . . . . . . . . . . . . . . . . . . . . . . newton . . . . . . . . . . . . . . . . . . . . . 9.807 E+00
oz-force . . . . . . . . . . . . . . . . . . . . . . . newton . . . . . . . . . . . . . . . . . . . . . 2.780 E–01
FORCE
lb-force . . . . . . . . . . . . . . . . . . . . . . . newton . . . . . . . . . . . . . . . . . . . . . 4.448 E+00
poundal . . . . . . . . . . . . . . . . . . . . . . . newton . . . . . . . . . . . . . . . . . . . . . 1.383 E–01
lb-force/in . . . . . . . . . . . . . . . . . . . . . newton/meter . . . . . . . . . . . . . . . 1.751 E+02
FORCE/LENGTH
lb-force/ft . . . . . . . . . . . . . . . . . . . . . . newton/meter . . . . . . . . . . . . . . . 1.459 E+01
Btu* in/sec ft2 deg F . . . . . . . . . . . . watt/meter K . . . . . . . . . . . . . . . . 5.189 E+02
Btu* in/hr ft2 deg F . . . . . . . . . . . . . . water/meter K . . . . . . . . . . . . . . . 1.441 E–01
Btu* /ft2 . . . . . . . . . . . . . . . . . . . . . . . joule/meter2 . . . . . . . . . . . . . . . . . 1.135 E+04
Btu* /hr ft2 deg F . . . . . . . . . . . . . . . joule/kg K . . . . . . . . . . . . . . . . . . . 5.674 E+00
Btu*/lbm deg F . . . . . . . . . . . . . . . . . joule/kg K . . . . . . . . . . . . . . . . . . . 4.184 E+03
HEAT Btu*/sec ft2 deg F . . . . . . . . . . . . . . watt/meter2 K . . . . . . . . . . . . . . . 2.043 E+04
cal/cm2 . . . . . . . . . . . . . . . . . . . . . . . joule/meter2 . . . . . . . . . . . . . . . . . 4.184 E+04
cal/cm2 sec . . . . . . . . . . . . . . . . . . . . watt/meter2 . . . . . . . . . . . . . . . . . 4.184 E+04
cal/cm sec deg C . . . . . . . . . . . . . . . watt/meter K . . . . . . . . . . . . . . . . 4.184 E+02
cal*/g . . . . . . . . . . . . . . . . . . . . . . . . . joule/kg . . . . . . . . . . . . . . . . . . . . 4.184 E+03
cal*/g deg C . . . . . . . . . . . . . . . . . . . joule/kg K . . . . . . . . . . . . . . . . . . . 4.184 E+03
foot . . . . . . . . . . . . . . . . . . . . . . . . . . . meter . . . . . . . . . . . . . . . . . . . . . . 3.048 E–01
inch . . . . . . . . . . . . . . . . . . . . . . . . . . meter . . . . . . . . . . . . . . . . . . . . . . 2.540 E–02
LENGTH
foot . . . . . . . . . . . . . . . . . . . . . . . . . . millimeter (mm) . . . . . . . . . . . . . . 3.048 E+02
inch . . . . . . . . . . . . . . . . . . . . . . . . . . millimeter (mm) . . . . . . . . . . . . . . 25.40 E+00
+E Indicates the power of 10 by which the number must be multiplied, i.e., 4.047E+03 = 4.047 x 103.
*Thermochemical
GEK 95149C International Conversion Tables
Category To convert from To Multiply by +

oz mass (av) . . . . . . . . . . . . . . . . . . . kilogram . . . . . . . . . . . . . . . . . . . . 2.835 E–02
MASS lb-mass (av) . . . . . . . . . . . . . . . . . . . kilogram . . . . . . . . . . . . . . . . . . . . 4.536 E–01
ton (2000 lbm) . . . . . . . . . . . . . . . . . kilogram . . . . . . . . . . . . . . . . . . . . 9.072 E+02
lbm/ft3 . . . . . . . . . . . . . . . . . . . . . . . . kilogram/meter3 . . . . . . . . . . . . . 1.602 E+01
lbm/in 3 . . . . . . . . . . . . . . . . . . . . . . . . kilogram/meter3 . . . . . . . . . . . . . 2.768 E+04
MASS/VOLUME
(Includes Density) oz-mass (av)/in3 . . . . . . . . . . . . . . . . kilogram/meter3 . . . . . . . . . . . . . 1.730 E+03
lb-mass (av)/gal . . . . . . . . . . . . . . . . kilogram/meter3 . . . . . . . . . . . . . 1.198 E+02
g/cm3 . . . . . . . . . . . . . . . . . . . . . . . . . kilogram/meter3 . . . . . . . . . . . . . 1.000 E+03
Btu*/sec . . . . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 1.054 E+03
Btu*/min . . . . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 1.757 E+01
Btu*/hr . . . . . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 2.929 E–01
Cal*/sec . . . . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 4.184 E+00
POWER Cal*/min . . . . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 6.973 E–02
ft⋅lb force/hr . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 3.766 E–04
ft⋅lb force/min . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 2.260 E–02
ft⋅lb force/sec . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 1.356 E+00
hp (elec) . . . . . . . . . . . . . . . . . . . . . . watt . . . . . . . . . . . . . . . . . . . . . . . . 7.460 E+02
atm (760 Torr) . . . . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 1.013 E+05
bar . . . . . . . . . . . . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 1.000 E+05
dyne/cm2 . . . . . . . . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 1.000 E–01
gram (force)/cm2 . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 9.807 E+01
PRESSURE in of Hg (60 F) . . . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 3.377 E+03
(Force/Area) in of water (60 F) . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 2.488 E+02
lb-force/ft2 . . . . . . . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 4.788 E+01
lbf/ft2 . . . . . . . . . . . . . . . . . . . . . . . . . kg/m2 . . . . . . . . . . . . . . . . . . . . . . 4.882 E+00
lbf/in2 (psi) . . . . . . . . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 6.895 E+03
lbf/in2 . . . . . . . . . . . . . . . . . . . . . . . . . kg/cm2 . . . . . . . . . . . . . . . . . . . . . 7.037 E–02
Torr (mm Hg, 0 C) . . . . . . . . . . . . . . pascal . . . . . . . . . . . . . . . . . . . . . 1.333 E+02
degree Celsius (°C) . . . . . . . . . . . . . degree Kelvin (K) . . . . . . . . . . . . TK = tC + 273.15
TEMPERATURE degree Farenheit (°F) . . . . . . . . . . . degree Celsius . . . . . . . . . . . . . . tC = (tF - 32)/1.8
degree Celsius . . . . . . . . . . . . . . . . . degree Farenheit . . . . . . . . . . . . tF = (tC ⋅ 1.8)+32
ft/hr . . . . . . . . . . . . . . . . . . . . . . . . . . meter/sec . . . . . . . . . . . . . . . . . . . 8.467 E–05
VELOCITY ft/min . . . . . . . . . . . . . . . . . . . . . . . . . meter/sec . . . . . . . . . . . . . . . . . . . 5.080 E–03
(Includes Speed) ft/sec . . . . . . . . . . . . . . . . . . . . . . . . . meter/sec . . . . . . . . . . . . . . . . . . . 3.048 E–01
in/sec . . . . . . . . . . . . . . . . . . . . . . . . . meter/sec . . . . . . . . . . . . . . . . . . . 2.540 E–02
ft2/sec . . . . . . . . . . . . . . . . . . . . . . . . meter2/sec . . . . . . . . . . . . . . . . . . 9.290 E–02
VISCOSITY lbm/ft sec . . . . . . . . . . . . . . . . . . . . . . pascal–sec . . . . . . . . . . . . . . . . . 1.488 E+00
lbf sec/ft2 . . . . . . . . . . . . . . . . . . . . . . pascal–sec . . . . . . . . . . . . . . . . . 4.788 E+01
ft3 . . . . . . . . . . . . . . . . . . . . . . . . . . . meter3 . . . . . . . . . . . . . . . . . . . . . 2.832 E–02
VOLUME gallon (US) . . . . . . . . . . . . . . . . . . . . meter3 . . . . . . . . . . . . . . . . . . . . . 3.785 E–03
inch 3 . . . . . . . . . . . . . . . . . . . . . . . . . meter3 . . . . . . . . . . . . . . . . . . . . . 1.639 E–05
(Includes Capacity)
liter . . . . . . . . . . . . . . . . . . . . . . . . . . meter3 . . . . . . . . . . . . . . . . . . . . . 1.000 E–03
oz (US fluid) . . . . . . . . . . . . . . . . . . . meter3 . . . . . . . . . . . . . . . . . . . . . 2.957 E–05
ft3/min . . . . . . . . . . . . . . . . . . . . . . . . meter3/sec . . . . . . . . . . . . . . . . . . 4.719 E–04
VOLUME/TIME ft3/sec . . . . . . . . . . . . . . . . . . . . . . . . meter3/sec . . . . . . . . . . . . . . . . . . 2.832 E–02
(Includes Flow) in3/min . . . . . . . . . . . . . . . . . . . . . . . . meter3/sec . . . . . . . . . . . . . . . . . . 2.731 E–07
gal/min . . . . . . . . . . . . . . . . . . . . . . . . meter3/sec . . . . . . . . . . . . . . . . . . 6.309 E–05
+E Indicates the power of 10 by which the number must be multiplied, i.e., 4.047E+03 = 4.047 x 103.
*Thermochemical
GE Power Systems

518 • 385 • 2211 TX: 145354
Tab 5
LS0446
June 1999
GE Power Systems
Gas Turbine
Lubrication System
I. GENERAL
Lubrication requirements for the General Electric Frame 7EA gas turbine power plant are furnished by a
forced–feed lubricating oil system. This system provides lubrication and absorbs the heat rejected by the
three turbine bearings, load bearings and the accessory/load gears. Additionally, the oil is used as the fluid
supply for the hydraulic control and safety trip systems.
Refer to General Electric specification GEK 32568c (Lubricating Oil Recommendations for Gas Turbines
with Bearing Ambients Above 500°F). The oil used in the gas turbine shall meet or exceed the oil property
values listed.
The lubrication system is comprised of the following components:
1. Lube Oil Reservoir
2. Main Lube Pump
3. Auxiliary Lube Pump (88QA-1)
4. Emergency Lube Pump (88QE–1)
5. Coolers
6. Filters
7. Pressure Regulator (VPR2–1)
8. Pressure Relief Valve (VR1–1)
9. Immersion Heaters (23QT-1,2)
10. Liquid Level Switch (71QL, 71QH)
11. Gauge Panel
12. Transfer Valves
13. Pressure and Temperature Switches
14. Mist Eliminator
15. Thermocouples
16. Motor Heater (23QA-1) * (If option is selected by the customer)*
II. FUNCTIONAL DESCRIPTION
The lubrication system is designed to provided an ample supply of filtered lubricant at the proper pressure,
temperature and viscosity for the operation of the turbine and associated equipment.
For turbine starting, a maximum viscosity of 800 SSU is required for the safe and reliable operation of the
control system and bearing lubrication. Temperature switch 26QN-1 ensures this maximum viscosity is not
exceeded by preventing turbine startup if the lubricant temperature is below 60°F.
Lubricating fluid is pumped from the reservoir by the main shaft driven pump on the accessory gear from
the pump header the oil flows to the coolers and then to the filters.
By means of a manually operated transfer valve, one cooler can be put into service while the other is taken
out without interrupting oil flow and subsequent turbine shut down. This is accomplished as follows.
1. Open the filler valve and fill the standby cooler until a solid oil flow can be seen in the flow sight
in the cooler vent pipe. This indicates a filled condition.
2. Operate the transfer valve with a wrench to bring the standby cooler into service.
3. Close the filler valve.
Water flow through the cooler is regulated by a temperature actuated valve (VTR-1) which has a sensor
installed in the lube oil header downstream from the coolers.
Filtration of the oil is accomplished through removable 5-micron (nominal) pleated paper filter cartridges
located just after the heat exchanger. Two filters are used with a transfer valve directing flow to one of the
two filters permitting servicing on line servicing as with the heat exchangers. The transfer valve is operated
in the same method as the heat exchangers. A differential pressure gauge panel indicates when the filters
should be changed. Change of filter elements should occur when the differential pressure reaches 15 psid
(103kPA). Also, pressure witch 63QQ-1 signals an alarm when the differential pressure reaches 15 psid
(103kPa).
The oil flows from the coolers and filters to the throttling pressure regulating valve (VPR2-1). The pressure
regulating valve maintains bearing header fluid pressure at 25 psig (172kPa) and supplies lube oil to the three
turbine bearings, accessory gear, load package and hydraulic supply system.
Lubricant from the number one bearing assembly is piped through an internal drain line to the reservoir.
Drains from the number two and number three bearing assemblies, and the load package are piped to small
tanks on the turbine base and then directed back to the lube oil reservoir by external interconnecting piping.
The lube oil to the #2 and #3 bearings is guarded piping.
The lube oil system is vented to atmosphere through a mist removal device. See ML 0413 (or A044) and the
lube oil schematic (0416) for more information on this critical system.
2
III. SYSTEM COMPONENT DESCRIPTIONS
The lubrication system components are described below :
A. Lube Oil Reservoir
The reservoir is a 2500 gallon (9464 liter) tank fabricated as an integral part of the accessory base. Oil
is pumped from this tank and circulated throughout the turbine and load package and returned to the tank.
An oil fill connection and oil drain are provided on the side of the tank.
B. Main Lube Pump
Primary oil circulation is provided by a positive displacement gear pump which is shaft driven by the
lower drive of the accessory gear. The output pressure to the lubricating system is controlled by the back-
pressure relief valve (VR1-1).
C. Auxiliary Lube Pump (88QA-1)
This submerged AC motor driven pump is mounted on the top of the accessory base and is used to supply
lubricating oil during turbine start-up and shut-down while the main lube pump does not provide ade-
quate system pressure, or whenever the pressure is not sufficient for safe turbine operation.
D. Emergency Lube Pump (88QE–1)
This submerged DC motor driven pump is mounted on top of the accessory base and is used to supply
lubricating oil during shut-down or cooldown sequences when AC power is not available. This pump
also serves to supply oil to the turbine bearing header in the event that the auxiliary pump is out of service
in an emergency shut-down.
E. Coolers
Two lube oil fluid heat exchangers are mounted internal to the accessory base. These dual coolers are
of shell and tube construction and are piped in parallel to a transfer valve. Under normal operating condi-
tions only one cooler is in service at a time, permitting the inspection, cleaning and maintenance of the
second without interrupting oil flow. The heat exchanger discharge can be seen impingining on the bulls-
eye sight glass above the filter in service
F. Filters
Two lube oil filter casings containing pleated paper cartridges are mounted internal to the accessory base
providing five micron filtration. These filters are piped in parallel to a transfer valve directing oil flow
through either filter. Only one filter is in service at a time, permitting the change of cartridges in the se-
cond without interrupting the oil flow. Filter vessel high point is continuously vented. The vent discharge
can be seen impingining on the bullseye sight glass above the filter in service
G. Pressure Regulator (VPR2–1)
Oil pressure in the bearing header is maintained at approximately 25 psig (172kPa) by a diaphragm style
regulating valve. The valve is operated by fluid pressure, taken from a point downstream of the valve
via a sensing line. This valve throttles flow to maintain pressure in the bearing header. Integral to the
valve is a bypass orifice to permit flow to the bearing header in the event the valve fails shut.
3
H. Pressure Relief Valve (VR1–1)I.
This back-pressure relief valve sets the main pump discharge pressure and relieves excess fluid to the
lube oil reservoir. The valve is set to maintain system pressure at approximately 70 psig (482 kPa).
J. Immersion Heaters (23QT-1,2)
Two heaters, mounted on the side of the accessory base and submerged into the lube oil reservoir, are
used during stand-by periods to ensure the oil maintains proper viscosity for turbine start-up. Oil temper-
ature is sensed by temperature switches 26QL-1 and 26QN-1. The heaters are turned on when the oil
temperature falls below 70°F (21°C) are turned off when the oil temperature reaches 84°F (29°C).
K. Liquid Level Switch
A displacer type lube oil level switch is flanged mounted the the top of the accessory base (oil reservoir)
to monitor high and low oils levels. The displacer mechanism actuates a level switch for contact input
to the turbine control panel. The contact inputs drive annunciator messages and audible alarms if the oil
level rises above or drops below the set points as shown on the lube oil schematic. The level switch is
provided with two independent single pole double throw switches for alarm, one 71QH-1 for high level
and one 71QL-1 for low level. The level device also gives a visual indication of oil level..
L. Gauge Panel
A gauge panel mounted on top of the accessory base locates various instrumentation devices such as
pressure gauges, pressure switches, test and isolation valves for the lubrication oil, hydraulic oil and fuel
systems.
M. Transfer Valves
The lubricating system employs two transfer valves. One is used to direct flow to one of two heat ex-
changers and the other is used to direct flow to one of two filters. This permits component servicing while
the turbine is on line.
N. Pressure and Temperature Switches
Pressure switches 63QT-2A, B located in the load package will trip the unit if the lube oil pressure drops
below the predetermined setting. 63QA-1 is a pressure switch located in the pump header that signals
an alarm and starts the auxiliary lube pump (88QA-1) if the lube pressure falls below its predetermined
setting. Refer to the device summary for these settings. These switches are in a Mark V control system
voting logic such that the unit will not unless two of the three switches are activated.
Temperature switches 26QT–1A, B located in the turbine bearing header will trip the unit when the lube
oil temperature exceeds the preset limit. Likewise, temperature witch 26QA-1 will sound an alarm. Re-
fer to the device summary for the switch settings. These switches are in a Mark V control system logic
such that the unit will not trip unless two of the three switches are activated.
Temperature switch 26QN-1 prevents turbine startup if the temperature of the lube oil decreases to less
than 50°F (10°C) where the viscosity is greater than 800 SSU.
4
O. Mist Eliminator
The turbine lubricating system vents through a mist eliminator. This vessel consists of one or more co-
alescing filter elements used to remove oil from the air, a blower to overcome the pressure drop across
the filter elements, a throttling valve to adjust the pressure and a bypass damper to protect the system/
vessel from overpressure in the event of a blower failure. The blower also maintains a slight negative
pressure in the reservoir tank. A loop seal integral to the mist eliminator prevents the blower from pulling
a vacuum on the drain line and ensures oil flow from the demister to the reservoir junction box. Oil col-
lected on the filter is drained back to the reservoir.
A loop seal prevents the blower from pulling a vacuum on the drain line and ensures oil flow from the
demister to the reservoir junction box. Oil collected on the filter is drained back to the reservoir.
P. Bearing Drain Thermocouples
Thermocouples (LT–B1D, LT–B2D and LT–B3D) are installed in the drain piping on each of the three
turbine bearings. Thermocouple LT–TH is installed in the lube oil bearing header. These provide a
means to measure bearing drain temperatures and to monitor temperature rise across the bearing.
Q. Motor Heater (23QA-1) * (If option is selected by the customer)*
The auxiliary lube oil pump/motor is equiped with a 60W heater which prevents moisture buildup when
the motor is not in use.
IV. PUMP OPERATION AND TESTING
A. Auxiliary Pump
During the turbine starting and stopping sequences, system lube oil pressure is supplied by the auxiliary
pump, driven by an AC motor during the time that the main shaft driven pump is at a speed insufficient
to develop operating pressure. At turbine start-up, the auxiliary pump starts automatically when the mas-
ter control on the turbine control panel is energized to start. The auxiliary pump continues to operate until
the turbine reaches approximately 95 percent of operational speed. When this occurs, the auxiliary
pumps shuts down and the system pressure is supplied by the shaft drain main lube pump.
The control circuit is through the normally closed contacts of the 63QA-1 pressure switch. The pump
will run until the turbine operating speed is reached even through the lube oil header is at a rated pressure
and the pressure switch contacts have opened.
During the shutdown sequence, pressure switch 63QA–1 will signal for the auxiliary pump to start run-
ning when the lube oil header pressure falls to a point at which the contacts of the switch are set to close.
The pump continues to operate throughout the shutdown and cooldown period and runs until the operator
initiates a second stop command at the turbine control panel.
A test valve mounted on the gauge panel is used to provide a means of checking the automatic operation
of the auxiliary pump and pressure switch 63QA-1 while the unit is operating normally on the main lube
pump. To perform a test, the test valve should be opened gradually to lower the lube system pressure
slowly. This pressure is indicated on a gauge mounted on the gauge panel allowing a visual check of the
pressure at which the pressure switch 63QA-1 starts the pump.
5
Also, when the lube oil immersion heaters (23QT-1,2) submerged inside the reservoir) are turned on by
temperature switch 26QL-1, the auxiliary pump starts automatically so that the oil can be circulated and
warmed.
B. Emergency Pump
Lube oil is supplied by the emergency pump, driven by a dc motor (88QE-1), when ac power is not avail-
able during turbine shutdown and cool down sequences. The motor is energized when low oil pressure
is detected by two out of three of the lube oil pressure switches (63QA–1, 63QT–2A, 63QT–2B). This
event would indicate that the ac motor driven auxillary lube pump was out of service.
GE Power Systems

518 • 385 •2211 TX: 145354
6
To Mist
Eliminator
Cooling & Sealing Air Piping.
Fabricated As A Pipe Within
A Pipe Within A Pipe To
Provide 3 Separate Air
Passages To The Bearing.
5th Stage
Extraction
Clg & Slg Air
To Piping - Vent Inner & Outer

Exhaust Fabricated As A Pipe Within
Bearing Housing
Upper Half
Bearing Housing
Assembly Bolts
Combustion
Wrapper
Bearing Cap
Assembly Bolts
Bearing Cap
ROTOR
Anti -
Rotation
Pin
Bearing
Liner
AFT Oil
Seal
FWD Oil
Seal AFT Air
Seal
FWD Air
Seal
Oil Feed To
#2 Brg Liner
Oil Drain From

#2 Brg Liner
Bearing
Oil Feed To Housing
#2 Brg Liner Lower Half
Oil Drain From

BRG01X 2/94 #2 Brg Liner
LS0434
January 2000
GE Power Systems
Gas Turbine
Lubricating System
I. GENERAL
The lubricating and hydraulic oil requirements for the gas turbine power plant are furnished by a separate,
enclosed, forced-feed lubrication module. This lubrication module, complete with tank, pumps, coolers, fil-
ters, valves and various control and protection devices, furnishes oil to the gas turbine and generator bearings
and accessory equipment. This oil also absorbs the heat rejection from the bearings. Additionally, a portion
of the pressurized fluid is diverted and filtered again for use by hydraulic control devices.
Refer to “Lubricating Oil Recommendations for Gas Turbines with Bearing Ambients above 500°F
(260°C)” in the FLUID SPECIFICATIONS section of this manual for the lubricating oil requirements.
Refer to the Lube Oil Schematic Piping Diagram in this section. Major system components include:
1. Lubricant oil reservoir which serves as a base for the accessory module.
2. Two centrifugal pumps (PQ1–1 and PQ1–2) each driven by an AC electrical motor (88QA–1 and –2).
3. Emergency oil pump (PQ2–1) with DC motor (88QE–1).
4. Main Seal oil pump (PQ3–1) driven by AC motor (88QS–1).
5. Emergency seal oil pump driven by DC motor (88ES–1)
6. Dual lubricating oil heat exchangers.
7. Two lubricating oil filters in parallel.
8. Bearing header pressure regulator (VPR2–1).
9. Mist eliminator with redundant fan/motor (88QV–1A and 88QV–1B).
A thermometer on the side of the tank indicates oil tank temperature. Thermocouples connected to the control
panel indicate lube oil temperature in the bearing header. Thermocouples in the bearing drains are also wired
to the turbine control panel for monitoring. A bearing header oil sampling port is located on the side of the
oil tank.
For turbine starting, a maximum oil viscosity of 800 SUS (173 centistokes) is specified for reliable operation
of the control system and for bearing lubrication. A temperature switch, 26QN–1, prevents turbine startup
if the temperature of the lubricant decreases to a point where oil viscosity exceeds 800 SUS (173 centistokes).
A. Lubricant Reservoir and Piping
The oil reservoir is a 6,200 gallon (23,470 liter) tank which is integral with the skid. The interior of the
tank is coated with an oil resistant protective coating. The top of the tank is the base on which compo-
nents such as the pumps, and heat exchangers are mounted.
Oil is provided to the system by one of two AC motor driven centrifugal pumps. The selection of lead
and lag pumps is made by the operator through the turbine control system prior to startup. By alternating
which pump is lead and which is lag the operating hours on the pumps and motors can be equalized.
The oil flows through the heat exchanger, which is designed to maintain the oil at the proper bearing
header temperature. The oil then flows through one of the two parallel filters. There is a separate transfer
valve for selecting which set of heat exchanger/filter is in use.
The dual lubricant filters have removable filter elements. A differential pressure gauge indicates when
the filter element should be changed. Also, there are pressure switches, 63QQ–1 and 63QQ–2, which
provide a high differential pressure alarm signal across each filter.
Bearing header pressure is controlled by pressure regulating valve VPR2–1. Valve VPR2–1 controls the
oil pressure to the turbine and generator bearings. Oil for the trip oil system is piped from the bearing
header upstream of the control valves. A separate seal oil line to the seal oil system is provided upstream
of VPR2–1.
The system is ventilated through a mist eliminator mounted on top of the lube oil reservoir. A slight nega-
tive pressure is maintained in the system by redundant motor driven fans 88QV–1A and 88QV–1B pull-
ing air through the mist eliminator. This negative pressure draws sealing air through the gas turbine bear-
ing seals. A tap is provided on the mist eliminator to permit monitoring tank pressure. A regulating valve
is downstream of each fan for the mist eliminator and is used to regulate tank pressure.
A level alarm device (float-arm operated) is mounted on the top of the lube reservoir. The float mecha-
nism operates two device switches, 71QH–1 and 71QL–1. The switches are connected into the alarm
circuit of the turbine control panel to initiate an alarm if the liquid level rises above, or falls below, the
levels shown on the Schematic Piping Diagram. The oil level is visually indicated by a heavy duty sight
glass on the side of the tank. A lubricant drain connection is located on the side of the accessory module
to drain the lube reservoir.
B. Standby Heaters
During standby periods, the oil is maintained at a viscosity proper for turbine startup by heaters 23QT–1,
–2, and –3 installed in the oil reservoir. Temperature switch 26QL–1 is mounted on the side of the tank.
It controls the heaters to maintain fluid temperature to achieve allowable viscosity.
If the heaters fail to function and the oil reservoir temperature drops below the point where oil viscosity
exceeds 800 SUS, temperature switch 26QN–1, located inside the tank, will initiate a low oil tempera-
ture alarm and will prevent a turbine startup.
2
C. Pressure Protection Devices
Two pressure switches (63QA–1A and –1B) mounted upstream of the heat exchanger sense lube oil
pressure. If either of these senses low lubricant oil pressure, an alarm is sounded and the lag pump is
automatically started. Pressure switches 63QT–2A and –2B in combination with alarm switches
63QA–1A and 63QA–1B, trip the unit and starts the emergency (DC motor-driven) pump when they
sense low pressure. For a trip, one of the two 63QT switches and one of the two 63QA switches must
signal. This voting logic prevents a trip due to a false signal.
All pumps have a check valve on the pump discharge line so that oil does not flow into a pump that is
not in service.
The operation of the 63QA and 63QT switches can be verified by shutting off the normally open valve
between the switch and the oil system. When the normally closed valve to the oil drain is opened, the
oil in the switch lines will drain, the proper warning signal will annunciate and proper lag/emergency
pump startup should occur.
D. Heat Exchanger and Filters
The lubricant oil heat exchangers connect to the parallel lubricant filters. This design is provided so that
filters not in service can be changed (or heat exchangers cleaned) without taking the turbine out of service.
Filter and heat exchanger cases are self-venting. A sight glass is located in the vent line from the heat
exchanger and each filter. When the case is full, oil will be visible in this sight glass. This shows which
filter is in service.
By means of the manually-operated transfer valve, one filter can be put into service as the second is taken
out, without interrupting the oil flow to the main lube oil header. The transfer of operation from one filter
to the other should be accomplished as follows:
1. Open the filler valve and fill the standby filter until a solid oil flow can be seen in the flow sight glass
in the filter vent pipe. This will indicate a “filled” condition.
2. Operate the transfer valve to bring the standby filter into service.
This procedure simultaneously brings the reserve heat exchanger into service.
E. Seal Oil
The seal oil to the generator bearings is normally supplied by the lubricating system through a separate
line directly to the generator. In the event of low lube system pressure or lube system shutdown for ser-
vice, one of two seal oil pumps supply the oil required to seal in the generator hydrogen. Under normal
circumstances the AC motor driven pump (PQ3–1, 88QS–1) would serve this function; however, if this
AC motor should fail or if AC power is lost, the emergency DC motor driven (88ES–1) is activated and
drives the seal oil pump.
3
4
GEK 32568f
Revised February 2002
GE Power Systems
Gas Turbine
Lubricating Oil Recommendations for Gas Turbines with Bearing

Ambients Above 500 F (260 C)
These instructions do not purport to cover all details or variations in equipment nor to provide for
every possible contingency to be met in connection with installation, operation or maintenance. Should
further information be desired or should particular problems arise which are not covered sufficiently for
the purchaser’s purposes the matter should be referred to the GE Company.
© 2002 GENERAL ELECTRIC COMPANY
GEK 32568f Ambients Above 500 F (260 C)
TABLE OF CONTENTS
I. GENERAL...................................................................................................................................... 3
II. RECOMMENDED PHYSICAL PROPERTIES......................................................................... 3
III. LUBRICATION SYSTEM............................................................................................................ 5
IV. OPERATING TEMPERATURES................................................................................................ 5
V. CORROSION — PREVENTATIVE MATERIALS ................................................................... 6
VI. CLEANING REQUIRED AT INSTALLATION ........................................................................ 7
VII. RESPONSIBILITY OF OPERATOR.......................................................................................... 7
VIII. RESPONSIBILITY OF OIL VENDOR...................................................................................... 7
IX. MONITORING .............................................................................................................................. 7

A. Sampling .................................................................................................................................. 7
X. USE LIMITS .................................................................................................................................. 10
XI. COMMENTS.................................................................................................................................. 10
A. Oil Purifying System................................................................................................................ 10
B. Use of Additives....................................................................................................................... 11
C. Diagnostics Programs............................................................................................................... 11
XII. APPENDIX A — TEST METHOD.............................................................................................. 11

A. Discussion of Test Methods ..................................................................................................... 11
2
Ambients Above 500 F (260 C) GEK 32568f
I. GENERAL
These instructions contain information intended to help the purchaser of a General Electric gas turbine and
the lubricant supplier to select the proper grade and quality of lubricating oil for the turbine application.
For phosphate ester fire resistant lubricants refer to GEK 28136, "Phosphate Ester Based, Fire-Resistant
Recommendations for Gas Turbines."
These recommendations apply to General Electric’s Heavy Duty Gas Turbines only. For lubrication rec-
ommendations for equipment other than General Electric, refer to the instructions provided by the manu-
facturer of that equipment.
The successful operation of the gas turbine and its driven equipment is vitally dependent upon the lubrica-
tion system. Therefore, it is necessary that all factors contributing to correct lubrication be present and that
the entire system be maintained in good order.
The life of the apparatus depends upon a continuous supply of lubricant of proper quality, quantity, tem-
perature, and pressure.
This being the case, the life and quality of the lubricant is of prime importance to the user. Experience has
shown that certain fluid monitoring and condition maintenance is required. Hence, the following recom-
mendations are made.
II. RECOMMENDED PHYSICAL PROPERTIES
The lubricating oil intended for this service is a rust and oxidation inhibiting petroleum lubricating oil or
synthetic hydrocarbon with greater high temperature oxidation stability than conventional lubricating oils.
Operating experience has shown the antioxident of the di-tertiary butyl-para-cresol (DBPC) type is not
adequate for this service. The inhibitors must be of the non-volatile type.
A listing of recommended properties of new oil is shown in Table 1. Included with this listing is the ASTM
test method and the recommended value. The reader should refer to these methods for details of the tests.
The oil is an International Standards Organization Viscosity Grade 32 (ISO VG 32) oil. The properties
listed are rather typical of turbine lubricating oils except for the oxidation test requirements. Note that the
values in Table 1 are only recommended values. An oil that has been shown to perform successfully in the
field may still be used even if all values in Table 1 have not been satisfied.
For several years there have been investigations to decide on appropriate laboratory tests which could dis-
tinguish between fluids which gave satisfactory service in a turbine and those which did not. To date, there
has not been complete correlation between laboratory testing and field experience.
There are three methods recognized by the ASTM for determining carbon residue. They are D-524,
“Ramsbottom Carbon Residue of Petroleum Products”, D-4530, “Determination of Carbon Residue
(Micro Method)” and D-189, “Conradson Carbon Residue of Petroleum Products”. Although these
methods are similar in concept, they do not provide identical results. Each method contains a graph that
can be used to convert the results for comparison to the other methods. Although Table 1 only contains
acceptance criteria for D-524, either of the other two methods can be used instead provided the results
obtained are equivalent to the value contained in Table 1 for D-524.
Two oxidation tests are listed in Table 1. The ASTM D-943 (Oxidation Characteristics of Inhibited Steam-
Turbine Oils) minimum value must be satisfied for this service. In addition, both of the Oxidation Stability
by Rotating Bomb tests described below must be satisfied.
3
ASTM D-2272, Standard Test Method for Oxidation Stability of Steam Turbine Oils by Rotating Bomb,
presently shows the best correlation with service experience but it is not absolute. It has been found that
the volatility of the inhibitor can have a significant effect on the results of this test. As stated above, these
inhibitors need to be non-volatile.
The ASTM D-2272 test should be run in the normal way and a second test run on oil which has been
treated to remove volatiles. This pretreatment is done by putting the oil to be tested in a test tube 38 mm
ID× 300 mm L. (This is the same tube used for the International Harvester BT-10 oxidation test.) This tube
is immersed in a bath maintained at 250F (l21C). Clean, dry nitrogen is then bubbled through the heated
oil for 48 hours at the rate of 3 liters per hour. The treated oil is then tested per ASTM D-2272.
The value obtained in the test of the treated oil should be no less than 85% of that obtained for the untreated.
When applying a new lubricating oil it is recommended that laboratory test comparisons be made with a
known successful oil.
Table 1. Recommended Properties High Temperature Lubricating Oil for Gas Turbines (for
New Oil)
ASTM Test Method No. Test Recommended Value

D-287 Gravity (API) 29-33.5
D-1500 Color 2.0 (max.)

D-97 Pour Point ( F/ C) +10/-12 (max.)
D-445 Viscosity 28.8-35.2
40C (centistokes)
D-974 Neutralization No. (mg KOH/g) 0.20 (max.)
D-665 Rust prevention — B Pass
D-92 Flash point (COC) (F/C) 420/215 (min.)
D-130 Copper corrosion 1B (max.)
D-524 (or equivalent) Carbon residue ramsbottom 0.10% (max.) (or equivalent)
D-892 Foam 50/0 (max.)
50/0 (max.)
50/0 (max.)
D-943 Turbine oil oxidation test (hrs) 3,000 (min.)
D-2272 Oxidation Stability by Rotating Bomb 500 (min.)
(minutes)
D-2272 Oxidation Stability by Rotating Bomb 85% (min.) of time in
(modified) unmodified test
D-3427 Air Release 5 (max.)
D-2270 Viscosity Index (VI) 95 (min.)
4
III. LUBRICATION SYSTEM
The lubrication system is designed to provide an ample supply of filtered lubricating oil at the proper tem-
perature and pressure for operation of the turbine and its associated equipment.
Protective devices are incorporated into those systems where it is necessary to protect the equipment against
low lube oil supply, low lube oil pressure, and high lube oil temperature. The protective devices sound a
warning or shut down the unit if any of these conditions occur.
The particular arrangement of the system, the protective devices, and the system settings are shown on
the schematic piping diagram for the specific gas turbine. Other information on the Lubrication System
is found in the service manual and includes the system’s operation, maintenance, and instructions for the
various pieces of equipment used in the system.
IV. OPERATING TEMPERATURES
Lubricating oil is exposed to a range of temperatures as it is circulated through the gas turbine. For reli-
able circulation of oil before starting, the oil temperature should be 70F (21C) to obtain the appropriate
viscosity.
The normal bearing inlet oil temperature is 130F (54C). However, because of customer requirements or
because of ambient conditions and/or coolant temperatures, the actual operating conditions may be differ-
ent.
The lubricating system cooling equipment is designed to maintain the nominal 130F (54C) bearing inlet
oil temperature when raw water is available for cooling. However, when radiator systems are involved,
the sizing is such that for the maximum recorded ambient temperature at the site, the bearing header tem-
perature may be 160F (71C). The minimum recommended oil inlet temperature is 90F (32C). The gas
turbine bearings are designed to operate satisfactorily at these inlet oil temperatures. With radiator systems,
the nominal 130F (54C) bearing header will be maintained for a high percentage of the operating time.
In special cases, other design header temperatures are used as dictated by the load devices.
Operating bearing temperature rises are discussed in appropriate sections of the service manual. Typically,
the lubricant temperature rise from inlet to drain is in the 25F to 60F (14C to 33C) range. If a reduction
gear is involved, this temperature rise may be 60F (33C).
Some gas turbines have bearings that are in an ambient of high temperature. This ambient and the sealing
air may be over 500F (260C). The bearing housing is sealed with labyrinths and airflow such that the
bearing drain spaces are at approximately atmospheric pressure. A portion of the lubricating fluid will be
mixed with a small quantity of hot air and will wash metal surfaces between the bearing housing ambient
and the oil drain temperature.
The lubricant temperature in the tank will be 25F to 40F (14C to 22C) above the bearing header. Thus,
the bulk temperature will be 155F to 200F (68C to 93C) during operation.
V. CORROSION — PREVENTATIVE MATERIALS
Manufacturing procedures provide for corrosion protection by cleaning and treating all metal surfaces
which will be in contact with the lubricating oil in the lubrication system.
The inside walls of the lubricating oil tank are processed at the factory using an oil-resistant paint.
5
The inner surfaces of all lubricating oil piping, bearings, hydraulic control devices, and other apparatus
whose surfaces will be in contact with the turbine lubricating oil are coated with a vapor space rust-inhibited
(VSI) lubricating oil which is used as a combination test and shipping oil.
In addition, 50 gallons of this oil is put in the reservoir at shipment and the system openings are closed.
The oil and its vapors provide corrosion protection during shipment and installation.
At installation this oil should be removed and the reservoir manually cleaned. The remaining VSI oil should
be removed with a displacement flush.
VI. CLEANING REQUIRED AT INSTALLATION
The reliable operation of controls and machine bearings is dependent upon the cleanliness of the lubricating
oil system. During manufacture, considerable care has been taken in processing, cleaning, and flushing this
system to maintain the cleanliness. Further, full flow filters are included in the system thereby filtering all
of the fluid before its use.
For assistance in flushing and cleaning, refer to ASTM Standard D 6439 “Standard Guide for Cleaning,
Flushing, and Purification of Steam, Gas, and Hydroelectric Turbine Lubrication Systems.” Most of the
General Electric Company gas turbines are package power plants that require a minimum of flushing and
cleaning at installation. This ASTM standard should be followed.
If the installation is of a non-package type requiring field pipe fabrication of intricate shapes, then complete
cleaning and flushing is required.
From this ASTM standard for a package power plant the minimum practices include the following:
1. Upon arrival of the equipment at the site, a general visual inspection should be made to become fa-
miliar with the equipment, to observe any shipment damage, and to determine that the lubrication
and control systems are sealed from contamination. Take corrective action as necessary from these
observations. It is important that the systems subject to contamination or corrosion remain sealed as
much as possible during the installation period.
2. The field interconnections of the piping must be clean at installation. This piping is of simple config-
uration to permit visual inspection and manual cleaning.
3. During the installation, any soft or hard film temporary corrosion protective material must be manu-
ally removed.
4. A displacement flush should be performed. Install and circulate the operating lubricant for a 24- to
36-hour period at a temperature of 130F to 150F (54C to 66C). The auxiliary lubricant oil pump
may be used. Remove and dispose of this displacement fluid.
5. After satisfying the above items, the reservoir should be manually cleaned. The parties involved
should be satisfied that the operating lubricant is clean and free of water and that it meets the manu-
facturer’s recommendations. The actual fill should be made through a suitable strainer, as a precaution
against the accidental ingress of solid foreign objects.
6. After filling, circulate the lubricant through the system to confirm that satisfactory flow has been
established. Also, check for system leaks.
6
VII. RESPONSIBILITY OF OPERATOR
After the unit is installed, and prior to its initial starting, the operator should take all precautions to ensure
that:
1. The lubricating system has been thoroughly flushed and/or is clean.
2. The supply of turbine oil is ample for operation of the unit.
3. The type of oil is in accordance with this instruction.
During operation of the unit, the operator should establish a routine inspection procedure to ensure that:
1. The temperature and pressure levels of the lubrication system are within the limits specified by the
service manual and the piping schematic diagrams.
2. The oil purity is maintained by checking for water leaks, by draining tank bottoms, and by adhering
closely to the recommendations set forth by the oil vendor for sampling, purifying, and replenishing
the lube oil supply or inhibitors.
VIII. RESPONSIBILITY OF OIL VENDOR
It is generally recognized that turbine lubricating fluid should be a petroleum derivative or synthetic hydro-
carbon free from water, sediment, inorganic acids, or any material which, in the service specified, would
be injurious to the oil or the equipment. There should be no tendency toward permanent emulsification or
rapid oxidation with the formation of sludge.
The responsibility of supplying the proper oil for the lubricating system to meet this instruction rests with
the oil vendor and the turbine operator. The oil vendor is expected to make recommendations to the turbine
operator concerning compatibility with the VSI oil and operational sampling and testing. Further, he is
expected to cooperate with the manufacturer and the operator by providing the support necessary to ensure
satisfactory performance of the lubricant, such as examination of oil samples and recommendations for
corrective action, if required.
IX. MONITORING
Lubricant condition must be monitored for reliable operation of the gas turbine. ASTM Standard D-4378,
“In-Service Monitoring of Mineral Turbine Oils for Steam and Gas Turbines" provides guidance for select-
ing sampling and testing schedules. This document recommends sampling the oil after 24 hours of service
and then suggests nominal intervals depending on hours of operation.
The sampling and testing schedule should be adjusted to account for severity of service and oil condition.
ASTM Standard D-4378 provides information that can be useful in making this determination.
A. Sampling
The proper sampling techniques are important when taking lubricant samples. A sample to be repre-
sentative must be obtained either from an agitated tank or a free flowing line. The preferable sampling
method is:
7
Dipping from the Tank:

Lubricant fluid sample should be taken by dipping from the tank. Lubricant should be thoroughly
circulated (with one or more lube oil pumps) before the sample is taken.
Secondary sampling methods are:
Sampling from a Line:

The line should contain lubricating fluid which is free flowing and not dead-headed. For instance,
the lines in the bearing header, the active filter and active heat exchanger are free flowing; the lines
to the gauge cabinet are deadheaded. In a machine with dual filters or heat exchangers, the inactive
filters or heat exchangers do not have flowing fluid and, therefore, are not suitable sampling points.
When using a sampling line, make sure that the line has been thoroughly flushed before taking a sample.
Adequate amount of flushing will depend on sampling line dimensions, length and diameter.
Tapping from a Reservoir:

As described above, the lubricant fluid must be thoroughly agitated in the reservoir and the tap line
flushed before a sample can be taken.
A fluid sample is probably not representative if:
1. The fluid in the system is hot while the sample is cold.
2. The fluid in the system is one color or clarity in a sight glass while the sample is a different color
or clarity.
3. The viscosity of the reservoir fluid is different than the sample when both are at the same tem-
perature.
It should be noted that on occasion a sample may be requested which will not be representative. At that
time, sampling instructions, as specified by the requestor, must be followed. For example, a sample
might be taken off the top or the bottom of a tank to check for contamination. In such a case the
sampling point should be marked on the sample container.
Samples should be taken in a “suitable” container. To be “suitable” the container should be:
1. Clean. If in doubt about its cleanliness, use another container. If this is not possible, flush it out
with the fluid to be sampled.
2. Resistant to the material being sampled. For instance, the fire resistant phosphate ester fluids
and some fuels will dissolve certain plastics. This includes the liner in bottle caps. To verify the
container’s resistance, if time permits, allow the sample to sit in container and observe its effects.
Aluminum foil makes a good, resistant cap liner.
3. Appropriate for whatever handling is required. Containers with leaking tops and glass containers
improperly protected are not suitable for shipment. Note that stringent packaging requirements
must be followed if shipment is to be made by air.
4. Of sufficient size. An extensive chemical analysis, if that is why a sample is required, cannot
be done on the contents of a container that is too small. Normally one pint is sufficient unless a
larger quantity is requested.
8
Lubricant suppliers provide sample containers which meet the above mentioned requirements. These
should be used whenever possible. If frequent samples are taken, an adequate supply of containers
should be kept.
A sample should be properly marked. Markings should include at least the following information:
Customer name
Site
Location
Turbine serial number
Turbine fired hours
Date sample taken
Type of fluid sampled
Sampling point
Samples from the initial fill should be forwarded to the lubricant supplier for extensive tests. The
amount of testing of the other samples depends upon the service and interests of the parties involved.
Sufficient tests and sample intervals are necessary to establish trends and to prevent significant lubricant
operational problems. Sharing the test results among the user, oil supplier, and the General Electric
Company Gas Turbine Division can be helpful.
Tests that are indicative of fluid condition include:
1. Viscosity — ASTM D-445, Kinematic Viscosity of Transparent and Opaque Liquids (and the
Calculation of Dynamic Viscosity).
2. Total Acid Number — ASTM D-974, Neutralization Number by Color Indicator Titration.
3. Oxidation Life Remaining — ASTM 2272, Oxidation Stability of Steam Turbine Oils by Rotating
Bomb (RBOT).
NOTE
Some oil suppliers have alternate tests for this purpose.
4. Oxidation Inhibitor Level — Oil suppliers have methods of determining oxidation inhibitor con-
tent of in-service oils.
This information can be important on its own or when combined with the other data.
5. Water Content — The presence of water in the lubricating fluid is not indicative of decomposition.
Water can, however, promote decomposition of the lubricating oil by reacting with additives in
the oil. This reaction may also cause filter plugging. Also, the presence of water indicates a
9
problem with the turbine system such as a leaking heat exchanger. The source of water should be
determined and corrected.
X. USE LIMITS
The lubricant supplier will have recommended use limits. However, the General Electric Company also
has recommendations that are stated in this section. The object of the use limits is to prompt action before
turbine operational problems develop because of the condition of the oil. Oil oxidation can produce sludges,
varnishes, and light flammables that have caused fires and explosions.
Recommended use limits are given in Table 2 and discussed below.
Table 2. Recommended Use Limits
Viscosity at 40C (104F) 41 centistokes (max.)

25 centistokes (min.)
Total Acid Number 0.4 mg KOH/gm (max.)
Rotating Bomb Oxidation Test (RBOT) 25% (min.) of value for new oil
The viscosity limits provided above are consistent with the guidelines presented in ASTM D-4378. High
viscosity is most likely the result of oil oxidation. Low viscosity is probably the result of contamination
with fuel or water.
Total Acid Number is an indication of the lubricant condition. With oxidation the total acid number in-
creases. The oil should be changed before a total acid number of 0.4 mg KOH/g is reached.
The remaining oxidation life of the oil can be measured by ASTM D-2272, Oxidation Stability of Rotating
Bomb (RBOT). The RBOT values and limits vary with the various oil formulations; however, with a RBOT
of 25 percent of the oil’s initial value, its life is gone.
As stated above, the oil supplier may have other tests to determine oil conditions. These tests and any
associated limits should be included in the oil monitoring program.
With any one of these measurements out of limits, the lubricating oil needs to be changed. The steps for
such a change include draining the old oil, manually mopping out the tanks, filling and displacement flush
(see section 6), draining flush oil, manually mopping out the tank, and filling with the new charge of oil.
XI. COMMENTS
As the turbine manufacturer, the following comments are offered.
A. Oil Purifying System
External oil purification systems are not recommended. Since full-flow filtration is included in the
lubrication system, a bypass filter for dirt removal is superfluous.
Water removal systems have not normally been installed with gas turbines. Water contamination is
limited to condensation and cooler leaks. It is recommended that the cooling water pressure be below
lube fluid pressure to minimize the chance of water leakage into the lubrication system. An operating
10
gas turbine is an excellent dehydrator. Centrifuges are not recommended because of their potential for
removing oil additives.
Clay filters are not recommended for cleaning of the inhibited turbine oils meeting these instructions.
B. Use of Additives
The customer should not incorporate any additives into the fluid except at the request of or with the
approval of the fluid supplier. This prohibition particularly refers to the use of “oiliness additives,”
“oil dopes,” preservative oils, and engine oils which have been used in the past during installation and
maintenance. If oiling the bearing is required to facilitate rolling of the shaft, the oil from the lubricant
oil tank should be used.
C. Diagnostics Programs
Diagnostic programs such as wear metal analysis, Spectrographic Oil Analysis Program (SOAP) or
others may be used as part of oil sampling and analysis. General Electric makes no recommendation
with regard to use of these programs. There are, however, several reservations. These programs are
useful only for establishing trends; a single point in time value is not meaningful. Unlike aircraft jet
engines and piston engines, there have not been and are not any studies correlating the results of these
programs with performance of a gas turbine. With the type of bearings used in a gas turbine, impending
bearing failure is most likely to be predicted by analysis of mechanical vibration.
XII. APPENDIX A — TEST METHOD
A. Discussion of Test Methods
For detailed information concerning the various test methods, please refer to the parent published doc-
uments. The discussions below will help explain these various tests and properties.
1. Viscosity
The viscosity of a fluid is its resistance to flow. Viscosity is commonly reported in stokes which
has the units of cm/sec. Centistokes (one hundredth of one stoke) are most commonly used for
convenience. The viscosity in centistokes is also called the kinematic viscosity. The absolute or
dynamic viscosity is expressed in poise (more commonly centipoise). It is the kinematic viscosity
in stokes (or centistokes) at a given temperature multiplied by the density of the fluid at this
temperature expressed in grams/cm3.
The viscosity in centistokes is determined per ASTM D-445, “Viscosity of Transparent and
Opaque Liquids (Kinematic and Dynamic Viscosities).” The viscosity is calculated from the
time required for a fixed volume of fluid at a given temperature to flow through a calibrated
glass capillary instrument using gravity flow. Centistoke viscosities can be converted to Saybolt
and vice-versa using the tables and formulas given in ASTM 2161 “Conversion of Kinematic
Viscosity to Saybolt Universal Seconds.”
2. Pour Point
The pour point is the lowest temperature at which a fluid is observed to flow. It is reported in
increments of 5F and is determined as the temperature at which fluid, contained in a tube with
11
an inside diameter of 30 to 33.5 mm, will not flow within five seconds of rotating the tube 90
degrees from the vertical to the horizontal position.
The pour point is reported more as a matter of information. Of practical concern in the design
of lubrication systems is the viscosity at which the lubricant fluid becomes too viscous to be
pumped. For General Electric gas turbines the viscosity should be less than 173 centistokes for
proper circulation of the fluid before starting.
3. Total Acid Number
The total acid number is the milligrams of potassium hydroxide (KOH) required to neutralize
the acidic constituents in a gram of sample. It is determined per ASTM D-974, “Neutralization
Number by Color lndicator Titration.” The total acid number (TAN) is sometimes called the neu-
tralization number (NN) or neut number and also the acid number (AN).
4. Flash and Fire Point
Flash and Fire Points are determined per ASTM D-92, “Flash and Fire Point by Cleveland Open
Cup.” Flash point is the temperature at which the fluid contained in a test cup and heated at a
constant rate will flash but not burn when a flame is passed over the cup.
Fire point is the temperature at which the fluid contained in a test cup and heated at a constant
rate will burn for at least 5 seconds when a flame is passed over the cup.
Flash and Fire Points are an indirect measure of both the volatility of the fluid and the flamma-
bility of these volatiles. Since there are more accurate ways of determining these, as an example:
distillation to determine volatiles, this test is mainly of value as a quality control test.
5. Autogenous Ignition Temperature
The autogenous ignition temperature of a fluid is the temperature of a fluid at which it will ignite
due to heat alone, that is, without a flame or other ignition source being used. It is determined
per ASTM D-2155, “Autoignition Temperature of Liquid Petroleum Products.” It consists of in-
jecting a small amount of fluid into a 200 milliliter flask at elevated temperature. The lowest
temperature at which a fire occurs within five minutes of injecting the fluid is reported.
The autogenous ignition temperature (AIT) is sometimes called spontaneous ignition temperature
(SIT). This test does not necessarily indicate ignition temperature in a “hardware” situation.
6. Oxidation Tests
The ASTM D-943, “Oxidation Characteristics of Inhibited Steam-Turbine Oils" is the traditional
oxidation test for turbine oils. In this test, a sample of oil is placed in a container of water along
with pieces of steel and copper wire that have been coiled together. The container is maintained
at a temperature of 95C (203F) and oxygen is passed through it. The test measures the time in
hours for the acidity to reach 2.0 milligrams of potassium hydroxide per gram of sample.
This test is used primarily to determine the life of the oxidation inhibitor and does not necessarily
indicate the stability of the base oil.
12
The ASTM D-2272, “Oxidation Stability of Steam-Turbine Oils by Rotating Bomb" is an oxygen
absorption test. The test oil, water, and copper catalyst coil, contained in a covered glass container,
are placed in a bomb equipped with a pressure gauge. The bomb is charged with oxygen to a
pressure of 90 psi (620 kPa), placed in a constant temperature oil bath set at 150C, and rotated
axially at 100 rpm at an angle of 30 degrees from the horizontal. The time for the test oil to
react with a given volume of oxygen is measured, with completion of the time being indicated
by a specific drop in pressure. This test is normally used for quality control of particular new oil
formulation.
Recent work shows it to be an excellent in-service monitoring test. Some studies show it to be a
good indicator of performance.
7. Foaming Tendency
The ASTM method specifies three sequences of bubbling air through oil. First, it is done at 75F;
second, it is done with a new sample of oil at 200F; and third, the oil from the second sequence
is used but operated at 75F.
8. Rust Prevention
The rust prevention characteristics of the lubricant are determined per ASTM D-665. A mixture of
300 ml of lubricant and 30 ml of distilled water (Procedure A) is stirred while held at a temperature
of 140F. A carbon steel rod conforming to ASTM specification A108, Grade 1018, is immersed
in the oil for a period of 24 hours then examined for rust.
9. Air Release
ASTM Test Method D-3427 describes the method for determining air release properties of petro-
leum oils. Compressed air is blown through oil heated to a specified temperature. The length of
time required for the air entrained in the oil to reduce to 0.2% is recorded as the air release time.
Air release provides a measure of the oil’s performance in hydraulic systems because entrained
air can lead to sponginess.
10. Viscosity Index (VI)
Viscosity Index (VI) is an arbitrary number used to characterize the variation of kinematic vis-
cosity with temperature. A higher VI indicates a smaller decrease in kinematic viscosity with
increasing temperature.
13
GE Power Systems
518 • 385 • 2211 TX: 145354
14
Tab 6
TO0446
June 1999
GE Power Systems
Gas Turbine
Trip Oil System

I. GENERAL
The hydraulic trip oil system is the primary protection interface between the turbine control panel and
the components on the turbine which admit or shut off fuel to the turbine. Lubricating fluid (oil) from
the turbine bearing header is used for trip functions (abnormal and emergency shutdown of the turbine)
as well as the hydraulic signal to the fuel stop valve for normal startup and shutdown. Refer to the system
schematic in the Reference Documents section of the manual.
A. General
Low pressure oil, taken from the turbine’s lube fluid system, functions in this system as trip oil to
cause component devices to trip. Lube fluid is passed through a piping orifice to become the trip
oil (OLT). The orifice is located in the pipe running from the bearing header supply to the trip oil
system. This orifice is sized to limit the flow of lube fluid into the trip oil system and insure an ade-
quate capacity for all tripping device operations without causing a starvation of the lube system
when the trip oil system is activated.
The devices that cause a turbine shutdown through the trip system do so by dumping fluid pressure
from the system either directly or indirectly through solenoid operated trip (dump) valves, 20FG-1
or 20FL-1. When oil in the trip oil line is dumped, it relieves control pressure going to the fuel stop
valves which close by spring return action.
When the turbine is started, the dump valves are energized to reset at the desired point in the starting
sequence permitting oil pressure to open the fuel stop valves. The fuel stop valves remain open until
some trip action occurs or until the unit is shut down.
Orifices are installed in the trip oil lines to the gas fuel stop valve and liquid fuel stop valve to permit
operation of either system while the other is tripped.
Pressure switches (63HL-1, 2, 3 and 63HG-1, 2, 3) are also installed in the low pressure trip and
fuel control systems to provide feedback to the turbine control system and permissive circuitry, in-
suring required trip oil pressure levels for turbine operations. Direct reading pressure gauges and
test valves are installed with the pressure switch to facilitate required inspection and maintenance.
Refer to the Control and Protection Systems text in this manual for additional information which
relates to these trip oil system functions and devices.
1. Solenoid Dump Valves
a. Fuel Stop Valve, Solenoid Valves — 20FG-1 & 20FL-1
Solenoid valves 20FG-1 and 20FL-1 are spring biased spool valves which dump trip oil pres-
sure to drain causing the gas stop/ratio and control valve and liquid fuel stop valve to trip shut.
Both solenoid valves are deenergized to trip and energized to reset from the SPEEDTRONIC
control panel. They are spring biased to trip and, therefore, protect the turbine during all normal
situations as well as for loss of dc power.
B. Variable Inlet Guide Vane System
1. General
Variable compressor inlet guide vanes (VIGV) are installed on the turbine to provide compressor
pulsation protection during startup and shutdown and also to be used during operation under partial
load conditions. The variable inlet guide vane actuator is an hydraulically actuated assembly having
a closed feedback control loop to control guide vane angle. The vanes are automatically positioned
within their operating range in response either to the control system exhaust temperature limits for
normal loaded operation, or to the control system pulsation protection limits during the start-up and
shutdown sequences.
Applications with regenerative cycle or exhaust heat recovery include an exhaust temperature con-
trol which automatically holds the IGV at a minimum angle during part load operations.
The inlet guide vane control schematic diagram is included in the Reference Drawings Section of
this manual.
2. Functional Description
The modulated inlet guide vane system is activated by the action of the trip oil system using low
pressure trip oil (OLT) in conjunction with high pressure oil (OH) from the hydraulic supply system.
Electronic control signals activate and position the inlet guide vanes, both during normal operation
and under trip conditions, through the action of servovalve 90TV-1, hydraulic dump valve VH3-1,
position sensors 96TV-1 and 96TV-2 and hydraulic activating cylinder ACV1.
A filter (FH6-1) is installed in the hydraulic supply line ahead of the inlet guide vane servovalve.
During normal operation trip oil (OLT) is pressurized due to 20TV–1 being energized and dump
valve VH3-1 is energized which allows hydraulic oil from the hydraulic supply system to flow
through servovalve 90TV-1. The controlled or modulated position of inlet guide vane servovalve
90TV-1 determines the flow of hydraulic oil through the servovalve and dump valve VH3-1 to the
inlet guide vane hydraulic actuator ACV1. The hydraulic pressure applied to the actuator determines
the position of the inlet guide vane control ring HM3-1.
2
In a trip condition trip oil is dumped, by action of dump valve solenoid valve 20TV-1. This causes
inlet guide vane dump valve VH3-1 to move to the dump position by action of the spring return fea-
ture, thereby dumping actuator cylinder oil which closes the inlet guide vanes.
When the turbine is at rest, the inlet guide vane angle position is at the designed closed position. This
closed guide vane angle is the position established to limit the air flow through the compressor dur-
ing the turbine accelerating and decelerating sequence.
III. COMPONENT DESCRIPTIONS
A. Solenoid Dump Valve 20FL, 20FG, 20TV
Manufacturer — Ruggles Klingemann Mfg. Co.

Model — 4S-4640-2
1. Description
This is a spring-loaded, explosion proof, piston type valve.
NOTE
To identify part numbers noted below, refer to the Renewal Parts Catalog. (Control
Arrangements and Assemblies).
2. Operation
When the valve is energized the plunger forces the stem (2) and tube (6) along with piston (3) down-
ward to close the valve.
When the valve is deenergized the force of the spring (4) returns the piston to the open position.
3. Maintenance
Replacement of the solenoid coil is accomplished by removing the solenoid cover flange.
To remove the piston, remove the solenoid capscrews (34), then two screws (10). By inserting these
two screws in tapped holes in the flange bushing (8), the bushings may be jacked upward to loosen
the “O” ring (9) so that the complete assembly may be lifted out.
Replacement of “O” ring (9) will be quite evident. To replace “O” ring (7) drive out pin from retainer
nut (5) and with screwdriver in slot in stem (2) remove retainer nut.
Refer to the Control and Protection System text of this service manual for additional system in-
formation.
3
GE Power Systems

518 • 385 •2211 TX: 145354
4
TO0434
January 2000
GE Power Systems
Gas Turbine
Control and Trip Oil System

I. GENERAL
The Gas Turbine Control and Protection Systems are operated by the SPEEDTRONIC control through
electrohydraulic devices. This is done to provide the necessary actuation forces to operate the various control
and protection equipment located on the Gas Turbine and its associated accessory modules.
This equipment consists of the various fuel valves and the compressor’s variable inlet guide vanes. The elec-
trohydraulic devices consist of servovalves, which act to modulate the final controlling element in response
to the operational requirements of the unit, and hydro-mechanical relays and solenoid operated tripping
valves, which act to interrupt the controlling action of the servovalves and trip the controlling element in the
event of a trip. Other components include pressure switches, hydraulic accumulators, check valves, flow me-
tering orifices, a manually operated trip valve and the hydraulic cylinders which position the final elements.
This section will describe how this system operates the inlet guide vanes, the Gas Fuel System, and the Liquid
Fuel System. A schematic diagram of the Hydraulic Control and Trip System may be found in the Reference
Drawings section of this manual.
II. INLET GUIDE VANES
The inlet guide vanes are positioned by a hydraulic cylinder located on the turbine base. High-pressure oil
(OH) from the hydraulic supply system is admitted to this system through an orifice/check valve. The hy-
draulic oil then passes through a trip relay (VH3–1) to the modulating servovalve (90TV–1) which acts to
position the cylinder in response to the position command from SPEEDTRONIC. Position transducers
(shown on the inlet guide vane schematic) provide position feedback to this loop. The trip relay (VH-3) is
actuated by low-pressure oil which passes through an orifice to the actuating piston of the relay. A trip sole-
noid valve (20TV–1), when energized, closes and allows this trip oil to build up pressure and move the relay
to the run position. In the event of an IGV trip, 20TV–1 is deenergized, VH3–1 moves to the trip position
and high-pressure oil acts to move the IGV cylinder to the closed position.
III. GAS FUEL SYSTEM
The Gas Fuel System consists of five final devices, the gas stop/ratio valve, and four gas control valves.
These devices are shown in the gas fuel schematic diagram, MLI 0422.
The five valves are operated by identical hydraulic systems although the control function of each is unique.
Each valve is operated by an electrohydraulic servovalve, which acts to position the valve in response to the
position command from the SPEEDTRONIC control system. Each valve has position transducers to provide
a position feedback signal. These are shown on the gas fuel schematic diagram. High-pressure oil passes
through the filters to each of the servovalves. Between the stop and control servovalves and the hydraulic
cylinders is a hydromechanical trip relay – VH5–1 through VH5–5. When these relays are in the run position,
the servovalves are able to modulate the position of the valves. When these relays are in the tripped position,
one end of the cylinder is opened to drain, allowing the spring to quickly close the valve to shut off gas fuel
flow. The relays are operated by low-pressure trip oil and a trip solenoid valve (20FG–1), which when ener-
gized, closes and allows the trip oil to build up pressure to move the relays to the run position. In the event
of a trip, 20FG–1 is de-energized, the relays move to the trip position, and the stop and control valves are
closed by their springs. The orifice in the trip oil supply is used to limit the flow into this branch from the
low pressure trip system when 20FG–1 is open. The pressure switches (20HG) are used to signal the SPEED-
TRONIC control system that the Gas Fuel hydraulic trip system branch has been tripped. This is used in logic
as a check to ensure reliability of the tripping system.
IV. LIQUID FUEL SYSTEM
The Liquid Fuel System consists of various stop & control valves. These devices are shown in the liquid fuel
schematic diagram, MLI 0424.
The valves are operated by identical hydraulic systems although the control function of each is unique.
Each valve is operated by an electrohydraulic servovalve, which acts to position the valve in response to the
position command from the SPEEDTRONIC control system. Each valve has position transducers to provide
a position feedback signal. These are shown on the liquid fuel schematic diagram. High-pressure oil passes
through the filters to each of the servovalves. In the tripped position, one end of the cylinder is opened to
drain, allowing the spring to quickly close the valve to shut off liquid fuel flow. The relays are operated by
low-pressure trip oil and a trip solenoid valve (20FL–1), which when energized, closes and allows the trip
oil to build up pressure to move the relays to the run position. In the event of a trip, 20FL–1 is de-energized,
the relays move to the trip position, and the stop and control valves are closed by their springs. The orifice
in the trip oil supply is used to limit the flow into this branch from the low pressure trip system when 20FL–1
is open. The pressure switches (20HL) are used to signal the SPEEDTRONIC control system that the Liquid
Fuel hydraulic trip system branch has been tripped. This is used in logic as a check to ensure reliability of
the tripping system.
2
Tab 7
GEK 110038
April 2001
GE Power Systems
Gas Turbine
Combined Hydraulic and Lift Oil System

I. GENERAL
The Gas Turbine Combined Hydraulic and Lift Oil system functions to provide fluid power required for
operating control components and to provide lift at the Gas Turbine and Generator bearings. The control
components include the Gas Valves (hydraulically actuated servo valves) and the Inlet Guide Vanes-IGV’s
(positioned by a hydraulic cylinder located on the turbine base), and on Dual Fuel Gas Turbine units, the
Liquid Fuel Valve (hydraulically actuated servo valve). The major components of the system include the
pumps and motors, accumulator, filters, and valves contained in the manifold assembly. This document will
describe how the system normally operates. See the MLI 0434 Hydraulic/Lift Schematic for further details.
For device settings, adjustments, and design features, refer to the Control Specifications and the Device
Summary included in this manual.
II. PUMP INLET & DISCHARGE
Pressure regulated, filtered, and cooled lubrication oil from the main lube oil header in the A160 is used as
the hydraulic/lift oil, high-pressure fluid. The system is designed with two redundant parallel flow paths.
Under normal operation, only one circuit on the system is in use. Isolation valves are used to isolate either
of the circuits so that maintenance can be performed on or off line.
On the inlet to the system, pressure switches (63HQ-6A, 63HQ-6B) signal an alarm, which prevents the
hydraulic/lift pump motors (88HQ-1, 88HQ-2) from starting should there be insufficient inlet pressure. This
feature will prevent the pumps from cavitating. High-pressure fluid is then pumped to the supply manifold
by one of the two pressure-compensated, variable displacement pumps (PH1-1, PH2-1). Each pump is driven
by its own AC electric motor. The turbine operator controls the lead-lag sequence on the pumps. The pumps
are constant pressure, variable positive displacement axial piston pumps with built in dual pressure
compensators (VPR3-1, VPR3-2). The compensators act by varying the stroke of the pistons to maintain a
set pump discharge. Each pump has a high and low-pressure compensator setting. The high-pressure setting
is used when lift oil supply to the rotor bearings is needed. The low pressure setting is used when actuation
of the gas valves and IGV’s is required. Each pump/motor contains a heater, (23HQ-1, 23HQ-2), which
prevents condensation and freezing while the motors are not running.
Air bleed valves are located immediately downstream of the pump discharge to ensure rapid pressurization
of the supply fluid. Each circuit contains an oil filter (FH2-1, FH2-2) with integral differential pressure
switches (63HF-1, 63HF-2). Hydraulic/lift oil supply pressure relief valves (VR21-1, VR22-1) provide
pressure relief in order to prevent component failure due to over-pressurization, in the event that one of the
pressure compensators fail or are inadvertently set wrong.
GEK 110038 Combined Hydraulic and Lift Oil System
III. LIFT OIL SUPPLY
Bearing lift oil is used to raise the turbine-generator rotor onto a thin, static oil film at each journal bearing
to minimize rotation friction losses the gas turbine starting means or turning gear must overcome. Lift Oil
Supply Isolation Valve (20QB-1) is a solenoid-operated valve. When energized, high-pressure oil is allowed
to flow to each of the turbine-generator bearings. Each bearing is equipped with a flow-regulating valve to
keep lift oil supply flow rate constant. In addition, the lift oil supply lines at the bearings contain check valves
to prevent bearing feed oil from back flowing into lift oil supply lines. 20QB-1 has a manual override to be
used if the solenoid fails. There is also a sensing line connected from downstream of the solenoid to the
compensator block. When the solenoid is open, the sensing line is pressurized, thus selecting the
high-pressure setting. Bearing Lift Oil Supply Pressure Switch (63QB-1) provides an alarm in the turbine
control system if lift oil supply pressure is low, and will prevent the turning gear motor from starting should
there be insufficient pressure.
IV. HYDRAULIC OIL SUPPLY
Hydraulic Supply pressure is required to actuate the gas valves, IGV’s, and liquid fuel valve (for Dual Fuel
units only). Each pump circuit contains a Hydraulic Oil Supply Pressure Regulating Valve (VPR4-3,
VPR4-4). These pressure-regulating valves maintain hydraulic pressure to hydraulic actuated components
during normal operation, regardless of whether the pump is operating at lift pressure or hydraulic pressure.
Hydraulic Discharge Oil Supply Pressure Switches (63HQ-1A, 63HQ-1B) are used to indicate if the lead
pump is not supplying enough pressure to the system. Should this be the case, the lag pump will be activated.
Hydraulic Supply Low Pressure Relief Valve (VR23-2) is provided to prevent over-pressurization of
hydraulic supply components in the event pressure regulating valves fail or are set incorrectly. Off of the
hydraulic oil supply header is a single Accumulator (AH1-1) that stores hydraulic fluid for use in transients
conditions (e.g. valve actuation). The accumulator is in-service regardless of which pump is in operation.
The accumulator contains an isolation valve and flow control valve to control recharge rate. A Manual
Bypass Valve allows the operator to quickly depressurize and drain hydraulic oil supply header. This is useful
when resetting pump compensators, relief valves, or pressure regulators. The bypass valve also serves as an
accumulator drain valve.
GE Power Systems

518 • 385 • 2211 TX: 145354
GEK 110038
April 2001
GE Power Systems
Gas Turbine
Combined Hydraulic and Lift Oil System

I. GENERAL
The Gas Turbine Combined Hydraulic and Lift Oil system functions to provide fluid power required for
operating control components and to provide lift at the Gas Turbine and Generator bearings. The control
components include the Gas Valves (hydraulically actuated servo valves) and the Inlet Guide Vanes-IGV’s
(positioned by a hydraulic cylinder located on the turbine base), and on Dual Fuel Gas Turbine units, the
Liquid Fuel Valve (hydraulically actuated servo valve). The major components of the system include the
pumps and motors, accumulator, filters, and valves contained in the manifold assembly. This document will
describe how the system normally operates. See the MLI 0434 Hydraulic/Lift Schematic for further details.
For device settings, adjustments, and design features, refer to the Control Specifications and the Device
Summary included in this manual.
II. PUMP INLET & DISCHARGE
Pressure regulated, filtered, and cooled lubrication oil from the main lube oil header in the A160 is used as
the hydraulic/lift oil, high-pressure fluid. The system is designed with two redundant parallel flow paths.
Under normal operation, only one circuit on the system is in use. Isolation valves are used to isolate either
of the circuits so that maintenance can be performed on or off line.
On the inlet to the system, pressure switches (63HQ-6A, 63HQ-6B) signal an alarm, which prevents the
hydraulic/lift pump motors (88HQ-1, 88HQ-2) from starting should there be insufficient inlet pressure. This
feature will prevent the pumps from cavitating. High-pressure fluid is then pumped to the supply manifold
by one of the two pressure-compensated, variable displacement pumps (PH1-1, PH2-1). Each pump is driven
by its own AC electric motor. The turbine operator controls the lead-lag sequence on the pumps. The pumps
are constant pressure, variable positive displacement axial piston pumps with built in dual pressure
compensators (VPR3-1, VPR3-2). The compensators act by varying the stroke of the pistons to maintain a
set pump discharge. Each pump has a high and low-pressure compensator setting. The high-pressure setting
is used when lift oil supply to the rotor bearings is needed. The low pressure setting is used when actuation
of the gas valves and IGV’s is required. Each pump/motor contains a heater, (23HQ-1, 23HQ-2), which
prevents condensation and freezing while the motors are not running.
Air bleed valves are located immediately downstream of the pump discharge to ensure rapid pressurization
of the supply fluid. Each circuit contains an oil filter (FH2-1, FH2-2) with integral differential pressure
switches (63HF-1, 63HF-2). Hydraulic/lift oil supply pressure relief valves (VR21-1, VR22-1) provide
pressure relief in order to prevent component failure due to over-pressurization, in the event that one of the
pressure compensators fail or are inadvertently set wrong.
GEK 110038 Combined Hydraulic and Lift Oil System
III. LIFT OIL SUPPLY
Bearing lift oil is used to raise the turbine-generator rotor onto a thin, static oil film at each journal bearing
to minimize rotation friction losses the gas turbine starting means or turning gear must overcome. Lift Oil
Supply Isolation Valve (20QB-1) is a solenoid-operated valve. When energized, high-pressure oil is allowed
to flow to each of the turbine-generator bearings. Each bearing is equipped with a flow-regulating valve to
keep lift oil supply flow rate constant. In addition, the lift oil supply lines at the bearings contain check valves
to prevent bearing feed oil from back flowing into lift oil supply lines. 20QB-1 has a manual override to be
used if the solenoid fails. There is also a sensing line connected from downstream of the solenoid to the
compensator block. When the solenoid is open, the sensing line is pressurized, thus selecting the
high-pressure setting. Bearing Lift Oil Supply Pressure Switch (63QB-1) provides an alarm in the turbine
control system if lift oil supply pressure is low, and will prevent the turning gear motor from starting should
there be insufficient pressure.
IV. HYDRAULIC OIL SUPPLY
Hydraulic Supply pressure is required to actuate the gas valves, IGV’s, and liquid fuel valve (for Dual Fuel
units only). Each pump circuit contains a Hydraulic Oil Supply Pressure Regulating Valve (VPR4-3,
VPR4-4). These pressure-regulating valves maintain hydraulic pressure to hydraulic actuated components
during normal operation, regardless of whether the pump is operating at lift pressure or hydraulic pressure.
Hydraulic Discharge Oil Supply Pressure Switches (63HQ-1A, 63HQ-1B) are used to indicate if the lead
pump is not supplying enough pressure to the system. Should this be the case, the lag pump will be activated.
Hydraulic Supply Low Pressure Relief Valve (VR23-2) is provided to prevent over-pressurization of
hydraulic supply components in the event pressure regulating valves fail or are set incorrectly. Off of the
hydraulic oil supply header is a single Accumulator (AH1-1) that stores hydraulic fluid for use in transients
conditions (e.g. valve actuation). The accumulator is in-service regardless of which pump is in operation.
The accumulator contains an isolation valve and flow control valve to control recharge rate. A Manual
Bypass Valve allows the operator to quickly depressurize and drain hydraulic oil supply header. This is useful
when resetting pump compensators, relief valves, or pressure regulators. The bypass valve also serves as an
accumulator drain valve.
GE Power Systems

518 • 385 • 2211 TX: 145354
Tab 8
GEK106855
March 1998
Replaces GFDLNT00
GE Power Systems
Gas Turbine
Fuel Gas Control System (DLNx I)
GEK 106855 Fuel Gas Control System (DLNx I)
I. GENERAL
Fuel gas flow is controlled with the fuel gas stop/ratio valve, gas control valve, gas splitter valve and the gas
transfer valve assemblies. The stop/ratio valve and the gas control valve (GCV) work in conjunction to regu-
late the total fuel flow delivered to the gas turbine. The gas splitter valve (GSV) and the gas transfer valve
(GTV) are used to control the distribution of the fuel flow to a multi-nozzle combustion system. The gas
purge system is used to protect the gas manifolds from a number of undesirable effects described within.
It is the gas control valve which controls the desired fuel flow in response to the command voltage, FSR.
To enable it to do this in a predictable way, the stop/ratio valve is designed to maintain a predetermined pres-
sure, P2, at its inlet.
The gas splitter valve and the gas transfer valve regulate the percentage of the total fuel flow delivered to
each of the gas system manifolds. These manifolds supply fuel to the various combustors.
The gas purge valves are used to port compressor discharge air to the primary fuel nozzles and transfer fuel
nozzles under certain operating conditions.
Other system features, as discussed here, are provided for reliability of operation and protection against mal-
functions.
II. FUEL GAS CONTROL SYSTEM
The four valve assemblies described above are combined in the formation of the fuel gas system as shown
in Figure 1. Typically, the gas fuel system valves are actuated by hydraulic cylinders moving against spring-
loaded valve plugs. Servovalves, controlled by signals from the SPEEDTRONIC control panel, are used
to regulate the hydraulic fluid in the cylinders. Redundant Linear Variable Differential Transformers
(LVDTs) mounted on each valve are used to provide valve position feedback for closed loop position control
in the SPEEDTRONIC panel.
Refer to Figure 2, where all the typical gas fuel system components are shown interconnected schematically.
A functional explanation of each part or subsystem is contained in subsequent paragraphs. For more detail
on the electrohydraulic circuits see the SPEEDTRONIC System text, Gas Fuel system schematics, and
Control Sequence diagrams furnished to the site.
III. GAS CONTROL VALVE
The position of the gas control valve plug is intended to be proportional to FSR which represents the total
called-for fuel flow.
When the turbine is to run on gas fuel the permissives must be “true”. This enables the GCV to open. The
stroke of the valve will then be proportional to FSR.
FSR goes through the fuel splitter (discussed in the dual fuel section) and becomes FSR2, which is then
conditioned for offset and gain. This signal is converted to an analog signal and used in a servo-driver to
position the valve. The gas control valve stem position is sensed by the output of a linear variable differential
transducer (LVDT), rectified, and fed back to an operational amplifier. There are two LVDTs, so it will select
the highest output and this is compared to the FSROUT input signal at the summing junction. If the feedback
is in error with FSROUT, the operational amplifier will increase the signal to the hydraulic servovalve to
drive the gas control valve in a direction to decrease the error. In this way the desired relationship between
position and FSR is maintained, and the control valve meters the correct gas fuel. See Figure 3.
Fuel Gas Control System (DLNx I) GEK 106855
Actuation of the spring-loaded gas control valve is by a hydraulic cylinder controlled by the electrohydraulic
servovalve.
The plug in the gas control valve is contoured to provide the proper flow area in relation to valve stroke. The
gas control valve uses a skirted valve disc and venturi seat to obtain adequate pressure recovery. High pres-
sure recovery occurs at overall valve pressure ratios substantially less than the critical pressure ratio. The
net result is that flow through the control valve is independent of valve pressure drop. Gas flow then is a func-
tion of valve inlet pressure, P2, and valve area only.
An open or a short circuit in one of the servo coils or the signal to one coil does not cause a trip. The GCV
has two LVDTs and can run correctly on one.
IV. GAS CONTROL VALVE (GVC) POSITION CONTROL LOOP
The position control loop is shown on Figure 4. Two LVDTs, 96GC-l and -2, are used for position sensing.
Their feedback signals go through the servo-amplifier where two independent transformers and a discrimi-
nator circuit demodulates the LVDT ac output to dc feedback signals acceptable for use by the position con-
trol. The highest signal is diode gated and proportioned by an amplifier to the correct valve stroke calibration.
See Figure 4 for a typical calibration curve.
It is this dc signal which is fed back and compared to FSR at the summing junction of an error amplifier in
the servo-driver circuitry. For stable control, the amplified error is properly proportioned to command the
integrating amplifier which drives the servovalve, 65GC. When the LVDT feedback equals the FSR input
signal the servo-drive amplifier summing junction is satisfied.
The Control Specifications give the correct position loop settings for a specific turbine.
V. LVDT TERMINAL CONNECTIONS
Linear Variable Differential Transformers (LVDTs) used in SPEEDTRONIC control have special propri-
etary windings which requires that several of the terminals be jumpered at the first terminal board, since the
SPEEDTRONIC system requires only four LVDT leads. The primary winding of the LVDTs is tapped off
at the 25% point, and the connection is brought out to become one of the two output connections of the LVDT.
The low voltage input connection of the primary coil must be connected to the zero stroke end connection
of the secondary windings, and the null position ends of the two secondary windings must be connected to
permit the secondary windings to be in series opposition. Four leads used in the SPEEDTRONIC fuel con-
trol loop are the two primary connection leads for excitation and the two special output connections. One
of the output connections is the tapped connection lead of the primary winding. The other connection is the
maximum stroke end connection of the secondary winding. Polarity of the tapped primary connection is op-
posite to the polarity of the secondary winding at zero stroke, and is in series addition to the polarity of the
secondary winding at zero stroke, and is in series addition to the polarity of the secondary winding at maxi-
mum stroke. Thus, the polarity of the ac output of the LVDT (or the rectified dc output), as used in SPEED-
TRONIC control, does not reverse as the LVDT core position is moved from the zero fuel stroke to the
maximum fuel stroke position. The LVDT with the proprietary output circuit is designed for an output of
0.7 V rms ac with the zero stroke of the valve stem and 3.5 V rms ac at the designed maximum stroke for
the specified LVDT. The actual maximum required position of the gas control valve’s stem, and travel, may
be slightly less than the actual design stroke for the LVDT.
3
VI. LVDT OSCILLATORS
Excitation for each LVDT is provided by an oscillator in the SPEEDTRONIC panel. The output of each
oscillator is 7.0 V ac at a nominal frequency of 3000 Hz. The two oscillators, however, on the two LVDTs
can cause a beat frequency equal to the difference in the frequency of the two oscillators. Therefore, one os-
cillator is set at 3200 Hz and the other oscillator is set at 2800 Hz to eliminate the effects of the beat frequency
in the same control loop.
VII. SERVOVALVE (65GC AND 90SR) MECHANICAL POSITION
The servovalves are furnished with a mechanical null offset bias to cause the gas control valve or stop/ratio
valve to go to the zero stroke position on zero voltage or an open circuiting of both servovalve coils. During
calibration, checks should be made to insure that this happens.
VIII. STOP/RATIO VALVE
The stop/ratio valve is a dual function valve. It serves as a stop valve and is therefore an integral part of the
protection system. Any emergency trip or normal shutdown will trip the valve to its closed position shutting
off gas fuel flow to the turbine. This is done either by dumping hydraulic oil from the SRV hydraulic cylinder
or driving the position control closed electrically.
The valve also serves as a pressure regulating valve to hold a known fuel gas pressure ahead of the gas control
valve and because of these dual functions the valve is sometimes called a stop/speed ratio valve.
IX. SPEED RATIO FUNCTION
The stop/speed ratio valve has two control loops. There is a position control loop similar to that for the gas
control valve and there is a pressure control loop. See Figure 5. Fuel gas pressure P2 at the inlet to the gas
control valve is controlled by the pressure loop as a function of turbine speed. This is done by proportioning
the turbine speed signal TNH, and comparing it with the pressure feedback signal from transducer 96FG,
at the summing junction of a controlling amplifier.
See Figure 6. Any error between signals causes the amplifier to generate a pressure control signal to reposi-
tion the valve. The valve will be modulated continuously to hold this pressure.
The pressure control signal commands a servo-drive amplifier to control the ratio valve position loop in the
same way the gas control valve drives its position loop in response to FSR.
Many of the values used in these algorithms are also sent to modules to be displayed on the CRT (e.g. fuel
gas pressure, valve stroke, FSROUT, and FPRG).
X. STOP VALVE FUNCTION
The stop/ratio valve provides a shutoff of the fuel gas flow when required by either normal operation or emer-
gency conditions. A hydraulic trip relay dump valve is located between the electrohydraulic servovalve
90SR, and the hydraulic cylinder. This relay dump valve is operated by the low pressure control oil trip sys-
tem. When the trip oil (OLT) is at normal pressure, the dump valve is maintained in a position that allows
the electrohydraulic servovalve 90SR to control the cylinder position. When the trip oil pressure is low (as
in the case of normal or emergency shutdown), the dump valve spring shifts a spool to a position which
dumps high pressure hydraulic oil (OH) in the stop/speed ratio valve actuating cylinder to the lube oil reser-
voir. The closing spring, atop the valve plug, instantly shuts the valve, thereby shutting off fuel gas flow to
the turbine combustors.
XI. GAS SPLITTER VALVE FUNCTION
The function of the gas splitter valve (GSV) is to take the total fuel flow regulated by the gas control valve
and divide it between the primary and secondary fuel paths. The primary fuel path (left side) supplies a man-
ifold which distributes fuel to the combustion chamber primary nozzles. The secondary side (right side) of
the gas splitter valve supplies the gas transfer valve with a fuel source.
The GSV assembly is a three-way valve actuated by a hydraulic cylinder (VGS–3). When the primary side
of the GSV is closed by a fixed amount, the secondary side is opened by the same amount and vice versa.
The split between the primary and secondary fuel is determined by a control algorithm in the SPEEDTRON-
IC software. This software generates a digital GSV position command FSRXSOUT referenced to the pri-
mary valve position. This command is converted into an analog signal for use in a servo amplifier. The servo
amplifier takes the difference between the analog position command and the processed LVDT position feed-
back to create an error signal. This position error signal is amplified and converted into a current to drive
the servovalve 65GS-l.
Two redundant LVDTs, 96GS-1 and -2, are mounted on the gas splitter valve to provide valve position feed-
back. Both LVDTs transmit a position signal to the SPEEDTRONIC referenced to the primary valve. The
highest signal is diode gated and proportioned by an amplifier to provide the position feedback signal used
in the servo amplifier.
Certain operational situations, such as load rejection, require the GSV to be tripped to the full primary posi-
tion. The controls software will drive the servovalve to port hydraulics to the bottom side of the double ended
hydraulic cylinder to stroke the valve to a 100% primary position (stem up).
Refer to the Control Specifications for the correct GSV setting for a specific turbine.
XII. GAS TRANSFER VALVE FUNCTION
The function of the gas transfer valve VGD-1 is to regulate the gas fuel flow exiting the right hand side of
the three-way splitter valve (VGS–3) between two separate flow paths called the secondary fuel flow and
the transfer fuel flow. Both flow paths supply gas fuel to unique manifolds which in turn supply various com-
bustion chamber fuel nozzles.
The gas transfer valve (GTV) assembly is a three-way valve actuated by a hydraulic cylinder. The SPEED-
TRONIC software regulates the secondary and transfer flow split by generating a relative GTV digital
position command FSRXOUT. Similar to the GSV position control, this command is converted to an analog
signal and used in the servo amplifier to drive the servovalve 65GD-1. Two LVDTs, 96GD-1 and -2, are
mounted on the gas transfer valve to provide valve position feedback for closed loop control.
A schematic of the gas transfer valve control system can be seen in Figure 7. Refer to the Control Specifica-
tions for the correct GTV settings for a particular turbine.
5
XIII. GAS FUEL PURGE SYSTEM
To prevent ingestion of liquid fuel and water (for units with steam or water injection) through the gas nozzles
and coking of the gas fuel nozzles while operating on liquid fuel, some atomizing air is diverted through the
gas fuel nozzles, see Figure 8.
When transfer from gas to liquid is completed, gas fuel system purge valves VA13-1 and -2 are opened by
energizing 20PG-1 and 20PG-2. The signal to energize 20PG-1 and -2 also closes gas vent solenoid valve
20GV-2 to prevent venting of the volume between the purge valves.
Limit switches 33PG-1 and -2 on the purge valves indicate that the valves are closed and permit transfer from
liquid to gas when both purge valves are closed and the intervolume pressure switch 63PG-1 indicates low
pressure. Limit switches 33PG-2 and -4 indicate that the purge valves are open and used to determine valve
fault.
During normal gas fuel operation (Primary/Lean–Lean/Premix) the gas fuel transfer nozzle purge valves
VA13-3 and -4 are opened by energizing 20PG-3 and 20PG-4. The signal to energize 20PG-3 and -4 also
closes gas vent solenoid valve 20VG-3 to prevent venting of the volume between the purge valves.
The transfer purge system is closed during a transfer from Primary mode to Lean–Lean mode. The transfer
purge is not reestablished until the transfer valve is at the 100% secondary position. Similarly, the transfer
valve will not admit fuel to the transfer fuel nozzles until the purge valves are closed.
The transfer purge system should be tested periodically. Proper transfer purge system operation is required
to protect the gas fuel transfer nozzles from being damaged.
Limit switches 33PG-5T8 and pressure switch 63PG-2 are used to detect proper system operation as de-
scribed for the primary purge system.
XIV. VALVE MALFUNCTION ALARMS
In addition to being displayed, the feedback signals and the control signals of all valves are compared to nor-
mal operating limits, and if they should go outside of these limits, there will be an alarm. The following are
typical alarms:
1. Loss of feedback.
2. Valve is open prior to permissive to open.
3. Loss of servo current signal.
4. P2 pressure (96FG) is zero during operation.
5. Valve not following command.
The servovalves are furnished with a mechanical null offset bias to cause the gas control valve or speed ratio
valve to go to the zero stroke position (fail safe condition) should the servovalve coil signals or power be
lost. During a trip or no run condition, a positive voltage bias is placed on the servo coils holding them in
the position calling for valve closed.
XV. CALIBRATION OF FUEL GAS PRESSURE TRANSDUCERS, 96FG-2A, 2B, 2C
The fuel gas pressure transducer, 96FG, is a pressure transducer with a dc voltage output directly proportion-
al to pressure input in psig. It incorporates solid state circuits and an amplifier in the transducer case.
A diode is connected across the output of the transducer. This prevents any possibility of a spurious signal
driving the transducer amplifier negative, out of its normal operating range.
The transducer is normally factory adjusted and calibrated; however, the calibration must be checked in the
field and necessary readjustment made to meet the volts–output versus pressure–input requirements, as spe-
cified in the Control specifications.
XVI. GAS STRAINER
A strainer is provided in gas supply lines to remove any foreign particles from the gas fuel before it is ad-
mitted to the speed/ratio valve assembly. There is a blowdown connection on the bottom of the strainer body
which should be utilized periodically for cleaning the strainer screen. The frequency of cleaning will depend
upon the quality of the fuel gas used. The strainer should be cleaned shortly after full load has been attained
for the first time, and after any disassembly of the purchaser’s fuel gas lines.
A conical strainer(s) is field installed upstream of each fuel gas manifold between two mating flanges. The
strainer(s) is oriented with the tip in the opposite direction of fuel flow and is used to prevent foreign particles
from entering the combustion system. Prior to commercial operation or following the first 10 hours of unit
operation, the strainer(s) and gaskets are removed. A new gasket(s) should be reinstalled prior to restarting
the unit.
XVII. LOW PRESSURE SWITCH, 63FG
This pressure switch is installed in the gas piping upstream from the gas stop/speed ratio valve and control
valve assembly and initiates an alarm on the annunciator panel whenever the gas pressure drops below a spe-
cified setting. On dual fuel units, this switch or a second 63FG pressure switch set below alarm setpoint is
used to initiate a transfer to liquid fuel.
XVIII.PRESSURE GAUGES
Three pressure gauges, with hand valves, are installed in the fuel gas supply line. The upstream pressure
gauge measures the pressure of the gas entering the stop/speed ratio valve, the intermediate pressure gauge
measures P2 pressure ahead of the gas control valve, and the downstream gauge measures the pressure as
the gas leaves the gas control valve.
XIX. GAS FUEL VENT SOLENOID VALVE 20VG
This solenoid valve vents the volume between the stop/speed ratio valve and the gas control valve when the
solenoid is deenergized. The solenoid is energized and the vent valve closed when the master control protec-
tion circuit is energized. When a turbine start signal is given the valve, therefore, will be closed and remain
closed during gas fuel operation.
The vent is open when the turbine is shut down because the stop/speed ratio and gas control valves have metal
plugs and metal seats and therefore, are not leak tight. The vent insures that during the shutdown period, fuel
7
gas pressure will not build up between the stop/speed ratio and gas control valves, and that no fuel gas will
leak past the closed gas control valve to collect in the combustors or exhaust.
XX. SPEED RATIO VALVE, SRV
Gas control valves which contain dual gain speed ratio valve plugs (SRV) also contain two P2 pressure con-
nections. One pressure connection is used for the P2 pressure gauge and the other is used for the P2 pressure
transducer and vent solenoid 20VG. See Figure 1.
Ring Manifold
Secondary Secondary
Vent To
Atmosphere Fuel
Nozzles
Pkg Lk Off (Typ)
Fuel Gas
Transfer Valve
Three Primary Ring Manifold

Redundant 20VG L R
Gas Pressure B
Reducers To
Atmosphere Gas Splitter Fuel
96FG–2A, B, C Valve Nozzles
VGS-3
Secondary Transfer
Strainer
L R
B Primary
Pkg Lk Off Fuel
Pkg Lk Off Nozzles
Secondary
Speed Ratio/ Gas Control Ring Manifold
Stop Valve Valve
MS6001 3 Manifold 10 Nozzles Each

MS7001F 3 Manifold 14 Nozzles Each
MS9001F 3 Manifold 18 Nozzles Each
GEK 106855
Figure 1. DLNx I Gas Fuel System.
9
GEK 106855
FSRXOUT FSRXOUT
Gas Splitter Servo

Valve Control Gas
Servo Regulator Regulator
Transfer
C–3 C–5 Valve
Control
C–2
C–1
C–3 C–5
C–2 C–1
C–4
TNH Speed Ratio OD
96GD–1,2
Valve Control Gas Ratio
Valve Control Gas Control
PSR2 Valve Position
Servo C–4
FS1 Regulator Servo Feedback VGD–1
3PS Regulator
2FZ
96FG-2A
L Secondary
Control
Circuitry 96FG-2A B Manifolds
96FG-2A R
L
Transducer Turbine
Solenoid
Drivers R
VGS-3
Vent
Stop/ Gas
Combustor
Chamber
Ratio Control
Valve 20VG Valve Transfer
Gas
P2
Primary

PS PS
LVDT’s LVDT’s R P R P
96SR–1,2 96CG–1,2 65GS–1 65GD–1
Dump Relay Servo Servo
65GC LEGEND
90SR Servo
Servo Hydraulic
Elect. Supply
Conn.
Hydraulic Gas
Supply Piping
Hydraulic
Piping
Figure 2. DLNx I Gas Fuel Control System.

Fuel Gas Control System (DLNx I) GE K 106855
Control Algorithm
Gain
Offset
FSR2 Servo
High Amplifier
Select
Protection
Permissives { FSROUT
Analog
I/O
Gas Control Valve
Gas
P2
LVDT’S Position
96GC–1,–2 LVDT
Servo
Valve FSR
Figure 4. Gas Control Valve

Electrical Connection Position Loop Calibration.
Gas Piping
Hydraulic Piping
Figure 3/4. Gas Control Valve Control Schematic
11
GE K 106855 Fuel Gas Control System (DLN
x I)
Control Algorithm
TNH
Servo Amplifier
Gain
FPRG
Offset D
A
Protection
Permissives { FPG
96FG–2A
96FG–2B
96FG–2C
Speed Ratio Valve
Gas
96SR–1,2
LVDT’S
Operating
Cylinder
Piston
Trip Oil Dump

Relay
Legend
Servo
Electrical Connection Valve
Gas Piping
Hydraulic Analog
Hydraulic Piping Oil I/O
Digital
P2
Or Pressure
Control Voltage Figure 6. Speed Ratio Valve Pressure
Calibration.
TNH
Figure 5/6. Speed Ratio/Stop Valve Control Schematic

Fuel Gas Control System (DLNx I) GE K 106855
FSRXL
Gain Control
Algorithm
Offset
FTKOUTB
FSRXSOUT
Protection
Permissives
High Select
Analog
I/O
Servo Amplifier
Servo
Valve
LVDT LVDT
Secondary
(Premix Gas Fuel)
Gas Fuel
(Diffusion Gas Fuel)
Transfer
Figure 7. Gas Transfer Valve Control System
13
GEK 106855
From Gas
Fuel (Splitter/ To (Primary/Transfer) Gas Fuel Nozzles
Transfer) Valve
Gas Fuel Manifold
Drain
20VG
20PG
VPR44–1
33PG 33PG
From Atomizing
Air Precooler
33PG 33PG
518 • 385 • 2211 TX: 145354
GE Power Systems

VA13 VA13
63PG
From Inlet Of
Atomizing Air
Precooler
Figure 8. Gas Fuel Nozzle Purge System.

(1 for each, Primary & Transfer)
GEK 106843a
Revised March 2002
Replaces DLN100
GE Power Systems
DLN I System Operation
GEK 106843a DLN I System Operation
I. GENERAL
The purpose of the Dry Low NOx (DLN I) control system is to regulate the distribution of the fuel and
the location of flame in the staged multi-nozzle combustors around the gas turbine. A diagram of a DLN
I combustor is provided in Figure 1.
Figure 1. DLN I Multi-Nozzle Staged Combustor Cross-Section.
II. GAS FUEL SYSTEM
A schematic of the DLN I fuel delivery systems is shown in Figure 2. The gas fuel system is made up of
the gas fuel stop/ratio valve, the gas control valve, the gas splitter valve, and the gas transfer valve.
2
DLN I System Operation GEK 106843a
Figure 2. DLN I Fuel System.
The stop/ratio valve (S/R) is designed to maintain a predetermined pressure, P2, at the control valve inlet.
The gas control valve (GCV) regulates the desired overall gas fuel flow delivered to the turbine in response
to the command signal FSR from the SPEEDTRONIC™ panel.
The total gas flow is separated into three stages by the DLN I system valves, the gas splitter valve (GSV)
and the gas transfer valve (GTV). The DLN I valves control the percentage of the total fuel flow delivered
to the different stages of the DLN I multi-nozzle combustor.
3
The gas splitter valve (GSV) regulates the distribution of the fuel flow to the primary and secondary zones
in the combustor. Refer to Figure 1 for a diagram of the DLN I combustor. The gas transfer valve (GTV)
divides the fuel supplied to the secondary zone between two separate flow paths in the secondary fuel
nozzle. The secondary fuel nozzle assembly contains a flow passage that mixes air and fuel (“secondary”
nozzle) and a normal diffusion type passage (“transfer” nozzle).
III. LIQUID FUEL SYSTEM (IF APPLICABLE)
The liquid fuel system in Figure 2 is composed of the liquid fuel stop valve, main fuel pump, control valve,
fuel filter, flow divider, and the liquid fuel splitter valve. The fuel pump and control valve work in conjunc-
tion with the flow divider to supply each combustion chamber with the required fuel flow.
Liquid fuel can be supplied to a set of liquid fuel nozzles in the primary zone and a nozzle in the secondary
zone of the DLN I combustor. The liquid fuel splitter valve is an on/off type valve that is used to divert
a fixed percentage of the total fuel flow down the secondary zone flow path. Typically, an orifice in the
liquid fuel piping to is sized to govern this fixed percentage through pressure flow division.
IV. FLAME DETECTION
Reliable detection of the flame location in the DLN I system is critical to the control of the combustion
process and to the protection of the gas turbine hardware. Four flame detectors in separate combustion
chambers around the gas turbine are mounted to detect primary zone flame. Also, four flame detectors
in separate combustion chambers are dedicated to detect the presence secondary flame. The signals from
these flame detectors are processed in control logic and used for various control and protection functions
including the DLN I combustion mode determination.
V. IGNITION SYSTEM
Two spark plugs located in different combustion chambers are used to ignite the fuel flow in the primary
zone of the combustors. These spark plugs are energized to ignite the fuel during startup and during certain
DLN I mode changes that require re-ignition of the primary combustion zone. Flame is propagated to
those combustion chambers without spark plugs through crossfire tubes that connect the primary zones of
adjacent combustion chambers around the gas turbine. Flame is introduced in the secondary zone of the
combustion chambers by igniting the secondary fuel flow with flame from the primary zone.
VI. GAS FUEL OPERATION
The gas turbine firing temperature is defined as the temperature at the inlet to the first turbine stage. Due to
the extreme temperatures in this region of the gas turbine, it is impractical to measure the firing temperature
directly. The SPEEDTRONIC™ control software calculates a turbine firing temperature through known
thermodynamic relationships by measuring the gas turbine exhaust temperature, the compressor discharge
pressure and the ambient temperature.
The fuel flow split between the DLN I combustion chamber fuel nozzles and the location of the flame is
regulated as a function of the calculated turbine firing temperature signal (TTRF).
Figure 3 is a flow chart relationship of the DLN I control panel software functions. There are four basic
modes of distributing the fuel to the DLN I combustor (See Figure 4):
4
DLN I System Operation
Figure 3. DLN I SPEEDTRONIC Control Software Schematic.
GEK 106843a
5
Figure 4. Fuel Staged Dry Low NOx I Gas Fuel Operating Modes.
A. Primary
Fuel and combustion are only in the primary zone. The typical firing temperature TTRF range for this
mode is from startup ignition through full speed no load to approximately 1500 F1.
B. Lean-Lean
Fuel and combustion are in both the primary and secondary zones. Typical firing temperature for the
Lean-Lean mode are between 1500 F and 1950 F1.
1 Refer to the Control Specifications for the correct firing temperature settings for a specific turbine.
6
C. Secondary
All fuel and combustion occur in the secondary zone of the combustor. Secondary mode is a transitory
mode during the transfer from Lean-Lean to the Premix mode of operation. A typical firing temperature
for this mode is 1900 F1.
D. Premix
In this mode, fuel is in both the primary and secondary zones, with combustion only occurring in the
secondary zone. Basically, air and a majority of the fuel are mixed in the primary zone and flow into the
secondary zone to be burned. “Premixing” the air and fuel reduces gas turbine exhaust NOx emissions.
The typical firing temperature range for this mode of operation is above 1900 F1.
Figure 5 is a plot of the DLN I operational modes as a function of firing temperature. During normal
loading of a unit operating on gas fuel, the system will progress through Primary, Lean-Lean, Sec-
ondary and Premix modes. Normal unloading of the machine from high loads on gas fuel will go from
Premix to Lean-Lean after the spark plugs re-ignite the primary combustion zone. Further unloading
will cause Primary mode operation to be initiated which will continue through breaker opening until
turbine shutdown.
In certain operational situations, such as load rejection, the fuel gas control system may divert all fuel
to either the primary or secondary zones depending upon the operational mode and firing temperature.
The controls software generates a signal to one of two solenoid valves which rapidly move the GSV
actuator in conjunction with the servo valve to stroke the gas splitter valve to either a 100% primary
position or a 100% secondary position.
During the transfer from Lean-Lean to Premix, the gas transfer valve splits the gas fuel flow in the
combustors’ secondary stage fuel nozzle between the premixing “secondary” passage and the diffusion
“transfer” passage. It is necessary to route some of the secondary fuel flow through the diffusion section
of the secondary nozzle during this transfer period in order to lower combustion dynamics and stabilize
the secondary flame.
7
Figure 5. Typical DLN I Control Gas Fuel Split Schedule.
Figure 6 is a typical trace of the DLN I valve positions during the transfer from Lean-Lean to Premix
mode2. The gas transfer valve will normally be in the 0% stroke position, meaning that 100% of the
secondary fuel flow will be to the secondary premixing passage in the secondary nozzle assembly.
During transfer to the Secondary mode of operation, flame is extinguished in the primary zone by the
gas splitter valve diverting all flow to the secondary zone. In Secondary mode, the gas transfer valve
will move to an intermediate position in order to route part of the secondary duel flow through the
diffusion passage.
2 Refer to the Control Specifications for the correct settings for a specific turbine.
8
Figure 6. Typical Gas Fuel Lean-Lean to Premix Transfer.
After flame has been extinguished in the primary combustion zone, the machine begins to transfer into
the Premix mode of operation. The gas splitter valve moves to readmit fuel into the primary zone and
the gas transfer valve ramps to a position that will cause most of the secondary fuel flow to be routed
to the transfer diffusion passage of the secondary nozzle. After the gas splitter valve has reached its
steady-state Premix mode position, the gas transfer valve will ramp to its normal position, diverting all
of the secondary fuel flow through the premixing nozzle once again.
VII. LIQUID FUEL OPERATION (IF APPLICABLE)
In the DLN I system, liquid fuel combustion occurs in either the Primary mode or the Lean-Lean mode.
Figure 7 shows the liquid fuel operation modes. The DLN I combustor is ignited during startup and operated
in the Primary mode up to full speed no-load (reference Figure 8).
9
Figure 7. Fuel Staged Dry Low NOx Liquid Fuel Operating Modes.
When the calculated firing temperature reaches a set value at some part load point, the liquid fuel splitter
valve will open and divert a fixed percentage of the total fuel flow down the liquid fuel passage in the
secondary nozzle assembly. Diverting some of the total fuel flow into the secondary zone is necessary to
prevent primary zone flame from inpinging on and damaging the combustion liner venturi which separates
the primary and secondary zones.
The constant fuel flow split between the primary zone and the secondary zone continues up to the full
turbine output point (base load).
Normal unloading of the turbine on liquid fuel from base load progresses at a constant split between primary
and secondary fuel flow until a firing temperature setpoint causes the liquid fuel splitter valve to shutoff
the secondary fuel flow. The turbine is then unloaded and shutdown in the Primary mode.
Refer to the Control Specifications for the correct settings for a specific turbine.
10
Figure 8. Typical DLN I Control Liquid Fuel Split Schedule (if applicable).
11
GE Power Systems
518 • 385 • 2211 TX: 145354
12
g
GER-3568G
GE Power Systems
Dry Low NOx Combustion

Systems for GE Heavy-Duty
Gas Turbines
L.B. Davis
S.H. Black
GE Power Systems
Schenectady, NY
Dry Low NOx Combustion Systems for GE Heavy-Duty Gas Turbines
Contents
Abstract . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Dry Low NOx Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Dry Low NOx Product Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
DLN-1 System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
DLN-1 Combustor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Mode/Operating Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
DLN-1 Controls and Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DLN-1 Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DLN-1 Experience. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DLN-2 System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DLN-2 Combustion System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Primary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Lean-Lean. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Premix Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Piloted Premix. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Premix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Tertiary Full Speed No Load (FSNL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DLN-2 Controls and Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DLN-2 Emissions Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DLN-2 Experience . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DLN-2.6 Evolution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DLN-2+ Evolution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Gas Turbine Combustion Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Equivalence Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Flame Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Operational Stability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Gas Turbine Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Emissions Control Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
References. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
List of Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
GE Power Systems GER-3568G (10/00)

■ ■ i

■ ■ ii
Abstract (2000°F/1093°C firing temperature class)

machines, or DLN-2, which was developed
State-of-the-art emissions control technology for
specifically for the F technology machines and
heavy-duty gas turbines is reviewed with empha-
is also being applied to the EC and H machines.
sis on the operating characteristics and field
experience of Dry Low NOx (DLN) combustors Development of these products has required an
for E and F technology machines. The lean pre- intensive engineering effort involving both GE
mixed DLN systems for gas fuel have demon- Power Systems and GE Corporate Research and
strated their ability to meet the ever-lower emis- Development. This collaboration will continue
sion levels required today. Lean premixed tech- as DLN is applied to the H machines and com-
nology has also been demonstrated on oil fuel bustor development for Dry Low NOx on oil
and is also discussed. (“dry oil”) continues.
This paper presents the current status of DLN-1
Introduction technology and experience, including dry oil,
The regulatory requirements for low emissions and of DLN-2 technology and experience.
from gas turbine power plants have increased Background information about gas turbine
during the past 10 years. Environmental agen- emissions and emissions control is contained in
cies throughout the world are now requiring the Appendix.
even lower rates of emissions of NOx and other
pollutants from both new and existing gas tur- Dry Low NOx Systems
bines. Traditional methods of reducing NOx Dry Low NOx Product Plan
emissions from combustion turbines (water and
Figure 1 shows GE’s Dry Low NOx product of-
steam injection) are limited in their ability to
ferings for its new and existing machines in
reach the extremely low levels required in many
three major groupings. The first group includes
localities. GE’s involvement in the development
the MS3002J, MS5001/2 and MS6001B prod-
of both the traditional methods (References 1
ucts. The 6B DLN-1 is the technology flagship
through 6) and the newer Dry Low NOx (DLN)
product for this group and, as can be noted, is
technology (References 7 and 8) has been well
available to meet 9 ppm NOx requirements.
documented. This paper focuses on DLN.
Such low NOx emissions are generally not
Since the commercial introduction of GE’s attainable on lower firing temperature
DLN combustion systems for natural-gas-fired machines such as the MS3002s and MS5001/2s
heavy-duty gas turbines in 1991, systems have because carbon monoxide (CO) would be
been installed in more than 222 machines, from excessive.
the most modern FA+e technology (firing tem-
The second major group includes the
perature class of 2420 F/1326 C) to field retro-
MS7001B/E, MS7001EA and MS9001E
fits of older machines. As of May 1999, these
machines with the 9 ppm 7EA DLN-1 as the
machines have operated more than 4.8 million
flagship product.
hours with DLN; and more than 1.4 million
hours have been in the F technology. To meet The dry oil program focuses initially on this
marketplace demands, GE has developed DLN group.
products broadly classified as either DLN-1, The third group combines all of the DLN-2
which was developed for E-technology products and includes the FA, EC, and H

■ ■ 1
Gas Distillate
Turbine Model NOx (ppmvd) CO (ppmvd) Diluent NOx (ppmvd) CO (ppmd) Diluent
MS3002(J)-RC 33 25 Dry N/A N/A N/A
MS3002(J)-SC 42 50 Dry N/A N/A N/A
MS5001P 25 50 Dry 65 20 W ater
MS5001R 42 50 Dry 65 20 W ater
MS5002C 42 50 Dry 65 20 W ater
MS6001B 9 25 Dry 42 30 W ater
MS7001B/E Conv. 25 25 Dry 42 30 W ater

MS7001EA 9 25 Dry 42 30 W ater
MS9001E 15 25 Dry 42 20 W ater
25 25 Dry 90 20 Dry
MS6001FA 25 15 Dry 42/65 20 W ater/Steam
MS7001FA 25 15 Dry 42/65 20 W ater/Steam
9 9 Dry 42/65 30 W ater/Steam
MS7001FB 25 15 Dry 42 20 W ater
MS7001H 9 9 Dry 42/65 30 W ater/Steam

MS9001EC 25 15 Dry 42/65 20 W ater/Steam
MS9001FA 25 15 Dry 42/65 20 W ater
MS9001FB 25 15 Dry 42 20 W ater
MS9001H 25 15 Dry 42 20 W ater
Figure 1. Dry Low NOx product plan

machines, with the 7FA product as the flagship. gas fuel, power augmentation with steam is in
As shown in Figures 2 and 3, most of these prod- the premixed mode for both DLN-1 and DLN-2
ucts are capable of power augmentation and of systems.
peak firing with increased NOx emissions. With The GE DLN systems integrate a staged pre-
mixed combustor, the gas turbine’s
NOx NOx at CO
SPEEDTRONIC™ controls and the fuel and
Turbine @15% O 2 Operating Maximum Max D/F Max D/F
Model (ppmvd) Mode Diluent Diluent/Fuel (ppmvd) (ppmvd) associated systems. There are two principal
MS6001(B) 9 Premix Steam 2.5/1 9 25 measures of performance. The first is meeting
Premix Steam 2.5/1 25 15
the emission levels required at baseload on both
25
gas and oil fuel and controlling the variation of
MS7001(EA) 9 Premix Steam 2.5/1 9 25
these levels across the load range of the gas tur-
25 Premix Steam 2.5/1 25 15 bine.
MS7001(FA) 9 Premix Steam 2.1/1 12 15 The second measure is system operability, with
GT24556B.ppt
emphasis placed on the smoothness and relia-
Figure 2. DLN power augmentation summary bility of combustor mode changes, ability to
load and unload the machine without restric-
tion, capability to switch from one fuel to anoth-
NOx-Base NOx-Peak CO-Base CO-Peak er and back again, and system response to rapid
(ppmvd) (ppmvd) (ppmvd) (ppmvd)
transients (e.g., generator breaker open events
MS6001(B) 9 18 25 6
or rapid swings in load). GE’s design goal is to
25 50 15 4
make the DLN system operate so the gas tur-
MS7001(EA) 9 18 25 6
25 50 15 4 bine operator does not know whether a DLN or
MS7001(FA) 25 35 15 6 conventional combustion system has been
MS9001(E) 25 40 15 6 installed (i.e., its operation is “transparent to
GT24557A . ppt
the user”). A significant portion of the DLN
Figure 3. DLN peak firing emissions - natural gas design and development effort has focused on
fuel system operability. As operational experience

■ ■ 2
has increased, design and development efforts These efforts have resulted in a large number of
have moved towards hardware durability and hardware and control features that limit dynam-
extending combustor inspection intervals. ics, plus analytical tools that are used to predict
Design of a successful DLN combustor for a system behavior. The latter are particularly use-
heavy-duty gas turbine also requires the design- ful in correlating laboratory test data from full
er to develop hardware features and opera- scale combustors with actual gas turbine data.
tional methods that simultaneously allow the
equivalence ratio and residence time in the DLN-1 System
flame zone to be low enough to achieve low DLN-1 development began in the 1970s with
NOx, but with acceptable levels of combustion the goal of producing a dry oil system to meet
noise (dynamics), stability at part-load opera- the United States Environmental Protection
tion and sufficient residence time for CO burn- Agency’s New Source Performance Standards
out, hence the designation of DLN combustion of 75 ppmvd NOx at 15% O2. As noted in
design as a “four-sided box” (See Figure 4). Reference 7, this system was tested on both oil
A scientific and engineering development pro- and gas fuel at Houston Lighting & Power in
gram by GE’s Corporate Research and 1980 and met its emission goals. Subsequent to
Development, Power Systems business and this, DLN program goals changed in response
Aircraft Engine business has focused on under- to stricter environmental regulations and the
standing and controlling dynamics in lean pre- pace of the program accelerated in the late
mixed flows. The objectives have been to: 1980s.
■ Gather and analyze machine and labo-

DLN-1 Combustor
ratory data to create a comprehensive
dynamics data base The GE DLN-1 combustor (shown in cross sec-
tion in Figure 5 and described in Reference 8) is a
■ Create analytical models of gas turbine
two-stage premixed combustor designed for use
combustion systems that can be used to
with natural gas fuel and capable of operation
understand dynamics behavior
on liquid fuel. As shown, the combustion system
■ Use the analytical models and experi- includes four major components: fuel injection
mental methods to develop methods to system, liner, venturi and cap/centerbody
control dynamics assembly.
NOx
Dynamics
CO
Turndown
GT23812B
Figure 4. DLN technology - a four sided box Figure 5. Dry Low NOx combustor

■ ■ 3
The GE DLN-1 combustion system operates in modes. This mode is necessary to
four distinct modes, illustrated in Figure 6, dur- extinguish the flame in the primary
ing premixed natural gas or oil fuel operation: zone, before fuel is reintroduced into
These components form two stages in the com- what becomes the primary premixing
bustor. In the premixed mode, the first stage zone.
thoroughly mixes the fuel and air and delivers a ■ Premix – Fuel to both primary and
uniform, lean, unburned fuel-air mixture to the secondary nozzles. Flame is in the
second stage. secondary stage only. This mode of
operation is achieved at and near the
Mode/Operating Range
combustion reference temperature
■ Primary – Fuel to the primary nozzles design point. Optimum emissions are
only. Flame is in the primary stage generated in premix mode.
only. This mode of operation is used
The load range associated with these modes var-
to ignite, accelerate and operate the
ies with the degree of inlet guide vane modula-
machine over low- to mid-loads, up to
tion and, to a smaller extent, with the ambient
a pre-selected combustion reference
temperature. At ISO ambient, the premix oper-
temperature.
ating range is 50% to 100% load with IGV mod-
■ Lean-Lean – Fuel to both the primary ulation down to 42°, and 75% to 100% load
and secondary nozzles. Flame is in with IGV modulation down to 57°. The 42° IGV
both the primary and secondary minimum requires an inlet bleed heat system.
stages. This mode of operation is used If required, both the primary and secondary
for intermediate loads between two fuel nozzles can be dual-fuel nozzles, thus allow-
pre-selected combustion reference ing automatic transfer from gas to oil through-
temperatures. out the load range. When burning either natu-
■ Secondary – Fuel to the secondary ral gas or distillate oil, the system can operate to
nozzle only. Flame is in the secondary full load in the lean-lean mode (Figure 6). This
zone only. This mode is a transition allows wet abatement of NOx on oil fuel and
state between lean-lean and premix power augmentation with water on gas.
Primary Operation Lean-Lean Operation

• Ignition to 20% Load • 20 to 50% Load
Fuel Fuel
100% 70%
30%
Fuel Fuel
100% 83%
17%
Second-Stage Burning Premixed Operation

• Transient During • 50 to 100% Load
Transfer to Premixed
GT20885B. ppt
Figure 6. Fuel-staged Dry Low NOx operating modes

■ ■ 4
The spark plug and flame detector arrange- ance in premixed operation, the fuel-air equiv-
ments in a DLN-1 combustor are different from alence ratio of the mixture exiting the first-stage
those used in a conventional combustor. Since mixer must be very lean. Efficient and stable
the first stage must be re-ignited at high load in burning in the second stage is achieved by pro-
order to transfer from the premixed mode back viding continuous ignition sources at both the
to lean-lean operation, the spark plugs do not inner and outer surfaces of this flow. The three
retract. One plug is mounted near a primary elements of this stage comprise a piloting flame,
zone cup in each of two combustors. The system an associated aerodynamic device to force inter-
uses flame detectors to view the primary stage of action between the pilot flame and the inner
selected chambers (similar to conventional sys- surface of the main stage flow, and an aerody-
tems), and secondary flame detectors that look namic device to create a stable flame zone on
through the centerbody and into the second the outer surface of the main stage flow exiting
stage. the first stage.
The primary fuel injection system is used dur- The piloting flame is generated by the second-
ing ignition and part load operation. The sys- ary fuel nozzle, which premixes a portion of the
tem also injects most of the fuel during pre- natural gas fuel and air (nominally, 17% at full-
mixed operation and must be capable of stabi- load operation) and injects the mixture
lizing the flame. For this reason, the DLN-1 pri- through a swirler into a cup where it is burned.
mary fuel nozzle is similar to GE’s MS7001EA Burning an even smaller amount of fuel (less
multi-nozzle combustor with multiple swirl-sta- than 2% of the total fuel flow) stabilizes this
bilized fuel injectors. The GE DLN-1 system flame as a diffusion flame in the cup. The sec-
uses five primary fuel nozzles for the MS6001B ondary nozzle, which is mounted in the cap
and smaller machines and six primary fuel noz- centerbody, is simple and highly effective for
zles for the larger machines. This design is capa- creating a stable flame.
ble of providing a well-stabilized diffusion flame A swirler mounted on the downstream end of
that burns efficiently at ignition and during the cap/centerbody surrounds the secondary
part load operation. nozzle. This creates a swirling flow that stirs the
In addition, the multi-nozzle fuel injection sys- interface region between the piloting flame and
tem provides a satisfactory spatial distribution the main-stage flow and ensures that the flame
of fuel flow entering the first-stage mixer. The is continuously propagated from the pilot to the
primary fuel-air mixing section is bound by the inner surface of the fuel-air mixture exiting the
combustor first-stage wall, the cap/centerbody first stage. Operation on oil fuel is similar
and the forward cone of the venturi. This vol- except that all of the secondary oil is burned in
ume serves as a combustion zone when the a diffusion flame in the current dry oil design.
combustor operates in the primary and lean- The sudden expansion at the throat of the ven-
lean modes. Since ignition occurs in this stage, turi creates a toroidal re-circulation zone over
crossfire tubes are installed to propagate flame the downstream conical surface of the venturi.
and to balance pressures between adjacent This zone, which entrains a portion of the ven-
chambers. Film slots on the liner walls provide turi cooling air, is a stable burning zone that
cooling, as they do in a standard combustor. acts as an ignition source for the main stage
In order to achieve good emissions perform- fuel-air mixture. The cone angle and axial loca-

■ ■ 5
tion of the venturi cooling air dump have sig- Primary Mode
100
nificant effects on the efficacy of this ignition 90
Premix Mode
% Primary Fuel Split

source. Finally, the dilution zone (the region of 80
70
the combustor immediately downstream from 60
Lean-Lean
50
the flame zone in the secondary) provides a 40
region for CO burnout and for shaping the gas 30

20
temperature profile exiting the combustion sys- 10 Secondary Mode
0
tem. Combustion 1600 1950 ºF 2020
Reference
Temperature
871 1066 ºC 1104
DLN-1 Controls and Accessories GT20327D
The gas turbine accessories and control systems Figure 7. Typical DLN-1 fuel gas split schedule
are configured so that operation on a DLN-
equipped turbine is essentially identical to that
of a turbine equipped with a conventional com-
bustor. This is accomplished by controlling the
turbines in identical fashions, with the exhaust
temperature, speed and compressor discharge
pressure establishing the fuel flow and com-
pressor inlet-guide-vane position.
A turbine with a conventional diffusion com-
bustor that uses diluent injection for NOx con-
Figure 8. Dry Low NOx gas fuel system
trol will use an underlying algorithm to control
steam or water injection. This algorithm will use opens at load or a PRI is sensed by ultraviolet
top level control variables (exhaust tempera- flame detectors looking into the first stage, the
ture, speed, etc.) to establish a steam-to-fuel or splitter valve is commanded to move to a pre-
water-to-fuel ratio to control NOx. determined position. For the breaker open
In a similar fashion, the same variables are used event the combustor returns to normal opera-
to divide the total turbine fuel flow between the tion in primary mode at full speed no load
primary and secondary stages of a DLN com- (FSNL). In the case of a PRI there is no hard-
bustor. The fuel division is accomplished by ware damage and the combustor maintains load
commanding a calibrated splitter valve to move but operates in extended lean-lean mode with
to a set position based on the calculated com- high emissions.
bustion reference temperature (Figure 7). Figure
8 shows a schematic of the gas fuel system for a DLN-1 Emissions
DLN-equipped turbine. The emissions performance of the GE DLN sys-
The only special control sequences required are tem can be illustrated as a function of load for a
for protection of the turbine during a generator given ambient temperature and turbine config-
breaker open trip, or for a Primary Zone uration. Figures 9 and 10 show the NOx and CO
Ignition or Primary Re-Ignition (PRI) (i.e., emissions from typical MS7001EA and
flame is established in first stage during pre- MS6001B DLN systems designed for 9 ppmvd
mixed operation). When either the breaker NOx and 25 ppm CO when operated on natural

■ ■ 6
gas fuel. Note that in premixed operation, NOx

is generally highest at higher loads and CO only
approaches 25 ppm at lower premixed loads.
The MS9001E DLN system has very similar
behavior but with somewhat higher NOx emis-
sions (See Figure 1). Figures 11 and 12 show NOx
and CO emissions for the same systems operat-
ed on oil fuel with water injection for NOx con-
trol, rather than premixed oil. These figures are
for units equipped with inlet bleed heat and Figure 11. MS7001EA Dry Low NOx combustion
extended IGV modulation. system performance on distillate oil
At loads less than 20% of baseload, NOx and
CO emissions from the DLN are similar to those
from standard combustion systems. This result
is expected because both systems are operating
as diffusion flame combustors in this range.
Between 20% and 50% load, the DLN system is
operated in the lean-lean mode. On gas fuel the
flow split between the primary fuel nozzles and
Figure 12. MS6001B emissions distillate oil fuel

secondary nozzle may be varied to optimize
emissions, while on oil fuel the flow split is
fixed.
From 50% to 100% load, the DLN system oper-
ates as a lean premixed combustor when operat-
ed on gas fuel, and as a diffusion flame combus-
Figure 9. MS7001EA/MS9001E emissions - tor with water injection when operated on oil
natural gas fuel fuel. As shown in Figures 9–12, NOx emissions
are significantly reduced, while CO emissions
are comparable to those from the standard sys-
tem.
DLN-1 Experience
GE’s first DLN-1 system was tested at Houston
Lighting and Power in 1980 (Reference 7). A pro-
totype DLN system using the combustor design
discussed above was tested on an MS9001E at
the Electricity Supply Board’s (ESB) Northwall
Figure 10. MS6001B emissions - natural gas Station in Dublin, Ireland, between October

■ ■ 7
1989 and July 1990. A comprehensive engineer- is 50 ppmvd). These units have operated for
ing test of the prototype DLN combustor, con- more than 250,000 hours. Four additional F
trols and associated systems was conducted with technology DLN-1 systems were commissioned
NOx levels of 32 ppmvd (at 15% O2) obtained at Scottish Hydro’s Keadby site and at National
at baseload. The results were incorporated into Power’s Little Barford site. These 9F machines
the design of prototype systems for the have operated more than 80,000 hours at less
MS7001E and MS6001B. than 60 ppm NOx.
The 7E DLN-1 prototype was tested at The combustion laboratory’s testing and field
Anchorage Municipal Light and Power (AMLP) operation have shown that the DLN-1 system
in early 1991 and entered commercial service can achieve single digit NOx and CO levels on E
shortly afterward. Since then, development of technology machines operating on gas fuel.
advanced combustor configurations have been Current DLN-1 development activity focuses
carried out at AMLP. These results have been on:
incorporated into production hardware. ■ Application of single-digit technology
The MS6001B prototype system was first oper- to the MS6001B and MS7001EA
ated at Jersey Central Power & Light’s Forked uprates.
River Station in early 1991. A series of addition- ■ Application of DLN-1 technology for
al tests culminated in the demonstration of a 9 retrofitting existing field machines
ppm combustor at Jersey Central in November (including MS3002s and MS5000s,
1993. some of which will require upgrade
As of May 1999, 44 MS6001B machines are before DLN retrofit)
equipped with DLN-1 systems. In total, they ■ Completing the development of steam
have accumulated more than 1.4 million hours power augmentation as needed by the
of operation. There are, in addition, 4 market
MS7001E, 8 MS7001B/E, 39 MS7001EA, 27
■ Completing the development of lean
MS9001E, 2 MS5001P and 4 MS3002J DLN-1
premixed oil fuel DLN-1 products.
machines that have collectively operated for
more than 2 million hours. Excellent emission ■ Increasing combustion inspection
results have been obtained in all cases, with sin- intervals.
gle-digit NOx and CO achieved on many ■ Improving overall system reliability
MS7001EAs. Several MS7001E/EA machines and operability for operation on oil
have the capability to power augment with fuel.
steam injection in premixed mode.
Starting in early 1992, eight MS7001F machines DLN-2 System
equipped with GE DLN systems were placed in As F-technology gas turbines became available
service at Korea Electric Power Company’s in the late 1980s, studies were conducted to
Seoinchon site. These F technology machines establish what type of DLN combustor would be
have achieved better than 55% (gross) efficien- needed for these new higher firing temperature
cy in combined-cycle operation, and the DLN machines. Studies concluded that that air usage
systems are currently operating between 30 and in the combustor (e.g., for cooling) other than
40 ppmvd NOx on gas fuel (the guarantee level for mixing with fuel would have to be strictly

■ ■ 8
limited. A team of engineers from GE Power Each DLN-2 combustor system has a single
Systems, GE Corporate Research and burning zone formed by the combustor liner
Development and GE Aircraft Engines pro- and the face of the cap. In low emissions opera-
posed a design that repackaged DLN-1 premix- tion, 90% of the gas fuel is injected through
ing technology but eliminated the venturi and radial gas injection spokes in the premixer, and
centerbody assemblies that require cooling air. combustion air is mixed with the fuel in tubes
The resulting combustor is called DLN-2, which surrounding each of the five fuel nozzles. The
is the standard system for the 6FA, 7FA, and 9FA premixer tubes are part of the cap assembly.
machines. Fourteen combustors are installed in The fuel and air are thoroughly mixed, flow out
the 7FA, 18 in the 9FA, and six in the 6FA. Two of the five tubes at high velocity and enter the
additional variants of the DLN-2 system have burning zone where lean, low-NOx combustion
been developed to meet the additional design occurs. The vortex breakdown from the swirling
requirements imposed by either new machine flow exiting the premixers, along with the sud-
cycles or reduced emissions levels. These com- den expansion in the liner, are mechanisms for
bustors, the DLN-2.6 and the DLN-2+, will be flame stabilization. The DLN-2 fuel nozzle/pre-
described briefly in later sections. mixer tube arrangement is similar in design
and technology to the secondary nozzle/cen-
DLN-2 Combustion System terbody of a DLN-1. Five nozzle/premixer tube
assemblies are located on the head end of the
The DLN-2 combustion system shown in Figure
combustor. A quaternary fuel manifold is locat-
13 is a single-stage dual-mode combustor that
ed on the circumference of the combustion cas-
can operate on both gaseous and liquid fuel.
ing to bring the remaining fuel flow to casing
On gas, the combustor operates in a diffusion
injection pegs located radially around the cas-
mode at low loads (< 50% load), and a pre-
ing.
mixed mode at high loads (> 50% load). While
the combustor can operate in the diffusion Figure 14 shows a cross-section of a DLN-2 fuel
mode across the load range, diluent injection nozzle. As noted, the nozzle has passages for dif-
would be required for NOx abatement. Oil fusion gas, premixed gas, oil and water. When
operation on this combustor is in the diffusion mounted on the end cover, as shown in Figure
mode across the entire load range, with diluent 15, the diffusion passages of four of the fuel
injection used for NOx control. nozzles are fed from a common manifold,
called the primary, that is built into the end
cover. The premixed passages of the same four
nozzles are fed from another internal manifold
called the secondary. The pre-mixed passages of
the remaining nozzle are supplied by the terti-
ary fuel system; the diffusion passage of that
nozzle is always purged with compressor dis-
charge air and passes no fuel.
Figure 15 shows the fuel nozzles installed on the
combustion chamber end cover and the con-
nections for the primary, secondary and tertiary
Figure 13. DLN-2 combustion system
fuel systems. DLN-2 fuel streams are:

■ ■ 9
Primary
Fuel only to the primary side of the four fuel
nozzles; diffusion flame. Primary mode is used
from ignition to 81% corrected speed.
Lean-Lean
Fuel to the primary (diffusion) fuel nozzles and
single tertiary (premixing) fuel nozzle. This
mode is used from 81% corrected speed to a
pre-selected combustion reference tempera-
Figure 14. Cross-section of a DLN-2 fuel nozzle ture. The percentage of primary fuel flow is
■ Primary fuel – fuel gas entering modulated throughout the range of operation
through the diffusion gas holes in the as a function of combustion reference tempera-
swirler assembly of each of the ture. If necessary, lean-lean mode can be oper-
outboard four fuel nozzles ated throughout the entire load range of the
turbine. Selecting “lean-lean base on” locks out
■ Secondary fuel – premix fuel gas
premix operation and enables the machine to
entering through the gas metering
be taken to base load in lean-lean.
holes in the fuel gas injector spokes of
each of the outboard four fuel nozzles Premix Transfer
■ Tertiary fuel – premix fuel gas delivered Transition state between lean-lean and premix
by the metering holes in the fuel gas modes. Throughout this mode, the primary
injector spokes of the inboard fuel and secondary gas control valves modulate to
nozzle their final position for the next mode. The pre-
■ The quaternary system – injects a small mix splitter valve is also modulated to hold a
amount of fuel into the airstream just constant tertiary flow split.
up-stream from the fuel nozzle swirlers Piloted Premix
The DLN-2 combustion system can operate in Fuel is directed to the primary, secondary and
several different modes. tertiary fuel nozzles. This mode exists while
operating with temperature control off as an
intermediate mode between lean-lean and pre-
mix mode. This mode also exists as a default
mode out of premix mode and, in the event
that premix operating is not desired, piloted
premix can be selected and operated to base-
load. Primary, secondary and tertiary fuel split
are constant during this mode of operation.
Premix
Fuel is directed to the secondary, tertiary and
quaternary fuel passages and premixed flame
Figure 15. External view of DLN-2 fuel nozzles exists in the combustor. The minimum load for
mounted

■ ■ 10
premixed operation is set by the combustion 17) consists of the gas fuel stop-ratio valve, pri-
reference temperature and IGV position. It typ- mary gas control valve, secondary gas control
ically ranges from 50% with inlet bleed heat on valve premix splitter valve and quaternary gas
to 65% with inlet bleed heat off. Mode transi- control valve. The stop-ratio valve is designed to
tion from premix to piloted premix or piloted maintain a predetermined pressure at the con-
premix to premix, can occur whenever the com- trol-valve inlet.
bustion reference temperature is greater than The primary, secondary and quaternary gas
2200 F/1204 C. Optimum emissions are gener- control valves regulate the desired gas fuel flow
ated in premix mode. delivered to the turbine in response to the fuel
Tertiary Full Speed No Load (FSNL) command from the SPEEDTRONIC™ controls.
Initiated upon a breaker open event from any

load > 12.5%. Fuel is directed to the tertiary
nozzle only and the unit operates in secondary
FSNL mode for a minimum of 20 seconds, then
transfers to lean-lean mode.
Figure 16 illustrates the fuel flow scheduling as-
sociated with DLN-2 operation. Fuel staging de-
pends on combustion reference temperature
and IGV temperature control operation mode.
DLN-2 Controls and Accessories Figure 17. DLN-2 gas fuel system
The DLN-2 control system regulates the fuel dis- The premix splitter valve controls the fuel flow
tribution to the primary, secondary, tertiary and split between the secondary and tertiary fuel
quaternary fuel system. The fuel flow distribu- system.
tion to each combustion fuel system is a func-
tion of combustion reference temperature and DLN-2 Emissions Performance
IGV temperature control mode. Diffusion,
Figures 18 and 19 show the emissions perform-
piloted premix and premix flame are estab-
ance for a DLN-2-equipped 7FA/9FA for gas
lished by changing the distribution of fuel flow
fuel and for oil fuel with water injection.
in the combustor. The gas fuel system (Figure
Combustion Reference Temperature DLN-2 Experience

2135 2200 2350
100 Primary
The first DLN-2 systems were placed in service
Secondary
70
Tertiary at Florida Power and Light’s Martin Station with
% of Base Load Fuel Flow
60 Quaternary
50 commissioning beginning in September 1993,

40
30
Primary Lean-Lean Premix Mode and the first two (of four) 7FA units entered
Mode Mode
20 commercial service in February 1994. During
10
0
commissioning, quaternary fuel was added and
16% Speed 100
0 20 40 60 80 100 other combustor modifications were made to
% Load Typical
GT24671 control dynamic pressure oscillations in the
Figure 16. Typical DLN-2 gas fuel split schedule combustor.
GE Power Systems GER-3568G (10/00) ■ ■ 11

damage occurs. In some cases, these events

have caused forced outages and adversely
impacted availability. The solution chosen was
to install full “fairings” on the downstream side
of the cylindrical fuel injection pegs.
Laboratory testing and subsequent fleet experi-
ence has demonstrated that full fairings are
highly effective in reducing the probability of
fuel nozzle flash-back. The fairings improve the
peg aerodynamics in order to reduce the size of
the recirculation zone downstream of the pegs.
The result is to significantly reduce the proba-
Figure 18. Gas fuel emissions in diffusion and bility of flame holding or attachment to the pre-
premixed mixed pegs. Figure 20 shows the original DLN-2
fuel nozzle while Figure 21 illustrates the same
nozzle with the addition of the fuel-peg fairings.
As of May 1999 there were 8 6FA, 26 7FA and 38
9FA units equipped with DLN-2 in commercial
service. They have accumulated more than 1.1
million hours of operation.
DLN-2.6 Evolution
Regulatory pressures in the U.S. market in the
early 1990s led to the need to develop a 9 ppm
combustion system for the Frame 7FA. The
Figure 19. Distillate oil emissions with water result of this development is the DLN-2.6, which
injection above 50% load was first placed into service in March 1996 at
Public Service of Colorado.
After the 7FA DLN-2 entered commercial serv-
ice the 9FA DLN-2 was introduced. Subsequent Reduction of NOx levels from the DLN-2 at 25
fleet experience indicated that to achieve ade- ppm to 9 ppm required that approximately 6%
quate operational robustness against the entire
range of site specific events, an improvement in
premixer flashback resistance was needed.
Under certain transient conditions flashback
can occur where flame “holds” or is supported
in the recirculation zone downstream of the
premixed gas pegs. This region is not designed
to withstand the abnormally high temperatures
resulting from the presence of a flame. In the
event of a flashback, the metal temperatures
increase to unacceptable levels and hardware Figure 20. Un-faired DLN-2 fuel nozzle

■ ■ 12
fuel down in the center burner does not result

in any additional CO generation.
Fairing
Absent any other changes in the DLN-2 other
than the addition of the center nozzle, the
Fused Tip
DLN-2.6 combustor would have required five
~
fuel manifolds, compared to four on the DLN-
2. An alternative scheme was proposed to oper-
ate the machine at startup and low load, which
eliminated diffusion mode. The result was a
Figure 21. Fully faired (flashback resistant) fuel premixed-only combustor with 4 manifolds: 3
nozzle premixed manifolds staging fuel to the six
additional air was needed to pass through the burners, and a fourth premixed manifold for
premixers in the combustor (see Appendix for injecting quaternary fuel for dynamics abate-
description of the NOx and temperature rela- ment, (See Figure 22). The first three premixed
tionship). This change in air splits was accom- manifolds, designated PM1, PM2, and PM3, are
plished through reductions in cap and liner configured such that any number (1 to 6) of
cooling air flows, requiring increased cooling burners can be operated at any time. The PM1
effectiveness. However, without changes in the manifold fuels the center nozzle, the PM2 man-
operation of the DLN-2 system, certain penal- ifold fuels the two outer nozzles located at the
ties would have been incurred for achieving 9 cross-fire tubes, and the PM3 manifold fuels the
ppm baseload performance. The turndown of a remaining three outer nozzles. The five outer
DLN-2 combustor tuned to 9/9 operation was nozzles are identical to those used for the DLN-
estimated to be about 70% load, compared to 2, while the center nozzle is similar but with sim-
40% load for the 25/15 system. A new combus- plified geometry to fit within the available
tor configuration was conceived based on the space.
DLN-2 burner, but overcoming these difficul- With the elimination of the diffusion mode the
ties. The DLN-2 burner was carried forward as DLN-2.6 loads and unloads very differently than
the basis of the new combustor because of its the DLN-2. The loading and unloading strate-
excellent flame stabilization characteristics and gies are shown in Figures 23 and 24. The addi-
the large database of knowledge, which had tional mode changes are necessary to maintain
been accumulated on the parameters affecting the premixed flames within their burnable
combustion dynamics. zones and so prevent combustor blowout. The
The key feature of the new configuration is the
q q
q q
addition of a sixth burner located in the center q
PM3 PM3 q
q
of the five existing DLN-2 burners. The pres- q
PM2
PM1
PM2 q
q Quaternary
PM3
ence of the center nozzle enables the DLN-2.6 q
q q
(15 pegs)
q q
PM2 PM1
to extend its 9/9 turndown well beyond the five (2 nozzles)
located at crossfire tubes PM3
(1 nozzle)
6 Premix Burners - Five identical outer
(3 nozzles) burners, one smaller center nozzle.
nozzle DLN-2. By fueling the center nozzle sep-
During different machine cycle conditions,
arately from the outer nozzles, the fuel-air ratio PM1, PM2, PM3 are flowed in varying
combinations to give low F/A.
can be modulated relative to the outer nozzles Quaternary Pegs are located
circumferentially around the combustion
leading to approximately 200°F of turndown casing.
from baseload with 9 ppm NOx. Turning the Figure 22. DLN-2.6 fuel nozzle arrangement

■ ■ 13
gas fuel control system is also changed relative

to the DLN-2. Control is accomplished with one GCV3
PM3
stop ratio valve and four individual gas control SRV GCV1 PM1 SINGLE
BURNING
valves, (See Figure 25). The splitter valve utilized ZONE
6 BURNERS
GCV2 PM2
in both the DLN-1 and DLN-2 combustion sys-

Q
tems is eliminated. GAS SKID
GCV4 TURBINE COMPARTMENT
Emissions performance of the DLN-2.6 SRV SPEED/RATIO VALVE

GCV1 GAS CONTROL PM1
PM3 - 3 NOZ. PRE-MIX ONLY
depends on the operational mode (See Figures GCV2 GAS CONTROL PM2
GCV3 GAS CONTROL PM3
Q - QUAT MANIFOLD, CASING, PRE-MIX ONLY
GCV4 GAS CONTROL Quaternary
26 and 27). As can be seen, the emissions goal
Figure 25. DLN-2.6 fuel distribution and controls
DLN-2.6
START
TYPICAL system
LOADING
(firing and initial crossfire)
PM1+PM2 SEQUENCE
PM2 (Complete crossfire to 95 % speed) Mode 1 Mode 4

80 Mode 3
PM1 (95 % speed to TTRF1 switch #1 at 10 percent load)
(TTRF1 switch #1 to #2 at 25 percent load 60

PM1+PM2
PM1+PM3 (TTRF1 switch #2 to #3 at 40 percent load ISO

NOx 40
(ppm)
PM2+PM3 (TTRF1 switch #3, brief duration)
PM2+PM3+Q (TTRF1 switch #3 + a time delay to #4 at 45 percent load) 20

Mode 5Q
Mode 6Q
PM1+PM2+PM3+Q (Above TTRF1 switch #4 to base load)
0
0% 50%
Figure 23. DLN-2.6 ignition, crossfire, accelera- % Baseload
100%
tion, and loading strategy Figure 26. NOx at 15% O2 vs. percent load
STOP DLN-2.6 1000 Mode 3

TYPICAL
UN-LOADING Mode 4
SEQUENCE
PM1+PM2+PM3+Q
Mode 1
100
CO (ppm)
PM2+PM3+Q
BREAKER
OPEN
EVENT
PM1+PM3 Mode 5Q
10
PM1+PM2
PM1+PM2
Mode 6Q
PM1 (FSNL operating mode)
1
0% 50% 100%
Load (MW)
UNIT FLAM E-OUT
Figure 27. CO level vs. percent load
Figure 24. DLN-2.6 unloading and fired shutdown
sequence DLN-2+ Evolution
In late 1996 an uprated version of the Frame
of 9 ppm NOx and CO over a 50% load range 9FA was introduced. Called the 9FA+e, the cycle
was met. Since its introduction in 1996 the for this machine increased the air and fuel flow
DLN-2.6 has been installed on 8 machines and to the combustion system by approximately
accumulated approximately 17,000 hours of 10%. In addition, the machine was intended for
operation. use with gas fuels ranging in heat content from

■ ■ 14
approximately 70–100% of natural gas while

still maintaining low emissions.
To meet these requirements an updated version
of the DLN-2, called the DLN-2+, was devel-
oped. The DLN-2+ retains the basic architec-
ture of the DLN-2 with adaptations for both the
new requirements and to improve the operabil-
ity and robustness of the existing system. In
comparison to the DLN-2, the major changes
are concentrated in the fuel nozzle and end- Figure 29. DLN-2+ fuel nozzle
cover arrangement (See Figure 28). Both the
endcover and fuel nozzle have substantially tial flow disturbances after the point of fuel
enlarged fuel passages for the increased volu- injection. The improvement in aerodynamics
metric flow of fuel. In addition the fuel nozzle also reduces the overall system pressure drop to
(See Figure 29), was redesigned for further the level required by the new cycle.
improvements in flame holding margin, The nozzle-tip geometry and the improvements
reduced pressure drop, and improved diffu- in diffusion flame stability allow the use of a dif-
sion-flame stability. fusion flame on every nozzle. This eliminates
The additional gains in flame-holding velocity the lean-lean mode of the DLN-2 and results in
margin result from cleaner aerodynamics in the the simplified staging methodology shown in
premixers. This is achieved via a new swirler Figure 30.
design, which incorporates fuel injection direct- A further simplification illustrated in Figure 30 is
ly from the swirler surface. Each swirler vane the elimination of the DLN-2 Quaternary fuel
comprises a turning vane and an upstream system. This is achieved through the use of bi-
straight section. The straight section is hollow radial fuel staging in each swirler vane. In this
and houses the fuel manifolds plus the discrete design the radial fuel injection balance can be
injection holes. Upstream of the swirler an inlet adjusted via fixed orifices on the endcover as
flow conditioner improves the character of the part of the system setup procedure.
flow entering the premixer, while downstream Overall, the fuel nozzle and endcover arrange-
an integral outer shroud eliminates any poten- ment of the DLN-2+ can accept fuels with
Wobbe Index ranging from 28 to 52. The fuel
IGNITION to
D5 LOW LOAD
4 4
LOW LOAD to
D5 + PM1 + PM4 PREMIX TRANSFER
4 4
1 D5
PM1 + PM4 PREMIX TRANSFER
PM4 to BASE LOAD
PM1
Premix Dynamics Control: PM4/PM1 Fuel Split

D5 - Diffusion Flame on All
PM4 - Premixed Flame on “4”
PM1 - Premixed Flame on “1” Load Reject to Underlined Mode
Figure 28. Parts highly modified for DLN-2+ as

compared to DLN-2 Figure 30. DLN-2+ staging methodology

■ ■ 15
delivery system is very similar to the one used production needs and the requirements of
for the DLN-2.6, with a stop ratio valve and existing machines are being addressed. GE
independent gas control valves for each of the DLN systems are operating on more than 222
three gas fuel circuits. machines and have accumulated more than 4.8
million service hours. GE is the only manufac-
The first installation and startup of a 9FA+e was
turer with F technology machines operating
in early 1999 at the Sutton Bridge Power Station
below 15 ppmvd.
in the UK. Emissions measured during the
startup were well within design goals (See Figures
30 and 31). Additional machines will be com-
Appendix
missioned throughout 1999. Gas Turbine Combustion Systems
A gas turbine combustor mixes large quantities
100.0
of fuel and air and burns the resulting mixture.
90.0
80.0
In concept the combustor is comprised of a fuel
ISO Nox @15%
70.0 injector and a wall to contain the flame. There

60.0
50.0 are three fundamental factors and practical
40.0
30.0 concerns that complicate the design of the com-
20.0
10.0 bustor: equivalence ratio, flame stability, and
0.0
0 50 100 150 200 250 300 ability to operate from ignition through full
GT load (MW)
load.
Figure 31. DLN-2+ combustion system Equivalence Ratio

NOx emissions A flame burns best when there is just enough
fuel to react with the available oxygen. With this
stoichiometric mixture (equivalence ratio of
1200
1.0) the flame temperature is the highest and
1000
the chemical reactions are the fastest, com-
800
CO (raw)
600
pared to cases where there is either more oxy-
400 gen (“fuel lean,” < 1.0) or less oxygen (“fuel
200 rich,” > 1.0) for the amount of fuel present.
0
0 50 100 150 200 250 300
In a gas turbine, the maximum temperature of
GT load (MW) the hot gases exiting the combustor is limited by
the tolerance of the turbine nozzles and buck-
Figure 32. DLN-2+ combustion system ets. This temperature corresponds to an equiva-
NOx emissions lence ratio of 0.4 to 0.5 (40% to 50% of the sto-
ichiometric fuel flow). In the combustors used
Conclusion on modern gas turbines, this fuel-air mixture
GE’s Dry Low NOx Program continues to focus would be too lean for stable and efficient burn-
on the development of systems capable of the ing. Therefore, only a portion of the compres-
extremely low NOx levels required to meet sor discharge air is introduced directly into the
today’s regulations and to prepare for more combustor reaction zone (flame zone) to be
stringent requirements in the future. New unit mixed with the fuel and burned. The balance of
GE Power Systems GER-3568G (10/00) ■ ■ 16

the airflow either quenches the flame prior to
the combustor discharge entering the turbine
or cools the wall of the combustor.
Flame Stability
Even with only part of the air being introduced
into the reaction zone, flow velocities in the
zone are higher than the turbulent flame speed
at which a flame propagates through the fuel-air GT21897A . ppt
mixture. Special mechanical or aerodynamic

Figure A-1. MS7001E Dry Low NOx combustion
devices must be used to stabilize the flame by
system
providing a low velocity region. Modern com-
bustors employ a combination of swirlers and ■ The configuration permits the entire
jets to achieve a good mix and to stabilize the turbine to be factory assembled, tested
flame. and shipped without interim
disassembly
Operational Stability
■ The turbine inlet temperature can be
The combustor must be able to ignite and to
better controlled, thus providing for
support acceleration and operation of the gas
longer turbine life with reduced
turbine over the entire load range of the
turbine cooling air requirements
machine. For a single-shaft generator-drive
machine, speed is constant under load and, ■ Smaller parts can be handled more
therefore, so is the airflow for a fixed ambient easily during routine maintenance
temperature. There will be a five-to-one or six- ■ Smaller transition pieces are less
to-one turndown in fuel flow over the load susceptible to damage from dynamic
range. A combustor whose reaction zone equiv- forces generated in the combustor;
alence ratio is optimized for full-load operation furthermore, the shorter combustion
will be very lean at the lower loads. system length ensures that acoustic
Nevertheless, the flame must be stable and the natural frequencies are higher and less
combustion process must be efficient at all likely to couple with the pressure
loads. oscillations in the flame
GE uses multiple-combustion chamber assem-
blies in its heavy-duty gas turbines to achieve
reli-able and efficient turbine operation. As
shown in Figure A-1, each combustion chamber
assembly comprises a cylindrical combustor, a
fuel-injection system and a transition piece that
guides the flow of the hot gas from the combus-
tor to the inlet of the turbine. Figure A-2 illus-
trates the multiple-combustor concept.
GT18556
There are several reasons for using the multi-

ple-chamber arrangement instead of large silo- Figure A-2. Exploded view of combustion
type combustors: chamber

■ ■ 17
■ Smaller combustors generate less NOx version of a fraction of any nitrogen chemically
because of much better mixing and bound in the fuel (called fuel-bound nitrogen
shorter residence time or FBN). Lower-quality distillates and low-Btu
coal gases from gasifiers with hot gas cleanup
■ As turbine inlet temperatures have
carry various amounts of fuel-bound nitrogen
increased to improve efficiency, the
that must be taken into account when emissions
size of the combustors has decreased
calculations are made. The methods described
to minimize cooling requirements, as
below to control thermal NOx emissions are
in aircraft gas turbine combustors
ineffective in controlling the conversion of FBN
■ Small can-type combustors can be to NOx.
completely developed in the
Thermal NOx is generated by a chemical reac-
laboratory through a combination of
tion sequence called the Zeldovich Mechanism
both atmospheric and full-pressure,
(Reference 6). This set of well-verified chemical
full-flow tests. Therefore, there is a
reactions postulates that the generation of ther-
higher degree of confidence that a
mal NOx is an exponential function of the tem-
combustor will perform as designed
perature of the flame and a linear function of
across all load ranges before it is
the time which the hot gases are at flame tem-
installed and tested in a machine.
perature. Thus, temperature and residence
time determine thermal NOx emissions levels
Gas Turbine Emissions and are the principal variables that a gas tur-
The significant products of combustion in gas bine designer can adjust to control emission lev-
turbine emissions are: els.
■ Oxides of nitrogen (NO and NO2, For a given fuel, since the flame temperature is
collectively called NOx) a unique function of the equivalence ratio, the
■ Carbon monoxide (CO) rate of NOx generation can be cast as a function
of the equivalence ratio. Figure A-3 shows that
■ Unburned hydrocarbons or UHCs
the highest rate of NOx production occurs at an
(usually expressed as equivalent
equivalence ratio of 1.0, when the temperature
methane [CH4] parti-cles and arise
is equal to the stoichiometric, adiabatic flame
from incomplete combustion)
temperature.
■ Oxides of sulfur (SO2 and SO3)
To the left of the maximum temperature point
particulates.
(Figure A-3), more oxygen is available (the
Unburned hydrocarbons include both volatile equivalence ratio is < 1.0) and the resulting
organic compounds (VOCs), which contribute flame temperature is lower. This is a fuel-lean
to the formation of atmospheric ozone, and operation. Since the rate of NOx formation is a
compounds, such as methane, that do not. function of temperature and time, it follows
There are two sources of NOx emissions in the that some difference in NOx emissions can be
exhaust of a gas turbine. Most of the NOx is gen- expected when different fuels are burned in a
erated by the fixation of atmospheric nitrogen given combustion system. Since distillate oil and
in the flame, which is called thermal NOx. natural gas have approximately a 100°F/38°C
Nitrogen oxides are also generated by the con- flame temperature difference, a significant dif-

■ ■ 18
ference in NOx emissions can be expected if flow to the combustors decreases, the flame
reaction zone equivalence ratio, water injection temperature will approach the blowout point
rate are equal. and at some point the flame will either become
As shown in Figure A-3, the rate of NOx produc- unstable or blow out. This behavior is in direct
tion dramatically decreases as flame tempera- contrast to that of a diffusion flame combustor.
ture decreases (i.e., the flame becomes fuel In that type of combustor the fuel is injected
lean). This is because of the exponential effect unmixed and burns at maximum flame temper-
of temperature in the Zeldovich Mechanism ature using only a portion of the available air.
and is the reason why diluent injection (usually This results in high NOx emissions, but has the
water or steam) into a gas turbine combustor benefit of very good stability because the flame
flame zone reduces NOx emissions. For the burns at the same temperature independent of
same reason, very lean dry combustors can be fuel flow.
used to control emissions. Lean, dry control is In response to these challenges, combustion sys-
desirable for reaching the lower NOx levels now tem designers use staged combustors so a por-
required in many applications, and also to avoid tion of the flame zone air can mix with the fuel
the turbine efficiency penalty associated with at lower loads or during startup. The two types
diluent injection. of staged combustors are fuel-staged and air-
staged (Figure A-4). In its simplest and most
common configuration, a fuel-staged combus-
tor has two flame zones; each receives a con-
stant fraction of the combustor airflow. Fuel
flow is divided between the two zones so that at
each machine operating condition, the amount
of fuel fed to a stage matches the amount of air
available. An air-staged combustor uses a mech-
anism for diverting a fraction of the airflow
from the flame zone to the dilution zone at low
Figure A-3. NOx production rate
There are two design challenges associated with

very lean combustors. First, care must be taken
Primary Secondary Dilution
to ensure that the flame is stable at the design Stage Stage Zone
operating point. Second, a turndown capability

is necessary since a gas turbine must ignite,
accelerate, and operate over the load range.
Both of these challenges are driven by the need
to operate the combustor at low flame tempera- Primary Stage Dilution
Zone
tures to achieve very low emissions. Therefore
the combustor operating point at full load is
just above the flame blowout point, which is the
point at which a premixed fuel and air mixture
is unable to self sustain. At lower loads, as fuel Figure A-4. Staged combustors

■ ■ 19
load to increase turndown. These methods can stances (such as peaking applications).
be combined, but both work to achieve the
Single-nozzle combustors that use water or
same objective, to maintain a stable flame tem-
steam injection are limited in their ability to
perature just above the blowout point.
reduce NOx levels below 42 ppmvd on gas fuel
and 65 ppmvd on oil fuel. GE developed multi-
Emissions Control Methods nozzle quiet combustors (MNQC) for the
There are three principal methods for control- MS7001EA and MS7001FA capable of achieving
ling gas turbine emissions: 25 ppmvd on gas fuel and 42 ppmvd on oil,
using either water or steam injection. Since
■ Injection of a diluent such as water or
October 1987, more than 26 MNQC-equipped
steam into the burning zone of a
MS7001s that use water or steam injection have
conventional (diffusion flame)
been placed in service. One unit that uses steam
combustor
injection has operated nearly 50,000 hours at 25
■ Catalytic clean-up of NOx and CO
ppmvd NOx (at 15% O2).
from the gas turbine exhaust (usually
used in conjunction with the other two Frequent combustion inspections and
methods) decreased hardware life are undesirable side
effects that can result from the use of diluent
■ Design of the combustor to limit the
injection to reduce NOx emissions from com-
formation of pollutants in the burning
bustion turbines. For applications that require
zone by utilizing “lean-premixed”
NOx emissions below 42 ppmvd (or 25 ppmvd
combustion technology
in the case of the MS7001EA or MS7001FA
The last method includes both DLN combus- MNQC), or to avoid the significant cycle effi-
tors and catalytic combustors. GE has consider- ciency penalties incurred when water or steam
able experience with each of these three meth- injection is used for NOx control, one of the
ods. other two principal methods of NOx control
Since September 1979, when regulations mentioned above must be used.
required that NOx emissions be limited to 75 Selective catalytic reduction (SCR) converts NO
ppmvd (parts per million by volume, dry), and NO2 in the gas turbine exhaust stream to
more than 300 GE heavy-duty gas turbines have molecular nitrogen and oxygen by reacting the
accumulated more than 2.5 million operating NOx with ammonia in the presence of a catalyst.
hours using either steam or water-injection to Conventional SCR technology requires that the
meet required NOx emissions levels, sometimes temperature of the exhaust stream remain in a
producing levels even lower than required. The narrow range (550°F to 750°F or 288°C to
amount of water required to accomplish this is 399°C) and is restricted to applications with a
approximately one-half of the fuel flow. heat recovery system installed in the exhaust.
However, there is a 1.8% heat rate penalty asso- The SCR is installed at a location in the boiler
ciated with using water to control NOx emis- where the exhaust gas temperature has
sions for oil-fired simple-cycle gas turbines. decreased to the above temperature range. New
Output increases by approximately 3%, making high-temperature SCR technology is being
water (or steam) injection for power augmenta- developed that may allow SCRs to be used for
tion economically attractive in some circum- applications without heat recovery boilers.

■ ■ 20
For an MS7001EA gas turbine, an SCR designed order to develop an operational catalytic com-
to remove 90% of the NOx from the gas turbine bustor. GE has development programs in place
exhaust stream has a volume of approximately with both ceramic and catalyst manufacturers to
175 cubic meters and weighs 111 tons. It is com- address these challenges.
prised of segments stacked in the exhaust duct.
Each segment has a honeycomb pattern with References
passages that are aligned in the direction of the 1. Washam, R. M., “Dry Low NOx
exhaust gas flow. A catalyst, such as vanadium Combustion System for Utility Gas
pentoxide, is deposited on the surface of the Turbine,” ASME Paper 83-JPGC-GT-13,
honeycomb. Sept. 1983.
SCR systems are sensitive to fuels containing 2. Davis, L. B. and Washam, R. M., “Develop-
more than 1,000 ppm of sulfur (light distillate ment of a Dry Low NOx Combustor,”
oils may have up to 0.8% sulfur). There are two ASME Paper No. 89-GT-255, June 1989.
reasons for this sensitivity.
3. Dibelius, N.R., Hilt, M.B., and Johnson,
First, sulfur poisons the catalyst being used in R.H., “Reduction of Nitrogen Oxides from
SCRs. Second, the ammonia will react with sul- Gas Turbines by Steam Injection,” ASME
fur in the presence of the catalyst to form Paper No. 71-GT-58, Dec. 1970.
ammonium bisulfate, which is extremely corro-
4. Miller, H. E., “Development of the Quiet
sive, particularly near the discharge of a heat
Combustor and Other Design Changes to
recovery boiler. Special catalyst materials that
Benefit Air Quality,” American
are less sensitive to sulfur have been identified,
Cogeneration Association, San Francisco,
and there are some theories as to how to inhib-
March 1988.
it the formation of ammonium bisulfate. This,
however, remains an open issue with SCRs. 5. Cutrone, M. B., Hilt, M. B., Goyal, A.,
Ekstedt, E. E., and Notardonato, J.,
More than 100 GE units have accumulated
“Evaluation of Advanced Combustor for
more than 100,000 operating hours with SCRs
Dry NOx Suppression with Nitrogen
installed. Twenty of the units are in Japan; oth-
Bearing Fuels in Utility and Industrial Gas
ers are located in California, New Jersey, New
Turbines,” ASME Paper 81-GT-125, March
York and several other eastern U.S. states. Units
1981.
operating with SCRs include MS9000s,
MS7000s, MS6000s, LM2500s and LM5000s. 6. Zeldovich, J., “The Oxidation of Nitrogen
in Combustion and Explosions,” Acta Phys-
Lean premixed combustion is the basis for
icochimica USSR, Vol. 21, No. 4, 1946, pp
achieving low emissions from Dry Low NOx and
577-628.
catalytic combustors. GE has participated in the
development of catalytic combustors for many 7. Washam, R. M., “Dry Low NOx
years. These systems use a catalytic reactor bed Combustion System for Utility Gas
mounted within the combustor to burn a very Turbine,” ASME Paper 83-JPGC-GT-13,
lean fuel-air mixture. They have the potential to Sept. 1983.
achieve extremely low emissions levels without 8. Davis, L. B., and Washam, R. M., “Develop-
resorting to exhaust gas cleanup. Technical ment of a Dry Low NOx Combustor,”
challenges in the combustor and in the catalyst ASME Paper No. 89-GT-255, June 1989.
and reactor bed materials must be overcome in

■ ■ 21
List of Figures
Figure 1. Dry Low NOx product plan
Figure 2. DLN power augmentation summary
Figure 3. DLN peak firing emissions - natural gas fuel
Figure 4. DLN technology - a four sided box
Figure 5. Dry Low NOx combustor
Figure 6. Fuel-staged Dry Low NOx operating modes
Figure 7. Typical DLN-1 fuel gas split schedule
Figure 8. Dry low NOx gas fuel system
Figure 9. MS7001EA/MS9001E emissions - natural gas fuel
Figure 10. MS6001B emissions - natural gas
Figure 11. MS7001EA Dry Low NOx combustion system performance on distillate oil
Figure 12. MS6001B emissions distillate oil fuel
Figure 13. DLN-2 combustion system
Figure 14. Cross-section of a DLN-2 fuel nozzle
Figure 15. External view of DLN-2 fuel nozzles mounted
Figure 16. Typical DLN-2 gas fuel split schedule
Figure 17. DLN-2 gas fuel system
Figure 18. Gas fuel emissions in diffusion and premixed
Figure 19. Distillate oil emissions with water injection above 50% load
Figure 20. Un-faired fuel nozzle
Figure 21. Fully faired (flashback resistant) fuel nozzle
Figure 22. DLN-2.6 fuel nozzle arrangement
Figure 23. DLN-2.6 ignition, crossfire, acceleration, and loading strategy
Figure 24. DLN-2.6 unloading and fired shutdown sequence
Figure 25. DLN-2.6 fuel distribution and controls system
Figure 26. NOx at 15% O2 vs. percent load
Figure 27. CO level vs. percent load
Figure 28. Parts highly modified for DLN-2+ as compared to DLN-2
Figure 29. DLN-2+ fuel nozzle
Figure 30. DLN-2+ staging methodology
Figure 31. DLN-2+ combustion system NOx emissions
Figure 32. DLN-2+ combustion system NOx emissions
Figure A-1. MS7001E Dry Low NOx combustion system
Figure A-2. Exploded view of combustion chamber
Figure A-3. NOx production rate
Figure A-4. Staged combustors

■ ■ 22
Servovalve Overview
Moog CONTROLS COILS
TORQUE MOTOR
TOP POLE PIECE
PERMANENT
MAGNET
ARMATURE
FLAPPER
MOTOR FLEXURE SLEEVE

SHIM BOTTOM POLE PIECE
FILTER NOZZLE
ORIFICE, INLET
FEEDBACK
SPRING
SPOOL
STOP
BUSHING
(SLEEVE)
SPOOL
(SLIDE)
ORIFICE,
RETURN
END CAP
1350 PSI
DRAIN
BODY
(HOUSING)
TO < RST > LVDT
SUPPLY PRESSURE CONTROL PORT PRESSURES
FILTERED 1st STAGE SUPPLY PRESSURE RETURN PRESSURE
MOOG2 9/97 1st STAGE CONTROL PRESSURE INTERNAL DRAIN PRESSURE

DLNx1
GAS FUEL SYSTEM FLOWS
MAJOR COMPONENTS
PRIMARY OPERATION
LEAN – LEAN OPERATION
SECOND STAGE BURNING (TRANSFER)
PREMIXED OPERATION
DLNx1 GAS FUEL SYSTEM
FUEL GAS
SUPPLY
STRAINER
SPEED RATIO/ GAS CONTROL

STOP VALVE VALVE
VSR–1 VGC–1
B00396A 8/95
P2
20VG–1
THREE
REDUNDANT
GAS PRESSURE
TRANSDUCERS
96FG–2A, 2B, 2C
P1 P3
FUEL GAS
SUPPLY
STRAINER

STOP VALVE VALVE
VSR–1 VGC–1
B00396B 8/95
P2
20VG–1
PRIMARY
THREE
REDUNDANT
GAS PRESSURE
TRANSDUCERS
96FG–2A, 2B, 2C
P1 P3
THREEWAY
SPLITTER VALVE
VGS–3
FUEL GAS
SUPPLY
STRAINER
SECONDARY

STOP VALVE VALVE
VSR–1 VGC–1
B00396C 8/95
P2
20VG–1
PRIMARY
THREE
REDUNDANT
GAS PRESSURE
TRANSDUCERS
96FG–2A, 2B, 2C
P1 P3
THREEWAY
ÔÔÔÔÔ
SECONDARY
ÔÔÔÔÔ
SPLITTER VALVE
VGS–3 ÔÔÔÔÔ
ÔÔÔÔÔ
ÔÔÔÔÔ
ÔÔÔÔÔ
FUEL GAS
SUPPLY ÔÔÔÔÔ
ÔÔÔÔÔ
GAS TRANSFER
VALVE
ÔÔÔÔÔ
VGD–1
STRAINER
SECONDARY
SPEED RATIO/ GAS CONTROL TRANSFER

STOP VALVE VALVE
VSR–1 VGC–1
B00396D 8/95
P2
20VG–1
PRIMARY RING
MANIFOLD
THREE
ÔÔÔÔÔÔÔÔÔÔÔ
REDUNDANT RING
GAS PRESSURE MANIFOLD
Ô ÔÔ
TRANSDUCERS
96FG–2A, 2B, 2C
Ô
ÔÔÔ
ÔÔÔÔ
Ô
ÔÔÔÔÔÔÔÔÔÔÔ Ô Ô
P1 P3
ÔÔÔÔ
ÔÔ Ô
SECONDARY
ÔÔÔÔÔÔÔÔÔÔÔ ÔÔÔ
THREEWAY
ÔÔÔÔÔÔ
ÔÔÔÔÔÔÔÔÔÔÔ ÔÔ
Ô
SPLITTER VALVE
ÔÔÔÔ
Ô ÔÔ
Ô
Ô ÔÔ
VGS–3
FUEL GAS
SUPPLY ÔÔÔÔÔÔÔÔÔÔÔ
GAS TRANSFER
VALVE
VGD–1
STRAINER
SECONDARY PURGE VALVES
SPEED RATIO/ GAS CONTROL TRANSFER

STOP VALVE VALVE
VSR–1 VGC–1
RING
MANIFOLD
B00396E 8/95
FUEL DLNx1 GAS FUEL SYSTEM
100% PRIMARY OPERATION
IGNITION TO ~ 20% – 35% LOAD
ÖÖÖÖÖÖÖÖÖ
PRIMARY
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
(Inlet Bleed Heat On or Off)
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
B00396F 5/95
P2
100%
20VG–1
PRIMARY RING
MANIFOLD
THREE
REDUNDANT
GAS PRESSURE
TRANSDUCERS RING
96FG–2A, 2B, 2C MANIFOLD
Ô ÔÔ
P1 P3
Ô
ÔÔÔ
ÔÔÔÔ
Ô
ÔÔÔ
ÔÔÔÔÔÔÔÔÔÔÔ Ô
ÔÔÔÔ
ÔÔ Ô
SECONDARY
THREEWAY
Ô
ÔÔÔÔÔÔ
Ô
SPLITTER VALVE
Ô
ÔÔÔÔ
Ô ÔÔ
Ô
Ô
Ô ÔÔ
VGS–3
FUEL GAS
100 % ÔÔÔÔÔÔÔÔÔÔÔ
ÔÔÔÔÔÔÔÔÔÔÔ PURGE AIR
IN
SUPPLY
GAS TRANSFER
VALVE
VGD–1
STRAINER

0% STROKE
SPEED RATIO/ GAS CONTROL 0%

STOP VALVE VALVE TRANSFER
VSR–1 VGC–1
OPERATING MODE
PRIMARY IGNITION TO ~ ~ 20% – 35% LOAD
(Inlet Bleed Heat On or Off) RING
MANIFOLD
B00396G 8/95
FUEL FLOW DLNx1 GAS FUEL SYSTEM
70% LEAN – LEAN OPERATION
~
ÖÖÖÖÖÖÖÖÖ
PRIMARY
ÖÖÖÖÖÖÖÖÖ
30% ~ 20% TO 45% LOAD – IBH On
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
SECONDARY
~
~ 35% TO 70% LOAD – IBH Off
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍ
ÍÍÍÍÍÍÍÍÍÍÍÍ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍ ÍÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ ÍÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ ÍÍÍÍÍÍÍÍÍ
ÍÍÍÍÍÍÍÍÍ
ÍÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ ÍÍÍÍÍÍÍÍÍÍÍÍ
ÍÍÍÍÍÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
B00396H 5/95
P2
70%
20VG–1
PRIMARY RING
MANIFOLD
THREE
REDUNDANT
GAS PRESSURE
TRANSDUCERS RING
Ô ÔÔ
P1 P3
Ô
ÔÔÔ
ÔÔÔÔ
Ô
ÔÔÔ
ÔÔÔÔ
ÔÔ Ô
SECONDARY
THREEWAY
Ô
ÔÔÔÔÔÔ
Ô 30%
70%
SPLITTER VALVE
Ô
ÔÔÔÔ
Ô ÔÔ
Ô
Ô
Ô ÔÔ
VGS–3
FUEL GAS
IN
SUPPLY 30%
GAS TRANSFER
VALVE
VGD–1
STRAINER

0% STROKE

VSR–1 VGC–1 OPERATING MODE
LEAN – LEAN
~ 20% – 45% LOAD – IBH On
~
~ 35% – 70% LOAD – IBH Off
~ RING
MANIFOLD
B00396I 8/95
P2
20VG–1
PRIMARY RING
MANIFOLD
THREE
REDUNDANT
GAS PRESSURE
TRANSDUCERS RING
Ô
ÔÔÔÔÔÔÔÔÔÔÔÔÔ
P1 P3
Ô
ÔÔÔ
ÔÔÔ
ÔÔÔ
Ô
ÔÔÔÔ
ÔÔ Ô
SECONDARY
THREEWAY
Ô
ÔÔÔÔ
Ô
40%
SPLITTER VALVE
Ô
ÔÔÔÔ
Ô
Ô ÔÔ
Ô
Ô ÔÔ
VGS–3
FUEL GAS
SUPPLY 60%
GAS TRANSFER
VALVE
VGD–1
STRAINER
ÈÈÈÈÈÈÈÈÈÈÈ
CLOSED
43% STROKE
TO TRANSFER
È ÈÈÈ
È
ÈÈÈÈ
È
ÈÈÈÈÈÈÈÈÈÈÈÈÈ
ÈÈÈ
È
ÈÈÈÈ
È È
ÈÈÈÈÈÈÈÈÈÈÈ È
ÈÈÈ
È
ÈÈÈÈ ÈÈ
È ÈÈ
È
È ÈÈ
È ÈÈ
È ÈÈ
OPERATING MODE
VSR–1 VGC–1
SECOND STAGE BURNING
ABOUT 12 SECONDS
INT0 TRANSFER
RING
MANIFOLD
B00396J 8/95
INITIAL SECOND STAGE BURNING
DURING TRANSIENT FROM
FUEL FLOW LEAN–LEAN TO PREMIX.
ÖÖÖÖÖÖ
ÍÍÍÍ
60% 40&
TRANSFER SECONDARY PRIMARY ZONE COMBUSTION EXTINGUISHED
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍÍ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÍÍÍÍÍÍÍÍÍ
B00396K 5/95
P2
20VG–1
PRIMARY RING
MANIFOLD
THREE
REDUNDANT
GAS PRESSURE
TRANSDUCERS RING
Ô
P1 P3
Ô
ÔÔÔ
ÔÔÔ
ÔÔÔ
Ô
ÔÔÔÔ
ÔÔ Ô
SECONDARY
THREEWAY
Ô
ÔÔÔÔ
Ô
0%
SPLITTER VALVE
Ô
ÔÔÔÔ
Ô
Ô ÔÔ
Ô
Ô ÔÔ
VGS–3
FUEL GAS
SUPPLY 100%
GAS TRANSFER
VALVE
VGD–1
STRAINER
CLOSED
MOVE TO
APPROX 83%
È ÈÈÈ
STROKE TO
TRANSFER
È
ÈÈÈÈ
È ÈÈ
ÈÈÈ
È
ÈÈÈÈ
È È
ÈÈÈ
È
ÈÈÈÈ ÈÈ
È ÈÈ
È
È ÈÈ
È ÈÈ
È ÈÈ
OPERATING MODE
VSR–1 VGC–1
ABOUT 12 SECONDS
INT0 TRANSFER
RING
MANIFOLD
B00396L 8/95
FUEL FLOW SECOND PHASE OF TRANSIENT
83%
ÖÖÖÖÖÖÖÖÖ
PRIMARY
FROM LEAN–LEAN TO PREMIX.
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ 17%
PRIMARY FUEL FLOW RE–ESTABLISHED
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
TRANSFER
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ ÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ ÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
B00396M 5/95
P2
20VG–1
PRIMARY RING
MANIFOLD
THREE
REDUNDANT
GAS PRESSURE
TRANSDUCERS RING
Ô
P1 P3
Ô
ÔÔÔ
ÔÔÔ
ÔÔÔ
Ô
ÔÔÔÔ
ÔÔ0%Ô
SECONDARY
THREEWAY
Ô
ÔÔÔÔ
Ô
23%
SPLITTER VALVE
Ô
ÔÔÔÔ
Ô
Ô ÔÔ
Ô
Ô ÔÔ
VGS–3
FUEL GAS
SUPPLY 77%
GAS TRANSFER
VALVE
VGD–1
STRAINER
CLOSED
MOVE TO
100% STROKE
È ÈÈÈ
TRANSFER
È
ÈÈÈÈ
È ÈÈ
ÈÈÈ
È
ÈÈÈÈ
È È
ÈÈÈ 100%
È
ÈÈÈÈ ÈÈ
È ÈÈ
È
È ÈÈ
È ÈÈ
È ÈÈ
OPERATING MODE
VSR–1 VGC–1
ABOUT 25 SECONDS
INT0 TRANSFER
RING
MANIFOLD
B00396N 8/95
P2
20VG–1
PRIMARY RING
MANIFOLD
THREE
REDUNDANT
GAS PRESSURE
TRANSDUCERS RING
Ô
P1 P3
Ô
ÔÔÔ
ÔÔÔ
ÔÔÔ
Ô
ÔÔÔÔ
ÔÔ70%Ô
SECONDARY
THREEWAY
Ô
ÔÔÔÔ
Ô
85%
SPLITTER VALVE
Ô
ÔÔÔÔ
Ô
Ô ÔÔ
Ô
Ô ÔÔ
VGS–3
FUEL GAS
SUPPLY 15%
GAS TRANSFER
VALVE
VGD–1
STRAINER
CLOSED
30% STROKE
DOWN TO
È ÈÈÈ
TRANSFER
È
ÈÈÈÈ
È ÈÈ
ÈÈÈ
È
ÈÈÈÈ
È È
30%
ÈÈÈ
È
ÈÈÈÈ ÈÈ
È ÈÈ
È
È ÈÈ
È ÈÈ
È ÈÈ
OPERATING MODE
VSR–1 VGC–1
ABOUT 53 SECONDS INTO
TRANSFER TO PREMIX
RING
MANIFOLD
B00396O 8/95
FUEL FLOW PREMIXED OPERATION
~ 45% TO 100% LOAD – IBH On
ÖÖÖÖÖÖÖÖÖ
83%
PRIMARY
~
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
17%
SECONDARY ~ 70% TO 100% LOAD – IBH Off
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ ÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
B00396P 5/95
P2
20VG–1
PRIMARY RING
MANIFOLD
THREE
REDUNDANT
GAS PRESSURE
TRANSDUCERS RING
Ô ÔÔ
P1 P3
Ô
ÔÔÔ
ÔÔÔÔ
Ô
ÔÔÔ
ÔÔÔÔ
ÔÔ17%Ô
SECONDARY
THREEWAY
Ô
ÔÔÔÔÔÔ
Ô
83%
SPLITTER VALVE
Ô
ÔÔÔÔ
Ô ÔÔ
Ô
Ô
Ô ÔÔ
VGS–3
FUEL GAS
IN
SUPPLY 17%
GAS TRANSFER
VALVE
VGD–1
STRAINER

RETURNS TO
0% STROKE
TRANSFER

VSR–1 VGC–1 OPERATING MODE
~ 45% – 100% LOAD – IBH On
~
~ 70% – 100% LOAD – IBH Off
~
RING
MANIFOLD
B00396Q 8/95
ÖÖÖ
FUEL FLOW
ÖÖÖ
100% PRIMARY
ÖÖÖÖÖ
ÖÖÖ
ÖÖÖÖÖ PRIMARY OPERATION
IGNITION TO ~ ~ 20%–35% LOAD
ÖÖÖ
ÖÖÖÖÖ
FUEL FLOW
ÖÖÖ
ÍÍ
70% 30%
PRIMARY SECONDARY
ÖÖÖ
ÍÍ
ÖÖÖ
ÍÍ
ÖÖÖ
ÍÍÖÖ LEAN LEAN OPERATION
ÖÖÖÍÍÍÍÍ
ÍÍÍÍÍÍÍÍÍ
ÍÍÍÍÍÍÍÍ ~
~ 20% TO 45% LOAD – IBH ON
ÍÍÍ
ÍÍÍÍ
~
~ 35% TO 70% LOAD – IBH OFF
ÖÖÖ ÍÍÍ
ÖÖ
ÖÖÖÖÖ ÍÍÍÍ
ÖÖ
FUEL FLOW
60% 40%
ÖÖ
ÍÍ
TRANSFER SECONDARY
ÖÖ
ÍÍ
ÖÖ
ÍÍ
ÍÍÍÍÍÍÍÍÍ
ÖÖ
ÍÍÍÍÍ
ÍÍÍÍÍ
ÖÖÖÖÖÍÍÍÍ
ÍÍÍ
ÖÖÖ LEAN–LEAN TO PREMIX.
ÍÍÍÍÍÍÍ PRIMARY ZONE COMBUSTION EXTINGUISHED
ÖÖÖ
ÖÖ
FUEL FLOW
83% 17%
ÖÖÖ
ÖÖ
PRIMARY TRANSFER
ÖÖÖ
ÖÖ
ÖÖÖÖÖÖÖÖÖÖ
SECOND PHASE OF TRANSIENT
FROM LEAN–LEAN TO PREMIX.
ÖÖÖ
ÖÖ
ÖÖÖ ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖ PRIMARY FUEL FLOW RE–ESTABLISHED
ÖÖÖ
ÖÖÖÖÖÖ
FUEL FLOW
ÖÖÖ
ÍÍ
83% 17%
PRIMARY SECONDARY
ÖÖÖ
ÍÍ
ÖÖÖ
ÍÍ
ÖÖÖ
ÍÍÖÖÖÖÖÖÖ PREMIXED OPERATION
ÖÖÖ ÖÖÖÖÖ
ÍÍÍÍÍ
ÍÍÍÍÍ ÍÍÍÍ
ÍÍÍÍÍ ÍÍÍ ~
~ 45% TO 100% LOAD – IBH ON
ÍÍÍ
ÍÍÍÍ
~
~ 70% TO 100% LOAD – IBH OFF
ÖÖÖÖÖÍÍÍ
ÍÍÍÍ
ÖÖÖÖÖ
B00396R 4/96
DLNx1
GAS FUEL SYSTEM FLOWS
MAJOR COMPONENTS
PRIMARY OPERATION
LEAN – LEAN OPERATION
SECOND STAGE BURNING (TRANSFER)
PREMIXED OPERATION
FUEL DLNx1 GAS FUEL SYSTEM
100% PRIMARY OPERATION
(Firing to TTRF1 = 1600 Deg. F)
ÖÖÖÖÖÖÖÖÖ
PRIMARY
IGNITION TO 20% – 35% LOAD
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
DLN1 (A) 2/2002

VGC-1
VALVE
GAS CONTROL P3
THREE REDUNDANT P2
GAS PRESSURE
TRANSDUCERS
96FG-2A,2B,2C PRIMARY
VSR-1
SPEED RATIO/
STOP VALVE
20VG-1
P1
100%
STRAINER
FUEL
GAS
SUPPLY RING
MANIFOLD
VGC-2
VALVE
GAS CONTROL P3
SECONDARY
0%
RING
VGC-3 MANIFOLD
OPERATING MODE
VALVE
PRIMARY IGNITION TO ABOUT 20% - 35% LOAD GAS CONTROL P3
(INLET BLEED HEAT ON or OFF)
TRANSFER
VA13-3 VA13-4
VALVE VALVE
PURGE AIR PURGE AIR
PURGE
AIR 0%
SUPPLY
RING
MANIFOLD
DLN1 (B) 2/2002

FUEL FLOW DLNx1 GAS FUEL SYSTEM
65% LEAN – LEAN OPERATION
ÖÖÖÖÖÖÖÖÖ
PRIMARY
ÖÖÖÖÖÖÖÖÖ
35% (TTRF1 – 1600 to 1950 Deg. F)
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
SECONDARY
20% TO 45% LOAD – IBH On
35% TO 70% LOAD – IBH Off
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍÍÍÍÍÍ ÍÍÍÍÍ
DLN1 (C) 2/2002

VGC-1
VALVE
GAS CONTROL P3
THREE REDUNDANT P2
GAS PRESSURE
TRANSDUCERS
VSR-1
SPEED RATIO/
STOP VALVE
20VG-1
P1
65%
STRAINER
FUEL
GAS
SUPPLY RING
MANIFOLD
VGC-2
VALVE
GAS CONTROL P3
SECONDARY
35%
RING
VGC-3 MANIFOLD
OPERATING MODE
VALVE
LEAN - LEAN GAS CONTROL P3
APPROX. 20% - 45% LOAD - IBH ON
APPROX. 35% - 70% LOAD - IBH OFF
TRANSFER
VA13-3 VA13-4
VALVE VALVE
PURGE AIR PURGE AIR
PURGE
AIR
SUPPLY
RING
MANIFOLD
DLN1 (D) 2/2002

VGC-1
VALVE
GAS CONTROL P3
THREE REDUNDANT P2
GAS PRESSURE
TRANSDUCERS
VSR-1
SPEED RATIO/
STOP VALVE
20VG-1
P1 35%
STRAINER
FUEL
GAS
SUPPLY RING
MANIFOLD
VGC-2
VALVE
GAS CONTROL P3
SECONDARY
23%
RING
VGC-3 MANIFOLD
OPERATING MODE
VALVE
SECONDARY TRANSFER GAS CONTROL P3
ABOUT 8 SECONDS
INTO TRANSFER
TRANSFER
VA13-3 VA13-4
VALVE VALVE
PURGE AIR PURGE AIR
PURGE
AIR 42%
SUPPLY
RING
MANIFOLD
DLN1 (E) 2/2002

FUEL FLOW LEAN–LEAN TO PREMIX.
PRIMARY ZONE COMBUSTION EXTINGUISHED
ÖÖÖÖÖÖ
ÍÍÍÍ
65 % 35 %
TRANSFER SECONDARY
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖ
ÍÍÍÍÍ
ÖÖÖÖÖÖ
DLN1 (F) 2/2002

VGC-1
VALVE
GAS CONTROL P3
THREE REDUNDANT P2
GAS PRESSURE
TRANSDUCERS
VSR-1
SPEED RATIO/
STOP VALVE
20VG-1
P1
0%
STRAINER
FUEL
GAS
RING
MANIFOLD
VGC-2
VALVE
SUPPLY
GAS CONTROL P3
SECONDARY
35%
RING
VGC-3 MANIFOLD
OPERATING MODE
VALVE
SECONDARY TRANSFER GAS CONTROL P3
ABOUT 14 - 26 SECONDS
INTO TRANSFER
TRANSFER
VA13-3 VA13-4
VALVE VALVE
PURGE AIR PURGE AIR
PURGE
AIR 65%
SUPPLY
RING
MANIFOLD
DLN1 (G) 2/2002

VGC-1
VALVE
GAS CONTROL P3
THREE REDUNDANT P2
GAS PRESSURE
TRANSDUCERS
VSR-1
SPEED RATIO/
STOP VALVE
20VG-1
P1 40%
STRAINER
FUEL
GAS
SUPPLY RING
MANIFOLD
VGC-2
VALVE
GAS CONTROL P3
SECONDARY
23%
RING
VGC-3 MANIFOLD
OPERATING MODE
VALVE
PREMIX TRANSFER GAS CONTROL P3
ABOUT 30 SECONDS
INTO TRANSFER
TRANSFER
VA13-3 VA13-4
VALVE VALVE
PURGE AIR PURGE AIR
PURGE
AIR 37%
SUPPLY
RING
MANIFOLD
DLN1 (H) 2/2002

FUEL FLOW PREMIXED OPERATION
ÖÖÖÖÖÖÖÖÖ
83 % (TTRF1 – 1950 Deg. F to Base Load)
PRIMARY
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
17 %
SECONDARY 45% TO 100% LOAD – IBH On
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
70% TO 100% LOAD – IBH Off
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍ
ÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖÖÖ
ÍÍÍÍÍ
ÖÖÖÖÖÖÖÖÖ
DLN1 (I) 2/2002

VGC-1
VALVE
GAS CONTROL P3
THREE REDUNDANT P2
GAS PRESSURE
TRANSDUCERS
VSR-1
SPEED RATIO/
STOP VALVE
20VG-1
P1 83%
STRAINER
FUEL
GAS
SUPPLY RING
MANIFOLD
VGC-2
VALVE
GAS CONTROL P3
SECONDARY
17%
RING
VGC-3 MANIFOLD
OPERATING MODE
VALVE
PREMIX - STEADY STATE GAS CONTROL P3
APPROX. 45% - 100% LOAD - IBH ON
APPROX. 70% - 100% LOAD - IBH OFF
TRANSFER
VA13-3 VA13-4
VALVE VALVE
PURGE AIR PURGE AIR
PURGE
AIR 0%
SUPPLY
RING
MANIFOLD
DLN1 (J) 2/2002

ÖÖÖ
FUEL FLOW
ÖÖÖ
100% PRIMARY
ÖÖÖ
ÖÖÖ
ÖÖÖÖÖ PRIMARY OPERATION
IGNITION TO 20%–35% LOAD
ÖÖÖ
ÖÖÖÖÖ
ÖÖÖÖÖ
FUEL FLOW
ÖÖÖ
ÍÍ
65% 35%
PRIMARY SECONDARY
ÖÖÖ
ÍÍ
ÖÖÖ
ÍÍ
ÖÖÖ
ÍÍÖÖ LEAN LEAN OPERATION
ÖÖÖÍÍÍÍÍ
ÍÍÍÍÍÍÍÍÍ
ÍÍÍÍÍ
20% TO 45% LOAD – IBH ON
ÖÖÖ ÍÍÍÍ
ÍÍÍ ÍÍÍ
ÍÍÍÍ
35% TO 70% LOAD – IBH OFF
ÖÖÖÖÖ
ÍÍ
ÖÖ
FUEL FLOW
65% 35%
ÖÖ
ÍÍ
TRANSFER SECONDARY
ÖÖ
ÍÍ INITIAL SECOND STAGE BURNING
ÖÖ
ÍÍ
ÖÖÍÍÍÍÍ
ÍÍÍÍÍ ÍÍÍÍ
ÍÍÍ DURING TRANSIENT FROM
ÍÍÍÍÍ
ÖÖÖÖÖÍÍÍ
ÍÍÍÍ
ÖÖÖ LEAN–LEAN TO PREMIX.
ÍÍÍÍÍÍÍ
PRIMARY ZONE COMBUSTION EXTINGUISHED
FUEL FLOW
ÖÖÖ
ÍÍ
83% 17%
PRIMARY SECONDARY
ÖÖÖ
ÍÍ
ÖÖÖ
ÍÍ
ÍÍÍÍÍÍÍ
ÖÖÖÖÖ
PREMIXED OPERATION
ÖÖÖ
ÍÍÍÍÍ ÍÍÍÍ
ÍÍÍÍÍ
45% TO 100% LOAD – IBH ON
ÖÖÖ ÍÍÍÍ
ÍÍÍ 70% TO 100% LOAD – IBH OFF
ÖÖÍÍÍ
ÍÍÍÍ
ÖÖÖÖÖ
DLN1 (K) 2/2002
GEK 106852B
Revised, September 2001
Replaces GFD26Q00
GE Power Systems
Gas Turbine
Fuel Gas Control System (DLNx 2.6)
GEK 106852B Fuel Gas Control System (DLNx 2.6)
TABLE OF CONTENTS
I. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
II. FUEL GAS CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

A. Gas Control Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
B. Gas Control Valve (GVC) Position Control Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
C. LVDT Terminal Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
D. LVDT Oscillators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
E. Servovalve (65GC and 90SR) Mechanical Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
F. Stop/Speed Ratio Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
G. Valve Malfunction Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
H. Calibration of Fuel Gas Pressure Transducers, 96FG-2A, 2B, 2C . . . . . . . . . . . . . . . . . . . . . . . . . 6
J. Gas Strainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
K. Low Pressure Switch, 63FG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
L. Pressure Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
M. Gas Fuel Vent Solenoid Valve 20VG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
N. Routing of Vent Lines by Customer/Installer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
LIST OF FIGURES
Figure 1. Gas Control Valve Control Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 2. Gas Control Valve Position Loop Calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Figure 3. Speed Ratio/Stop Valve Control Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 4. Speed Ratio Valve Pressure Calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2
Fuel Gas Control System (DLNx 2.6) GEK 106852B
I. GENERAL
The Stop/Speed Ratio Valve (SRV) and the Gas Control Valves (GCVs) work in conjunction to regulate the
total fuel flow delivered to the gas turbine. This arrangement uses four separate Gas Control Valves to control
the distribution of the fuel flow to a multi-nozzle combustion system. (See Gas Fuel System schematic)
The GCVs control the desired fuel flow in response to a control system fuel command, Fuel Stroke Reference
(FSR). The response of the fuel flow to GCVs’ commands is made predictable by maintaining a predeter-
mined pressure upstream of the GCVs. The GCVs’ upstream pressure, P2, is controlled by modulating the
SRV based on turbine speed as a percentage of full speed, TNH, and feedback from the P2 pressure transduc-
ers, 96FG-2A, B, and C. Refer to the Gas Fuel System schematic.
In a Dry Low NOx 2.6 (DLN-2.6) combustion system there are four gas fuel system manifolds: Premix 1
(PM1), Premix 2 (PM2), Premix 3 (PM3), and Quarternary (Q). Each combustion chamber has a total of six
fuel nozzles. The PM1 gas fuel delivery system consists of one diffusion type fuel nozzle for each combus-
tion chamber. The PM2 gas fuel delivery system consists of two premix type fuel nozzles for each combus-
tion chamber. The Quarternary gas fuel delivery system consists of injection pegs located in each combustion
casing. The PM3 gas fuel delivery system consists of three premix type fuel nozzles for each combustion
chamber. The GCVs regulate the percentage of the total fuel flow delivered to each of the gas fuel system
manifolds.
II. FUEL GAS CONTROL SYSTEM
The GCVs and SRV are actuated by hydraulic cylinders moving against spring loaded valve plugs. Three
coil servo valves are driven by electrical signals from the control system to regulate the hydraulic fluid in
the actuator cylinders. Redundant sensors in the form of Linear Variable Differential Transformers (LVDTs)
mounted on each valve provide the control system with valve position feedback for closed loop position con-
trol.
A functional explanation of each part or subsystem is contained in subsequent paragraphs. For more detail
on the electro-hydraulic circuits see the SPEEDTRONIC System text, Gas Fuel system schematics, and Con-
trol Sequence Programs furnished to the site.
A. Gas Control Valves
The plugs in the GCVs are contoured to provide the proper flow area in relation to valve stroke. The
combined position of the control valves is intended to be proportional to FSR. The GCVs use a skirted
valve disc and venturi seat to obtain adequate pressure recovery. High pressure recovery occurs at valve
pressure ratios substantially less than the critical pressure ratio. The result is that the flow through the
GCVs is independent of the pressure drop across the valves and is a function of valve inlet pressure, P2,
and valve area only.
The control system’s fuel command, FSR, is the percentage of maximum fuel flow required by the con-
trol system to maintain either speed, load, or another setpoint. FSR is broken down into two parts which
make up the fuel split setpoint, FSR1 and FSR2. FSR1 is the percentage of maximum fuel flow required
from the Liquid Fuel System and FSR2 is the percentage of maximum fuel flow required from the Gas
Fuel System. FSR2 is also broken down into four parts, FSRPM1, FSRPM2, FSRPM3 and FSRQT.
FSRPM1 is the percentage of FSR2 controlling the GCV1 gas fuel valve. FSRPM2 is the percentage
of FSR2 to be directed to the GCV2 gas fuel valves, and so on. FSRPM1 is used as a reference to a servo
amplifier which drives the coils of GCV #1. FSRPM2 is used to drive the coils of GCV #2, and so on.
3
Each processor of the control system computes its own FSR2, FSRPM1, 2, 3 and FSRQT and each pro-
cessor drives one of the three servo valve coils. The GCVs’ position control loops function similarly to
the SRV’s position control loop.
The servo valves are furnished with a mechanical null offset bias which causes the GCVs or SRV to move
to the zero stroke position during a zero voltage input signal or an open circuiting of the servo valve coils.
During calibration, checks should be made to insure this feature is functioning properly.
The SRV and GCVs are equipped with hydraulically actuated spring return dump valves. The dump
valves are held in their normal operating state by a supply of hydraulic oil referred to as trip oil. The trip
oil system is triple redundant to ensure that no single device failure can disturb the operation of the power
generating unit.
B. Gas Control Valve (GVC) Position Control Loop
The position control loop is shown on Figure 1. Two LVDTs (96GC-l through -8) are used on each con-
trol valve for position sensing. Their feedback signals go through the servo-amplifier where two inde-
pendent transformers and a discriminator circuit demodulate the LVDT ac output to dc feedback signals
acceptable for use by the position control. The highest signal is diode gated and proportioned by an am-
plifier to the correct valve stroke calibration. See Figure 2 for a typical calibration curve.
It is this dc signal which is fed back and compared to FSR at the summing junction of an error amplifier
in the servo-driver circuitry. For stable control, the amplified error is properly proportioned to command
the integrating amplifier which drives the servovalve, 65GC. When the LVDT feedback equals the FSR
input signal the servo-drive amplifier summing junction is satisfied.
The Control Specifications give the correct position loop settings for a specific turbine.
C. LVDT Terminal Connections
Linear Variable Differential Transformers (LVDTs) used in SPEEDTRONIC control have special pro-
prietary windings which requires that several of the terminals be jumpered at the first terminal board,
since the SPEEDTRONIC system requires only four LVDT leads. The primary winding of the LVDTs
is tapped off at the 25% point, and the connection is brought out to become one of the two output connec-
tions of the LVDT. The low voltage input connection of the primary coil must be connected to the zero
stroke end connection of the secondary windings, and the null position ends of the two secondary wind-
ings must be connected to permit the secondary windings to be in series opposition. Four leads used in
the SPEEDTRONIC fuel control loop are the two primary connection leads for excitation and the two
special output connections. One of the output connections is the tapped connection lead of the primary
winding. The other connection is the maximum stroke end connection of the secondary winding. Polar-
ity of the tapped primary connection is opposite to the polarity of the secondary winding at zero stroke,
and is in series addition to the polarity of the secondary winding at zero stroke, and is in series addition
to the polarity of the secondary winding at maximum stroke. Thus, the polarity of the ac output of the
LVDT, (or the rectified dc output), as used in SPEEDTRONIC control, does not reverse as the LVDT
core position is moved from the zero fuel stroke to the maximum fuel stroke position. The LVDT with
the proprietary output circuit is designed for an output of 0.7 volts RMS ac with the zero stroke of the
valve stem and 3.5 volts RMS ac at the designed maximum stroke for the specified LVDT. The actual
maximum required position of the gas control valve’s stem, and travel, may be slightly less than the actu-
al design stroke for the LVDT.
4
D. LVDT Oscillators
Excitation for each LVDT is provided by an oscillator in the SPEEDTRONIC panel. The output of each
oscillator is 7.0 volts ac at a nominal frequency of 3000 Hz. The two oscillators, however, on the two
LVDTs can cause a beat frequency equal to the difference in the frequency of the two oscillators. There-
fore, one oscillator is set at 3200 Hz and the other oscillator is set at 2800 Hz to eliminate the effects of
the beat frequency in the same control loop.
E. Servovalve (65GC and 90SR) Mechanical Position
The servovalves are furnished with a mechanical null offset bias to cause the gas control valves or stop/
ratio valve to go to the zero stroke position on zero voltage or an open circuiting of both servovalve coils.
During calibration, checks should be made to insure that this happens.
The SRV and GCVs are equipped with hydraulic supply filters which have a high differential pressure
indicator for local indication.
F. Stop/Speed Ratio Valve
The SRV serves two functions. First is its operation as a stop valve, making it an integral part of the
protection system. An emergency trip or normal shutdown will trip the valve to its closed position, pre-
venting gas fuel flow to the turbine. Closing the SRV can be achieved in two ways: dumping the hydrau-
lic oil from the SRV’s hydraulic actuator cylinder, or driving the SRV closed electrically using the con-
trol system’s SRV position control loop. The SRV also operates as a pressure regulating valve. The
control system uses the SRV to regulate the pressure, P2, upstream of the GCVs. See Figures 3,4.
While the SRV’s position control loop is considered an inner control loop, the pressure control loop is
considered an outer control loop. The control system computes a P2 pressure command, FPRGOUT.
This command is a linear function of TNH. Three pressure transducers are used to sense the intervalve
pressure, P2. Each channel of the control system computes its own FPRGOUT and each is wired to a
single pressure transducer. The pressure transducers are used to determine the error between desired P2
pressure, FPRGOUT and actual P2 pressure. The resulting error is scaled through an integration algo-
rithm which uses the current gas FSR command, FSR2, to compute a valve position command. Two
LVDTs sense SRV stem position and their outputs are returned to each channel of the control system.
The control system selects the largest feedback signal in determining the error between desired SRV
valve position command and actual valve position. The error then becomes the input to the servo amplifi-
er which drives the servo valve in the direction required to decrease the position error.
The following conditions must be satisfied before the SRV can be opened: (Either a transfer to Gas fuel
must be occurring OR a 100% Liquid fuel split setpoint must not exist) AND (the master protective cir-
cuit must be enabled) AND (the Gas Fuel System purge valve(s) must be closed) AND (either flame
detection control must be enabled OR the ignition permissive circuit must be enabled).
The SRV will be closed automatically on flame failure, failure to ignite on start-up, or actuation of the
fire detection equipment. Following a unit trip the master protective and ignition permissive circuits are
used to prohibit starting until the conditions are acceptable.
In the event of an emergency trip or normal shutdown a negative P2 pressure is commanded by

FPRGOUT. This negative command drives the SRV servo valve into negative saturation and quickly
closes the SRV. However, in these situations the dumping of hydraulic fluid from the SRV actuator cylin-
der will allow the SRV return spring to close the valve well before the servo valve can empty the cylinder.
5
G. Valve Malfunction Alarms
In addition to being displayed, the feedback signals and the control signals of all valves are compared
to normal operating limits, and if they should go outside of these limits, there will be an alarm. The fol-
lowing are typical alarms:
1. Loss of feedback.
2. Valve is open prior to permissive to open.
3. Loss of servo current signal.
4. P2 pressure (96FG) is zero during operation.
5. Valve not following command.
The servovalves are furnished with a mechanical null offset bias to cause the gas control valve or speed
ratio valve to go to the zero stroke position (fail safe condition) should the servovalve coil signals or
power be lost. During a trip or no run condition, a positive voltage bias is placed on the servo coils hold-
ing them in the position calling for valve closed.
H. Calibration of Fuel Gas Pressure Transducers, 96FG-2A, 2B, 2C
The fuel gas pressure transducer, 96FG, is a pressure transducer with a dc voltage output directly propor-
tional to pressure input in psig. It incorporates solid state circuits and an amplifier in the transducer case.
A diode is connected across the output of the transducer. This prevents any possibility of a spurious sig-
nal driving the transducer amplifier negative, out of its normal operating range.
The transducer is normally factory adjusted and calibrated; however, the calibration must be checked
in the field and necessary readjustment made to meet the volts-output versus pressure-input require-
ments, as specified in the Control Specifications.I.
J. Gas Strainer
1. Y Type Strainer
A strainer is provided in gas supply lines to remove any foreign particles from the gas fuel before
it is admitted to the speed/ratio valve assembly. There is a blowdown connection on the bottom of
the strainer body which should be utilized periodically for cleaning the strainer screen. A high filtra-
tion, start-up strainer basket needs to be left in the strainer until it stays clean for 48 hours of continu-
ous operation. At which point, it should be removed and a more durable running strainer basket
should be installed for continuous operation.
2. Duplex Strainer
The duplex strainer is designed as a single unit with two strainer baskets. A basket is isolated and
individually removed for cleaning while fuel is filtered through the other one. There is no blow-
down. A high filtration, start-up strainer basket needs to be left in the strainer until it stays clean for
48 hours of continuous operation. At which point, it should be removed and a more durable running
strainer basket should be installed for continuous operation.
6
3. Witch Hat Strainer
A conical strainer(s) is field installed upstream of each fuel gas manifold between two mating
flanges. The strainer(s) is oriented with the tip in the opposite direction of fuel flow and is used to
prevent foreign particles from entering the combustion system. Following the first ten hours of unit
operation, the strainer(s) and gasket(s) are removed. A new gasket(s) should be reinstalled prior to
restarting the unit.
K. Low Pressure Switch, 63FG
This pressure switch is installed in the gas piping upstream from the gas stop/speed ratio valve and con-
trol valve assembly and initiates an alarm on the annunciator panel whenever the gas pressure drops be-
low a specified setting. On dual fuel units, this switch or a second 63FG pressure switch set below the
alarm setpoint is used to initiate a transfer to liquid fuel.
L. Pressure Gauges
Three pressure gauges, with hand valves, are installed in the fuel gas supply line. The upstream pressure
gauge measures the pressure of the gas entering the stop/speed ratio valve; the intermediate pressure
gauge measures P2 pressure ahead of the gas control valve; and the downstream gauge measures the
pressure as the gas leaves the gas control valve.
M. Gas Fuel Vent Solenoid Valve 20VG
This solenoid valve vents the volume between the stop/speed ratio valve and the gas control valves when
the solenoid is deenergized. The solenoid is energized and the vent valve closed when the master control
protection circuit is energized and the turbine is above the cooldown slow roll speed. It will be closed
and remain closed during gas fuel operation.
The vent is open when the turbine is shut down because the stop/speed ratio and gas control valves have
metal plugs and metal seats and therefore, are not leak tight. The vent insures that during the shutdown
period, fuel gas pressure will not build up between the stop/speed ratio and gas control valves, and that
no fuel gas will leak past the closed gas control valve to collect in the combustors or exhaust.
If the vent valve fails during normal operation the SRV will continue to maintain constant pressure, P2.
This is accomplished by opening further, making up any lost flow through the vent valve.
N. Routing of Vent Lines by Customer/Installer
FG3 and FG2 are potential Class 1, Div 1 sources of natural gas. Installer shall route these lines separate
from each other and from all other vents, to a naturally ventilated area outside of any buildings or enclo-
sures, and in an area free from sources of ignition. The extent of the hazardous area created by FG3 is
a 5 ft Class 1, Div 1, Group D spherical radius and area between 5 ft and 10 ft is considered to be a Class
1, Div 2, Group D spherical radius. The minimum extent of the hazardous area created by FG2 is a Class
1, Div1, Group D cylinder that extends 5 ft upstream and 10 ft downstream of the FG2 termination with
a 10 ft radius. Additionally a Class 1, Div2, Group D hazardous area extends 5ft upstream and 10 ft in
all other directions around the FG2 Class 1, Div 1, Group D hazardous area. The actual extent of the
hazardous area created FG2 vent will depend on the volume of gas released when the manual strainer
blowdown valve is operated, and the pressure temperature and density of the gas present at FG1 at the
time the strainer blowdown/vent valve is operated.
7
SPEEDTRONIC
Speed/Load
Control
Servo
High Amplifier
Select
FSRSOUT
Analog
I/O
Legend
Electrical Connection
Gas Piping
Hydraulic Piping
Gas Control Valve
Gas
P2
LVDT’S
96GC–1,–2
Servo
Valve
Figure 1. Gas Control Valve Control Schematic.
Position
LVDT
FSR
Figure 2. Gas Control Valve Position Loop Calibration.
8
Control Algorithm
TNH
Servo Amplifier
Gain
FPRG
Offset D
A
Protection
Permissives { FPG
96FG–2A
96FG–2B
96FG–2C
Speed Ratio Valve
Gas
96SR–1,2
LVDT’S
Operating
Cylinder
Piston
Trip Oil Dump

Relay
Legend
Servo
Electrical Connection Valve
Gas Piping
Hydraulic Analog
Hydraulic Piping Oil I/O
Digital
Figure 3. Speed Ratio/Stop Valve Control Schematic.
P2
Or Pressure
Control Voltage
TNH
Figure 4. Speed Ratio Valve Pressure Calibration.
9
GE Power Systems

518 • 385 • 2211 TX: 145354
GEK 106844
March 1998
Replaces DLN2600
GE Power Systems
Gas Turbine
Dry Low NOx 2.6 System Operation
GEK 106844 Dry Low NOx 2.6 System Operation
I. GENERAL
The dry low NOx 2.6 (DLN–2.6) control system regulates the distribution of fuel delivered to a multi–
nozzle, total premix combustor arrangement. The fuel flow distribution to each combustion chamber fuel
nozzle assembly is calculated to maintain unit load and fuel split for optimal turbine emissions.
II. GAS FUEL SYSTEM
The DLN 2.6 Combustion system consists of six fuel nozzles per combustion can, each operating as a fully
premixed combustor, five located radially, one located in the center. The center nozzle, identified as PM1,
(PreMix 1), two outer nozzles located adjacent to the crossfire tubes, identified as PM2, (PreMix 2), and
the remaining three outer nozzles, identified as PM3, (PreMix 3). Another fuel passage, located in the air-
flow upstream of the premix nozzles, circumferentially around the combustion can, is identified as the qua-
ternary fuel pegs, (refer to figure 1).
Figure 1. DLN2.6 Fuel Nozzle Arrangement
2
Dry Low NOx 2.6 System Operation GEK 106844
The fuel flow to the six fuel nozzles and quaternary pegs are controlled by four independent control valves,
each controlling flow split and unit load. The gas fuel system consists of the gas fuel stop/ratio valve, gas
control valve one, (PM1), gas control valve two (PM2), gas control valve three, (PM3), and gas control valve
four, (Quat). (Refer to figure 2.)
The stop/ratio valve (SRV) is designed to maintain a predetermined pressure, (P2), at the inlet of the gas con-
trol valves. Gas control valves one through four, (GCV1–4), regulate the desired gas fuel flow delivered to
the turbine in response to the command signal FSR, (Fuel Stroke Reference), from the SPEEDTRONIC pan-
el. The DLN 2.6 control system is designed to ratio FSR into a Flow Control Reference. This flow control
philosophy is performed in a cascading routine, scheduling a percentage flow reference for a particular valve,
and driving the remainder of the percentage to the next valve reference parenthetically downstream in the
control software.
The stop ratio valve and gas control valves are monitored for their ability to track the command setpoint.
If the valve command setpoint differs from the actual valve position by a prescribed amount for a period of
time, an alarm will annunciate to warn the operator. If the condition persists for an extended amount of time,
the turbine will be tripped and another alarm will annunciate the trip.
FIGURE 2. Gas Fuel System
III. GAS FUEL OPERATION
The DLN 2.6 fuel system operation is a fully automated, sequencing the combustion system through a num-
ber of staging modes prior to reaching full load. Figure three represents typical operation sequence, from
firing to full load fuel flow staging associated with DLN–2.6 operation, and a typical shutdown fuel staging
sequence from full load to unit flame out at part speed. As illustrated, the primary controlling parameter for
fuel staging is the calculated combustion reference temperature (TTRF1), which will be discussed later in
this document. Other DLN 2.6 operation influencing parameters available to the operator are the selection
3
of IGV temperature control “on” or “off”, and the selection of inlet bleed heat “on” or “off”. To achieve maxi-
mum exhaust temperature as well as an expanded load range for optimal emission, IGV temperature control
should be selected “ON”, and inlet bleed heat should be selected “ON”. Temperature control and Inlet bleed
heat operation will be discussed later in this document.
DLN–2.6
Typical DLN–2.6
Loading Typical
Sequence Un–Loading
Sequence
FIGURE 3. DLN2.6
DLN 2.6 operational mode is displayed on the main display as well as the DLN display. Operational mode
is defined as the sum of the nozzles being delivered fuel, therefore, if PM1 and PM3 are fueled, the unit is
in Mode 4, likewise, if PM2 and PM3 are fueled, the unit is in Mode 5. When the quaternary passages are
fueled, a Q is added to the mode number.
IV. CHAMBER ARRANGEMENT
The 7F machine employs 14 combustors while the 9F employs 18 similar but slightly larger combustors.
For each machine there are two spark plugs and four flame detectors in selected chambers with crossfire
tubes connecting adjacent combustors. Each combustor consists of a six nozzle/endcover assembly, forward
and aft combustion casings, flow sleeve assembly, multi–nozzle cap assembly, liner assembly, and transition
piece assembly. A quaternary nozzle arrangement penetrates the circumference of the combustion can, port-
ing fuel to casing injection pegs located radially around the casing. Figure 4 represents the chamber arrange-
ment
4
Figure 4. 7FA DLN–2 Combustor
V. COMBUSTION REFERENCE TEMPERATURE.
The combustion reference temperature signal, (TTRF1), is generated by a calculation in the DLN–2.6 con-
trol software. This calculated temperature represents a reference for combustor mode sequencing and fuel
split scheduling, but not unit load control. It should be noted that TTRF1 is not a true indication of actual
machine firing temperature, only a reference for DLN 2.6 mode transition sequencing. A careful checkout
of the combustion reference temperature during initial commissioning is required.
VI. DLN–2.6 INLET GUIDE VANE OPERATION
The DLN–2.6 combustor emission performance is sensitive to changes in fuel to air ratio. The combustor
was designed according to the airflow regulation scheme used with inlet guide vane, (IGV), temperature con-
trol. Optimal combustor operation is crucially dependent upon proper operation along the predetermined
temperature control scheme. Controlled fuel scheduling will be dependent upon the state of IGV temperature
control. IGV temperature control on can also be referred to as combined cycle operation while IGV tempera-
ture control off is referred to as simple cycle operation.
VII. DLN–2.6 INLET BLEED HEAT
Operation of the gas turbine with reduced minimum IGV settings can be used to extend the Premix operating
region by 20 – 30% of base load. Reducing the minimum IGV angle allows the combustor to operate at a
firing temperature high enough to achieve optimal emissions.
5
Inlet bleed heating, (IBH), through the use of recirculated compressor discharge airflow, is necessary when
operating with reduced IGV angles. Inlet heating protects the compressor from stall by relieving the dis-
charge pressure and by increasing the inlet air stream temperature. Other benefits include anti–icing protec-
tion due to increased pressure drop across the IGV’s.
The inlet bleed heat system regulates compressor discharge bleed flow through a control valve and into a
manifold located in the compressor inlet air stream. The control valve varies the inlet heating air flow as
a function of IGV angle. At minimum IGV angles the inlet bleed flow is controlled to a maximum of 5.0%
of the total compressor discharge flow. As the IGV’s are opened at higher loads, the inlet bleed flow will
proportionally decrease until shut off.
The IBH control valve is monitored for its ability to track the command setpoint. If the valve command set-
point differs from the actual valve position by a prescribed amount for a period of time, an alarm will annunci-
ate to warn the operator. If the condition persist for an additional amount of time, the inlet bleed heat system
will be tripped and the IGV’s minimum reference will be raised to the default value.
The IBH system monitors the temperature rise in the compressor inlet airflow. This temperature rise serves
as an indication of bleed flow. Failure to detect a sufficient temperature rise in a set amount of time will cause
the inlet bleed heat system to be tripped and an alarm annunciated.
VIII. FLAME DETECTION
Reliable detection of the flame location in the DLN–2.6 system is critical to the control of the combustion
process and to the protection of the gas turbine hardware. Four flame detectors in separate combustion cham-
bers around the gas turbine are mounted to detect flame in all modes of operation. The signals from these
flame detectors are processed in control logic and used for various control and protection functions.
IX. IGNITION SYSTEM
Two spark plugs located in different combustion chambers are used to ignite fuel flow. These spark plugs
are energized to ignite fuel during start–up only, at firing speed. Flame is propagated to those combustion
chambers without spark plugs through crossfire tubes that connect adjacent combustion chambers around
the gas turbine.
X. CONTINGENCY OPERATION
A. Unit Trip
In the event of a unit trip, the gas fuel system will be shut down by deactivating the dump valves on the
SRV and GCV’s. This will allow the hydraulic fluid which activates the valve open to be ported to drain,
while fluid is ported from hydraulic supply to close the valve, with assistance from the spring force.
B. False Start
During a false start, where flame is not established in the four monitored combustion chambers after 10
seconds, the stop ratio valve, (SRV) and gas control valves, (GCV’s) are shut and the unit is run through
a second unit purge cycle. At the end of this purge cycle, fuel is admitted and firing is again attempted.
If the second attempt is unsuccessful in maintaining flame, the unit is tripped and the SRV and GCV’s
close.
6
XI. DLN–2.6 DISPLAY MESSAGES
The following display messages will appear on the SPEEDTRONIC control panel CRT in order to inform
the operator of the current combustion mode of operation:
Mode 1 ( or M1)
Mode 2 ( or M2)
Mode 3 ( or M3)
Mode 4 ( or M4)
Mode 5 ( or M5)
Mode 5Q ( or M5Q)
Mode 6Q (or M6Q)
XII. DLN–2.6 SYSTEM ANNUNCIATOR TROUBLESHOOTING CHART
The following is a list of additional alarms and corrective actions for a gas turbine supplied with DLN–2.6
and related systems. This list is intended to be a supplement to the Annunciator chart contained in the stan-
dard gas turbine operating procedures.
7
XIII. DLN–2.6 ALARMS
ÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁ
Alarm Message
ÁÁÁÁÁÁÁÁÁÁ
Cause Action
DRY LOW NOX–2 SYSTEM DLN SYSTEM FAULT, TRIP IS CHECK DLN SYSTEM TRIPS
TROUBLE TRIP REQUIRED. AND ALL OTHER ANNUN-
(L4DLNT_ALM) CIATED ALARMS
DRY LOW NOX–2 SYSTEM
DLN SYSTEM FAULT, UNSAFE
FAULT – FIRED SHUTDOWN TO OPERATE AT CURRENT
CHECK DLN SYSTEM SHUT-
DOWNS AND ALL OTHER AN-
(L94DLN_ALM) LOAD POINT NUNCIATED ALARMS
GAS FUEL INTERVALVE
PRESSURE TROUBLE
INTERVALVE PRESSURE OUT
OF LIMITS
EXAMINE P2 PRESSURE
TRANSDUCERS
GAS FUEL SUPPLY PRES- FUEL SUPPLY PRESSURE BE- CHECK GAS SUPPLY PRES-
SURE LOW ALARM LOW MINIMUM REQUIRED SURE, CLOGGED FILTER/SEP-
(L63FGL_ALM)
NO INLET HEATING AIR
ARATOR
LACK OF TEMPERATURE RISE VERIFY MANUAL ISOLATION
FLOW DETECTED AT INLET BELL– MOUTH WITH VALVE IS OPEN, VERIFY CON-
BLEED HEAT ENABLED TROL VALVE OPERATION
CHECK INLET THERMOCOU-
BLEED HEAT DRAIN VALVE IBH DRAIN VALVE STUCK OR
PLES
INSPECT VALVE, VERIFY
FAIL TO CLOSE FAULTY POSITION FEEDBACK POSITION, CHECK POSITION
FEEDBACK
BLEED HEAT VALVE POSI-
TION TROUBLE
IBH CONTROL VALVE STUCK
OR FAULTY POSITION FEED-
INSPECT VALVE, VERIFY
POSITION, CHECK POSITION
BACK FEEDBACK
BLEED HEAT SYS NOT OP- CONTROL VALVE STUCK OBSERVE THE CONTROL
ERATIONAL – TRIP
CLOSED OR FAULTY INLET
THERMOCOUPLE READINGS
STROKE AND CHECK THE IN-
LET THERMOCOUPLES.
MANUAL ISOLATION/STOP CHECK THE MANUAL ISOLA-
VALVE MAY BE CLOSED TION VALVE
ALARM ÁÁÁÁÁÁÁÁÁÁ
GCV1 NOT FOLLOWING REF
GCV1 COMMAND SETPOINT
DIFFERENT FROM ACTUAL
EXAMINE GCV1 FOR STICKY
OPERATION, JAMMING AND
POSITION LVDT TROUBLE
GCV1 NOT FOLLOWING REF GCV1 COMMAND SETPOINT EXAMINE GCV1 FOR STICKY
TRIP DIFFERENT FROM ACTUAL OPERATION, JAMMING AND
POSITION FOR AN EXTENDED LVDT TROUBLE
PERIOD
GCV1 POSITION TROUBLE GCV1 SERVO TROUBLE, SER- EXAMINE GCV1 SERVO
VO CURRENT EXCESSIVE, VALVE AND LVDT’s FOR
LVDT DRIFTING, VALVE
DRIFTING
PROPER OPERATION
ALARM DIFFERENT FROM ACTUAL OPERATION, JAMMING AND
POSITION
GCV2 NOT FOLLOWING REF GCV2 COMMAND SETPOINT
LVDT TROUBLE
PERIOD
8
ÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁ
Alarm Message
Cause Action
GCV2 POSITION TROUBLE
GCV2 SERVO TROUBLE, SER-
VO CURRENT EXCESSIVE,
EXAMINE GCV2 SERVO
VALVE AND LVDT’S FOR
LVDT DRIFTING, VALVE PROPER OPERATION
DRIFTING
ALARM ÁÁÁÁÁÁÁÁÁÁÁ
GCV3 NOT FOLLOWING REF
GCV3 COMMAND SETPOINT
POSITION LVDT TROUBLE
TRIP
POSITION FOR AN EXTENDED
LVDT TROUBLE
PERIOD
VO CURRENT EXCESSIVE,
LVDT DRIFTING, VALVE
VALVE AND LVDT’S FOR
PROPER OPERATION
DRIFTING
ALARM DIFFERENT FROM ACTUAL OPERATION, JAMMING AND
POSITION
GCV4 NOT FOLLOWING REF GCV4 COMMAND SETPOINT
LVDT TROUBLE
PERIOD
VO CURRENT EXCESSIVE, VALVE AND LVDT’S FOR
LVDT DRIFTING, VALVE PROPER OPERATION
DRIFTING
AMBIENT PRESSURE READ- AMBIENT PRESSURE ABNOR- VERIFY AMBIENT PRESSURE,
ING AT MAX LIMIT MALLY HIGH CHECK AMBIENT PRESSURE
(L3CPRAH) TRANSDUCER FOR CALIBRA-
AMBIENT PRESSURE READ- AMBIENT PRESSURE ABNOR-
TION
VERIFY AMBIENT PRESSURE,
ING AT MIN. LIMIT MALLY LOW CHECK AMBIENT PRESSURE
(L3CPRAL) TRANSDUCER FOR CALIBRA-
TION
INLET DIFFERENTIAL PRESS
INLET BELLMOUTH DIFFER-
READING AT MAX LIMIT ENTIAL PRESSURE ABNOR-
VERIFY INLET BELLMOUTH
DIFFERENTIAL PRESSURE,
(L3CPRIH) MALLY HIGH CHECK TRANSDUCER FOR
PROPER CALIBRATION
INLET DIFFERENTIAL PRESS
INLET BELLMOUTH DIFFER-
READING AT MIN. LIMIT ENTIAL PRESSURE ABNOR-
VERIFY INLET BELLMOUTH
DIFFERENTIAL PRESSURE,
(L3CPRIL) MALLY LOW CHECK TRANSDUCER FOR
PROPER CALIBRATION
9
GE Power Systems

518 • 385 • 2211 TX: 145354
GEI 41040G
Revised, January 2002
GE Power Systems
Gas Turbine
Specification for Fuel Gases

for Combustion in Heavy-Duty Gas Turbines
GEI 41040G Specification for Fuel Gases for Combustion in Heavy-Duty Gas Turbines
TABLE OF CONTENTS
I. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
II. FUEL GAS CLASSIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

A. Natural Gas, Liquefied Natural Gas (LNG) And Liquefied Petroleum Gas (LPG) . . . . . . . . . . . . 8
B. Gasification Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
C. Process Gases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
III. FUEL PROPERTIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

A. Heating Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
B. Modified Wobbe Index (MWI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
C. Superheat Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
D. Hydrocarbon Dew Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
E. Moisture Dew Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
F. Flammability Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
G. Gas Constituent Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
H. Gas Fuel Supply Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
IV. CONTAMINANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
A. Particulates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
B. Liquids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
C. Sulfur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
D. Trace Metals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
V.SOURCES OF CONTAMINANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
A. Particulates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
B. Liquids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
C. Sulfur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
D. Trace Metals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
E. Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
F. Steam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
G. Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
H. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
APPENDIX
Appendix 1 AppendixDefinitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Appendix 2 Particle Size Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Appendix 3 Equivalent Contaminant Relationships (all machines except FB, H-Class) . . . . . . . 21
Appendix 4 Minimum Gas Fuel Temperature Reqirement Calculations . . . . . . . . . . . . . . . . . . . . 21
Appendix 5 Related Specification Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
2
Specification for Fuel Gases for Combustion in Heavy-Duty Gas Turbines GEI 41040G
LIST OF TABLES
Table 1. Fuel Gas Classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Table 2a. Gas Fuel Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Table 2b. Gas Fuel Contaminant Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Table 3. Test Methods for Gaseous Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
LIST OF FIGURES
Figure 1. Hydrogen and Moisture Superheat Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 2. Moisture Dew Point as a Function of Concentration and Gas Pressure for a Typical
Natural Gas Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3
I. INTRODUCTION
General Electric heavy-duty gas turbines have the ability to burn a wide classification of gaseous fuels as
shown in Table 1. The properties of these gases can vary significantly due to the relative concentrations of
the reactant and inert constituents. In order to protect the gas turbine and to burn these fuels in an efficient
and trouble free manner, allowable ranges are defined in this specification for physical properties, constitu-
ents and contaminants.
Table 2a specifies the allowable limits for the fuel properties and constituents and Table 2b lists the limitation
on contaminants. These tables provide a screen for fuels that are acceptable for all frame sizes and combustor
types. Fuels that fall outside of these limits may be acceptable for specific applications e.g. a high hydrogen
fuel can be used with standard combustors in most cases. Contact GE for further evaluation of these fuels.
Table 3 identifies the acceptable test methods to be used for determining gas fuel properties shown in Tables
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
2a and 2b.
ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁ ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁ
Á
TABLE 1
FUEL GAS CLASSIFICATION
ÁÁÁ
ÁÁÁÁÁÁÁÁ
FUEL
Á LHV Btu/scft MAJOR COMPONENTS
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁ
Natural Gas and Liquefied Natural Gas
Á
800-200 Methane
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁ
Liquefied Petroleum Gas
ÁÁÁÁÁÁÁÁ
2300-3200 Propane, Butane
ÁÁÁ
Gasification Gases
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁ 100-150 Carbon Monoxide,
ÁÁÁ
-Air Blown
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁ Hydrogen, Nitrogen, Water
ÁÁÁ
ÁÁÁÁÁÁÁÁ
Á
Vapor
ÁÁÁ
-Oxygen Blown
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
200-400 Carbon Monoxide,
ÁÁÁ
ÁÁÁÁÁÁÁÁ
Á
Hydrogen, Water Vapor
ÁÁÁ
Process Gases
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁ 300-1000 Methane, Hydrogen,
ÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁ Carbon Monoxide, Carbon
Á
Dioxide
ÁÁÁ
ÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
4
ÁÁ
ÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ TABLE 2a
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
FUEL PROPERTIES
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁ ÁÁÁÁÁÁÁ
GAS FUEL SPECIFICATION (see notes 1 and 2)
ÁÁ MAX MIN NOTES
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁ ÁÁ
Gas Fuel Pressure Varies with Varies with See note 3
unit and unit and
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁ combustor type combustor type
ÁÁ
° ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Gas Fuel Temperature, F
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁ
see note 4 Varies with gas See note 4
pressure
ÁÁ
ÁÁ ÁÁÁÁÁÁÁ
Lower Heating Value, Btu/scft
ÁÁÁÁÁÁÁ
ÁÁ
None 100-300 See note 5
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Modified Wobbe Index (MWI) See note 6
ÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
- Absolute Limits 54 40 See note 7
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
- Range Within Limits +5% -5% See note 8
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Flammability Ratio See Note 9 2.2:1 Rich:Lean Fuel/Air
ÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Ratio volume basis.
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
See Note 10
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Constituent Limits, mole %
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Methane 100 85 % of reactant species
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Ethane 15 0 % of reactant species
ÁÁ
Propane
ÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
Butane + higher paraffins (C4+)ÁÁ
ÁÁ
15
5
0
0
% of reactant species
ÁÁ
Hydrogen
ÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Carbon Monoxide ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁ
Trace
Trace
0
0
ÁÁ
Oxygen
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁ Trace 0 % of reactant species
ÁÁ
ÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁ
Total Inerts (N2+CO2+Ar)
ÁÁÁÁÁÁÁ
15 0 % of total (reactants +
inerts).
ÁÁ
ÁÁ ÁÁÁÁÁÁÁ
Sulfur
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
Aromatics (Benzene, Toluene etc.) Report
ÁÁ Report
0
0
See Note 11
See Note 12
ÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
5
Table 2b
Allowable Gas Fuel Contaminant Levels
Turbine Inlet Limit, Fuel Equivalent Limit, XFe, See notes 13
Xe ppbw ppmw
Machine Model Machine Model
MS3000 FB, H- MS3000 MS5000 FB, H-Class
MS5000 CLASS B, E and F-Class
B, E and Turbine inlet flow/fuel The limits for Pb,
F-Class flow (E/F) V, Ca, Mg for FB,
Trace Metals 50 12 4 H–Class machines
Lead (Pb) 20 20 1.00 .240 .080 are identical to the
Vanadium (V) 10 10 .5 .120 .040 limits for other
Calcium (Ca) 40 40 2.0 .480 .160 machines.
Magnesium (Mg) 40 40 2.0 .480 .160
Sodium+Potassium see Note 14
(Na/K)=28 20 3 1.00 .24 .080 For Alkali metal
(Na/K)=3 10 3 .50 .12 .040 limits (Na and K)
(Na/K)=<1 6 3 .30 .072 .024 see GEI 107230(1)
Particulates see note 15
Total 600 400 30 7.2 2.4 Consult GE For
Above 10 Microns 6 4 0.3 .072 .024 particulate limits
Liquids No Liquids allowed, gas must be superheated. See note 16
Fuel Property and Contaminant Notes:
1. All fuel properties must meet the requirements from ignition to base load unless otherwise stated.
2. Values and limits apply at the inlet of the gas fuel control module, typically the purchaser’s connec-
tion, FG1.
3. Minimum and maximum gas fuel supply pressure requirements are furnished by GE as part of the
unit proposal.
4. The minimum fuel gas temperature must meet the required superheat as described in section III–C.
Separate requirements are included for hydrocarbon and moisture superheat. The maximum allow-
able fuel temperature is defined in GEK 4189(2).
5. Heating value ranges shown are provided as guidelines. Specific fuel analysis must be furnished to
GE for proper analysis. (See section III–A)
6
6. See section III–B for definition of Modified Wobbe Index (MWI).
7. The upper and lower limits for MWI shown are what can be accommodated within the standard dry
low NOx fuel system designs. Fuels outside of this range may need additional design and develop-
ment effort. Performance fuel heating may be restricted on fuel with high inert content to stay above
the minimum MWI limit.
8. Variations of MWI greater than + 5% or –5% may be acceptable for some applications, (i.e. on units
that incorporate gas fuel heating). GE must analyze and approve all conditions where the 5% varia-
tion is to be exceeded.
9. There is no defined maximum flammability ratio limit. Fuel with flammability ratio significantly
larger than those of natural gas may require a start–up fuel.
10. Candidate fuels which do not meet these limits should be referred to GE for further review. All fuels
will be reviewed by GE on a case by case basis. (see section III–G)
11. When fuel heating for thermal efficiency improvements is utilized (e.g. Tgas > 300°F) there is a pos-
sibility of gum formation if excess aromatics are present. Contact GE for further information.
12. The quantity of sulfur in gas fuels not limited by this specification. Experience has shown that fuel sulfur
levels up to 1% by volume do not significantly affect oxidation/corrosion rates. Hot corrosion of hot gas
path parts is controlled by the specified trace metal limits. Sulfur levels shall be considered when addres-
sing HRSG Corrosion, Selective Catalytic Reduction (SCR) Deposition, Exhaust Emissions, System
Material Requirements, Elemental Sulfur Deposition and Iron Sulfide. (refer to Section IV–D)
13. The contamination limits identified represent the total allowable limit at the inlet to the turbine sec-
tion. These limits will be reduced if comparable contaminants are present in the compressor inlet
air and combustion steam/water injection. Consult with GE for limits for specific applications.
14. Sodium and potassium, from salt water, are the only corrosive trace metal contaminants normally
found in natural gases. Na/K =28 is nominal sea salt ratio. Other trace metal contaminants may be
found in Gasification and Process Gases. GE will review these on a case-by-case basis.
15. The fuel gas delivery system shall be designed to prevent the generation or the admittance of solid
particulate to the gas turbine gas fuel system. This shall include but not be limited to particulate
filtration and non-corrosive (i.e. stainless steel) piping from the particulate filtration to the inlet of
the gas turbine equipment. Fuel gas piping systems shall be properly cleaned/flushed and main-
tained prior to gas turbine operation. (See section IV–A)
16. The fuel gas supply shall be 100% free of liquids. Admission of liquids can result in combustion
and/or hot gas path component damage. (See section III–C)
7
ÁÁÁÁÁ
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ÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ TABLE 3
ÁÁÁÁ
TEST METHODS FOR GASEOUS FUELS
ÁÁÁÁÁ
ÁÁÁÁÁ
PROPERTY
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁÁ
ÁÁÁÁ
Gas Sampling Procedure
METHOD
GPA 2166(3)
ÁÁÁÁÁ
Gas Composition to C6+ (gas chromatography)
ÁÁÁÁ
ASTM D 1945
ÁÁÁÁÁ
ÁÁÁÁ
Extended Gas Composition to C14 GPA 2286(4)
ÁÁÁÁÁ
ÁÁÁÁ
Heating Value ASTM D 3588
ÁÁÁÁÁ
Specific Gravity
ÁÁÁÁ
Compressibility Factor
ASTM D 3588
ASTM D 3588
ÁÁÁÁÁ
ÁÁÁÁ
Dew Point (see Test Method note 1) ASTM D 1142
ÁÁÁÁ
Sulfur (see Test Method note 2) ASTM D 3246
Test Method Notes:A.
1. Hydrocarbon and water dew points shall be determined by direct dew point measurement (Chilled
Mirror Device). If dew point cannot be measured, an extended gas analysis, which identifies hydro-
carbon components from C1 through C14, shall be performed. This analysis must provide an accura-
cy of greater than 10 ppmv. A standard gas analysis to C6+ is normally not acceptable for dew point
calculation unless it is known that heavier hydrocarbons are not present, as is most often the case
with liquefied natural gases.
2. This test method will not detect the presence of condensable sulfur vapor. Specialized filtration
equipment is required to measure sulfur at concentrations present in vapor form. Contact GE for
more information.
II. FUEL GAS CLASSIFICATION
A. Natural Gas, Liquefied Natural Gas (LNG) And Liquefied Petroleum Gas (LPG)
Natural gases are predominantly methane with much smaller quantities of the slightly heavier hydrocar-
bons such as ethane, propane and butane. Liquefied petroleum gas is propane and/or butane with traces
of heavier hydrocarbons.
1. Natural Gas
Natural gases normally fall within the calorific heating value range of 800 to 1200 Btu per standard
cubic foot. Actual calorific heating values are dependent on the percentages of hydrocarbons and
inert gases contained in the gas. Natural gases are found in and extracted from underground reser-
voirs. These “raw gases” may contain varying degrees of nitrogen, carbon dioxide, hydrogen sul-
fide, and contain contaminants such as salt water, sand and dirt. Processing by the gas supplier nor-
mally reduces and/or removes these constituents and contaminants prior to distribution. A gas
analysis must be performed to ensure that the fuel supply to the gas turbine meets the requirements
of this specification.
8
2. Liquefied Natural Gas (LNG)
Liquefied natural gas is produced by drying, compressing, cooling and expanding natural gas to
approximately -260° F at 14.7 psia. The product is transported as a liquid and delivered as a gas after
pressurizing and heating to ambient temperature. The composition is free of inerts and moisture and
can be treated as a high quality natural gas. LNG can pick up moisture that is present in the pipeline
but it is not a source of the moisture.
The hydrocarbon dew point is typically less than -10° F at 500 psia but, depending on the processing
steps and tankage size, the dew point may increase if the boil–off is continuously extracted between
deliveries. Cooling and recompression of the boil–off will avoid this potential problem. The ex-
pected range in component concentrations should be obtained from the gas supplier to determine
the potential change in dew point.
3. Liquefied Petroleum Gases
The heating values of Liquefied Petroleum Gases (LPGs) normally fall between 2300 and 3200 Btu/
scft (LHV). Based on their high commercial value, these fuels are normally utilized as a back-up
fuel to the primary gas fuel for gas turbines. Since LPGs are normally stored in a liquid state, it is
critical that the vaporization process and gas supply system maintains the fuel at a temperature
above the minimum required superheat value. Fuel heating and heat tracing are required to meet
these requirements.
B. Gasification Fuels
Gasification fuels are produced by either an oxygen blown or air blown gasification process and are
formed using coal, petroleum coke or heavy liquids as a feedstock. In general, the heating values of gas-
ification fuel are substantially lower than other fuel gases. The reduced heating value of gasification
fuels result in the effective areas of the fuel nozzles being larger than those utilized for natural gas fuels.
1. Oxygen Blown Gasification
The heating values of gases produced by oxygen blown gasification fall in the range of 200 to 400
Btu/scft. The hydrogen (H2) content of these fuels are normally above 30% by volume and have
H2/CO mole ratio between 0.5 to 0.8. Oxygen blown gasification fuels are often mixed with steam
for thermal NOx control, cycle efficiency improvement and/or power augmentation. When utilized,
the steam is injected into the combustor by an independent passage. Due to the high hydrogen con-
tent of these fuels, oxygen blown gasification fuels are normally not suitable for Dry Low NOx
(DLN) applications (see Table 2a). The high flame speeds resulting from high hydrogen fuels can
result in flashback or primary zone re-ignition on DLN pre-mixed combustion systems. Utilization
of these fuels requires evaluation by GE.
2. Air Blown Gasification
Gases produced by air blown gasification normally have heating values between 100 and 150 Btu/
scft. The H2 content of these fuels can range from 8% to 20% by volume and have a H2/CO mole
ratio 0.3 to 3:1. The use and treatment of these fuels is similar to that identified for oxygen blown
gasification.
Gasification fuels provide a significant fraction of the total turbine mass flow rate. With oxygen
blown fuels the diluent addition (typically nitrogen) also assists with NOx control. Careful integra-
tion of the gas turbine with the gasification plant is required to assure an operable system. Due to
9
the low volumetric heating value of both oxygen an air blown gases, a special fuel system and fuel
nozzles are required.
C. Process Gases
Many chemical processes generate surplus gases that may be utilized as fuel for gas turbines. (e.g. tail
or refinery gases). These gases often consist of methane, hydrogen, carbon monoxide, and carbon diox-
ide that are normally byproducts of petrochemical processes. The hydrogen and carbon monoxide con-
tent, these fuels result in a high rich-to-lean flammability limit. These types of fuels often require inerting
and purging of the gas turbine gas fuel system upon unit shutdown or a transfer to more a more conven-
tional fuel. When process gas fuels have extreme flammability limits such that the fuel will auto ignite
at turbine exhaust conditions, a more “conventional” start-up fuel is required. Additional process gases
that are utilized as gas turbine fuels are byproducts of steel production. These are:
1. Blast Furnace Gases
Blast Furnace Gases (BFGs), alone, have heating values below the minimal allowable limits. These
gases must be blended with other fuels such as coke oven gas, natural gas or hydrocarbons such as
propane or butane to raise the heating value above the required lower limit.
2. Coke Oven Gases
Coke oven gases are high in hydrogen and methane and may be used as fuel for non-DLN combus-
tion systems. These fuels often contain trace amounts of heavy hydrocarbons, which may lead to
carbon buildup on the fuel nozzles. The heavy hydrocarbons must be “scrubbed” or removed from
the fuel prior to delivery to the gas turbine.
3. COREX Gases
COREX gases are similar to oxygen blown gasified fuels, and may be treated as such. They are usu-
ally lower in H2 content and have heating values lower than oxygen blown gasified fuels. Further
combustion related guidelines may be found in Bureau of Mines Circulars 503(5) and 622(6).
III. FUEL PROPERTIES
A. Heating Values
The heat of combustion, heating value or calorific value of a fuel is the amount of energy generated by
the complete combustion of a unit mass of fuel. The US system of measurement uses British thermal
units (Btu) per pound or Btu per standard cubic foot when expressed on a volume basis. The heating
value of a gas fuel may be determined experimentally using a calorimeter in which fuel is burned in the
presence of air at constant pressure. The products are allowed to cool to the initial temperature and a
measurement is made of the energy released during complete combustion. All fuels that contain hydro-
gen release water vapor as a product of combustion, which is subsequently condensed in the calorimeter.
The resulting measurement of the heat released is the higher heating value (HHV), also known as the
gross heating value, and includes the heat of vaporization of water. The lower heating value (LHV), also
known as the net heating value, is calculated by subtracting the heat of vaporization of water from the
measured HHV and assumes that all products of combustion including water remain in the gaseous
phase. Both the HHV and LHV may also be calculated from the gas compositional analysis using the
procedure described in ASTM D 3588. For most gas fuels, a standard gas analysis to C6+ is adequate
for determination of heating value, but an extended C14 analysis(4) may also be used if available. Gas
10
turbines do not operate with condensing exhaust systems and it is common gas turbine industry practice
to utilize the LHV when calculating the overall cycle thermal efficiency.
B. Modified Wobbe Index (MWI)
Gas turbines can operate with fuel gases having a very wide range of heating values, but the amount of
variation that a specific fuel system design can accommodate is limited. The fuel nozzles are designed
to operate within a fixed range of pressure ratios and changes in heating value are accommodated for
by increasing or decreasing the fuel nozzle area or gas temperature. A measure of the interchangeability
of gas fuels for a given system design is the MWI(7). This term is used as a relative measure of the energy
injected to the combustor at a fixed pressure ratio and is calculated using the fuel lower heating value,
the specific gravity with respect to air and the fuel temperature. The mathematical definition is as fol-
lows:
Modified Wobbe Index LHV (1)

SGgas x Tgas
This is equivalent to:
Modified Wobbe Index LHV (2)

MWgas
28.96 x Tgas
Where:
LHV = Lower Heating Value of the Gas Fuel (Btu/scf)

SGgas = Specific Gravity of the Gas Fuel relative to Air
MWgas = Molecular Weight of the Gas Fuel
Tgas= Absolute Temperature of the Gas Fuel (°Rankine)
28.96 = Molecular Weight of Dry Air
The allowable MWI range is established to ensure that required fuel nozzle pressure ratios are main-
tained during all combustion/turbine modes of operation. When multiple gas fuels are supplied and/or
if variable fuel temperatures result in a MWI that exceed the 5% limitation, independent fuel gas trains,
which could include control valves, manifolds and fuel nozzles, may be required for standard combus-
tion systems. For DLN systems, an alternate control method may be required to ensure that the required
fuel nozzle pressure ratios are met. An accurate analysis of all gas fuels, along with fuel gas temperature-
time profiles shall be submitted to GE for proper evaluation.
C. Superheat Requirement
The superheat requirement is establish to ensure that the fuel gas supply to the gas turbine is 100% free
of liquids. Superheat is the temperature difference between the gas temperature and the respective dew
point. The requirement is independent of the hydrocarbon and moisture concentration.
Dependent its constituents, gas entrained liquids could cause degradation of gas fuel nozzles, and for
DLN applications, premixed flame flashbacks or re-ignitions. Condensation of moisture must be
11
avoided to prevent the formation of gas hydrates and collection of water in low points of the gas fuel
system. The superheat requirement is specified to provide enough margin to compensate for the temper-
ature reduction as the gas expands across the gas fuel control valves. The requirements are applicable
at all operating conditions and apply to all units including those installed with either standard or DLN
combustion systems. Exceptions are units burning coal derived low Btu fuels, the requirements for
which must be determined on a case-by-case basis. The superheat requirements take into account the
gas temperature drop and the relationship of the moisture and hydrocarbon dew point lines to the gas
fuel pressure. Because of differences between the dew point line characteristics in the region of interest
(less than 700 psia), the opportunity for moisture condensation as the gas expands is less than that for
hydrocarbons. Advantage has been taken of this physical property to provide users with two separate
requirements in order to minimize the cost of superheating. In addition, the superheat requirements de-
pend on the expansion ratio across the control valves and are therefore be expressed as a function of the
incoming gas pressure at the inlet to the gas fuel control system.
To avoid hydrocarbon condensation the superheat requirement is:
(3)
where:
Tsh is the hydrocarbon superheat requirement in °F (incremental temperature above the hydrocarbon
dew point)
Pgas is the gas fuel delivery pressure at the inlet to the gas turbine control system, psia
To avoid moisture and hydrate formation the superheat requirements is:
(4)
where :
Tsm is the moisture superheat requirement in °F (incremental temperature above the moisture dew point)
The superheat requirements are shown graphically on Figure 1 for moisture and hydrocarbons. Both
should be determined and added to the respective dew points (moisture and hydrocarbon) at the gas tur-
bine fuel delivery pressure. The higher of the two values, superheat plus dew point, will determine the
minimum gas fuel temperature that is required in order to meet the superheat requirements. See Appen-
dix 4 for a sample calculation. In some cases the hydrocarbon dew point may be low enough that the
requirement for meeting the moisture superheat will dominate and vice-versa. In rare cases the gas may
be delivered in a wet condition at temperatures exceeding 75° F. Under these conditions the addition of
superheat may result in the final gas temperature exceeding the allowable maximum for start up condi-
tions. These limits are contained in GEK 4189 (2). Contact GE for further evaluation if wet gas is deliv-
ered at a temperature above 75°F.
12
Figure 1. Hydrocarbon and Moisture Superheat Requirements

D. Hydrocarbon Dew Point
The hydrocarbon dew point is the temperature at which the first droplet of hydrocarbon forms as the gas
temperature is reduced at a given pressure and is analogous to the moisture dew point. The hydrocarbon
dew point is very sensitive to small concentrations of heavy hydrocarbons (C6+) and contamination of
the gas sample during sampling can be an issue. The use of a sample probe and following the sampling
procedure described in GPA 2166(3), particularly with respect to sample cylinder purging, can avoid
these problems. For this reason the recommended method for hydrocarbon dew point determination is
by direct measurement using a chilled mirror instrument (ASTM D 1142). If a direct measurement can-
not be performed, the dew point may be calculated from the extended C14 gas fuel analysis(4). Use of
a C6+ analysis for dew point determination may result in an under-estimation of 30°F to 40°F or more.
Exceptions are fuels that do not contain heavy hydrocarbons such as liquefied natural gas.
E. Moisture Dew Point
The gas fuel moisture dew point is dependent upon the moisture concentration and the gas fuel pressure.
When expressed in units of lbs/mmscft (pounds per million standard cubic feet), the resulting dew point
is practically independent of the gas fuel composition (other than moisture). Typically, many pipeline
tariffs limit the maximum allowable moisture content to 7 lbs/mmscft while the actual value may be sig-
nificantly less. It is the maximum allowable value, however, that determines the design requirements
for superheat. Figure 2 is included to provide a guide for determining the expected moisture dew point
from the moisture concentration and gas fuel pressure of a typical natural gas. The actual dew point will
vary slightly with gas composition changes.
13
Figure 2.Moisture Dew Point as a Function of Concentration and Gas Pressure

for a Typical Natural Gas Fuel
F. Flammability Ratio
Fuel gases containing hydrogen and/or carbon monoxide will have a ratio of rich-to-lean flammability
limits that is significantly greater than that of natural gas. Typically, gases with greater than 5% hydrogen
by volume fall into this range and require a separate startup fuel. GE will evaluate the gas analysis to
determine the requirement for a start-up fuel. Fuel gases with large percentages of an inert gas such as
nitrogen or carbon dioxide will have a ratio of rich-to-lean flammability limits less than that of natural
gas. Flammability ratios of less than 2.2 to 1 based on volume at ISO conditions (14.696 psia and 59°
F), may experience problems maintaining stable combustion over the full operating range of the turbine.
G. Gas Constituent Limits
Gas constituent limits are specified to assure stable combustion through all gas turbine loads and modes
of operation. A detailed gas analysis must be furnished to GE for proper evaluation. See reference (3)
for the recommended sampling procedure and ASTM D1945 for a C6+ analysis procedure.
H. Gas Fuel Supply Pressure
Gas fuel supply pressure requirements are dependent on the gas turbine model, the combustion system
design, the fuel gas analysis and unit specific site conditions. As part of the unit proposal, GE will furnish
minimum and maximum gas fuel supply pressure requirements.
14
IV. CONTAMINANTS
Dependent on the type of fuel gas, the geographical location and the forwarding means there is the potential
for the “raw” gas supply to contain one or more of the following contaminants:
1. Tar, lamp black, coke
2. Water, salt water
3. Sand, clay
4. Rust
5. Iron sulfide
6. Scrubber oil or liquid
7. Compressor Lube oil
8. Naphthalene
9. Gas Hydrates
It is critical that the fuel gas is properly conditioned prior to being utilized as gas turbine fuel. This condition-
ing can be performed by a variety of methods. These include, but are not limited to: media filtration, inertial
separation, coalescing and fuel heating. Table 2b identifies the trace metal, particulate and liquid contamina-
tion limits. It is critical that fuel gas conditioning equipment be designed and sized so that these limits are
not exceeded. For further information on gas fuel conditioning, see publication GER 3942(8).
A. Particulates
Contamination limits for particulates are established to prevent fouling and excessive erosion of hot gas
path parts, erosion and plugging of combustion fuel nozzles and erosion of the gas fuel system control
valves. The utilization of gas filtration or inertial separation is instrumental in ensuring that the particu-
late requirements as defined in Table 2b are met. GE recommends the use of stainless steel piping down-
stream of this last level of filtration to prevent the generation of corosion-derived particulates.
B. Liquids
As identified in Table 2b, zero liquids are allowed in the gas turbine fuel gas supply. The introduction
of liquids with gas fuel can result in nuisance and/or hardware damaging conditions. These include rapid
excursions in firing temperature and gas turbine load, primary zone re-ignition and flashback of pre-
mixed flames. In severe conditions, liquid carryover to the first stage turbine nozzle may result in dam-
age to downstream hot gas path components. When liquids are identified in the gas fuel supply, phase
separation and heating must be employed to achieve the required superheat level.
C. Sulfur
There are several concerns relative to the levels of sulfur contained in the fuel gas supply. Many of these
are not directly related to the gas turbine but to associated equipment and emissions requirements. These
concerns include but not limited to:
15
1. Hot Gas Path Corrosion
Typically, use of sulfur bearing fuels will not be limited by concerns for corrosion in the turbine hot
gas path. Experience has shown that fuel sulfur levels up to about 1% sulfur do not significantly
affect oxidation/corrosion rates. Specifying the fuel alkali levels to values shown in Table 2b con-
trols hot corrosion of hot gas path parts resulting from alkali sulfate formation. Unless sulfur levels
are extremely low, alkali levels are usually limiting in determining hot corrosion of hot gas path ma-
terials. For low Btu gases, the fuel mass flow rate at the turbine inlet is increased over that for natural
gas, and the alkali limit in the fuel is therefore decreased.
2. HRSG Corrosion
If heat recovery equipment is used, the gas fuel sulfur concentration must be known so that the ap-
propriate design for the equipment can be specified. Severe corrosion from condensed sulfurous acid
results if a heat recovery steam generator (HRSG) has metal temperatures below the acid dew point.
3. Selective Catalytic Reduction (SCR) Deposition
Units utilizing ammonia injection downstream of the gas turbine for NOx control can experience
the formation of deposits containing ammonium sulfate and bisulfate on low temperature evapora-
tor and economizer tubes. Such deposits are quite acidic and therefore corrosive. These deposits and
the corrosion that they cause may also decrease HRSG performance and increase backpressure on
the gas turbine. Deposition rates of ammonium sulfate and bisulfate are determined by the sulfur
content of the fuel, ammonia content in the exhaust gas, tube temperature and boiler design. Fuels
having sulfur levels above those used as odorants for natural gas should be reported to GE. In addi-
tion, the presence of minute quantities of chlorides in the compressor inlet air may result in cracking
of ANSI 300 series stainless steels in the hot gas path.
4. Exhaust Emissions
Sulfur burns mostly to sulfur dioxide, but 5%-10% oxidizes to sulfur trioxide. The latter can result
in sulfate formation, and may be counted as particulate matter in some jurisdictions. The remainder
will be discharged as sulfur dioxide. To limit the discharge of acid gas, some localities may restrict
the allowable concentration of sulfur in the fuel.
5. System Material Requirements
When considering fuel gases containing H2S (sour gas fuels) material selection for system piping
and components shall comply with NACE Standard, MR0175(9).
6. Elemental Sulfur Deposition
Solid elemental sulfur deposits can occur in gas fuel systems downstream of pressure reducing sta-
tions or gas control valves under certain conditions. These conditions may be present if the gas fuel
contains elemental sulfur vapor, even when the concentration of the vapor is a few parts per billion
by weight. Concentrations of this magnitude cannot be measured by commercially available instru-
mentation and deposition cannot therefore be anticipated based on a standard gas analysis. Should
deposition take place, fuel heating will be required to maintain the sulfur in vapor phase and avoid
deposition. A gas temperature of 130°F or higher may be required at the inlet to the gas control
valves to avoid deposition, depending on the sulfur vapor concentration. The sulfur vapor con-
centration can be measured by specialized filtering equipment. Contact GE for further information
on this subject.
16
7. Iron Sulfide
The presence of sulfur in the gas may promote the formation of iron sulfides. Under certain condi-
tions, iron sulfide is a pyrophoric material that can auto ignite at atmospheric pressure and tempera-
ture when exposed to air. Extreme care must be taken when servicing gas fuel cleanup equipment
to avoid accidental exposure to oxygen and subsequent combustion of filter material.
D. Trace Metals
Sodium is the only trace metal contaminant normally found in natural gas. The source of sodium in natu-
ral gas is salt water. Limits on trace metals are established to prevent the formation of corrosive deposits
on hot gas path components. These deposits can be detrimental to gas turbine parts life.
In addition to sodium, additionally harmful trace metal contaminants can be found in gasification and
process gases. GE will determine limits on these contaminants on a case-by-case basis.
V. SOURCES OF CONTAMINANTS
A. Particulates
The major source of particulates is from corrosion products in the pipeline. These products are conitinu-
ously formed over the life of the pipeline at rates that are determined by the corrosive components and
water content of the gas. For this reason most gas suppliers control moisture content to avoid the possibil-
ity of water condensing and forming acid with CO2 or H2S.
B. Liquids
Gas at the wellhead is typically produced in a wet saturated condition and is treated to remove water and
heavy hydrocarbon liquids. Depending on the degree of treatment and the supply pressure, the gas may
be delivered in a dry condition. After pressure reduction it is possible for condensates to form as the gas
cools during expansion. The condensates may be either water or hydrocarbons or both. Carry over of
lubricating oil from compressor stations is another source of liquids.
C. Sulfur
Sulfur is usually combined with either hydrogen as H2S or carbon as COS. It is produced with the natural
gas. Typically the gas supplier will limit H2S to a concentration of less than approximately 20 ppmv by
removing sulfur in a treatment system. Sulfur may also be present in very low concentrations (< 100
ppbv) in the form of elemental sulfur vapor.
D. Trace Metals
The details of various sources of alkali contaminants in the following text apply to MS 3000, MS 5000,
B, E and F class machines. The sources of contaminants for F and H-class machines are discussed in
GEK 107230(1).
Contributions to the alkali content of the combustion gases can come from any of the material streams
supplied to the combustor; fuel, air, water or steam. The basic parameter which can be used to define
the allowable alkali metal content admitted to the turbine is Xt, the combined sodium and potassium con-
tent of the combustion gas at the entry to the first stage nozzle. This concentration must not exceed the
values stated in Table 2b. Since there is no simple test method for measuring Xt in an operating turbine,
it must be calculated from the alkali metal contents of the fuel, air, water and steam flows.
17
T(Xt) = A(Xa ) + F(Xf ) + S(Xs ) + W(Xw )
Where T = total flow to turbine (= A + F + S + W):
Xt = alkali contaminant concentration in total flow as Na.

A = Air flow,
Xa = contaminant concentration in air.
F = Fuel flow,
Xf = contaminant concentration in fuel.
S = Steam flow,
Xs = contaminant concentration in steam.
W = water flow
Xw = contaminant concentration in water.
The allowable levels of alkali contamination in the different flows entering the gas turbine are discussed
below:
E. Air
There are four sources of alkali metal contained in the compressor discharge air, (a) Inlet filter carry over
of sodium chloride in ambient air (b) carry over of sodium dissolved in water used for evaporative cool-
ing (c) carry over of sodium dissolved in water used for inlet fogging and (d) carry 0ver of sodium from
water used for on-line water washing.
When concentrations of trace metals in fuel, water or steam are not precisely known, a value of 0.005
ppmw, GER 3419(10), can be used for systems with or without evaporative coolers. This value, based
on experience, would cause an insignificant contribution to the overall contamination level and have a
minor impact on parts lives.
For systems with inlet foggers, the water carry over is 100% compared with approximately 0.003% for
evaporative coolers and the potential sodium carry over is therefore proportionally higher. The maxi-
mum inlet fogging water flow rate is approximately 1/3 of the natural gas flow rate and, depending on
the sodium concentration, could use up a significant portion of the total allowed at the turbine inlet. Refer
to GEK 101944(11) for information on water purity requirements. If it is anticipated that the specification
could be exceeded, General Electric should be consulted for recommendations on the selection of the
water source and use of proper air filtration equipment.
F. Steam
Steam for gas turbine injection is typically taken from a suitable extraction point on a steam turbine or
HRSG. The limiting purity requirements for this steam are those for the steam turbine. These limits are
defined in GEK 72281.(12)
G. Water
The maximum alkali metal (sodium plus potassium) content of water to be used for injection is discussed
In GEK 101944(11). The maximum water injection rate is approximately equal to the fuel injection rate.
If the alkali content approaches the maximum allowable value stated in GEK 101944(11), it may use all
of the allowable margin at the turbine inlet, leaving none available for the fuel. If it is anticipated that
the specification could be exceeded, General Electric should be consulted for recommendations on the
selection of the water source.
18
NOTE
The concentration of sodium in steam and water, at the levels specified, can be
measured directly using an on-line sodium analyzer or, in the laboratory, with an
ion or pH meter fitted with a “sodium specific” electrode or by an atomic absorp-
tion spectrometer fitted with a graphite furnace.
H. Fuel
The final source of contamination to be considered is the fuel. Most cases of alkali metal contamination
and corrosion of hot gas path components are related to liquid fuel contamination. It is rare that natural
gas will contain trace metals but gasification fuels may contain alkalis carried over from the gas clean
up system. The issues and requirements with gas fuels are discussed separately in the prior sections.
APPENDIX 1
DEFINITIONS
Dew Point
This is the temperature at which the first liquid droplet will form as the gas temperature is reduced. Com-
mon liquids found in gas fuel are hydrocarbons, water and glycol. Each has a separate and measurable
dew point. The dew point varies considerably with pressure and both temperature and pressure must be
stated to properly define the gas property. Typically, the hydrocarbon dew point will peak in the 300 to
600 psia range.
Dry Saturated Conditions
The gas temperature is at, but not below or above, the dew point temperature. No fee liquids are present.
Gas Hydrates
Gas hydrates are semi-solid materials that can cause deposits that plug instrumentation lines, control
valves and filters. They are formed when free water combines with one or more of the C1 through C4
hydrocarbons. Typically the formation will take place downstream of a pressure reducing station where
the temperature drop is sufficient to cause moisture condensation in a region of high turbulence. Because
hydrates can cause major problems in the gas distribution network, the moisture content is usually con-
trolled upstream at a dehydration process station.
Gas Hydrate Formation Line
This is similar to the dew point line. A potential for hydrate formation exists if free water is present. Cal-
culations performed using the commercial software Hysys(15) show that the hydrate formation line is
approximately 10°F above the moisture dew point line. Maintaining the required degree of superheat
above the moisture dew point will eliminate hydrate formation problems. (see section III–C Superheat
Requirement)
Glycol
Glycol is not a natural constituent of natural gas but is introduced during the dehydration process. Vari-
ous forms of glycol are used, di-ethylene and tri-ethylene glycol being two most common. In some cases
19
glycol is injected into the pipeline as a preservative. In most cases, glycol may only be a problem during
commissioning of a new pipeline or if an upset has taken place at an upstream dehydration station.
Odorant
Odorants are injected into natural and LP gas to make leaks readily detectable. The oderant commonly
used for natural gas is tertiary butyl mercaptan, while ethyl mercaptan is used for LP gas.
Superheat
This is defined as the difference between the gas temperature minus the liquid dew point. The difference
is always positive or zero. A negative value implies that the value is being measured at two differing
states of pressure and temperature and is not valid. A measured gas temperature below the theoretical
dew point means that the gas is in a wet saturated state with free liquids present.
Saturation Line
This is the same as the dew point line.
Wet (Saturated) Conditions
A mixture consisting of both vapor and liquids.
APPENDIX 2
PARTICLE SIZE LIMITATIONS
The effective particle size for erosion considerations is determined by a particle’s terminal settling velocity.
The size and density distribution of the solid particles must be such that not more than 1.0 percent by weight
of the particles shall have a terminal settling velocity in air (70°F (21°C) and 30 inches Hg, absolute) greater
than 14 inches per minute, and not more than 0.1 percent shall have a terminal settling velocity in excess of
23 inches per minute. For a solid spherical particle, Stoke’s Law of settling permits calculating the terminal
settling velocity if the particle size and shape and particle specific gravity are known. The following tabula-
tion gives the spherical particle diameters equivalent to the limiting terminal settling velocities for particles
of specific gravity 2.0 and 4.
ÁÁÁ
ÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁ
ÁÁÁ
Settling Velocity
(inches/min)
ÁÁ
Specific Gravity
(based on water
Equivalent Spherical
Particle Diameter (microns)
ÁÁÁ
14
23
ÁÁ
2
2
10
13
ÁÁÁ
14
23
ÁÁ
4
4
7
9
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁ
20
APPENDIX 3
EQUIVALENT CONTAMINANT RELATIONSHIPS (ALL MACHINES EXCEPT FB, H-CLASS)
The following relationships can be used to determine turbine inlet contaminant and fuel equivalent contami-
nant concentrations to compare to limits given in Table 2b. In general, for mass balances on the flows and
on the contaminants from fuel, air and steam/water at the turbine inlet
E=F+A+S (5)
(XE)E = (XF)F + (XA)A + (XS)S (6)
where:
A, F, S and E are the mass flows of air, fuel, injected steam/water and combustion gases at the turbine
inlet, respectively
XA, XF, XS, and XE are the contaminant concentrations (ppm by weight) in the inlet air, in the fuel, in
the injected steam/water, and in the combustion gases at the turbine inlet, respectively.
The fuel equivalent concentration of contaminants (XFe ) is (dividing (5) and (6) by F)
XFe = XE(1+A / F+S / F)= XF + XA(A / F) + XS(S / F) (7)
For example for a natural gas contaminated with salt at a sodium concentration of 0.1 ppm, an air sodium
contamination of 5 ppb, and a steam contamination of 5 ppb, the equivalent sodium in the fuel for A/F =50
and S/F=1 is from equation (7)
XFe = 0.1 + 0.005(50) + 0.005(1) = 0.355 ppm (8)
This is the amount of sodium considered to come from a fuel source only, which gives the same sodium con-
centration at the turbine inlet as from the combined three sources.
The turbine inlet concentration, XE, is found by rearranging (7)
XE = XFe / (1 + A / F + S / F) = 0.355 / (1 + 50 + 1) = 0.006827 ppm = 6.827 ppb (9)
These values are well within the sodium specification values of 1 ppm on a fuel basis (XFe), and 20 ppb for
the turbine inlet concentration (XE). XE and XFe values for all contaminants are given in Table 2B.
For equivalent contaminant relationships in FB, H-Class machines, refer GEK 107230(1).
APPENDIX 4
MINIMUM GAS FUEL TEMPERATURE REQIREMENT CALCULATIONS
The gas fuel pressure at the purchaser’s connection FG1 should first be determined. The hydrocarbon and
moisture superheat can then be calculated from the equations shown on Figure 1. For example, at a gas fuel
pressure of 490 psia, the moisture and hydrocarbon superheat requirements are 18° and 42°F respectively.
For a typical pipeline gas the maximum allowable moisture content is 7 lbs/mmscft. At 490 psia the moisture
dew point can be determined from figure 2 and is equal to 23°F. The minimum gas temperature to avoid mois-
ture condensation is equal to the moisture dew point plus the required superheat, or 23° + 18° = 41°F.
21
For hydrocarbons, the maximum expected hydrocarbon dew point should be determined by consultation
with the gas supplier and a review of historical data if available. The hydrocarbon dew point will be depen-
dent on the source of the gas, the degree of gas processing and may vary seasonally with overall gas demand
and the economics associated with liquids removal and recovery. For a fuel with a maximum hydrocarbon
dew point of, for example, 35°F at 490 psia, the minimum gas fuel temperature is 42° + 35° = 77° F. As this
temperature in this example is higher than the minimum required to avoid moisture condensation, it esta-
blishes the minimum gas temperature to avoid both hydrocarbon and moisture condensation. In cases where
the hydrocarbon dew point is typically less than about 8°F, the minimum gas temperature will be determined
by the moisture requirement, assuming a moisture content of 7 lbs/mmscft is applicable.
APPENDIX 5
RELATED SPECIFICATION DOCUMENTS
GER 3419(10) - Includes specifications for compressor inlet air quality
GEK 4189(2) - Includes heated gas fuel temperature limits
GER 72281(12) - Includes steam purity requirements in steam turbines
GER 101944(11) - Includes water and steam purity requirements in gas turbines
GEK 106669(13) - Includes cooling steam purity requirements for H class gas turbines
GEK 107230(1) - Includes allowable alkali metal concentrations for FB and H class gas fuels
REFERENCES
1. GEK 107230 Specification for Alkali Metal Contamination in Fuels for the FB and H Model Gas Turbines
2. GEK 4189 Design Considerations for Heated Gas Fuel
3. Obtaining Natural Gas Samples for Analysis by Gas Chromatography, GPA Standard 2166, Gas
Producers association, 6526 East 60th Street, Tulsa, Oklahoma
4. Tentative Method of Extended Analysis for Natural Gas and Similar Gaseous Mixtures by Tempera-
ture Programmed Gas Chromatography, GPA Standard GPA 2286, Gas Producers association, 6526
East 60th Street, Tulsa, Oklahoma 74145
5. Bureau of Mines Bulletin 503, Flammability Characteristics of Combustible Gases and Vapors, 1950
6. Bureau of Mines Bulletin 622, Flammability Characteristics of Combustible Gases and Vapors, 1965
7. Natural Gas, E. N. Tiratsoo, Scientific Press Ltd., Beaconsfield, England, 1972
8. GER 3942 Gas Fuel Clean-up System Design Considerations for GE Heavy-Duty Gas Turbines
9. MR0175, NACE Standard, Sulfide Stress Cracking Resistant Metallic Material for Oilfield Equipment
10. GER 3419 Gas Turbine Inlet Air Treatment
11. GEK 101944 Requirements for Water/Steam Purity in Gas Turbines
22
12. GEK 72281 Steam Purity Recommendations for Utility Steam Turbines
13. GEK 106669 Specification for Cooling Steam Purity for Closed Circuit Steam Cooled Gas Turbine
14. ASME Handbook “Water Technology for Thermal Power Systems”, chapter 12.
15. Hysys, a gas process simulation program. Hyprotech Corporate Headquarters, Suite 800, 707 – 8th
Avenue SW, Calgary, Alberta T2P 1H5, Canada, Phone:403 520 6000
23
GE Power Systems

518 • 385 • 2211 TX: 145354
GER-3942
GAS FUEL CLEAN-UP SYSTEM DESIGN CONSIDERATIONS

FOR GE HEAVY-DUTY GAS TURBINES
C. Wilkes
GE Power Systems
Schenectady, NY
INTRODUCTION Worldwide, with a few exceptions such as

GE heavy-duty gas turbines are capable of Canada, gas fuel liquids have been a problem
burning a variety of gaseous and liquid fuels, for many years. Problems first arose when liquid
including low heating value gases (e.g., syngas slugging caused major problems with standard
and steel mill gas), land fill gas, petroleum combustor machines, often causing hot gas path
naphthas and residuals. These fuels var y in damage. Application of advanced-technology
hydrocarbon composition, physical properties, combustion systems in these areas requires close
concentrations of potential pollutants and trace attention to the gas clean-up system to ensure
metals. that both condensed liquids and practically all
Within the last decade, GE has developed particulate matter are eliminated at the inlet to
the gas fuel control module.
advanced-technology combustion systems that
Untreated gas can result in fuel nozzle plug-
can burn natural gas and achieve NOx emissions
ging from particulates and erosion of compo-
of 15 ppmv or less without the need for water or
nents exposed to high velocities in the gas sys-
steam injection. During this same period, the
tem. Liquid car r y-over in natural gas has
quality of the natural gas supply within the U.S.
resulted in premature combustion component
has changed. More specifically, heavy hydrocar-
distress (liners, cross-fire tubes and fuel nozzles)
bon liquids are now commonly found in the gas
and has affected reliability and availability for all
supply delivered to power plants.
What happened during the past 10 years to types of combustion systems, including Dry Low
promote this situation? The passage of the NOx (DLN).
Federal Energy Regulatory Commission (FERC) For DLN advanced technology combustors to
Order 636 (Reference 1) in 1991 opened access operate properly, it is absolutely essential that
to transportation pipelines to all gas suppliers the gas fuel supplied meet the GE specification
and eliminated the semi-monopolistic contracts and be free of all liquids and particulates. This
that limited access to one or more suppliers. specification is documented in GEI 41040E
In addition, FERC 636 changed the way in (Reference 2).
which natural gas is sold by requiring producers, This paper discusses where particulates and
transporters and local distributors to sell gas on liquids in gas fuel originate and why they are not
a therm or energy basis. This created increased being removed with the wide range of gas pro-
competition within the natural gas industry and cessing equipment available in the market.
drove suppliers to produce gas at minimum cost
in order to compete on the open market. It is
now not uncommon for large users to negotiate GAS CLEANLINESS AND
daily contracts based on the lowest gas price QUALITY REQUIREMENTS
available for that day. It is important that only clean dry gas be used
Higher hydrocarbons in the form of gas or liq- as a fuel for advanced-technology gas turbines.
uid can contribute significantly to the heating Particulate matter, such as rust, scale, and dirt,
value and are, therefore, a valuable constituent can usually be removed easily through filtration
of natural gas. As a result of stiff competition, and separation techniques. The removal of liq-
stripping these heavier components from the gas uids, such as water and liquid hydrocarbons, can
in cryogenic processing plants has become less be more difficult. Many factors that influence
economic. A consequence of this change is that liquid removal, such as droplet size and distribu-
hydrocarbons beyond C6 are now common in tion, are hard to quantify. This can result in liq-
many gas supplies. Depending on pressure, tem- uid hydrocarbons being admitted into gas tur-
perature and concentration levels, the heavier bine fuel system and combustion equipment.
hydrocarbons can form liquids and have a very Even extremely small amounts, if allowed to
significant effect on hydrocarbon dew point. accumulate in downstream piping, can cause
1
GER-3942
damage. This fact, combined with the general • Glycols from dehydration processes
degradation of gas quality in the U.S., makes it • Calcium carbonate
especially important to carefully monitor gas • Gas hydrates and ice
quality and to take corrective actions, if neces- • Construction debris
sary, to meet GE fuel specification GEI 41040E Construction debris is common and includes
in order to prevent equipment damage. materials such as weld slag, grinding particles,
grit, portions of welding rod, metal shavings,
GE Gas Fuel Specification GEI etc. Despite gas line pigging and vigorous blow-
41040E downs, which are necessary and recommended,
some contaminants will be found in the gas sup-
In summary, this document defines for limita- ply, especially during the early commissioning
tions on particulate matter size to no more than period. During this phase, extra precautions are
approximately 10 microns, calls for the elimina- taken by installing temporary “witch hat” fine
tion of all liquids at the inlet to the gas turbine mesh strainers at the inlet to the gas control
control module and specifies the minimum and module and selected sections of gas piping with-
maximum requirements for fuel supply pres- in the turbine enclosure.
sure. Other limitations and qualifications may Once satisfactor y operation has been
also apply and the user is encouraged to review achieved and the temporary strainers no longer
the details in this document. pick up debris and contaminants, they are
A superheat temperature of at least 50 F/28 C removed. Installation of these strainers does not
above the moisture or hydrocarbon dew point is provide a substitute for a properly engineered
required to eliminate liquids. Meeting this gas clean-up system and frequent outages will be
requirement may require heating the gas if required to clean or replace the strainers if an
heavy hydrocarbons are present. Reasons for adequate filtration system is not installed.
specifying gas superheat are:
• Superheating is the only sure method for
eliminating all liquids at the inlet to the gas GAS CLEANLINESS AND
control module QUALITY ISSUES
• It provides margin to prevent the formation Gas fuel quality and cleanliness issues that
of liquids as the gas expands and cools affect the gas turbine operation are:
when passing through the control valves • Variation in heating value
Why 50 F/28 C minimum superheat? • Autoignition or hydrocarbon liquids
• It is an ASME-recommended standard • Particulates that lead to erosion and plug-
(Reference 3) that 45 F to 54F (25 to 30 C) ging
of superheat be used for combustion tur-
bine gaseous fuel.
• Calculations show the 50 F/28 C minimum
Variations in Heating Value
superheat requirement will prevent liquid Variation in the heating value as a result of
formation downstream from the control gas phase composition variation affect gas tur-
valves and is verified by field experience bine emissions, output and combustor stability.
• Some margin is provided to cover daily vari- Changes greater than 10% require gas control
ations in dew point hardware modifications, but are not a common
• Vaporization time for liquid droplets problem in a stabilized distribution systems.
decreases as superheat temperature increas- Some local distribution companies use
es propane/air injection as a method for stabiliz-
ing variations in heating value. The quantity of
Gas Fuel Contaminants air injected is well below that required to reach
the rich flammability limit of the gas and poses
Some of the contaminants that are introduced no safety issues.
into the natural gas supply as a result of the pro- Variations in heating value could be an issue
duction and transportation processes are: if gas is purchased from a variety of suppliers
• Water and salt water depending on the daily or weekly variations in
• Sand and clay gas price. In this situation, the user should
• Rust ensure that the variations are within the values
• Iron sulfate, iron and copper sulfide allowed by the contract agreement with GE. On-
• Lubricating oil, wet scrubber oil, crude oil line instruments that determine and monitor
and hydrocarbon liquids heating value are available from several suppli-
2
GER-3942
ers and should be used if significant variations cases, premature ignition of the pre-mixed
are expected. gases, often called “flashback.”
Slugging of hydrocarbon liquids affects the Because of the seriousness of the problem,
energy delivered to the turbine and can result in GE specification 41040E does not allow any liq-
significant control problems and potential hard- uids in the gas fuel. Furthermore, to prevent
ware damage. For this and other reasons condensation in the gas fuel manifolds, which is
described below, all liquids must be eliminated caused by gas expansion through the control
from the gas supplied to the turbine. valves, this specification requires a minimum of
50 F/28 C of superheat at the turbine speed
Autoignition of Hydrocarbon Liquids ratio valve inlet flange. This value provides a
degree of safety and is within the ASME recom-
Removal of liquids has become more of a con- mended values for dry gas fuel (Reference 3).
cern during the past several years as gas quality
has decreased. Liquids are formed from the con- Particulates in the Gas Stream
densable higher hydrocarbons found in natural
gas, generally those higher than about pentane The gas turbine operating issues with particu-
(C 5 ), as well as moisture from water vapor. lates in the gas stream are fuel nozzle plugging,
Moisture is undesirable because it can combine erosion and deposition.
with methane and other hydrocarbons to gener- Of the three, fuel nozzle plugging has a more
ate solids in the form of hydrates. Hydrate for- severe and immediate impact on normal opera-
mation and prevention is discussed in tion. Since the gas fuel nozzle hole sizes on DLN
systems are smaller than those used in diffusion
“For mation of Solids — Particulates and
flame combustors, they are more prone to plug-
Hydrates.”
Hydrocarbon liquids are a much more serious ging. Plugging will result in poor fuel distribu-
issue because liquids can condense and collect tion from nozzle to nozzle and combustor to
over long periods of time, then result in liquid combustor and increase emissions and exhaust
slugging as gas flow rates are increased after a temperature spreads. Plugging could also lead
period of reduced power operation. This can to fuel flow split deviations between gas mani-
lead to: folds, which could lead to poor emissions and,
• Uncontrolled heat addition in worst case, to autoignition and flashback.
• Autoignition at compressor discharge tem- Eliminating plugging is especially important
perature (625 F to 825 F/329 C to 451 C during commissioning and early commercial
range) operation, or after work has been performed on
• Potential for promoting flashback and sec- the pipeline, when accumulated dirt and con-
ondary/quaternary re-ignitions struction debris can become entrained with the
fuel.
• Varnish-like deposits
If plugging occurs, the nozzles will need to be
Carry-over of liquids to the turbine can result cleaned. Since the disassembly, cleaning and
in uncontrolled heat release rates if sufficient reassembly process can take several days, the
quantities are present, resulting in possible dam- availability of the unit can be adversely impacted.
age to the hot gas path. A more common prob- Erosion problems can result if excessive quan-
lem, however, is with the exposure of small tities of particulates are present, depending on
quantities of hydrocarbon liquids to compressor the nature and size of the material. The GEI
discharge air. Dry Low NOx combustion systems 41040E fuel specification calls for removal of
require pre-mixing of gas fuel and compressor particulates greater in size than approximately
discharge air in order to produce a uniform 10 microns (see specification for added qualifi-
fuel/air mixture and to minimize locally fuel- cations) to prevent erosion and deposition.
rich NOx-producing regions in the combustor. Particles smaller than about 10 microns tend to
Typical autoignition temperatures (AIT), the follow the gas stream, rather than striking the
temperatures required for spontaneous combus- pressure containment vessel walls and, there-
tion with no ignition source, for these liquids fore, result in a significant decrease in erosion
are in the 400 F to 550 F (204 C to 288 C) range rate.
and fall below compressor discharge tempera- The gas control valves are designed to operate
ture. Exposure to compressor discharge air in a choked flow condition and are, therefore,
above the AIT will result in instantaneous igni- exposed to velocities up to the local speed of
tion of the liquid droplets, causing, in some sound. Erosion rates are exponentially propor-
tional to particle velocity and areas that experi-
3
GER-3942
ence high gas velocities, such as orifices and Hydrate formation is more likely to be found
valve seats, are more susceptible to erosion. in offshore pipeline systems because of the high
Nozzle and bucket deposition can also be a pressures and cooler temperatures. Fortunately,
problem, depending on the nature and concen- all transportation companies recognize the need
tration of the particles, even for those of less to remove water to prevent hydrate formation
than 10 microns in diameter. For this reason, and resulting pipeline equipment blockage
GEI 41040E limits the concentration of particu- problems. Water is typically limited to a nominal
lates from all sources and sizes to no more than value of between 4 and 7 lbs per million stan-
600 ppb at the first stage nozzle inlet. dard cu ft. (64.1 to 112.1 kg/mmscm). It is
removed to this level by treatment equipment
Formation and Carry-Over of Solids: that use chemical scrubbing with methanol or
Particulates and Hydrates ethylene glycol; some carry-over of the scrub-
bing liquid may occur. Occasionally, a process
Most solids found in natural gas are due to upset may occur and spillover of inhibitors into
the slow oxidation and corrosion of the pipeline the gas supply can present a hazard by raising
and are in the form of fine iron oxide particles. the hydrocarbon dew point.
Construction debris such as weld slag, metal Other preventative methods include gas heat-
shavings, sand and even foreign objects are also ing upstream from pressure-reducing stations to
commonly found in new pipelines, especially maintain the gas temperature above the hydrate
during the initial commissioning phase. formation temperature.
Another type of solid material that may be pre-
sent is gas hydrates. Gas hydrates are crystalline Formation and Carry-Over of
materials that are formed when excess water is pre- Liquids: Hydrocarbons and Moisture
sent in a high-pressure gas line. These solids are
formed when water combines with natural gas As the gas fuel is brought to the gas turbine, it
compounds, including condensates, when the gas often passes through a series of pressure-reduc-
temperature is below the equilibrium hydrate for- ing stations before it enters the gas control mod-
mation temperature. Although commonly associat- ule. Further pressure reductions then take place
ed with ice-type crystals, formation temperatures before the gas enters the gas manifolding sys-
can be significantly above 32 F/0 C at pipeline tem. At each pressure-reducing station, the gas
delivery pressures. Hydrates can deposit in stag- will also experience a temperature reduction
nant areas upstream and downstream from orifice due to the Joule-Thompson effect.
plates, valves, tee sections and instrumentation Temperature reductions for a typical natural
lines, causing plugging and lack of process control. gas are shown in Figure 2, which are approxi-
Figure 1 shows hydrate formation lines for mately equal to 7 F for every 100 psid (5.6 C per
two water concentrations for the natural gas list- 1,000 kPa) reduction in pressure, with no heat
ed in Table 3. Location of these lines will vary transfer to or from the gas. Actual temperature
with gas composition and fall above or below the reduction will vary depending on the gas com-
saturated hydrocarbon vapor line. position and local heat transfer conditions.
A system with gas entering the site at 900
psia/6,205.3 kPa and 60 F/16 C can experience
1400 a temperature reduction of 31 F/17.2 C prior to
1200
entering the gas module at the maximum allow-
Hydrate Formation Line able pressure of 450 psia/3,102.6 kPa for FA-
1000 H20 = 23 ppmv
technology machines. Further temperature
Pressure psia
800 reductions will be experienced as the gas passes

Hydrate Formation Line
through the control valves and will be the great-
600 H20 = 230 ppmv
est at low load when control valve throttling is at
400 the highest level.
HC Saturated
200
Liquid Line Reports of frost appearing on the outside of
HC Saturated
Vapor Line the gas piping downstream from the control
0 valves is not uncommon and is not a cause for
-250 -200 -150 -100 -50 0 50 100
alarm, provided the hydrocarbon and moisture
dew points are significantly less than the local
GT25721 gas temperature.
Figure 1. Equilibrium temperature lines for GEI 41040E calls for a minimum of 50 F/28 C
hydrate formation
4
GER-3942
70 entity, nor is it constant with time or geographic

location. As noted in Reference 4, there is signif-
60 icant variation in composition and physical
50
properties of the natural gas supplied to various
Temperature deg. F.
areas of the U.S. This report, prepared by the

40 Specie Mole%%
Mole American Gas Association, quantifies potential
Methane
Methane 95.20
95.20
regional and seasonal variations in the composi-
30
Ethane
Ethane
Propane
2.82
2.82
0.06
tion and properties of natural gas, documents
Propane 0.06
20 i-Butane
i-Butane 0.09
0.09 the peak shaving practices in the U.S. and assess-
n-Hexane
n-Hexane 0.01
0.01
CO
CO2 2 0.61
0.61
es the contribution of the gas composition vari-
10 O
O22 0.02
0.02 ability on the formation of condensates.
N
N22 1.08
1.08
0
While the variation in the composition of the
1000 900 800 700 600 500 400 300 200 100 gas has a small impact on the gas turbine opera-
tion (e.g., emissions), the principal point of con-
GT25722
Figure 2. Joule-Thompson cooling with pres- cern is the formation of condensates as the com-
position of hexanes+ varies. For example, Table
sure reduction
1 of Reference 2 summarizes the maximum and
of superheat above the hydrocarbon dew point minimum values of higher or gross heating
at the entry to the gas module at all operating value (HHV) and C6+ variations found in natu-
conditions. Unfortunately, as liquid carry-over ral gas in the U.S. and Canada.
becomes more common, the hydrocarbon dew Depending on the hexanes+ species, this con-
point increases and condensation has become a
stituent of the natural gas could lead to liquid
serious issue. Separation of the free liquids
hydrocarbon condensation in the gas stream
alone is not adequate, as this results in, at best, a
saturated gas with a dew point equal to the gas supplied to the gas turbine resulting in serious
temperature. damage to the unit. The results of the survey of
Further reductions in temperature down- U.S. natural gas do not show a strong relation-
stream from the separation equipment will, ship between an increase in heating value and
therefore, result in immediate condensation an increase in concentration of C 6+ com-
and formation of additional liquids. For incom- pounds. Location does not appear to be a factor,
ing wet gas, a filter separator and a superheater either; samples from Texas pipelines show both
are essential to prevent the formation of liquids. the highest and lowest values for C 6+ com-
Equipment required for this purpose is dis- pounds.
cussed in “Recommendations for Clean-Up
Equipment and Sizing.”
INDUSTRY EXPERIENCE
WITH GAS FUEL LIQUIDS
NATURAL GAS In recent years, industry experience with liq-
COMPOSITION VARIATIONS uids in natural gas has been poor. Reports of
incidents resulting from carry-over of liquids are
AND IMPACT ON GAS frequent and affect gas turbine from all manu-
TURBINE OPERATION facturers equipped with various types of combus-
Pipeline natural gas is not a homogeneous tion systems.
These reports clearly show that this problem
Table 1 is quite widespread in the eastern half of the
VARIATION OF HEATING VALUE AND C6+ U.S. The absence of data from other sites, how-
ever, should not imply that the western U.S. is
FOR U.S. AND CANADIAN NATURAL GAS exempt from these problems. Table 2 lists the
reported concentration for hexanes+, an indica-
tor of potential liquids, is distributed through-
Country HHV HHV C6+ C6+
out the U.S. Since the potential consequential
Btu/SCFT Btu/SCFT Vol. % Vol. %
damage to the hot gas path from these liquid
Maximum Minimum Maximum Minimum
hydrocarbons is quite severe on dry low emis-
sion units, the gas handling system must be
U.S. 1,208 970 0.5 0.0
designed to eliminate this threat under all con-
Canada 1,106 965 0.4 0.0
ditions.
5
GER-3942
Table 2
REPORTED HEATING VALUES AND C6+ HYDROCARBONS THROUGHOUT THE U.S.
Higher Heating Value, Btu/scft Hexanes plus Hydrocarbons (C6+)

Mean Min Max Mean Min Max
California #1 - A 1,042.2 1,031.1 1,053.9 0.0 0.0 0.1

California #1 - B 1,029.7 1,022.1 1,060.3 0.1 0.0 0.1
California #1 - C 1,039.6 1,032.9 1,049.1 0.1 0.0 0.1
California #1 - D 1,029.4 1,023.6 1,038.2 0.1 0.1 0.1
California #1 - E 1,048.4 1,040.1 1,055.8 0.1 0.1 0.2
California #2 - A 1,039.0 1,024.9 1,050.8 0.1 0.1 0.1
California #2 - B 1,028.4 1,020.2 1,038.2 0.1 0.0 0.1
California #3 1,033.2 1,028.5 1,043.0 0.0 0.0 0.0
California #4 1,017.9 1,005.0 1,038.0 0.0 0.0 0.2
California #5 995.3 986.0 1,011.0 0.1 0.0 0.1
Colorado #1 991.9 971.0 1,035.6 0.0 0.0 0.1
Colorado #2 980.2 970.3 1,006.5 0.0 0.0 0.1
Colorado #3 984.4 974.3 1,012.5 0.0 0.0 0.1
Connecticut 1,027.2 1,022.8 1,033.4 0.1 0.1 0.1
Georgia 1,026.9 1,015.0 1,047.0 0.1 0.0 0.2
Illinois #1 1,028.2 1,017.6 1,081.4 0.1 0.0 0.2
Illinois #2 1,031.3 1,015.2 1,043.6 0.1 0.0 0.2
Louisiana 1,023.1 997.7 1,053.1 0.1 0.0 0.2
Maryland #1 1,033.2 1,027.0 1,046.7 0.1 0.0 0.2
Maryland #2 1,102.3 1,032.1 1,208.1 0.1 0.0 0.1
Maryland #3 1,032.2 1,026.9 1,041.6 0.1 0.0 0.1
Maryland #4 1,030.7 1,025.4 1,039.0 0.1 0.0 0.1
Maryland #5 1,037.2 1,030.3 1,055.6 0.1 0.1 0.1
Maryland #6 1,041.0 1,033.4 1,062.0 0.1 0.1 0.1
Massachusetts #1 1,060.9 1,017.1 1,190.5 0.0 0.0 0.1
Massachusetts #2 1,034.6 1,032.4 1,036.4 0.1 0.1 0.1
Michigan 1,031.4 1,010.5 1,043.7 0.0 0.0 0.1
New Jersey 1,030.4 1,021.0 1,048.0 0.0 0.0 0.2
New York 1,029.6 1,017.5 1,039.4 0.0 0.0 0.0
Ohio 1,044.9 1,010.3 1,096.2 0.1 0.1 0.2
Oklahoma 1,029.6 1,005.5 1,085.9 0.0 0.0 0.2
Pennsylvania #1 - 1 1,029.8 1,023.0 1,041.0 0.1 0.0 0.2
Pennsylvania #1 - 2 1,029.1 1,022.0 1,038.0 0.1 0.0 0.1
Pennsylvania #2 - 1 1,030.0 1,022.2 1,038.4 0.1 0.0 0.2
Pennsylvania #2 - 2 1,029.8 1,023.1 1,048.7 0.1 0.0 0.2
Rhode Island 1,029.6 1,027.0 1,033.9 0.1 0.1 0.1
Texas #1 1,081.2 1,043.6 1,126.8 0.2 0.1 0.5
Texas #2 1,023.8 1,017.0 1,036.0 0.0 0.0 0.0
Texas #3 1,059.3 1,020.0 1,105.0 0.2 0.1 0.4
Virginia #1 1,044.4 1,032.6 1,088.5 0.1 0.1 0.1
Virginia #2 1,039.7 1,029.8 1,088.5 0.1 0.1 0.1
Washington 1,038.5 1,013.0 1,056.0 0.0 0.0 0.0
Wisconsin 1,005.9 980.7 1,043.7 0.0 0.0 0.1
HYDROCARBON AND gas sample and requires analysis to C14 at the

ppmv level. Recent experience has shown the
MOISTURE DEW POINT direct measurement of dew point to be a simple,
DETERMINATION practical and now preferred approach to dew
Two approaches can be used to determine point determination.
the hydrocarbon and moisture dew points: a cal- If the gas entering the facility is known to be
culation method using a representative gas sam- wet, i.e., contains liquids at the operating pres-
ple and extended analysis to C14, and a direct sure, then there is no need to sample or moni-
measurement using a dew point instrument. tor the gas quality. Installation of adequate liq-
The calculation method has been used with uids removal equipment, as described in
some success, but requires careful attention to “Liquids Removal System,” will remove practical-
the details required to obtain a representative ly 100% of all liquids present. At the discharge
of the separator, however, the resulting gas will
6
GER-3942
be in a saturated condition. That is, the gas tem- Sample To Sample

perature will equal the dew point temperature Shut-off Apparatus
Valve Compression Fitting
and superheating by a minimum of 50 F/28 C is (Not Swaged)
required in order to meet the GEI 41040E fuel
specification. Pipe coupling
Replace Drilled Plug
With Blank Plug After
If the incoming gas is in a dry condition, i.e., Use
the gas temperature is at an undetermined level
Full-Port
of superheat, then gas sampling or dew point
Ball Valve
monitoring is necessary in order to determine
Pipe Nipple
the gas quality.
Sample
Threadolet Probe
Gas Sampling Probe Opening
45 deg Miter
Three types of samples are commonly used
for gas analysis. A continuous sample is drawn Swaged Ferrule
constantly from the pipeline into a gas chro- FLOW

matograph to monitor btu content. A composite
Entrained Liquids
sample consists of many smaller samples, each
withdrawn at a specified time interval, to obtain GT25723
an average value over a period of several days or Figure 3. Gas sampling probe
weeks. The third type of sample is known as the
spot sample. This is the sample most often used
to determine hydrocarbon dew point. It is with- gas phase, then the calculated dew point will
drawn from the pipeline by an operator using a equal the gas flowing temperature. Note that if
sample flask. the calculations result in a dew point tempera-
Obtaining a spot gas-phase sample from dry ture above the gas flowing temperature, then
gas that is both representative and repeatable is the sample must have been contaminated with
essential for dew point calculation and is the liquids and either the gas is wet or liquids were
result of using proper sampling techniques. generated during the sampling process.
Sampling procedures can be found in GPA A diagram of a sampling probe is shown in
2166-95 (Reference 5). Figure 3. Note that the opening of the probe
Others have devised their own sampling pro- faces downstream. This assists in the elimination
cedures, e.g., Welker (Reference 6), that are of entrained liquids from the sample.
variations of those found in GPA 2166-95. The Temporary sampling probes can be installed
procedure selected will depend primarily on the and removed from a pressurized line by use of a
nature (wetness) and temperature of the gas. As packing gland seal and isolated from the line
mentioned above, however, if the gas is wet, using a high-quality ball valve. When the probe
there is no need to sample for dew point deter- and packing gland are removed, a pipe plug is
mination. A gas analysis will be required if the installed to provide a second seal in case the ball
gas fuel delivery system is to be fully analyzed. valve leaks. Figure 3 shows this arrangement and
Obtaining a representative gas sample to the incorporates an adjustable probe insertion
degree of accuracy required for calculation of depth feature that allows the probe to be
the hydrocarbon dew point is difficult, and spe- installed and removed without de-pressurizing
cial precautions must be taken to avoid genera- the pipeline. A pipe fitting is welded to the gas
tion of liquids during the sampling process. For line, which is attached to a pipe nipple, the ball
best results, the sample should be taken at or valve, a second pipe nipple and pipe plug or
close to the gas line operating temperature and pipe plug with a packing gland. Care must be
pressure to avoid cooling as a result of expan- taken when removing the probe from a pressur-
sion. ized line to avoid loss of the probe and possible
A sampling probe should always be used to operator injur y. Commercial probes have
extract the sample from the gas line. The sam- expanded sample tips or mechanical stops that
pling probe is a short piece of tubing that prevent full extraction of the probe from the
extends into the middle one-third of the gas packing gland.
stream. The sampling probe helps to minimize
contamination of the sample with liquids and Gas Analysis
particulates that may be present on the walls. If
the gas is wet and the sample consists only of the A gas chromatograph is used in the laborato-
7
GER-3942
ry or the field to analyze the gas sample and Samples must also be taken at the actual
determine the gas composition. The analysis will pipeline pressure and temperature to avoid gas
check for the presence of both hydrocarbons expansion and possible liquid condensation.
and non-hydrocarbons. Once the gas’ composi-
tion is determined, the hydrocarbon and mois- Comparison of Standard and Extended Analysis
ture dew point can be calculated using one of Consider the gas analysis shown in Table 3,
several available software packages. which was taken from an operating power plant
gas supply. In this case, an extended analysis was
Standard Gas Analysis to C6+ performed and the standard analysis mathemati-
A common method for heating value determi- cally generated by summing the C 6+ con-
nation is to use the standard analysis. The stan- stituents. The calculated dew point from the
dard analysis is performed in accordance with extended analysis is more than 23 F/12.8 C
ASTM D1945 (Reference 7) or GPA 2261-95 above that calculated from the standard analysis.
(Reference 8) and lumps together all hydrocar- In extreme cases, differences of as much as
bons above C6 and reports them as “C6+.” The 100 F/56 C have been obser ved. The results
results of the standard analysis should not be shown in Table 3 also illustrate the need for rep-
used for dew point determination unless assur- resentative gas sampling and accurate analysis
ance can be given that no hydrocarbons above due to the sensitivity of the dew point calcula-
C6 are present (i.e., C6 may be present, but no tion to small concentrations of the heavier
C6+). hydrocarbons. Where possible, the gas analysis
Small quantities of heavy hydrocarbons above should be determined to within less than 10
C 6 raise the dew point significantly. Using a ppmv.
standard analysis can result in an artificially low Use of the standard analysis for dew point cal-
dew point determination (see example below). culation could lead to falsely concluding that
Instead, an extended analysis should be used the gas has an acceptable degree of superheat,
except where no C6+ compounds are present. or the superheater could be undersized based
on these results. An exception to this generaliza-
Extended Gas Analysis to C14 tion may be made when the gas is exceptionally
This type of analysis checks for the presence dry and where no hydrocarbons above C6 are
of the heavy hydrocarbons and quantifies their detected. In this situation, a standard analysis is
amounts to the level of C14. The extended anal- acceptable for dew point calculation. Typical
ysis is more complicated and expensive than the hydrocarbon dew point values for this gas would
standard analysis, and not all laboratories can be in the -30 F to -70 F (-34 C to -57 C) range.
provide this service. It is, however, the only type Care must be taken when selecting an analytical
of analysis that will result in an accurate dew service, however, to ensure that the laboratory
point determination. An analysis procedure for has the capability to analyze beyond C6.
C1 through C14 is described in GPA 2286-95 Further information on trace constituents
(Reference 9). that may be present in natural gas can be found
When choosing a lab to perform the gas anal- in Gas Research Institute report GRI-94/0243.2
ysis, one should always seek a facility that special- (Reference 10).
izes in petroleum product testing and analysis.
They are familiar with the unique aspects of nat- Dew Point Measurement
ural gas analysis and sampling; many offer ser- A method for measuring natural gas hydro-
vices and advice that cannot be obtained else- carbon and moisture dew points has been avail-
where. able for almost 60 years. The U.S. Bureau of
Analysis to the single-digit ppmw level should Mines developed a dew point tester in 1938
be requested, but nothing less than two digits (Reference 11) that works on the principle of a
(tens of ppmw) should be accepted. It is impor- chilled mirror. The mirror is contained within a
tant to confirm that the reported laboratory val- pressure vessel and is exposed to the gas stream
ues are obtained by measurement and not at pipeline pressure. The mirror is gradually
through a simple mathematical normalization cooled until condensation droplets begin to
procedure to six decimal places. It should be appear on the surface of the mirror. Two sepa-
clear that when dealing with concentrations at rate dew points, moisture and hydrocarbon, are
this level, absolute cleanliness is essential and measured depending on the nature of the
samples can be easily contaminated in the field. droplets on the mirrored surface. This type of
8
GER-3942
Table 3
COMPARISON OF STANDARD AND EXTENDED
GAS ANALYSES ON CALCULATED HC DEW POINT
Standard Analysis to C6+ Extended Analysis to C14

Specie Name Weight % Weight %
N2 Nitrogen 2.6206 2.6206

CO2 Carbon Dioxide 21.0489 21.0489
H2O Water Vapor 0.0023 0.0023
CH4 Methane 53.4414 53.4414
C2H6 Ethane 9.4684 9.4684
C3H8 Propane 7.5156 7.5156
C4H10 i-Butane 1.8906 1.8906
C4H10 n-Butane 0.7127 0.7127
C5H12 n-Pentane 0.4612 0.4612
C6H14 n-Hexane 0.8252 0.3840
C7H16 n-Heptane — 0.3169
C8H18 n-Octane — 0.1132
C9H20 n-Nonane — 0.0102
C10H22 n-Decane — 0.0006
C11H24 u-Undane — 0.0001
C12H26 Dodecane — 0.0000
C13H28 n-Tridecane — 0.0002
C14H30 n-Tetradecane — 0.0000
Totals 100.0000 100.0000

HC Dew Point @ 465 psia 37.6 60.9
measurement provides a direct reading of dew from expansion and the risk of liquid condensa-
point without the need to apply corrections. tion. Dew point measurements complement the
Pressure within the chamber can be varied to gas samples and help with model calibration.
determine the effect on dew point. The advantages of the Bureau of Mines dew
point tester are:
Bureau of Mines Dew Point Detector • Elimination of the uncertainty associated
The simple instrument developed by the with sampling and analysis as the primary
Bureau of Mines has been commercialized by at means of dew point determination
least one manufacturer in the U.S. The princi- • Simple and easy to use
ple of operation is described above. This type of • Claimed accuracy is +/-0.2 F (+/-0.1 C) for
instrument is portable and intended for spot an experienced user
sampling, requiring an operator with some skill • Identifies moisture, hydrocarbon, glycol and
and experience to achieve repeatable results. alcohol dew points
GE has experience with this instrument and can • No electrical power required — intrinsically safe
provide a limited amount of information and
advice on its use. Automatic Dew Point Monitor
This method of determining dew point has An on-line device to automatically determine
become the preferred approach because it is a hydrocarbon dew point has many advantages
direct measurement requiring no calibration or over the difficulties involved with gas sampling
calculation and interpolation of physical proper- and extended analyses. As of August 1996, how-
ties data of complex hydrocarbon compounds. ever, only one commercial manufacturer has
For gas system modeling, however, gas samples been identified that makes this type of equip-
and subsequent analysis are still required in ment. The advantages of automatically monitor-
order to determine temperature reductions ing hydrocarbon dew point include:
9
GER-3942
• Elimination of the uncertainty associated sure drop is reached for a given volumetric flow
with sampling and analysis as the primary rate of gas.
means of dew point determination For peaking units, it is acceptable to install
• Potential for automatically adjusting gas one filter vessel, but for base loaded units, two
temperature with changes in hydrocarbon units located in a duplexed arrangement are
dew point as a result of both transient and required. The duplexed arrangement permits
long term gas composition changes isolation of one vessel for maintenance while the
• Elimination of unnecessary heat addition other is in operation. Under no circumstances
and possible decrease in overall plant effi- should a bypass line be installed with the inten-
ciency tion of using the bypass line for maintenance
• An alarm to alert plant operators that purposes.
potential damage may result if corrective Sizing of the equipment can be determined
action is not taken, e.g. increase superheat based on discussions with the vendor. In gener-
temperature al, the only considerations for sizing are dirt
GE is in the process of evaluating a monitor holding capacity and allowable pressure drop,
of this type and expects to field test a unit dur- which determine the size of the vessel and the
ing late 1996 and early 1997. number of elements. If the gas is to be heated
prior to filtration, then the filter elements must
Gas Liquids Detector meet the maximum gas temperature require-
An alternative liquids detection device has ments.
been used by Gasunie, a pipeline transportation Special considerations must be given to start-
company in the Netherlands. This device ing up a new installation or after work has been
extracts a small gas sample that is cooled to the conducted on the gas supply line. Under these
maximum allowable dew point for incoming gas. circumstances, construction debris will most
If liquids are condensed, then the gas supplier is likely be present and will be carried along with
shut off until corrective action is taken. A com- the gas as the flow rate increases. Fine mesh
mercial supplier in Europe sells a device that strainers are installed in the gas line as last
works on this principle. chance filters immediately upstream from the
control valves and the gas manifolds to protect
the fuel nozzles from plugging. The strainers at
RECOMMENDATIONS FOR the inlet to the gas manifolds are temporary and
CLEAN-UP EQUIPMENT will be removed prior to commercial operation.
Forty micron strainers will prevent short-term
AND SIZING nozzle plugging but do not fully protect against
When specifying gas clean-up equipment, it is long-term erosion problems. For this reason,
important that consideration be given not only installation of last-chance strainers should not
to equipment size and removal capabilities, but be considered a substitute for a properly design
also to the overall solids and liquids removal simplex or duplex particulate filter or filter/sep-
process. If liquid separation equipment is arator.
required, including a coalescing filter, then The strainer in the inlet supply pipe is perma-
solids removal is automatically taken care of. nently installed (removable for cleaning purpos-
If the gas is known to be dry, meets the 50 es) and protects the fuel nozzles and acts as a
F/28 C minimum superheat requirement and flag to indicate non-compliance with GEI
no liquids removal equipment is installed (e.g., 41040E. A well-designed filtration system will
some LNG meet this requirement), then a par- prevent particulate build-up on the strainer
ticulate removal filtration system will be once the initial dirt and other contaminants
required. have been removed from the system.
Particulate Removal System Liquids Removal System

The recommended particulate removal The recommended clean-up system will
equipment is a filter system that is designed with include the following equipment in the follow-
an absolute removal rating of 3 microns or less. ing order:
The equipment is normally available in a vertical • Pressure-reducing station
configuration and consists of a series of parallel • Dry scrubber
filter elements attached to a tube sheet. The ele- • Filter/separator
ments are changed once a predetermined pres- • Superheater
10
GER-3942
In special circumstances, an additional heater both liquid and solid contaminants from the gas
may be required upstream from the pressure stream. There are several ways to accomplish
reducing station if the incoming gas pressure is this, the most common being the use of cen-
unusually high, above approximately 1,000 trifugal separators, slug and mist eliminators fol-
psia/6,895 kPa, or if the gas has a high moisture lowed by gas filters and combination
content. In this situation the expansion and liquid/solid separators.
cooling downstream from the pressure-reducing The first item that is required for selecting
valve may require upstream heating to avoid the the correct equipment is a detailed analysis of
formation of hydrates and slugging of con- the available gas. This should include a gas sam-
densed hydrocarbons that would other wise ple analysis from various sources, such as after
remain in the gas phase throughout the liquids pressure reduction or compressor station, or
removal process. This heater, most likely, will another source that will be representative of the
not provide sufficient energy to meet the 50 gas just upstream from the combustion gas tur-
F/28 C minimum superheat requirement at the bine.
gas control module inlet, while at the same time, The second stage in the selection process is
may prevent collection of free liquids for the equipment sizing. Since the efficiency of the
reasons stated above. equipment in item 1 above will fall with a reduc-
Heaters are commonly found upstream from tion throughout, it is recommended that the
scrubbers and filter/separators. While this may design point of inertial separation equipment be
be acceptable for some applications, this selected at 5% to 10% below the maximum
arrangement is not recommended for gas tur- expected flow rate. Most inertial separators will
bine applications. Heating the fuel upstream maintain high efficiency up to 10% above the
from a separator will raise the gas temperature, design flow rate; check with the supplier for
possibly above the dew point, and little or no liq- details.
uids will be removed. A lack of liquids in the Equipment should be located as close as pos-
separator drain tank is no guarantee that the sible to the combustion gas turbine. This is espe-
fuel will meet GEI 41040E requirements. cially true of the superheater since liquids can
Further heating may be required in order to condense in the line downstream from the
meet the 50 F/28 C minimum superheat heater after the unit has shut down — the short-
requirement. er the line, the lower the volume of conden-
sates.
Processing Equipment
To ensure the correct equipment is specified
Processing Equipment Description
for a given gas fuel, the following should be A brief description and simplified sketches of
investigated before supplying and installing any the various types of clean-up equipment follows.
gas processing equipment to a particular site.
• For an existing power plant, an accurate gas Dry Scrubbers
sampling and analysis from the site taken Dr y scrubbers are multiple-cyclone (multi-
upstream and prior to any fuel gas treat- clones) inertial separators that remove both liq-
ment equipment, and also at the combus- uids and solid materials without the use of
tion gas turbine fuel gas manifold. scrubbing oils or liquids. A typical cross-section
For new construction, the sample should is shown in Figure 4. They are virtually mainte-
be taken from a flowing gas stream in the nance-free except for blowdown of the drain
pipeline as near as possible to the proposed tank. A multi-clone scrubber will operate with a
site high separation efficiency greater than about a
• Site reviews of in-line gas treatment equip- 4:1 turndown in volumetric flow rate. Only one
ment by manufacturers’ technical represen- gas turbine should, therefore, be placed down-
tatives stream of each dry scrubber. A dry scrubber is
• Fuel gas treatment equipment flow design not generally recommended for slugging condi-
review by the responsible engineer tions; however, a modified dry scrubber design
to handle slugs can be made available.
Dry scrubbers should be combined with coa-
DESIGN STEPS FOR SIZING lescing filters in order to provide protection
AND LOCATION over the entire operating range of the gas tur-
Fuel gas conditioning requires the removal of bine. Both vertical and horizontal configura-
tions are available. Typically, vertical units are
11
GER-3942
GT25724 GT25725
Figure 4. A vertical multi-clone dry scrubber Figure 5. Vertical gas separator (inertial vane-
type)
used for the relatively small volumetric flow inside of the tube or from the outside of the
rates for a single gas turbine; the horizontal tube. A baffle at the inlet to the filter housing
units are used to treat larger volumetric flow will deflect liquid slugs and larger particulates to
rates experienced in gas pipelines. the sump. The wet gas containing fine droplets
In some cases, a dry scrubber may be installed flows though the filter where the droplets col-
to protect a pressure-reducing station serving lide with the fibrous filter material. The droplets
multiple gas turbines. In this situation, some liq- coalesce with others and form larger droplets
uid carry-over can be expected when the gas that are then removed from the filter element
demand is low because of low load or out of ser- by gravity and collected in the sump.
vice operation that extends the turndown A sectional view of a coalescing filter is shown
beyond the manufacturers recommendations. in Figure 6. The gas enters the inside of the fil-
ter elements and flows outward. Very small liq-
Gas Separator uid droplets are coalesced into larger droplets as
A gas separator operates on a similar inertial they travel through the filter elements. These
separation principle as the multi-clone dr y large droplets then fall away from the outer sur-
scrubber. Figure 5 shows a sectional view of a face of the elements and are collected in the
typical gas separator of this type. Wet gas passes bottom of the vessel. A properly sized filter will
through an inlet baffle to remove liquid slugs prevent the re-entrainment of liquid droplets
and then through a series of angled vanes that into the gas stream, but the efficiency of this
impart inertial forces on the remaining liquid device will drop off dramatically if operated
droplets. The droplets strike the vanes and are beyond its design flow rate.
removed from the flow stream by gravity. Vane Coalescing filters should always be preceded
separators are available in either vertical or hori- by a stage 1 liquid and solid removal device to
zontal configurations and are recommended for prevent the entry of gross amounts of contami-
applications where slugging can occur. nation. Filter elements require periodic replace-
ment; duplexing may be desirable. Installation
Coalescing Filter of coalescing filters should be seriously consid-
Coalescing filters are normally used in con- ered where gas compressors are located; these
junction with a dry scrubber where removal of are the only devices capable of removing the
practically all liquid droplets is required. fine oil mists that are sometimes introduced into
Typically, coalescing filters will remove all the gas stream from the compressor.
droplets and solids larger than about 0.3
microns. The filter unit consists of a vertical Combination Separators
pressure vessel that contains a number of paral- The filter separator combines changeable fil-
lel tubular filter cartridges. Depending on the ter elements along with vane mist eliminator in
supplier, inlet gas flow can be either from the a single vessel, as illustrated in Figure 7. The gas
first passes through the filter elements, enabling
12
GER-3942
Outlet
Coalescing
Filter
Elements
Drain
Connection
Multi-Clone
Inertial
Separator
Inlet
Drain
Connection
GT25726
Figure 6. Coalescing filter
GT25728
Figure 8. Absolute separator
Inlet
Inlet
Chamber Vane
Filter Separators
Elements
Absolute Separator
The absolute separator shown in Figure 8 is a
Outlet
two-stage device similar to the filter/separator,
except the unit is configured in a vertical
arrangement and the method of separation is
reversed. Here, multi-cyclones or vanes are used
to inertially separate the larger droplets in the
first stage.
Drain Tanks The partially cleaned gas passes on to stage 2,
which consists of coalescing filters. Flow through
GT25727 the filters is from the inside out. The coalesced
Figure 7. Combined filter-separator droplets form on the outside of the filter and
are then drained by gravity to a collection tank.
There are several advantages to this type of liq-
smaller liquid particles to be coalesced while the uid removal device, including a higher removal
solids are removed. Because of the coalescing efficiency in the droplet diameter range of 0.01
effect, the vane is able to remove more free liq- microns to 4 microns. Inertial removal of solids
uid particles than either the dry scrubber or the and liquids in the primary separator section also
vertical gas separator alone. This combines the unloads the filter elements in the second sec-
efficiency of the vane separator with that of the tion, allowing fewer to be used and reducing the
coalescing filter in one vessel. overall vessel diameter.
As with the coalescing filter described above,
the filter separator maintains its guaranteed sep-
aration efficiency from 0% to 100% of its design
flow capacity. Filter separators are often used in
lieu of filters when high liquid rates are expect- Fuel Heating
ed. The filter separator also removes solids from
the gas stream, but must be taken off-line peri- Fuel heating to raise the temperature of the
odically in order to replace the dirty filter ele- gas to 50 F/28 C above the hydrocarbon dew
ments. For this reason, base-loaded units require point may be required per the GEI 41040E fuel
a duplex arrangement that permits mainte- specification. Three basic types of heater are
nance to be performed on one unit while the available; each has economic, maintenance and
other is in service. operating advantages and disadvantages.
13
GER-3942
dation. Heating elements can be easily replaced

Hot Gas
Cold Gas Inlet and no intermediate heat transfer fluid is
Discharge
required, a concern in freezing climates, which
Electrical Heating
reduces maintenance costs.
Elements
Gas- or Oil-Fired Heaters
Heaters of this type are readily available and
already in use throughout the world. Figure 10
shows a sectional view of this type of heater. An
intermediate heat transfer fluid is generally used
for safety purposes.
In cold climates, a mixture of ethylene glycol
and water or equivalent prevents freezing, ele-
vates the boiling temperature of the water and
GT25729 reduces the heat exchanger surface area. The
Figure 9. Electrical gas heater thermal efficiency of these units is reasonably
high; about 80% of the heat generated is trans-
fer to the gas and the remainder is discharged in
Electrical Heaters the flue gas. Heat added to the gas fuel, howev-
Electrical heaters are the most convenient er, reduces the quantity of fuel required by the
type of fuel heater to use and install. Figure 9 gas turbine and offsets the fuel required by the
shows a sectional view of an electrical heater. A heater to some extent.
simple control system can maintain a constant Larger foundations are required for this type
exit temperature or a constant temperature rise of heater, and several burners may be required
within the capacity limits of the equipment as in order to provide improved thermal response
fuel flow rate varies. Thermal efficiency is close and turndown capabilities. Operating costs are
to 100% in that all of the electricity used is con- significantly lower than an electrical heater, but
verted into heat and is used to raise the gas tem- maintenance and capital costs are higher.
perature, neglecting losses to the ambient sur- Difficulty in tracking rapid fuel demand changes
roundings. The electricity used to power the of the gas turbine may be an issue for peaking
equipment, however, is being produced at 30% units or during startup.
to 40% efficiency for simple-cycle machines; the
overall energy efficiency is approximately one- Waste-Heat-Fired Fuel Heaters
half, or less than that of gas- or oil-fired heaters. This an option for combined-cycle units
The capital cost is the lowest of the three where low-grade heat (hot water) may be readily
types, but the operating expense is, therefore, available. The advantage of this type of heater is
the highest, while maintenance cost are relative- that no fuel penalty is incurred and the overall
ly low. The electrical heater is simple in con- thermal efficiency of the power plant may be
struction, compact and requires a smaller foun- increased. Disadvantages are higher capital cost,
Exhaust Stack
Hot Gas
Discharge
Cold Gas Inlet

Burner Fuel
FIRETUBE Inlet
Water Filled
Burner
GT25730
Figure 10. Indirect- fired gas heater
14
GER-3942
increased maintenance and installation costs for

Hot Water
larger foundations. Hot Gas Cold Gas Inlet
Inlet from
Discharge HRSG
This type of a system is more suited for base-
loaded units because of lack of heating during
startup. Construction is of the tube and shell
type and is heavier than the indirect-fired heater
to accommodate the 400+ psia/2758+ kPa pres-
surized water supply. A typical shell and tube
heater is shown in Figure 11.
Dual-Source Heaters
These gas fuel heaters are similar to the waste-
heat-fired heater but can also be fired using a
remote gas burner. The advantage of this type of Warm Water
Discharge to HRSG
heater is that the remote burner can be used if
the gas turbine is operating in simple-cycle GT25731
mode and during startup to ensure that the gas Figure 11. Waste-heat gas fuel heater
is completely free of liquids during all phases of
the operation. Figure 12 shows a simplified If the gas is dry with ample superheat and the
schematic — less control valves — that illustrates expected daily, weekly and monthly variations
the dual heat source. are well known, then a simplex or duplex partic-
ulate filter, as shown in Figure 13, is all that may
Equipment Arrangement be required. An example of this type of applica-
tion is a site burning LNG where the supplier
For sites where the specific quality of the gas has guaranteed no hydrocarbons higher than
is unknown, a vertical gas separator followed by
C5 and where the gas temperature delivered to
either duplex multi-tube filters or filter separa-
the site is well above the hydrocarbon dew point.
tor and superheater is recommended. Each of
the duplex units must be designed for 100% of For example, a gas with a moisture and hydro-
the system flow rate so that one can stay on-line carbon dew point of less than -50 F/-46 C and a
while maintenance is being performed on the gas delivery temperature of about 55 F/13 C
other. would meet this description.
The following are six gas conditioning sys- Allowance must be made for temperature drop
tems, from the simplest scrubber to the most through the pressure-reducing station, but with a
complex skid package engineered specifically to superheat temperature of 105 F/35 C, there
meet the individual need of a customer. should be no concerns with liquid condensation.
Cold Gas Inlet Hot Gas

Auxiliary
Discharge
Heater
Exhaust
Auxiliary
Heater Return to
Heat
Auxiliary Fuel
Recovery
Steam
Generator
From I/P
Feedwater
Supply
GT25732
Figure 12. Simplified schematic for a dual-source gas fuel heater
15
GER-3942
GT25733 GT25735
Figure 13.Simple particulate filtration used for Figure 15.Dry scrubber installed to protect
dry gas filter separator against excessive
slugging conditions
There is a need for particulate removal,
regardless of the quality of the gas, since particu- ter/separator and superheater are required as
lates can be generated by spallation of rust and before. The heat input can be minimized
other corrosion products within the pipeline. upstream, heating to a level that avoids hydrate
Stainless steel piping is required downstream for mation and allowing the downstream
from the particulate filter. filter/separator to remove liquids by physical
If the gas is wet but without excessive liquids separation.
and no slugging potential upstream from the The hydrate formation temperature may be
pressure-reducing station, then single- or above or below the hydrocarbon dew point tem-
duplexed-filter/separators are recommended, perature, depending on gas composition and
followed by a heater that will provide a mini- moisture content. If it is above the hydrocarbon
mum of 50 F/28 C of superheat. Figure 14 dew point, then a re-arrangement of equipment
shows this arrangement with a single filter/sepa- may be beneficial to avoid installation of two
rator. heaters. A minimum superheat temperature of
If the pressure drop through the pressure- 50 F/28 C must be maintained at the gas mod-
reducing valve is greater than about 300 ule inlet.
psi/2,068 kPa and the temperature reduction If multiple units are present on-site, a com-
could cause slugging downstream, then a dry mon clean-up system is often used to protect the
scrubber upstream from the filter separator may pressure-reducing station, but individual
be required depending on the manufacturer’s filter/separators and heaters must then be
recommendations. Figure 15 shows this arrange- installed downstream to protect each unit.
ment. Figure 18 shows the arrangement of individual
If the gas is wet and slugging is present in the filter/separators and superheaters.
incoming gas supply, a dr y scrubber may be Figure 19 shows a typical gas compression sys-
required upstream from the pressure reducing tem used where the incoming gas supply pres-
station. Figure 16 illustrates this arrangement. A sure is too low to meet the GEI 41040E pressure
filter separator is also required to provide pro- requirements. In this situation, advantage can
tection over 100% of the flow range and to mini- be taken of the heat of compression to avoid the
mize any liquid carry-over to the heater. cost of a gas superheater. Sufficient heat is nor-
If the incoming gas has a potential for mally added to the gas stream that the gas is
hydrate formation, a dry scrubber and heater superheated, much greater than the 50 F/28 C
may be required upstream from the pressure- minimum requirement.
reducing station, as shown in Figure 17. A fil-
GT25734 GT25736
Figure 14.For wet gas with non-slugging Figure 16.Incoming wet gas with slugging
conditions upstream from pressure- potential upstream from pressure-
reducing station reducing station
16
GER-3942
GT25737 GT25739
Figure 17.Dry scrubber and heater to protect Figure 19.Two-stage gas compressor providing
pressure-reducing station from build- more than 50 F/28 C superheat
up of gas hydrates
ingly. It is not sufficient, however, to indepen-
dently select equipment based on claimed high
efficiency alone; the entire system must be evalu-
ated and preferably modeled to determine the
overall system sensitivity to changes in gas com-
position, pressure temperature and mass flow
rate. GE offers an engineering survey service
that will provide answers to these questions.
CORRECTIVE ACTIONS IF
WET GAS IS PRESENT
If wet gas is known to be present at the gas
module inlet, it is highly recommended that the
unit be shut down where practical until the
extent of the problem can be determined. A fail-
ure to take action significantly increases the risk
GT25738 of an incident that may result in hardware dam-
Figure 18.Common protection for pressure- age ranging from combustor or fuel nozzle dam-
reducing station and multiple-gas age to stage 1 nozzle and bucket damage.
turbines, each individually protected If the recommendations contained in this
report have been followed, then the problem
Attention must be paid to potential spill-over could be as simple as a tripped fuel heater. If
of compressor lubricating oil, however, and this is a pre-existing condition and clean-up
installation of a coalescing filter or absolute sep- equipment has not been installed or is inade-
arator should be provided as part of the com- quate, then one or more clean-up equipment
pressor package. If the heat loss in the gas line suppliers or GE Global Ser vices Engineering
to the turbine is excessive, then a coalescing fil- should be consulted for advice.
ter and superheater may be required down- As a minimum, if wet gas is known to be pre-
stream from the compressor station in order to sent, then free liquids must be removed and the
regain the 50 F/28 C superheat. gas superheated.
Depending on the recirculation intercooler
exit temperature, the recirculation line may be
introduced at the compressor inlet or upstream GE GAS FUEL SYSTEM
from the gas clean-up equipment. There is some ENGINEERING SURVEY
advantage to introducing the recirculation line
upstream from the clean-up equipment in that SERVICE
the volumetric flow through the separation To assist customers with the design of new gas
equipment will be closer to a constant value as fuel systems or to survey existing systems, GE
load on the gas turbine increases or decreases. offers an engineering service to evaluate pro-
The gas clean-up systems described here are posed or existing designs and to make recom-
only examples. The specific needs of each indi- mendations for upgrades to meet current fuel
vidual site must be carefully assessed, and the specifications. The sur vey may include a site
equipment and system design selected accord- visit, gas analysis and modeling of the system to
17
GER-3942
show where liquid condensation will occur and APPENDIX

calculation of the required heat input to main-
tain 50 F/28 C of superheat. A: Hydrocarbon Compounds Found
in Natural Gas
SUMMARY Continuous-Chain Saturated
Appropriate gas conditioning is critical to the Hydrocarbons
proper operation of advanced-technology low-
Table 1A shows a list of continuous-chain satu-
emission combustion equipment. It is also appli-
rated hydrocarbons through C14, known as alka-
cable to pre-DLN combustion systems in order
to fully protect the hot gas path equipment as nes (also called paraffins). These are hydrocar-
the quality of the delivered gas continues to bons that will not react with hydrogen; they can
deteriorate under the pressure of economic be readily recognized by the compound name
forces both in the U.S. and overseas. ending in -ane. Formulae for saturated hydro-
Gas fuel characteristics and quality require- carbons follow the simple rule of CnH2n+2.
ments are addressed by the GE gas fuel specifi- For isomeric saturated hydrocarbon com-
cation. This paper provides background infor- pounds, the chemical formula can be readily
mation and can be used as a guide to the determined from the name, i.e. di-methyl hep-
specification and arrangement of clean-up tane is an isomer of a hydrocarbon higher than
equipment that is necessary to meet this require- heptane (C7) that has attached two methylene
ment. Several aspects are considered, including (CH2) chains. The number of carbon atoms is
cleanup of liquids, particulates and other con- therefore 2xC +C7=C9, and since it is a saturat-
taminants, together with recommendations for ed hydrocarbon (ends in -ane), the complete
gas sampling, analysis and dew point measure- formula is C9H20.
ment. Care should be taken not to confuse isomer
Clean-up equipment is often provided to pro- structure notation, e.g. 2-methyl heptane, which
tect the pressure-reducing station, but this alone is C8H18, and is not the same as di-methyl hep-
should not be relied upon without a system eval- tane, which is C9H20.
uation to meet GEI 41040E. Prior to purchasing
equipment, it is recommended that the entire
gas fuel system from a point just upstream from Cycloalkanes (Ring Structures)
the custody transfer station to the purchaser’s Some hydrocarbons that end in -ane are ring
connection at the gas fuel module inlet be con- compounds such as cyclo-heptane C7H14, or
sidered in the evaluation over the expected cyclo-octane C8H16, and follow the general for-
range of operating conditions. Several process mula of CnH2n.
simulator programs are commercially available Combinations also exist such as:
that will assist with this task, or GE can provide dimethyl cyclo-hexane C8H16 (2xC + unsatu-
this evaluation as a service. rated C6 = C8H16)
ACKNOWLEDGEMENT
This document is the result of several discus-
sions with customers and GE personnel in the Table 1A
Power Generation division and at the Corporate SATURATED HYDROCARBON
Research and Development Center. The author COMPOUNDS TO C14
would like to acknowledge the contribution the
many people involved without whom this compi-
lation would not have been possible. CH4 Methane C8H18 Octane
C2H6 Ethane C9H20 Nonane
C3H8 Propane C10H26 Decane
C4H10 Butane C11H24 Undecane
C5H12 Pentane C12H26 Dodecane
C6H14 Hexane C13H28 Tridecane
C7H16 Heptane C14H30 Tetradecane
18
GER-3942
Unsaturated Hydrocarbon 3 microns and larger 100%

Compounds 0.5 to 3 microns 99.5%
Some reported compounds may be unsaturat- Vertical Dry Scrubber

ed, such as benzene (C6H6) or toluene (C7H8), Vertical multi-cyclone separator for removal
and can be recognized by the compound name of solids and liquids.
ending in something other than -ane.
Unsaturated hydrocarbons have hydrogen atoms Liquid Removal Efficiency
that number less than 2n+2 and are compounds 10 microns and larger 100%
that will react with hydrogen to varying degrees.
To avoid possible confusion and resulting Solids Removal Efficiency
errors in the dew point calculation, it is advis- 8 microns and larger 100%
able to request that the gas analysis include 6 to 8 microns 99%
identification of the hydrocarbon compounds 4 to 6 microns 90%
by chemical formula or carbon number and by 2 to 4 microns 85%
name. A standard convention for naming com- Turndown 4:1
pounds has been developed and is called the
IUPAC system (International Union of Pure and Vertical Absolute Separators
Applied Chemistry). For more information on Vertical single- or two-stage separator for
this subject, refer to standard texts of organic removal of solids and very fine mist.
chemistry, such as that listed in Reference 12.
Liquid removal efficiency
B: Typical Component Removal 3 microns and larger 100%
Less than 3 microns 99.98%
Efficiencies
The following information is for reference Solids removal efficiency
purposes only. The equipment manufacturer 3 microns and larger 100%
should be contacted for details of performance 0.5 to 3 microns 99.5%
characteristics, including separation efficiency Turndown 100%
variation with flow, particulate size and density.
Line Separator
Vertical Gas Separators Vertical vane type separator
Vertical vane-type separator with inlet baffle Liquid removal efficiency
for high liquid loads. 10 microns and larger 100%
Turndown 2:1
Liquid Removal Efficiency
10 microns and larger 100%
Turndown 2:1 REFERENCES
1. Federal Energy Regulator y Commission
Filter Separators (FERC) Order Number 636, Restructuring
Vertical or horizontal two-stage separator for Rule, April 8, 1992.
removal of solids and liquids. 2. “Process Specification: Fuel Gases for
Combustion In Heavy-Duty Gas Turbines,”
Liquid Removal Efficiency GEI 41040E, GE, 1994.
8 microns and larger 100% 3. “Gas Turbine Fuels,” ANSI/ASME B133.7M,
0.5 to 8 microns 99.5% 1985, reaffirmed in 1992. An American
Solids Removal Efficiency National Standard published by the
3 microns and larger 100% American Society of Mechanical Engineers,
0.5 to 3 microns 99.5% United Engineering Center, New York.
Turndown 100% 4. “Variability of Natural Gas Composition in
Select Major Metropolitan Areas of the
Multi-Tube Filter United States,” Liss, Thrasher, Steinmetz,
Vertical or horizontal single-stage filters for Chowdiah and Attari, Gas Research Institute
removal of solids. report, GRI-92/0123.
5. “Obtaining Natural Gas Samples for
Solids Removal Efficiency Analysis by Gas Chromatography,” GPA
Standard 2166-85.
19
GER-3942
6. “Gas Sampling for Accurate Btu, Specific

Gravity and Compositional Analysis
Deter mination,” Welker, Natural Gas
Quality and Energy Measurement
Symposium, Feb 5-6, 1996, published by
The Institute of Gas Technology.
7. “Method for Analysis of Natural gas by Gas
Chromatography,” ASTM method D1945-
81.
8. “GPA Method for Standard Gas Analysis,
C1-C6+,” GPA 2261-95.
9. “Method for Extended Gas Analysis C1 -
C14,” GPA 2286-95 GPA.
10. “Characterization and Measurement of
Natural Gas Trace Constituents, Vol II:
Natural Gas Survey,” Gas Research Institute
report GRI-94/0243.2.
11. “Bureau of Mines Apparatus for
Determining the Dew Point of Gases Under
Pressure,” Deaton and Frost, May 1938.
12. Fessenden, J.S. and R.J. “Organic
Chemistr y,” Brooks/Cole Publishing
Company, 1990.
© 1996 GE Company
20
GER-3942
LIST OF FIGURES
Figure 1. Equilibrium temperature lines for hydrate formation

Figure 2. Joule-Thompson cooling with pressure reduction
Figure 3. Gas sampling probe
Figure 4. Vertical multi-clone dry scrubber
Figure 5. Vertical gas separator (inertial vane type)
Figure 6. Coalescing filter
Figure 7. Combined filter-separator
Figure 8. Absolute separator
Figure 9. Electrical gas heater
Figure 10. Indirect-fired gas heater
Figure 11. Waste-heat gas fuel heater
Figure 12. Simplified schematic for a dual-source gas fuel heater
Figure 13. Simple particulate filtration used for dry gas
Figure 14. For wet gas with non-slugging conditions upstream from pressure-reducing station
Figure 15. Dry scrubber installed to protect filter separator against excessive slugging conditions
Figure 16. Incoming wet gas with slugging potential upstream from pressure-reducing station
Figure 17. Dry scrubber and heater to protect pressure-reducing station from build-up of gas hydrates
Figure 18. Common protection for pressure-reducing station and multiple-gas turbines each protected
individually
Figure 19. Two-stage gas compressor providing more than 50 F/28 C superheat
LIST OF TABLES
Table 1. Variation of heating value and C6+ for U.S. and Canadian natural gas
Table 2. Reported heating values and C6+ hydrocarbons throughout the U.S.
Table 3. Comparison of standard and extended gas analyses on Calculated HC dew point
Table 1A. Saturated hydrocarbon Compounds to C14
Colin Wilkes
Colin Wilkes graduated with an MS in 1967 Cranfield, United
Kingdom, after serving an apprenticeship at the National Gas Turbine
Establishment. He joined the Aircraft Engine Group of GE in Evendale,
Ohio, as a combustion engineer and transferred to Schenectady in 1970,
where he worked on residual fuel and Dry Low NOx combustion. He
led a development team that ran a successful field test of a dual-fuel Dry
Low NOx combustor that was the prototype for today’s DLN-1 system.
Colin left GE in 1981 and continued his career in gas turbine combus-
tion before rejoining GE in 1993 as a technical leader, Dry Low NOx
Systems. In this capacity, he provides systems engineering support for
new product development and production units.
A list of figures and tables appears at the end of this paper

Tab 9
LF0446
November 1999
GE Power Systems
Gas Turbine
Liquid Fuel System

I. LIQUID FUEL SYSTEM
A. General
A liquid fuel (distillate oil) system pumps and distributes fuel as supplied from the off-base fuel forwarding
system to the ten nozzles of the combustion system. After being filtered, the fuel flow is divided into ten
equal parts for distribution to the combustion chambers at the required pressure and flow rate.
The entire liquid fuel system must be pressurized, with all valves in the open position, before starting
of the gas turbine.
Controlling the position of the fuel pump bypass valve, VC3, regulates the amount of fuel input to the
turbine combustion system by varying the amount of bypassed fuel. Information on control of the fuel
system is provided in Control and Protection Systems.
Refer to GAS TURBINE LIQUID FUEL RECOMMENDATIONS in the FLUID SPECIFICATIONS

section of this manual for the liquid fuel system requirements.
The liquid fuel system, including all major components, is shown in the system schematic diagram.
Major system components include:
1. Duplex low-pressure (primary) fuel filters, FF1–1, –2
2. Fuel oil stop valve, VS1–1
3. Liquid fuel pump, PF1–1
4. Fuel pump discharge relief valve, VR4–1
5. Fuel bypass valve assembly, VC3–1
6. Flow divider, FD1–1
7. Conical strainers
8. Secondary nozzle isolation valve, VH9–2
9. Fuel line check valves
10. Fuel nozzle assemblies
11. False start drain valves VA17–1, –2 and –5 (in bottom of combustion wrapper, exhaust frame and
exhaust plenum drain)
Control devices also associated with the fuel system include: the liquid fuel servo valve, 65FP (controls
the fuel bypass valve); fuel pump clutch solenoid, 20CF; permissive limit switches, 33FL–1 and –2; trip
relay valve, VH4; and servo valve, 20FL, in the fuel oil stop valve control circuits.
B. Functional Description
1. Low Pressure Fuel Filter
Fuel oil at low pressure, from the fuel forwarding system is filtered by the low-pressure (primary)
oil filters FF1–1 and FF1–2 before passing through the spring-operated fuel stop valve VS1 and
entering the fuel pump. The low-pressure filter is mounted on top of the accessory base and consists
of one-micron, synthetic-media elements with oversize contamination capacity. Clean fuel is nor-
mally supplied to the turbine system, however, the low-pressure filter will prevent any contaminants
that might be in the system from passing through and damaging or interfering with the proper
functioning of the fuel stop valve and the fuel pump.
This is a duplex filter arrangement with associated transfer valve VM5. A differential pressure
switch, 63LF–1, gives a signal when the pressure differential across the filter being used reaches
15 psi (103.4 kPa).
The fuel oil flow can be transferred to the clean filter by operating the manual transfer valve. The
dirty filter can then be serviced (with clean filter elements) without shutting down the turbine.
2. Fuel Oil Stop Valve
Fuel oil stop valve, VS1, is an emergency valve, operated from the protection system, which shuts
off the supply of fuel to the turbine during normal or emergency shutdowns. This valve is a special-
purpose, two-position (open and closed) valve with a venturi disc and valve seat. When the turbine
is shut down in the normal sequence, or by an emergency or overspeed trip condition, the fuel oil
stop valve will fully close within a 0.5-second total elapsed time. During normal operation of the
turbine, the stop valve is held open by high-pressure hydraulic oil (OH–3) that passes through a
hydraulic trip relay (dump) valve, VH4. This dump valve, located between the hydraulic supply and
the stop valve hydraulic cylinder, is hydraulically operated by the trip oil (OLT–3) from the trip oil
system acting through an electrically actuated solenoid valve, 20FL. When the trip oil pressure is
low (as in the case of normal or emergency shutdown), the dump valve spring shifts the valve spool
to a position which dumps high-pressure hydraulic oil (OH–3) in the stop valve actuating cylinder
to the lube oil reservoir. The closing spring in the stop valve assembly then overcomes the oil
pressure and closes the valve.
When an electric trip occurs, the solenoid valve, 20FL, causes the dump valve to operate in the same
manner as above, dumping the high-pressure hydraulic oil from the stop valve cylinder, allowing
the spring to close the stop valve.
3. Fuel Pump
Liquid fuel pump PF1 is a positive-displacement, continuous-output, screw-type pump (fuel oil
lubricated) driven by the gas turbine accessory gear and sized to deliver an excess of fuel.
2
Solenoid-operated clutch 20CF allows the accessory gear to drive the fuel pump. This is a
three-screw pump, consisting of a driver gear and two idler gears.
4. Fuel Pump Discharge Relief Valve
The fuel pump discharge relief valve, VR4, is located in a loop between the discharge and inlet of
the pump. The valve prevents the fuel oil pressure from getting high enough to rupture any lines in
the event of a flow divider malfunction or freeze up. This valve is set to operate in the range of 1,200
to 1,300 psi (8,274 to 8,963 kPa) and returns fuel to the inlet pipe.
5. Bypass Valve Assembly
High-pressure flow from the pump is modulated by the servo controlled bypass valve assembly
VC3. Components of this assembly include the bypass valve body, electrohydraulic servo valve,
65FP, and the hydraulic cylinder. This bypass valve is connected between the inlet and discharge
sides of the fuel oil pump and meters the flow of fuel to the turbine by subtracting excess fuel
delivered by the pump and bypassing it back to the pump inlet.
Servo valve, 65FP, controls the bypass valve stroke according to the difference requirement and the
sensed fuel flow. If the fuel requirement exceeds the actual oil flow, the bypass valve closes to
increase the net oil flow to the turbine. The servo valve uses high-pressure hydraulic oil (OH),
(cleansed of contaminants by a metal filter FH3) to actuate the hydraulic cylinder and thus position
the bypass valve.
6. Flow Divider
The flow divider equally distributes input fuel flow to the ten combustion nozzles. The
continuous-flow, free-wheeling flow divider consists of ten gear pump elements in a circular
arrangement having a common inlet with a single timing gear. This timing gear serves to maintain
true synchronous speed of each pumping element with all other elements. As the fuel enters the flow
divider, each pair of gear elements distributes one-tenth of the fuel flow into each of the fuel lines
going to the fuel nozzles.
The speed of the flow divider pumping elements is directly proportional to the fuel flow through
the flow divider. Three magnetic pickup assemblies (77FD–1, –2 and –3), fitted to the flow divider,
produce a flow feedback signal at a frequency proportional to fuel flow delivered to the combustion
chambers. This signal is fed to the SPEEDTRONIC control panel where it is used in the fuel
control system.
For a dual fuel (gas/liquid) turbine, the flow divider should be operated for a minimum of one half-
hour every month to prevent binding of the elements. This is best achieved by operation of the
turbine on liquid fuel for a minimum of one half hour per month.
7. Conical Strainers
Conical in-line strainers are mounted immediately upstream of the main fuel pump and of the flow
divider. Typically, the main fuel filter provides all the necessary filtration. The conical strainers
provide a last-chance protection for the pump and flow divider in the event that piping contaminants
are in the fuel system. Differential pressure alarms are mounted across the strainers. In the event that
the alarm annunciates, the strainer should be removed and cleaned as soon as is reasonably possible.
3
The strainers are designed to withstand considerable pressure without failure. However, as strainer
blockage increases, the turbine can become starved of fuel. It is recommended that any material
removed from the conical strainers be saved for subsequent examination and analysis.
8. Selector Valve Indicator
A 12-position selector valve and pressure gauge assembly is located at the output of the flow divider
to allow monitoring of selected fuel oil pressure in the nozzle inlet line. Positions 1 through 10 select
the fuel nozzles, position 11 selects the fuel pump inlet pressure, and position 12 selects the fuel
pump outlet pressure.
9. Nozzle Isolation Valve (Secondary Flow Path)
Modification of the dual fuel nozzles for NOx control purposes for turbine operation on gas fuel
necessitates the addition of nozzle isolation valve VH9–2 to the liquid fuel system. The purpose of
this valve is to control the flow of a portion of the total fuel oil to the secondary nozzle portion of
the combustion nozzles. Actuation of VH9–2 is achieved by high-pressure hydraulic control oil
passing through pressure reducing/regulation valve VRP53–2 and solenoid valve 20FK–1. The
valve is in the normally-closed position, including during turbine light-off when no flow is directed
to the secondary portion of the liquid fuel nozzles. Except during periods of valve transition (which
should require approximately 30 seconds), the nozzle isolation valve must be either in the fully-open
or fully-closed position. Limit switches 33FK–1 and 33FK–2 signal when the isolation valve has
reached either the fully-closed or fully-open position. If the valve is restricted in an intermediary
position (i.e., neither fully-closed nor fully-open), then an alarm will be annunciated. Immediate
attention should be given to this condition as it can result in damage to combustion components.
10. Check Valves
A check valve is mounted in each of the ten primary fuel lines and each of the ten secondary fuel
lines, just upstream of the purge air connections near the input to the fuel nozzles. The ten check
valves in the primary fuel lines are designated VCK1–1 through VCK1–10, and the ten check valves
in the secondary fuel lines are designated VCK1–11 through VCK1–20. These valves prevent fuel
oil from continuing to flow when a stop signal is given, resulting in a clean cutoff of fuel to the
nozzle. The check valves are set at a pressure which is sufficient to prevent the fuel delivered by the
fuel forwarding system from breaking through, should the stop valve not close.
11. False Start Drain Valves
In the event of an unsuccessful start, the accumulation of combustible fuel oil is drained through
false start drain valves provided at appropriate low points in the combustion/turbine area. The false
start drain valve, normally open, closes as the turbine accelerates during startup. Air pressure from
the discharge of the unit’s axial flow compressor is used to actuate this valve. During the turbine
shutdown sequence, the valve opens as compressor speed drops (compressor discharge pressure is
reduced).
4
LS0434
January 2000
GE Power Systems
Gas Turbine
Lubricating System
I. GENERAL
The lubricating and hydraulic oil requirements for the gas turbine power plant are furnished by a separate,
enclosed, forced-feed lubrication module. This lubrication module, complete with tank, pumps, coolers, fil-
ters, valves and various control and protection devices, furnishes oil to the gas turbine and generator bearings
and accessory equipment. This oil also absorbs the heat rejection from the bearings. Additionally, a portion
of the pressurized fluid is diverted and filtered again for use by hydraulic control devices.
Refer to “Lubricating Oil Recommendations for Gas Turbines with Bearing Ambients above 500°F
(260°C)” in the FLUID SPECIFICATIONS section of this manual for the lubricating oil requirements.
Refer to the Lube Oil Schematic Piping Diagram in this section. Major system components include:
1. Lubricant oil reservoir which serves as a base for the accessory module.
2. Two centrifugal pumps (PQ1–1 and PQ1–2) each driven by an AC electrical motor (88QA–1 and –2).
3. Emergency oil pump (PQ2–1) with DC motor (88QE–1).
4. Main Seal oil pump (PQ3–1) driven by AC motor (88QS–1).
5. Emergency seal oil pump driven by DC motor (88ES–1)
6. Dual lubricating oil heat exchangers.
7. Two lubricating oil filters in parallel.
8. Bearing header pressure regulator (VPR2–1).
9. Mist eliminator with redundant fan/motor (88QV–1A and 88QV–1B).
A thermometer on the side of the tank indicates oil tank temperature. Thermocouples connected to the control
panel indicate lube oil temperature in the bearing header. Thermocouples in the bearing drains are also wired
to the turbine control panel for monitoring. A bearing header oil sampling port is located on the side of the
oil tank.
For turbine starting, a maximum oil viscosity of 800 SUS (173 centistokes) is specified for reliable operation
of the control system and for bearing lubrication. A temperature switch, 26QN–1, prevents turbine startup
if the temperature of the lubricant decreases to a point where oil viscosity exceeds 800 SUS (173 centistokes).
A. Lubricant Reservoir and Piping
The oil reservoir is a 6,200 gallon (23,470 liter) tank which is integral with the skid. The interior of the
tank is coated with an oil resistant protective coating. The top of the tank is the base on which compo-
nents such as the pumps, and heat exchangers are mounted.
Oil is provided to the system by one of two AC motor driven centrifugal pumps. The selection of lead
and lag pumps is made by the operator through the turbine control system prior to startup. By alternating
which pump is lead and which is lag the operating hours on the pumps and motors can be equalized.
The oil flows through the heat exchanger, which is designed to maintain the oil at the proper bearing
header temperature. The oil then flows through one of the two parallel filters. There is a separate transfer
valve for selecting which set of heat exchanger/filter is in use.
The dual lubricant filters have removable filter elements. A differential pressure gauge indicates when
the filter element should be changed. Also, there are pressure switches, 63QQ–1 and 63QQ–2, which
provide a high differential pressure alarm signal across each filter.
Bearing header pressure is controlled by pressure regulating valve VPR2–1. Valve VPR2–1 controls the
oil pressure to the turbine and generator bearings. Oil for the trip oil system is piped from the bearing
header upstream of the control valves. A separate seal oil line to the seal oil system is provided upstream
of VPR2–1.
The system is ventilated through a mist eliminator mounted on top of the lube oil reservoir. A slight nega-
tive pressure is maintained in the system by redundant motor driven fans 88QV–1A and 88QV–1B pull-
ing air through the mist eliminator. This negative pressure draws sealing air through the gas turbine bear-
ing seals. A tap is provided on the mist eliminator to permit monitoring tank pressure. A regulating valve
is downstream of each fan for the mist eliminator and is used to regulate tank pressure.
A level alarm device (float-arm operated) is mounted on the top of the lube reservoir. The float mecha-
nism operates two device switches, 71QH–1 and 71QL–1. The switches are connected into the alarm
circuit of the turbine control panel to initiate an alarm if the liquid level rises above, or falls below, the
levels shown on the Schematic Piping Diagram. The oil level is visually indicated by a heavy duty sight
glass on the side of the tank. A lubricant drain connection is located on the side of the accessory module
to drain the lube reservoir.
B. Standby Heaters
During standby periods, the oil is maintained at a viscosity proper for turbine startup by heaters 23QT–1,
–2, and –3 installed in the oil reservoir. Temperature switch 26QL–1 is mounted on the side of the tank.
It controls the heaters to maintain fluid temperature to achieve allowable viscosity.
If the heaters fail to function and the oil reservoir temperature drops below the point where oil viscosity
exceeds 800 SUS, temperature switch 26QN–1, located inside the tank, will initiate a low oil tempera-
ture alarm and will prevent a turbine startup.
2
C. Pressure Protection Devices
Two pressure switches (63QA–1A and –1B) mounted upstream of the heat exchanger sense lube oil
pressure. If either of these senses low lubricant oil pressure, an alarm is sounded and the lag pump is
automatically started. Pressure switches 63QT–2A and –2B in combination with alarm switches
63QA–1A and 63QA–1B, trip the unit and starts the emergency (DC motor-driven) pump when they
sense low pressure. For a trip, one of the two 63QT switches and one of the two 63QA switches must
signal. This voting logic prevents a trip due to a false signal.
All pumps have a check valve on the pump discharge line so that oil does not flow into a pump that is
not in service.
The operation of the 63QA and 63QT switches can be verified by shutting off the normally open valve
between the switch and the oil system. When the normally closed valve to the oil drain is opened, the
oil in the switch lines will drain, the proper warning signal will annunciate and proper lag/emergency
pump startup should occur.
D. Heat Exchanger and Filters
The lubricant oil heat exchangers connect to the parallel lubricant filters. This design is provided so that
filters not in service can be changed (or heat exchangers cleaned) without taking the turbine out of service.
Filter and heat exchanger cases are self-venting. A sight glass is located in the vent line from the heat
exchanger and each filter. When the case is full, oil will be visible in this sight glass. This shows which
filter is in service.
By means of the manually-operated transfer valve, one filter can be put into service as the second is taken
out, without interrupting the oil flow to the main lube oil header. The transfer of operation from one filter
to the other should be accomplished as follows:
1. Open the filler valve and fill the standby filter until a solid oil flow can be seen in the flow sight glass
in the filter vent pipe. This will indicate a “filled” condition.
2. Operate the transfer valve to bring the standby filter into service.
This procedure simultaneously brings the reserve heat exchanger into service.
E. Seal Oil
The seal oil to the generator bearings is normally supplied by the lubricating system through a separate
line directly to the generator. In the event of low lube system pressure or lube system shutdown for ser-
vice, one of two seal oil pumps supply the oil required to seal in the generator hydrogen. Under normal
circumstances the AC motor driven pump (PQ3–1, 88QS–1) would serve this function; however, if this
AC motor should fail or if AC power is lost, the emergency DC motor driven (88ES–1) is activated and
drives the seal oil pump.
3
4
GEI 41047J
Revised, July 2002
GE Power Systems
Gas Turbine Liquid Fuel Specifications
GEI 41047J Liquid Fuel Specifications
TABLE OF CONTENTS
I. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
II. FUEL CLASSIFICATION AND OPERATIONAL CONSIDERATIONS . . . . . . . . . . . . . . . . . . 3
III. FUEL SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
IV. FUEL HANDLING AND TREATMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

A. True Distillate Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
B. Ash-Bearing Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
V. NON-FUEL CONTAMINANTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
A. Air-Borne Contaminants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
B. Water-Borne Contaminants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
C. Non-Fuel Contaminant Relationships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
VI. FUEL AND ADDITIVE EVALUATION AND SAMPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

A. Fuel Evaluation Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
B. Requalification of Fuel: Fuel Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
C. Additive Qualification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
APPENDIX A - FUEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

A. True Distillate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
B. Ash-Bearing Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
APPENDIX B - MEANING OF SPECIFICATION TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

A. Ash and Trace Metal Contaminants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
B. Sulfur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
C. Nitrogen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
D. Hydrogen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
E. Carbon Residue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
F. Water and Sediment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
G. Filterable Dirt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
H. Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
I. Pour Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
J. Fuel Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
K. Distillation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
L. Flash Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
M. Thermal Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
N. Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
O. Cetane Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
APPENDIX C - FUEL ANALYSIS DATA REQUIREMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

A. Sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
B. Heating Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
C. Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
D. Carbon Residue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
E. Trace Metal Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
F. Wax Content and Wax Melting Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2
Liquid Fuel Specifications GEI 41047J
I. GENERAL
This specification is for the several types of liquid fuels suitable for use in the General Electric heavy duty
gas turbines with firing temperatures of 1600°F (870°C) or higher. It is intended as a guide for users of these
turbines for the procurement, use, and where necessary, treatment of fuels.
The fuel properties specified herein include both those which could affect turbine operation and those addi-
tional properties which the turbine user may need to specify for his installation. These latter properties are
related to fuel storage and handling and local safety and environmental codes.
All of the fuels covered in this specification shall be hydrocarbon oils free from organic acids and free from
excessive amounts of solid, fibrous or other foreign matter likely to make frequent cleaning of suitable filters
necessary. The fuels shall be stable over storage and shall be compatible with other fuels with which they
could normally be mixed.
Procurement of the fuel to specifications is only the first step to successful heavy duty gas turbine operation.
Further steps required of the user are: (a) prevention of contamination before, during, and after delivery, (b)
proper design of fuel storage, heating and transfer facilities, (c) proper management of the entire facilities
with regard to maintenance procedures and schedules and (d) proper design and operation of any fuel treat-
ment equipment.
In addition to outlining the overall fuel requirements, this specification also defines minimum acceptable
air quality standards for turbine inlet air, and water requirements for installations which employ either steam
or water injection in their cycles. These have been included since the total contaminants entering the turbine
must be considered.
II. FUEL CLASSIFICATION AND OPERATIONAL CONSIDERATIONS
Liquid fuels applicable to heavy duty gas turbines range from petroleum naphthas to residual fuels. Within
this range, fuels vary in hydrocarbon composition, physical properties, potential pollutants and trace metal
contaminant levels. Since contaminants are a most important consideration in fuel application, the liquid
fuels have been divided into two basic classes: true distillates (ash-free) and ash-bearing fuels.
Table 1 summarizes the general types of liquid fuels in these two classes and some operational requirements
in gas turbine applications. Refer to Appendix A for common names and characteristics of specific fuels
within each general type.
III. FUEL SPECIFICATIONS
The required physical and chemical properties of the four classes of liquid fuels are detailed in Table 2. These
properties have been divided into two categories: those required for gas turbine performance (Section 3.1,
Table 2) and those which may be limited to meet local environmental codes (Section 3.2, Table 2).
Maximum allowable limits are specified for five critical trace metal contaminants: sodium, potassium, vana-
dium, lead and calcium. General Electric heavy duty gas turbines will operate at levels higher than those spe-
cified in Table 2; however, increased maintenance of hot gas path parts may result. Therefore, it is required
that the General Electric Gas Turbine Division be consulted for fuel treatment recommendations when the
analysis of the fuel as delivered to the gas turbines exceeds the levels indicated. Fuels outside of the specified
limits of certain physical properties may also be used, but General Electric should be consulted for consider-
ation of any impact on the operation of the turbine or fuel treatment system, where required.
3
The Ash-Bearing Fuels in Table 2 are divided into two types: l) Crudes and Blended Residual Fuels, and 2)
Heavier Residual Fuels. The heavy-duty gas turbine will operate satisfactorily on both types, although fuel
treating and heating requirements and stack particulate emission levels will generally be less for the first type
(Crudes and Blended Residual Fuels).
Table 1 - Comparison of Liquid Fuels and Some Hardware Requirements

True Distillates Ash-Bearing Fuels
Fuel Type Light Heavy Blended Crudes and Heavier
Residual Fuels Blended Residual Fuels
Residual Fuels
General Properties Trace Trace Low/Medium High
Ash Content Low Medium Wide Range High
Viscosity High/Medium Medium Wide Range Low
Volatility
Nearest ASTM Type* 0-GT, 1-GT 3-GT 3-GT 4-GT
Gas Turb., D2880 2-GT
Burner, D396 1, 2 (4) 4, 5 6
Diesel, D975 1-D, 2-D (4-D) 4-D —
Explosion-Proofing Refer to applicable Refer to applicable Refer to applicable Refer to applicable
codes codes codes codes
Start-Up Fuel Required With very light Some fuels Nearly always Always
fuels
Fuel Pretreatment Usually none Usually none Nearly always Always
Fuel Preheating Some in cold Nearly always Nearly always Always
locations
Fuel Filtration Always Always Always Always
Fuel Combustion Low pressure air Low pressure air Low or high High pressure air
Atomization pressure air
Combustor Standard fuel Standard fuel Heavy fuel Heavy fuel
Turbine Cleaning Not Required Not Required Required Required
Capability
* Book of ASTM Standards, parts 23 and 24
Note: The considerations listed in this table are not all-inclusive.
4
Table 2 - Liquid Fuel Specifications

True Distillates Ash-Bearing Fuels
(b) (b)
Appli- Property Point of ASTM Light Heavy Crudes Heavier
cability Applica- Test and Residu-
bility Method Blended al Fuels
(a) (c) Residual
Fuels
3.1 Gas Kin. Viscosity, cSt, 100°F (37.8°C), min Delivery D445 .5(d) 1.8 1.8 1.8
Turbine Kin. Viscosity, cSt, 100°F (37.8°C), max (e) Delivery D445 5.8 30 160 900
Require- Kin. Viscosity, cSt, 210°F (98.9°C), max (e) Delivery D445 — 4 13 30
ments Specific Gravity, 60°F (15.6°C), max Delivery D1298 Report Report .96 .96(f)
Flash Point, °F(°C), min (g) Delivery D93 Report Report Report Report
Distillation Temp. 90% Point, °F(°C), max Delivery D86 650(338) Report — —
Pour Point, °F(°), max Delivery D97 0 (-18) or
20 (7)
below Report Report Report
min.
ambient
Hydrogen, Wt %, min (k) Delivery (i) Report Report Report Report
Carbon Residue, Wt. % (10% Bottoms) max Delivery D524 .25 — — —
Direct Pressure Atomization
Carbon Residue, Wt. % (100% Sample) max Delivery D524 1.0 1.0 1.0 —
Air Atomization, Low Pressure
Carbon Residue, Wt. % (100% Sample), Delivery D524 — — Report Report
Air Atomization, High Pressure
Ash, ppm, max Combustor D482 50 50 Report Report
Trace Metal Contaminants, ppm, max (h) Combustor (i)
Sodium plus Potassium 1 1 1 1
Lead 1 1 1 1
Vanadium (untreated) .5 .5 .5 .5
Vanadium (treated 3/1 wt. ratio Mg/V) — — 100 500
Calcium 2 2 10 10
Other Trace Metals above 5 ppm Report Report Report Report
The specifications below apply only when specific environmental codes exist
3.2 En- Sulfur, Wt. %, max Delivery D129 Compliance to any applicable codes.
viron- Nitrogen, Wt. %, max Delivery (i) Fuel-bound nitrogen may be limited to
mental meet any applicable codes on total NOx
Code emission.
Related Hydrogen, Wt. %, min. Delivery (i) Minimum hydrogen level may be necessary
Require- to meet any applicable stack plume opacity
ments limits (k).
Ash plus Vanadium, ppm, max. Delivery (i) Ash plus vanadium content of ash-bearing
fuels may be limited to meet applicable
stack particulate emission codes (l).
5
NOTES TO TABLE 2
a. The fuel properties specified refer to the fuel at different points in the overall system:
Delivery — Fuel as delivered to the turbine site.
Fuel Skid — Fuel at inlet of fuel skid at turbine.
Combustor — Fuel at turbine combustors.
b. Typical fuels within each general type are discussed in Appendix A.
c. ASTM Book of Standards, Parts 23 and 24.
d. In the viscosity range of 0.5 cSt to 1.8 cSt, special fuel pumping equipment may be required.
e. The maximum allowable viscosity at the fuel nozzle is 20 cSt for high pressure air atomization
and 10 cSt for low pressure air and direct pressure atomization. The fuel may have to be pre-
heated to reach this viscosity, but in no instance shall it be heated above 275°F (135°C). (This
maximum fuel temperature of 275°F is allowed only with residual fuels.) The viscosity of the
fuel at initial light-off must be at or below 10 cSt.
f. A specific gravity of 0.96 is based on average fuel desalting capability with standard washing
systems. Fuels with specific gravities greater than 0.96 may be desalted to the required mini-
mum sodium plus potassium limits by using higher capability desalting equipment (with higher
attendant cost) or by increasing the gravity difference between the fuel and wash water by
blending the fuel with a compatible distillate.
g. The fuel must comply to all applicable codes for flash point.
h. A total ash less than 3 ppm is acceptable in place of trace metal analysis.
i. No standard reference tests exist; methods used should be mutually acceptable to General Elec-
tric and the user.
j. Water content of crude oils should be reduced to the lowest level practical consistent with capa-
bility of available fuel treatment equipment, to minimize the chance of corrosion of fuel system
components. In no case shall the water content exceed 1.0 vol. %.
k. A minimum hydrogen content is set both to control flame radiation in the combustor and to limit
smoke emissions, where the latter is required by local codes. The limits are 12.0% minimum
for true distillates and 11.0% for Ash-bearing fuels (11.3% where the carbon residue exceeds
3.5%). In each case it is assumed that the proper combustor and fuel atomization system are
used.
Where the hydrogen content of the fuel is below these limits, General Electric should be con-
sulted for appropriate action.
l. Local codes on total stack particulate emissions may set an upper limit on the sum of the ash
(non-filterable) in the original fuel plus the vanadium content. The vanadium together with the
required magnesium inhibitor may be a major contributor to total stack particulate emissions.
In estimating these emissions for comparison with the code, all of he following sources may
have to be considered: vanadium, additives, fuel ash and total sulfur in the fuel; non-combus-
tible particulates in the inlet air; solids from any injected steam or water; and particles from in-
6
complete fuel combustion. Where an estimate of stack particulate emissions is required, Gener-
al Electric should be consulted.
IV. FUEL HANDLING AND TREATMENT
A. True Distillate Fuels
Light true distillate fuels normally have sufficiently low pour points that preheating is not required under
most ambient conditions. Heavy true distillates, on the other hand, may have high pour points due to high
wax content or high wax melting temperature which make preheating necessary to prevent filter plug-
ging. Both types of distillates may also require preheating to meet the viscosity requirement at the fuel
nozzle for proper atomization.
True distillate fuels as refined have low water, dirt and trace metal contaminant levels. Where subsequent
transportation, handling and storage are carefully managed, these low levels should persist at the gas
turbine. In locations where there is danger of contamination such as salt bearing water, auxiliary fuel
clean-up equipment should be provided to restore the original quality.
In addition to potential hot corrosion from salt in water, water accumulated at the bottom of a storage
tank can also cause problems. Micro-organisms tend to grow at the water-fuel interface generating both
chemicals corrosive to metals in the fuel system and also slime which can plug fuel filters.
Adequate fuel storage and handling practices must be employed to minimize water and other contami-
nants in the fuel. These include settling the fuel before use, providing floating suction and periodic re-
moval of water from the bottom of the tank. In applications where adequate settling periods can not be
accommodated, more rapid purification methods may be required. Available purification equipment in-
cludes centrifuges and electrostatic dehydrators. The overall fuel system design should avoid slugs of
water, and any clean-up system should have the capability to remove such slugs.
B. Ash-Bearing Fuels
Depending on the physical properties and the trace metal contaminant levels of these fuels, functions
of the source and refinery treatment, they usually require pretreatment before burning in a gas turbine.
Three basic steps in pretreatment are:
1. Preheating
2. Water washing for salt removal
3. Vanadium inhibitor addition
Preheating is used where it is necessary to: l) raise the fuel temperature sufficiently above its pour point
to allow free flow and to prevent filter plugging, and 2) to lower the fuel viscosity to reduce the flow
resistance and to provide proper atomization at the fuel nozzles.
Desalting by water washing will be necessary with some crude oils and is nearly always necessary with
residual oils to reduce the sodium plus potassium levels. Sodium and potassium can cause hot corrosion
of the turbine blading by sulfidation attack at the operating temperatures of the turbine. Sodium and po-
tassium can also contribute to turbine fouling. Desalting is accomplished by mixing the fuel with 3%
to 10% potable water to extract the soluble salts, followed by separation of the salt-laden water by cen-
7
trifugation or electrostatic coalescence. Washing also removes some of the calcium depending on the
specific chemical nature of the calcium compounds. Lead is not removed by water washing.
Vanadium can also cause hot corrosion of the turbine blading, but it is not removed by water washing
because it is present in the fuel in a complex oil-soluble form. The corrosive action can be inhibited by
adding an approved magnesium additive to the fuel to provide a minimum 3 to 1 weight ratio of magne-
sium to vanadium. It is also recommended that this ratio not exceed 3.5 to 1 in order to minimize deposi-
tion.
Periodic cleaning of deposits from turbine hot gas path section is generally necessary when high ash con-
tent fuels are used. Cyclic operation of the turbine may remove some the deposit by thermal shock. Gen-
eral Electric should be consulted for approved cleaning agents, water quality and cleaning procedures
for those applications where turbine cleaning is required.
V. NON-FUEL CONTAMINANTS
A. Air-Borne Contaminants
Contaminants in air can cause erosion, corrosion and fouling of the compressor. These contaminants can
also contain the same trace metals as found in fuels and which cause corrosion to the hot section.
Compressor erosion can be caused by sand or flyash; compressor corrosion by noxious fumes such as
HCl or H2S04; compressor fouling by liquid or solid particles which adhere to the compressor blading.
Hot section corrosion can be caused by sodium from, e.g., sea salt, salt particles, carry-over of treatment
chemicals used in evaporative coolers, chemical process effluents; potassium from flyash or fertilizers;
lead from automobile exhausts; and vanadium from residual fuel fired steam plants.
Specifically, with respect to hot section corrosion, the total of Na, K, V and Pb should not exceed 0.005
ppm by weight in air. If it is anticipated that this level will be exceeded, General Electric should be con-
sulted for recommendations on the selection and use of proper air filtration equipment.
B. Water-Borne Contaminants
Water or steam that is used for NOx control or steam that is injected to augment output should not contain
impurities which cause hot section deterioration or deposits. Specifically, the total of Na + K + V + Pb
should not exceed 0.5 ppm by weight in the water or steam. If the total of these contaminants exceeds
this level, General Electric should be consulted with respect to water or steam purification equipment
and procedures.
In the case where contaminants are present in water or steam the total limits in the fuel should be con-
trolled such that the total concentration equivalent in the fuel (from both sources) conforms to the limits
in Table 2.
Refer to the next section 5.3 for the method for calculating the equivalent concentration in the fuel.
C. Non-Fuel Contaminant Relationships
The total contaminant level in the combustion products must be controlled. The following relationship
can be used to convert the contaminants in air, steam/water and fuel to equivalent contaminants in the
fuel alone, assuming all are equally effective:
8
ǒAFǓ XA ) ǒFS Ǔ X S ) X F + [ Equivalent contaminants in fuel alone ]
where:
A + air-to-fuel mass flow ratio

F
S + steamńwater-to-fuel mass flow ratio
F
X F + contaminant concentration (weight) in fuel (ppm)
X A + contaminant concentration (weight) in inlet air (ppm)
X S + contaminant concentration (weight) in injected steamńwater (ppm)
VI. FUEL AND ADDITIVE EVALUATION AND SAMPLING
A. Fuel Evaluation Procedure
A supplier’s fuel analysis shall be submitted to the General Electric Gas Turbine Division covering all
the fuel requirements outlined in Table 2 of this specification. If the required analytical services are not
available to the user, he may make arrangements to purchase such services from General Electric. See
Appendix C for fuel sampling and analysis requirements.
B. Requalification of Fuel: Fuel Changes
The fuel properties outlined in the specification and originally agreed upon by General Electric Compa-
ny and the user will determine some of the equipment selection and certain operating conditions of the
gas turbine system. If at a later date the user desires to use a fuel outside of the original agreed-upon
limits, he should inform the General Electric Company in writing. He should supply a complete analysis
for evaluation and requalification in a similar manner as outlined above.
C. Additive Qualification
Additives used in gas turbine fuels such as vanadium inhibitors, desalting demulsifiers, bacterial growth
retardants or smoke suppressants must meet the approval of the General Electric Gas Turbine Division.
One critical requirement of an additive is that it has a low trace metal content (sodium, potassium, vana-
dium, calcium and lead), so that the inhibitor does not add these contaminants to the fuel.
APPENDIX A - FUEL DESCRIPTIONS
A. True Distillates
1. Light True Distillates
Naphtha - A light volatile fuel with a boiling range between gasoline and Light Distillate. The lower
flash point and higher volatility require special safety considerations. Its very low viscosity may re-
sult in poor lubricity.
9
Other Names:
JP-4, Jet B
O-GI Gas Turbine Fuel
Kerosene - A light, highly refined and slightly more volatile fuel than Light Distillate. Normally
more expensive than No. 2 distillate.
Other Names:
1-GT Gas Turbine Fuel
No.1 Burner Fuel
1-D Diesel Fuel
JP-5, Jet A
Range Oil, Lamp Oil
Light Distillate - Widely available volatile distillate fuel with good combustion characteristics, be-
ing readily atomized and clean burning.
Other Names:
No. 2 Burner Fuel
Diesel Oil
Marine Gas Oil
Domestic Fuel
Diesel Fuel - Closely related to Light Distillate fuel except for additional requirements peculiar to
diesel engine operation such as Cetane Number.
Other Names:
2-D Diesel Fuel
2. Heavy True Distillate
An essentially ash-free petroleum distillate with the highest boiling range. Heavy True Distillate has
had limited and localized availability, frequently being a refinery by-product. This fuel may require
heating for handling and forwarding due to high pour point. It may also be more difficult to atomize
for optimum combustion.
Other Names:
Heavy Gas Oil
Navy Standard Distillate
B. Ash-Bearing Fuels
1. Crudes and Blended Residual Fuels
Crudes - Crude oils from different geographical areas vary widely in levels of trace metal contami-
nants, ash, sulfur and wax and in such physical properties as viscosity, gravity and distillation range.
Most crudes will have flash points below 100°F (38°C) due to highly volatile components. Some
very low ash crudes, typified by Indonesian and North African crudes, have 0 to 5 ppm of vanadium
requiring minimal or no inhibition. Other crudes for gas turbine application range up to 100 ppm
vanadium. Most crudes require desalting, especially if water transportation has been used.
10
Blended Heavy Distillate - Petroleum distillate contaminated with or blended with lesser amounts
of residual petroleum products, but with vanadium contents of 5 ppm or less. They may have wax
contents requiring heating for pumping and filtering. They may also require washing for desalting,
especially if water transportation has been used.
Other Names:
4-D Diesel Fuel
Marine Diesel Fuel
Blended Residuals - Blended residuals lie between blended heavy distillates and heavy residuals.
They are commonly blended to specific maximum sulfur levels to meet applicable codes. Vanadium
contents are in the 5 ppm to 100 ppm range normally. These fuels require complete fuel treatment.
Other Names:
No. 4 Burner Fuel
No. 5 Burner Fuel
Light Residual Oil
Light Furnace Oil
Intermediate Bunker Fuel
2. Heavier Residual Fuels
Residual Fuels - These are low volatility petroleum products remaining at the end of all various re-
finery distillation processes. As such they contain nearly all of the ash-forming materials present
in the original crude oil plus some additional that may be introduced in processing. They usually
contain high molecular weight hydrocarbons such as asphaltenes, which can cause storage sludging
problems. Residual fuels may have been blended with low cost distillates to lower the sulfur content
and/or reduce the viscosity to insure pumpability.
All residual fuels require heating for pumping, filtering and proper air atomization at the fuel nozzle.
Residual fuels all require washing to reduce the sodium level and vanadium inhibition by addition
of a General Electric approved Magnesium base additive.
Other Names:
No. 6 Burner Fuel
Boiler Fuel
Bunker C. Fuel
Marine Fuel Oil
APPENDIX B - MEANING OF SPECIFICATION TESTS
Chemical tests are specified because slag-forming substances present in oil ash can cause turbine corrosion
and deposits, and the presence of sulfur can result in corrosion of heat recovery equipment in the turbine
exhaust. Certain physical tests are specified because they influence the operation of the gas turbine fuel han-
dling, fuel treatment and combustion systems.
11
A. Ash and Trace Metal Contaminants
Ash-forming materials may be present in a fuel as oil-soluble organometallic compounds, as water solu-
ble salts in water dispersed in the fuel or as solid foreign contaminants. The most common ash-forming
elements which can be present in fuels are aluminum, calcium, iron, magnesium, nickel, potassium, so-
dium, silicon and vanadium. Ash-forming materials are present to varying degrees in crude oils depend-
ing on their geographical source. They are concentrated in the residual fractions during the refining pro-
cess, leaving the light distillates contaminant-free; however, ash-forming materials may be introduced
later by contamination with salt-bearing water or with other petroleum products during transportation
and storage.
Gas turbine operating experience has shown that some of the ash-forming substances that may be present
in the fuel can lead to corrosion and deposit problems. These problems are most acute with residual and
crude oils which contain larger quantities of the troublesome substances.
Corrosion can result from (l) vanadium, (2) sodium, (3) potassium or (4) lead. These elements as well
as calcium (and others such as magnesium, manganese, iron, silicon and aluminum) can cause ash de-
posits which are difficult to remove. Calcium can act as an effective inhibitor for vanadium corrosion,
but its deposition tendencies have precluded its use.
In light distillate fuels, the total ash content is usually very small, and trace metal contamination is essen-
tially a sodium (salt) problem. There are also usually traces of lead and calcium and smaller traces of
potassium and vanadium. It is advantageous to purchase fuel within the specified contaminant limits and
to maintain this quality during transportation, handling and storage. On-site desalting by contaminated
water removal or by fuel washing of distillate fuels with relatively high sodium levels is required to keep
corrosion of the hot gas path and the fuel system components such as flow dividers and fuel pumps at
a very minimum level.
Crudes and contaminated distillates almost without exception have high enough salt levels, or the risk
of significant salt levels, that they require desalting. The vanadium levels may also be significant and
require the addition of a magnesium-base inhibitor to establish a ratio of 3 parts of magnesium to 1 part
of vanadium by weight.
Residual fuels have the highest ash and trace metal contaminant levels usually necessitating complete
fuel pretreatment: desalting and vanadium inhibition by a magnesium-based additive (3Mg/lV). Due to
the less favorable physical properties of residual fuels, it is not possible to consistently reduce the sodium
to the low levels obtainable in light crudes and distillates. The higher sodium levels in treated residual
fuels result in controlled corrosion and deposit accumulation with some increase in maintenance. Cal-
cium levels may be high in some residual fuels, but they may be appreciably lowered by the fuel treat-
ment. Nickel, which is not removed by fuel treatment, may also be high in certain residual fuels and is
somewhat beneficial in that it tends to neutralize vanadium corrosion in much the manner of magnesium.
Residual fuels contain harmless aluminum, iron and silica as components of suspended solids (dirt). A
significant portion of these suspended particles are removed either in the fuel washing or by fuel filtra-
tion.
B. Sulfur
Sulfur occurs in fuels as combustible organic compounds yielding sulfur oxides on combustion. These
combine with any traces of sodium or potassium present to form alkali sulfates; a principal source of
hot corrosion. The sulfur level in a fuel cannot be lowered enough by refining to avoid the formation
of alkali sulfates, so that they must be controlled by limiting the sodium and potassium levels in the fuel.
12
Gas turbine installations utilizing exhaust heat recovery equipment could have metal temperatures be-
low the dewpoint of sulfuric acid, and in these cases it is necessary to know the sulfur level in the fuel
to avoid acid corrosion of heat transfer surfaces. The maximum allowable sulfur to avoid sulfuric acid
condensation will depend on the specific heat recovery equipment used. For fuels exceeding this maxi-
mum level, the operating temperature of the heat recovery equipment could be changed accordingly to
avoid condensation of acid products.
The sulfur level of liquid fuels is regulated in many localities as a means of controlling the emission of
sulfur oxides in the exhaust gases.
Crude oils burned directly as fuels may also contain active sulfur in the form of hydrogen sulfide or mer-
captans. These substances, especially in the presence of water, may cause corrosion to fuel system com-
ponents. For this reason, the water content of such fuels should be kept as low as possible.
C. Nitrogen
Fuel-bound nitrogen in petroleum fuels comes largely from organo-nitrogen compounds present in the
original crude oil. In some distillate fuels, fuel-bound nitrogen may also come from additives such as
stabilizers.
This chemically-bound nitrogen in the fuel will contribute to the total nitrogen oxide pollutant in the
exhaust gases, adding to the nitrogen oxides from the direct combination of atmospheric nitrogen and
oxygen in the gas turbine combustion reaction. The particular combustion system and operating condi-
tions will affect the total nitrogen oxide production from both atmospheric and fuel-bound nitrogen.
D. Hydrogen
The percent combined hydrogen in a hydrocarbon fuel is a critical factor in controlling stack smoke lev-
els. In general, the higher the hydrogen content in a liquid fuel the lower the smoke level will be. As an
example: paraffinic hydrocarbons with high hydrogen contents (14-15%) have much less tendency to
smoke than do aromatic hydrocarbons which can have 10% or less hydrogen.
Hydrogen is usually determined by an accurate measurement of the amount of water produced in the
controlled combustion of a weighed amount of fuel.
E. Carbon Residue
Carbon residue is measured as the residue remaining when a fuel sample is completely distilled in a stan-
dard apparatus. To obtain measurable residue with light distillates, the fuel is first distilled to remove
90% (ASTM Method D86) by volume, and then the carbon residue is determined on the “10% Bottoms.”
One effect of a high carbon residue is carbon formation near the fuel nozzle. To control this, air atomiza-
tion is used in the combustion of all but the lightest fuels, high pressure air being required for the heaviest
fuels.
F. Water and Sediment
Water and sediment in a fuel oil tend to cause fouling of the fuel handling facilities and the gas turbine
fuel system. Accordingly they should be kept at as low a value as practicable and always within the maxi-
mum values shown in this specification.
13
The sediment in fuel can be gums, resins, asphaltic materials, carbon, scale, sand or mud. It is mainly
a problem in residual fuels. Very few distillate fuels leave the refinery with more than 0.05% water and
sediment. However, poor handling practices can unnecessarily raise this level, and once an oil becomes
contaminated it may not be feasible to restore its original cleanliness, such as the case of lead or vana-
dium contamination.
Gas turbines are normally equipped with high capacity 5 micron filters. Since there are practical limits
to the efficiency of filtration systems, a fraction of the solids entering the filter remains in the oil and
can be an important factor in fuel system component life.
Fuel storage tanks should be designed with floating suctions that are equipped with low level bottom
limits to insure that the suction is always some distance from the bottom to avoid the water and sediment
that collects there. The operator should drain the bottom of the tank periodically to reduce the accumula-
tion and the risk of contamination. Automatic water drainage systems are preferred.
G. Filterable Dirt
Filterable dirt is essentially the suspended solid particulate matter in a distillate fuel which can cause fuel
filter maintenance problems. It is measured as the weight of solids held on a low porosity filter during
the filtration of a given volume of fuel.
H. Viscosity
The viscosity of fuel is a measure of its resistance to flow. It is important in the fuel auxiliary equipment
since it determines pumping temperature, atomizing temperature and oil pump pressure.
In order to obtain proper operation of the gas turbine, the maximum viscosity at the fuel nozzles must
not exceed 10 centistokes for pressure atomizing or low-pressure air-atomization fuel systems, and 20
centistokes for high-pressure air-atomizing systems. When these limits are exceeded, poor ignition char-
acteristics, smoking, unsatisfactory combustor exit temperature distribution, lowered combustion effi-
ciency or formation of carbon may occur. In most cases, fuel heating must be employed to insure that
these viscosity limits at the fuel nozzle are met under all ambient conditions. In all cases the fuel at initial
light-off must be at or below 10 cSt viscosity.
Minimum viscosity limits are imposed to safeguard the high pressure fuel pump, which depends on the
lubricating qualities of the fuel for satisfactory operation. It should be noted that naphtha fuel can have
a minimum viscosity as low as 0.5 cSt at 100°F (37.8 °C).
Special pumps may be required for viscosities below 1.8 cSt at 100 °F.
I. Pour Point
The pour point of a fuel is the temperature at which it will barely flow under standard conditions, and
it is significant in connection with fuels that may require heating to make them pumpable and with fuels
fed to a pump by gravity flow.
Petroleum oils when cooled may change to a plastic state as a result of partial separation of wax (wax
pour) or by congealing of hydrocarbons (viscous pour) comprising the oil.
14
A waxy fuel must be maintained at a high enough temperature to ensure that all of the wax is in solution
to prevent wax crystals from clogging filters and lines. For distillates, wax separation can usually be
avoided by heating the fuel to at least 20-30°F (11-17°C) above the pour point. Waxy crude oils used
as fuels may require even higher temperature differentials. Each type of waxy fuel must be evaluated
individually for minimum wax solution temperature. (For methods, refer to page C2.)
J. Fuel Gravity
The specific gravity is not a critical property of gas turbine fuels. Within a given fuel type it can indicate
the chemical composition of the hydrocarbons. As an example, a distillate with a low specific gravity
will be largely paraffinic whereas a high specific gravity will be more aromatic. The latter would have
a greater tendency to smoke with other factors being equal.
Gravity can have an economic significance where the fuel is purchased by volume since the total heat
units will decrease with decreasing specific gravity.
Residual fuels requiring washing will be more difficult to wash if the specific gravity approaches that
of water.
In the petroleum industry it is customary to use API gravity instead of specific gravity for convenience
since the API system eliminates the small decimal difference between fuel samples encountered in the
use of specific gravity. It is always referenced to 60°F (15.6°C).
API Spec.141.5Grav. 131.5

Some typical examples are:
Specific Gravity API Gravity

Water 1.00 10.0
Kerosene 0.78-0.83 50-39
No. 2 Distillate 0.82-0.86 41-33
Crudes and Blends 0.80-0.92 45-22
Residual Oils 0.92-1.05 22-3
K. Distillation
The heavy duty gas turbine is not sensitive to the distillation characteristics of the fuel per se.
Extremely volatile fuels such as naphthas require the use of a start-up fuel (light distillate) due to the
low temperature at which they vaporize, giving the possibility of combustible vapors in the fuel lines.
Very high end-point fuels, approximately 1000°F (538°C), can have excessive traces of vanadium which
have distilled over. For this reason pure distillate usually would have a maximum end point specification.
(This is also prevented by setting a maximum vanadium level.)
15
L. Flash Point
The flash point of a fuel is the temperature at which fuel vapors will flash when ignited by an external
flame.
The flash point is regulated for safety in fuel handling and storage. By itself it is not critical to turbine
operation although it can affect the requirements for auxiliary equipment such as motors, relays, heaters,
etc.
Minimum permissible flash points are regulated by local, state or federal laws.
Explosion-proofing of equipment may be required by local, state or federal regulations or other applica-
ble codes when the flash point is below a minimum permissible value.
M. Thermal Stability
The thermal stability of an oil is a measure of its ability to resist breaking down when heated to form
deposits of resins and sludge. This can occur in the fuel nozzle area and in fuel heaters especially if the
heater surface is far hotter than the surrounding oil. This polymerization to form deposits is a time–tem-
perature phenomenon: being accelerated by high temperatures, long exposure times and contact with
air.
Thermal stability is most critical for high viscosity residual fuels which require high temperatures to
meet fuel atomization viscosity requirements. The maximum allowable temperature specified is 275°F
(135°C).
N. Compatibility
Mixing certain residual type fuels with dissimilar residual fuels or diluting residual type fuels with cer-
tain distillates may result in the formation of tarry precipitates. The precipitation may occur immediately
after mixing or may take some time to develop. Heating for prolonged periods of time will generally
accelerate the separation.
This tarry residue can accumulate in the bottom of tanks and can settle out in fuel lines and on filters.
When the separation of residue occurs, it is usually in those residual fuels which have a heavy asphaltene
fraction present as a collodial mestastable gel; such as those which have had an intensive heating history
during refining. The nature of a solvent used for dilution (blending) is also important; paraffinic (low
specific gravity) distillates are more apt to cause precipitation than aromatic (high specific gravity) dis-
tillates.
One method of testing for compatibility is to make a 50-50 mixture of two oils and then subjecting the
mixture to a thermal stability test. A simple screening test is the ASTM D2781, “Compatibility of Fuel
Oil Blends by Spot Test.”
ASTM Specifications do not specify this property, again because it has not been the practice of the oil
suppliers to make this test. These specifications do not call for the test on the light distillate oils because
it is very rare that they encounter compatibility difficulties with one another. However, for the heavier
oils, it is necessary to start up and shut down the gas turbine on a light distillate oil; therefore, it is advis-
able to test the compatibility of the heavy oil/distillate mixture.
16
O. Cetane Number
Cetane number is an index of the burning quality of fuel in a diesel engine. It is specified only when the
turbine fuel is also used in a diesel starting engine.
Cetane number is most accurately measured in a special test engine, but a reasonably accurate value can
be obtained from a correlation between the specific gravity and the 50% distillation point.
APPENDIX C - FUEL ANALYSIS DATA REQUIREMENTS
To evaluate a liquid fuel for gas turbine application certain physical and chemical data are required. Basic
specification requirements are given in Table 2, Section 3. Certain other data are needed for engineering pur-
poses. Table 3 is a list of required data. Following is pertinent information on some of the analytical tests.
A. Sampling
Since analyses of small traces of metals are involved, and since some tests use small amounts of sample,
it is very important that the fuel sample is uniform and representative of the fuel as received by the user
or shipped by the supplier. If the fuel is taken from a container, it should be thoroughly mixed mechani-
cally before sampling. For sampling from storage tanks, refer to ASTM Standard Method for Sampling
Petroleum Products, D-270-65.
The sample for analysis should be stored preferably in plastic or plastic-lined metal containers. Avoid
metal cans with soldered seams and containers with seals (rubber) which can disintegrate and contami-
nate the fuel. The container should only be about two-thirds full so that it may be well shaken before
taking analytical samples. Heavy residual fuels should be in wide-mouth containers.
B. Heating Value
The heating value measured is the High (Gross) Heating Value, where the water produced is condensed.
The Low (Net) Heating Value is obtained by calculation from the Higher Heating Value by one of several
methods including ASTM D 1405 and D240. The latter requires an accurate value for percent hydrogen
while the former requires an aniline point (ASTM D1012) and specific gravity.
C. Viscosity
Viscosities at two temperatures are needed for a viscosity-temperature relationship for the fuel; the two
temperatures normally being 100°F (37.9°C) and 210°F (98.9°C). If the pour point is between 70°F
(21°C) and 90°F (32°C), the lower temperature should be 122°F (50.0°C). For pour points between 90°F
(32°C) and 120°F (49°C), the lower temperature should be 150°F (65.6°C).
D. Carbon Residue
Ramsbottom carbon residue (ASTM D524 ) is preferred as more accurate . If the Contradson method
(ASTM D189) is used, the results should be converted to Ramsbottom (see D524).
17
E. Trace Metal Analysis
Trace metal contaminant levels are usually measured by spectrometric methods such as atomic absorp-
tion, flame emission or a spark source spectrometry. The first two methods use a solvent diluted fuel
sample while the latter operates directly on the original fuel. In any case, the reference standards must
match the fuel properties as closely as possible. For very accurate analyses of vanadium and lead, it is
better to ash the fuel and run the spectrometric analysis on an aqueous solution of the treated ash. In the
ashing procedure, special care must be taken not to lose these elements.
F. Wax Content and Wax Melting Point
Crude oils and heavy true distillates should be tested to determine the minimum fuel temperature re-
quired to keep all of the wax in solution.
One approach is to remove the wax from the fuel and then to determine its melting point, which repre-
sents the maximum solution temperature. There is no standard method for wax separation, but there are
several laboratory procedures which are satisfactory. They all involve dilution of the fuel with a poor
wax solvent and then chilling to 0°F (–18°C) or lower to separate the wax crystals which are filtered out
at low temperature.
An instrumental procedure which measures the wax solution temperature directly on the fuel is Differen-
tial Scanning Calorimetry (DSC). This method is still being developed and has not yet been successful
with all crude oils.
For light distillate fuels, ASTM D 2500 Cloud Point or ASTM D3117 Wax Appearance Point may be
used.
18
Table 3 – Fuel Analysis Data
Property ASTM Method (1) Measured Value
Gross Heating Value, Btu/lb D240

Kin. Viscosity, cSt, 100°F (37.8°C) D445
Specific Gravity, 60°F (15.6°C) D1298
Specific Gravity, 100°F (37.8°C) D1298
Pour Point, °F(°C) D97
Flash Point, °F(°C) D98
Distillation Range (Not on Residuals) D86
IBP °
10% °
20% °
30% °
40% °
50% °
60% °
°
70%
°
80% °
90% °
EP °
Carbon Residue, Wt. % D524
Sulfur, Wt. % (Very Light Distillates) D1266
Sulfur, Wt. % (All Other Fuels) D129
Hydrogen, Wt. %
Nitrogen, Wt. %
Total Ash (2), ppm D482
19
Table 3 – Fuel Analysis Data (Cont’d)
Trace Metals, ppm (2)

Sodium
Potassium
Vanadium
Calcium
Lead
Other Metals Over 5 ppm
Sediment & Water Vol. % D1796
Water, Vol. % D95
Filterable Dirt, mg/100ml D2276
Wax, Wt. %
Wax, Melting Point, °F
Cetane No. (Diesel Engine Start Only) D975
(1) Book of ASTM Standards, Part 17

(2) A total ash less than 3 ppm is acceptable in place of trace metal analysis
(3) Wax data only on crudes and heavy distillates
20
21
GE Industrial & Power Systems

518 • 385 • 2211 TX: 145354
Tab 10
AA0402
June 1998
GE Power Systems
Gas Turbine
Atomizing Air System
I. GENERAL
Atomizing air systems provide sufficient pressure in the air atomizing chamber of the fuel nozzle body to
maintain the pressure ratio, PR, of atomizing air pressure to compressor discharge pressure, PAA/PCC, at
approximately 1.4 or greater over the full operating range of the turbine. Since the output of the main atomiz-
ing air compressor, driven by the accessory gear, is low at turbine firing speed, a starting atomizing air com-
pressor provides a similar pressure ratio during the firing and warm–up period of the starting cycle, and dur-
ing a portion of the accelerating cycle.
Major system components include:
1. Main Atomizing Air Compressor.
2. Starting Atomizing Air Compressor.
3. Atomizing Air Heat Exchanger.
4. Atomizing Air Filter.
A. General
When liquid fuel oil is sprayed into the turbine combustion chambers it forms large droplets as it leaves
the fuel nozzles. The droplets will not burn completely in the chambers and may go out the exhaust stack
in this state. A low pressure atomizing air system is used to provide atomizing air through supplementary
orifices in the fuel nozzle which directs the air to impinge upon the fuel jet discharging from each nozzle.
This stream of atomizing air breaks the fuel jet up into a fine mist, permitting ignition and combustion
with significantly increased efficiency and a decrease of combustion particles discharging through the
exhaust into the atmosphere. It is necessary, therefore, that the air atomizing system be operative from
the time of ignition firing, through acceleration, and during normal operation of the turbine.
Air taken from the atomizing air extraction manifold of the compressor discharge casing passes through
the air–to–water heat exchanger (precooler) HX1 to reduce the temperature of the air sufficiently to
maintain a uniform air inlet temperature to the atomizing air compressor. The atomizing air precooler,
located in the turbine base, uses water from the turbine cooling water system as the cooling medium to
dissipate the heat. Refer to the Cooling Water System text.
The cooled air then passes through the atomizing filter to remove any dirt, rust or other solid particles.
This filter is mounted vertically in the accessory compartment and consists of one or more removable
cartridges mounted in a stainless steel housing. Differential pressure switch 63AF and a differential
pressure gauge are connected across the inlet and outlet of the filter. The differential pressure across the
filter should be checked periodically. When the indicated pressure exceeds 5PSID, the filter cartridge(s)
should be cleaned or replaced as necessary. The manufacturer’s instructions should be followed for the
cleaning of the filter elements. Pressure switch 63AF monitors the differential pressure and when differ-
ential reaches 3.5 PSID, an alarm is sounded.
CAUTION
Failure to clean or replace the atomizing air filter cartridges after an

alarm has been enunciated may result in damage to the filter cartridge
and/or the main atomizing air compressor and could result in an insuffi-
cient pressure ratio to properly atomize the liquid fuel.
Thermocouples AATI–1A and AATI–1B are provided to send an alarm to the SPEEDTRONICS when
the temperature of the air from the atomizing air precooler entering the main atomizing air compressor
becomes too high or too low. When the atomizing air reaches the set temperatures, an alarm is activated.
Improper control of the temperature may be due to failure of the sensor, the precooler, or insufficient
cooling water flow. Continued operation above 275F should not be permitted for any significant length
of time since it may result in failure of the main atomizing air compressor or in insufficient atomizing
air to provide proper combustion. Operating at temperatures below 200F should also be avoided since
condensing water will cause failure of the main compressor when ingested.
Compressor discharge air, now cooled, reaches the main atomizing air compressor. This is a single stage,
flange mounted, centrifugal compressor driven by an inboard shaft off the turbine accessory gear. It con-
tains a single impeller mounted on the pinion shaft of the integral input speed increasing gear box driven
directly by the accessory gear. Output of the main compressor provides sufficient air for atomizing and
combustion when the turbine is approximately 90 percent speed.
Differential pressure switches 63AD–1A, –1B, and –1C, located in a bypass around the compressor,
monitor the air pressure and enunciate an alarm if the pressure rise across the compressor should drop
to a level inadequate for proper atomization of the fuel.
Air, now identified as atomizing air, leaves the compressor and is piped to the atomizing air manifold
with pigtail piping providing equal pressure distribution of atomizing air to each individual fuel nozzle.
When the turbine is first fired, the accessory gear is not rotating at full speed and the main atomizing
air compressor is not outputting sufficient air for proper fuel atomization. During this period, the start-
ing, or booster atomizing air compressor, independently driven, is in operation supplying the necessary
atomizing air mass flow for the 1.4 pressure ratio. The booster compressor is discharging through the
main atomizing air compressor which has a relativley low pressure ratio at this time. The main atomizing
air compressor ratio increases with increasing turbine speed and at approximately 90 percent turbine
speed the flow demand of the main atomizing air compressor approximates the maximum flow capabili-
ty of the booster compressor. The check valve in the air supply line parallel to the booster compressor
2
begins to open allowing air to be supplied to the main compressor simultaneously from both the main
air line and the booster compressor. At this point the pressure ratio of the booster compressor decreases
to one and the starting compressor is shut down at approximately 95% speed. Now all of the air being
supplied to the main compressor is directly from the precooler through the check valve, bypassing the
starting air compressor completely. At this time the 20AB solenoid is energized and the isolation valve
(VA22) is closed preventing any air getting to the booster compressor.
B. Dual Fuel Operation (Gas and Distillate Oil)
Piping for the atomizing air system includes a normally open, air–operated bypass valve, VA18–1,
which is controlled by the operation of solenoid valve 20AA. During gas fuel operation the VA18–1
valve is closed. This causes the air supply to the main atomizing air compressor to be throttled by divert-
ing the air though an orifice in the bypass line parallel to VA18–1. This results in an atomizing air pres-
sure ratio, Pr, of approximately 1.1. A portion of this air is used to purge the oil passages in the oil fuel
nozzle.
When the fuel system is set for oil (or liquid) fuel operation, the VA18–1 valve is opened thus allowing
full Pcd to the inlet of the main atomizing air compressor. This results in an atomizing air pressure ratio
of 1.4 which is required for proper atomization of distillate fuel.
C. Fuel Purge System
The purpose of the purge system is to keep the liquid fuel passages clean and free of foreign material
during the normal combustion process. During gas fuel operation this means preventing the accumula-
tion of oil fuel in the oil fuel nozzle passages as well as fouling of the nozzles as a result of oil fuel coking.
The purge system minimizes such fouling and keeps the oil fuel nozzles clean by continuously purging
them with pressurized air while the tubine is operating using gas fuel. The VA19–1 purge valve,which
is controlled by solenoid valve 20PL–1, is opened to allow purge air to the liquid fuel purge manifold
and thus the liquid fuel nozzle passages.
The purge manifold contains check valves, one for each nozzle, which prevent oil fuel from entering
the purge air system when the machine is operating on oil fuel. Similarly, the oil fuel check valves
installed in the oil piping to the oil fuel nozzles insure that the purge air is directed to the nozzle and not
into the oil fuel system. If any oil leakage should occur through the purge air check valves when operat-
ing on oil fuel, it will drain out of the purge air manifold through the normally open port of the three way
purge air valve, VA19–1.
Tell–Tale leakoff piping connected to the purge valve vent port provides a visual means for determining
the general condition of the check valves. There should not be any leakage.
D. Compressor Water Wash Provisions
When water washing the gas turbine’s compressor section, it is important to keep water out of the atomiz-
ing air system. To keep water out of the atomizing air system, the system inlet is equipped with an isola-
tion valve and drain valves and the boost compressor is equipped with an inlet vent valve. The vent valve
is opened to avoid completely throttling the main compressor while the isolation valve is closed for on–
line compressor washing . The drain valves are used to remove any leakage past the isolation valves
as well as drain any water left in the piping after compressor washing.
During normal operation of the gas turbine, the vent and drain valves must be closed and the isolation
valve must be open. Before initiating water wash, the isolation valve must be closed to keep water out
3
of the atomizing air system. The vent valve must be opened to allow the atomizing air compressors to
draw inlet air.
CAUTION
Running the atomizing air compressors completely throttled may result in

overheating and damage to the compressors.
At the conclusion of water wash, water must be drained from the atomizing air piping by opening the
low point drain valves. When all of the water has been drained from the piping, the isolation valve must
be opened and the drain valves and vent valve closed.
CAUTION
Running the atomizing air compressors with water in the piping will result in
damage to the atomizing air compressors.
GE Power Systems

518 • 385 • 2211 TX: 145354
4
PS0446
November 1999
GE Power Systems
Gas Turbine
Purge Air System

I. GENERAL
This application is a Dual Fuel Design (Commonly Gas and Distillate Oil) which requires air purge of the
liquid nozzles (Fuel Oil or Water Injection) when operating on gas fuel. Conversely, the gas fuel nozzle tip
requires air purge when operating on liquid fuel (see MLI 0477 Purge System Schematic). The liquid purge
circuits are all functionally identical but bear device names unique to the function.
II. LIQUID PURGE SYSTEMS
During gas operation, in general, the oil and water purge systems are activated (See the MLI 0477 section
of the Device Summary for control settings). Three-way purge valves (typically VA19/VA33) control air to
the purge manifolds when activated and to drain when not. The Atomizing Air System (see MLI 0425 sche-
matic) is designed to deliver Compressor Discharge air at approximately 1.04–1.05 Pcd pressure ratio for
purge. Typically the VA18 Atomizing Air valve (see MLI 0425) is used to control the pressure ratio for purge
(reduced from the 1.45 Pcd required for oil atomization). An additional purge bypass orifice (MLI 0477) is
employed and is discussed in Gas Purge Systems. Atomizing Air is directed to the liquid purge system
through cooler HX4–1 and then to a Y-Type strainer. The cooler maintains 275°F maximum temperature air
to protect the fuel nozzle Distributor valve from damage. The strainer (40 Mesh) stops particulate from enter-
ing the system. A Delta–P gauge monitors strainer for clogging and should be cleaned when 3 psid occurs.
(See the Notes section of MLI 0477).
Instrumentation/Control air is provided from the Atomizing Air system (PA1). Supplementary air from
Customer connection PG35 is required for startup and shutdown. See MLI 0477 Notes for requirements.
Upon activation, Solenoid valves 20PL/20WP provide actuation air, through Pressure Regulator VPR54–1,
to stroke the VA19/VA33 valves when commanded. At this time the path from Atomizing Air (PA2) is
opened, the AA2/PG33 drain ports close, and air flows through the purge control valves. The air is directed
through the purge manifold distribution system to the individual tubing thereby opening the VCK2 check
valves. Purge air then flows to the respective Combustion chamber connections. The GE piping system
designations are typically MLI 0918 for purge, MLI 0961 for fuel oil, and MLI 0968 for water injection.
A bypass circuit, identified as actuating solenoid 20BP–1, bypass valve VA23–1, and a bypass orifice, is
located in the purge air supply line. It is used to ensure smooth transfers from liquid to gas fuel operation at
Load by minimizing the purge pressure ratio when purge air is first turned on. This purge staging allows residu-
al liquid fuel and/or water, remaining downstream of the respective check valves, to be blown into the
combustor without incident. The function is as follows: VA23–1 is closed invoking the MLI 0477 purge
bypass; concurrent with that command, or seconds later depending on the Control sequencing, the VA33 and
VA19 liquid purge control valves are opened to PA2. Air flow is delayed, however, as decaying liquid
back-pressure holds the VCK2 check valves closed. The VA18–1 Atomizing Air by–pass is then activated.
Purge air flows when the liquid pressure becomes less than purge and the air check valves open. The initial
staged Purge pressure ratio (combined VA23 and VA18 Bypass) is now of 0.98–1.01 Pcd. Seconds later the
VA23–1 valve is opened thereby disengaging the MLI 0477 purge bypass. This allows the purge pressure ratio
(as delivered from Atomizing Air) to assume the final desired value of 1.04–1.05 Pcd during sustained gas
operation.
A. Liquid Purge Fault Detection System.
Differential Pressure (Delta–P) Transmitters plus limit switches on the three-way purge supply valves
are incorporated to assure adequate purge pressure to each system branch. Each manifold has a Delta–P
transmitter, for example 96PLP, to compare purge air delivered by the Atomizing Air system to Pcd
pressure (see MLI 557T). Limit switches, for example 33WP/33PL, monitor the three–way purge valves
to assure opening to the air source when activated. The controls are preset to alarm and/or trip the unit
depending on voting logic of the Electronic Controller.
During OIL operation (no liquid purge, system de-activated) Check valves VCK2 prevent fuel oil back
flow into the air purge manifold system. Should one or more check valves fail to seal properly the
condition is detectable by a discharge Leak-Off connection to the three-way purge valves. The valves
are ported, and the manifolds sloped, to allow gravity drain to the respective AA2 connection. This also
applies to Water Injection Purge with drain to the PG33 drain connection.
III. GAS PURGE SYSTEMS
During oil operation, in general, the gas purge systems are activated. The gas circuits are always purged when
operating on oil (Refer to MLI 0477 Purge and MLI 0422 Gas Schematics). Each circuit functions as a
“Three-valve Block and Bleed”, when commanded, to stop the purge air flow. Air is connected from the tur-
bine Compressor Discharge casing (Pcd) to the off base Fuel Gas Module (MLI 0991) at PA3. The
connections are then made into the respective gas system (downstream of the Gas Stop Valve). The purge
air is directed into the gas piping, the Turbine base gas manifold distribution system, and on to the gas nozzle
tips. No separate gas purge manifold system required.
A. Primary Gas Purge
During oil operation, the Primary gas purge system is activated. Gas purge valves (typically VA13–1
and VA13–2) provide purge air from the PA3 Compressor Discharge casing.
When energized (normally closed during gas operation), control solenoids 20PG–1 and 20PG–2 provide
actuation air, through Pressure Regulator VPR54–2, to command VA13–1 and VA13–2 open. The signal
to energize 20PG–1 and 20PG–2 also energizes 20VG–4; this in turn, closes VA13–8, the two–way vent
shut off valve. The block and bleed is interrupted and purge air flows to the system. Limit switches 33PG
monitor the valve positions and Pressure switch 63PG monitors the inter-valve cavity pressure. This data
is compared to detect fault conditions (see MLI 0414 Device Summary Settings).
During gas fuel operation (All DLN modes) purge valves VA13–1 and VA13–2 are always closed. The
20VG–4/VA13–8 vent valve is open, and no purge air flows to primary nozzle. This is the normal
(de-energized) state of these valves and represents the three–valve Block and Bleed arrangement that
prevents gas flow into the purge air system.
B. Transfer Gas Purge
This DLN–1 application requires air purge of the ”Transfer” branch of the gas delivery system. Gas
purge valves (typically VA13–3 and VA13–4) provide purge air from the PA3 Compressor Discharge
2
casing. This circuit is in purge mode continuously during OIL and steady state gas fuel operation
(Primary, Lean-Lean, Premix DLN cycle accomplished). The transfer Purge air system is closed only
during the dln mode switch from lean-lean mode to premix operation for the short time span that transfer
gas is admitted to the fuel nozzle.
When energized, (DLN Mode switch initiated) control solenoids 20PG–3 and 20PG–4 command
VA13–3 and VA13–4 closed stopping purge air flow. The signal to energize 20PG–3 and 20PG–4 also
energizes 20VG–3. This in turn, opens VA13–16, thereby venting the volume between the purge valves
(three-valve block and bleed). Transfer purge is not reestablished until the gas transfer valve is at the
100 percent secondary position (see complete gas system description).
When deactivated, the transfer purge valves VA13–3 and VA13–4 are open, the 20VG–3/VA13–16 vent
valve is closed, and purge air continuously flows to the transfer nozzle. This is the normal (de-energized)
state of these valves (reverse of Primary Purge logic).
Limit switches 33PG on the purge valves indicate the proper position to permit transfer gas flow.
Pressure switch 63PG verifies low pressure in the vent cavity to also permit transfer gas flow. The VA36
valves, a part of the VA13 purge valves, have a passive function. They assure an adequate flow of vent
air or instrument supply air from PA1.
The transfer purge system should be cycled periodically. Proper transfer purge system operation is
required to protect the gas fuel transfer nozzles from being damaged.
3
4
AA0434
January 2000
GE Power Systems
Gas Turbine
Atomizing Air System

I. GENERAL
The Atomizing Air system for the MS7001FA gas turbine provides compressed air for atomization of liquid
fuel in the combustion system. The Atomizing Air is introduced through supplementary orifices in the fuel
nozzles. The discharge from these nozzles impinges directly upon the liquid fuel oil spray as it enters the
combustion chambers. The high velocity Atomizing Air stream shears the droplets of fuel into very small
pieces, yielding a fine mist. The fine mist of fuel burns more completely in the combustion chamber, yielding
significantly higher combustion efficiency, and lower levels of combustion particles discharging to atmo-
sphere through the exhaust.
In addition to supplying air for atomization of liquid fuel, the Atomizing Air system also supplies purge air
to the liquid fuel and water injection nozzles when the gas turbine is operating on gas fuel (refer to Fuel Purge
system description). Immediately following shut down, the Atomizing Air Compressor can be run to purge
and cool the Atomizing Air, Water Injection, and Liquid Fuel nozzles. Provisions can also be made to use
the Atomizing Air module to purge the Atomizing Air and Liquid Fuel piping during off-line water washes.
The Atomizing Air system components are located in the Liquid Fuel/Atomizing Air Module (MLI A162),
which is an enclosed off-base skid. This module also houses components of the liquid fuel system (refer to
Liquid Fuel System description – MLI 0424). The components of the Atomizing Air system are shown in
the Atomizing Air Piping Schematic Diagram Drawing, which is included in the reference drawings section
of this manual.
A. Components
The major Atomizing Air System components are as follows:
1. Atomizing Air Compressor/Motor assembly, with Compressor Vibration Transmitters (CA1–1,

88AK–1, 39VS–AA–1)
2. Backup Atomizing Air Compressor/Motor assembly, with Compressor Vibration Transmitters

(CA1–2, 88AK–2, 39VS–AA–2)
3. Inlet Air Heat Exchanger or Precooler (HX1–1)
4. Cooling Water Control Valve (VA32–2)
5. Cooling Water Electro-pneumatic Temperature Controller arrangement (90AT–1, VPR68–2, AAT–

HXD–1A)
6. Dual Inlet Air Temperature Switches (26AA–1A, 26AA–1B)
7. Moisture Separators (PDS1–1, PDS1–2)
8. Air Filter and Air Filter Differential Pressure Switch (FA5–1, 63AF–1)
9. Motor Actuated Atomizing Air Compressor Bypass Valve with Limit Switches (20AA–1, 33AA–1,
33AA–2)
10. Motor Actuated Atomizing Air D/S Throttling Valve with Limit Switches (20AA–2, 33AA–3,
33AA–4)
11. Motor Actuated Atomizing Air Scavenging Valve with Limit Switches (20AA–5, 33AA–7,
33AA–8)
12. Manual Purge Tuning Ball Valve (VM17–1)
13. Compressor Differential Pressure Switches (63AD–1A, 63AD–1B, 63AD–1C)
14. Compressor Discharge Temperature Switch (26AA–2)
15. Cooling Water Bypass Solenoid, Control Valve and Limit Switches (20WC–50, VA34–1)
16. WC–50A, 33WC–50B) (On Cooling Water Schematic – MLI 0420)
B. Operational/Functional Description
1. General
Air is supplied to the Liquid Fuel/Atomizing Air (LF/AA) Module from an extraction manifold at
the Gas Turbine Compressor Discharge (see Cooling and Sealing Air Piping Schematic MLI 0417).
This air is approximately at CDP (pressure) and CDT (temperature). The actual pressures and tem-
peratures are dependent on the Gas Turbine operating conditions. This air enters the LF/AA Module,
and passes through the Atomizing Air Precooler (HX1–1). The supply of cooling water to the Pre-
cooler is controlled by the Cooling Water Control Valve arrangement (VA32–2, VPR68–2, 90AT–1,
AAT–HXD–1A) (see Cooling Water Piping Schematic MLI 0420). The temperature of the air leav-
ing the Precooler (HX1–1) is controlled to 225°F (107°C) at high air mass flow conditions, but may
be lower at part-load air flow conditions. Downstream of the Precooler, the air passes through a
Moisture Separator (PDS1–1) with a continuous blowdown drain. This device separates out most
of the entrained moisture droplets in the atomizing air stream. Two identical temperature switches
(26AA–1A, 26AA–1B) and the Cooling Water Temperature Control Thermocouple (AAT–
HXD–1A) are provided in the line downstream of the Moisture Separator. The switches have a
275°F (135°C) set point, and are intended to signal an alarm if the Precooler fails to adequately cool
the incoming air. Further downstream of the Moisture Separator, the air passes through a 2 micron
Filter arrangement (FA5–1). The Filter should be checked annually for integrity and should be re-
placed when the AA Filter Differential Pressure Switch (63AF–1) alarms at between 3 and 4 psid.
The 0–300 psig Panel Mounted Pressure Gauge downstream of the Filter (FA5–1) can also be moni-
tored. Upstream of the Filter, the air proceeds to the purge air “tee”, where it splits into one of two
paths. One path enters the atomizing air compressor inlets (Atomizing Air, Liquid Fuel mode), as
described in more detail in section B2. The alternate path bypasses around the air compressor (Purge
Air, Gas Fuel mode), described in more detail in section B3.
2
2. Atomizing Air Operation
When the gas turbine is operating on liquid fuel, the AA Module supplies high pressure air for fuel
atomization. Air flows to the Air Compressors/Motor arrangements. A Vibration Transmitter
(39VS–AA–1 or –2, depending on which Compressor/Motor train is operating) is provided as part
of the compressor assembly to signal an alarm in the event of excessive vibration (greater than 1 mil
Peak-to-Peak shaft vibration). The compressor is supplied with a flow of lubricant from the Turbine
Lube Oil system (see MLI 0416 Lube Oil schematic). Triple redundant Differential Pressure
Switches (63AD–1A, 63AD–1B, 63AD–1C) monitor the differential pressure across the Atomizing
Air Compressor and signal an alarm in the event of low pressure rise. While operating as an Atomiz-
ing Air Compressor, it has a pressure ratio of approximately 1.54:1. The temperature of the air leav-
ing the Compressor is approximately 350°F (177°C) when its inlet temperature is 225°F (107°C).
Downstream of the AA Compressor the air flows through the fully open Atomizing Air D/S Throt-
tling Valve (20AA–2). This valve is provided with Limit Switches (33AA–3, 33AA–4) to indicate
its position. Downstream of the 20AA–2 valve, the air passes through the fully open Atomizing Air
Scavenging Valve (20AA–5). This valve is also provided with Limit Switches (33AA–7, 33AA–8)
to indicate its position. For liquid fuel operation, 20AA–5 (with Limit Switches 33AA–7 and
33AA–8) will also be driven fully open in response to a signal from the SPEEDTRONIC, and it
will have a negligible pressure drop. Downstream of 20AA–2, a temperature switch (26AA–2) is
installed to monitor Atomizing Air Compressor discharge temperature. This temperature switch
signals an alarm if the temperature exceeds 375°F (191°C). The air then exits the Liquid Fuel/Atom-
izing Air Module via connection “AAO1”. Interconnecting piping conducts the Atomizing Air to
connection “AAI1” at the turbine base. The air then enters the Atomizing Air Manifold, which sup-
plies air to the combustion chambers via 14 flexible hose “pigtails”. The absolute pressure at the
connection to the combustion chamber end-cover is approximately 1.35 to 1.4 times Gas Turbine
Compressor Discharge Pressure (CDP).
For this dual (2) compressor configuration, the arrangement starts in a lead/lag fashion to spread the oper-
ating duty while operating on liquid fuel among the two Compressor/Motor trains. Also, upon failure
of the operating Compressor/Motor train the other train is in standby and will start and load in an attempt
to prevent plant shutdown and damage to the combustion system. It is recommended to operate the liquid
fuel system at least once a week (for about 0.5 hour), and alternating the Compressor/Motor train in lead/
lag fashion each week. This keeps the equipment optimally functional.
3. Gas Fuel Operation
For gas turbine operation with gas fuel, the system supplies moderate pressure air for liquid fuel
system purge, and for cooling the Atomizing Air, and Water Injection Nozzles. The system operates
as follows under these circumstances: The Atomizing Air Compressors are not running. The air by-
passes the AA Compressors via the purge “tee”, located between the Moisture Separator and the Air
Filter. Before this air reaches the Moisture Separator (PDS1–1), it is cooled to about 225°F by the
water flowing through the co-flow Precooler (HX1–1). Since less air flow is required for the purge
mode of operation, the water flow through the Precooler is decreased by an air pressure operated
Ball Valve (VA34–1) and bypass orifice. The actuation air for this Ball Valve (IA) is turned on and
off by a 0.5 inch dia. Solenoid Valve (20WC–50) controlled by the SPEEDTRONIC Control Panel.
The normally closed Ball Valve (VA34–1) has a Limit Switch to signal fully closed (33WC–50A)
and fully open (33WC–50B) positions. (See the Cooling Water schematic MLI 0420 for the
VA34–1; 20WC–50; 33WC–50A; and 33WC–50B devices.) This air is at approximately Gas Tur-
bine Compressor Discharge Pressure (CDP) and 225°F. The air passes through the Purge Tuning
Orifice (VM17–1), this orifice is equipped with a Manual Tuning Valve. This Tuning Orifice is sized
to deliver a 0.95 pressure ratio with the Manual Bypass Valve completely closed. With the Manual
3
Bypass Valve in the fully open position, the purge system will deliver approximately a 0.985 pres-
sure ratio to the liquid fuel, water injection and atomizing air circuits. Previous testing demonstrated
that to achieve acceptable combustion dynamics the system pressure ratio needed to be reduced to
0.970–0.975. With the Manual Bypass Valve around the Tuning Orifice, the system pressure ratio
can be “Dialed” in initially at Full Speed – No Load (FSNL) to a nominal value 0.9725, with all three
purge circuits (LF, WI, AA) falling in the range of 0.970–0.975. At base load, a final setting will
be made to set the system to a nominal pressure ratio of 0.9725, again with all three purge circuits
falling in the range of 0.970–0.975. Pressure ratio must be set with the purge air temperature at
225°F ± 25°F. Valve handle shall be removed and/or the Valve shall be locked into position once
the final set point is achieved. After the air passes the Tuning Valve, it then passes through fully
opened Atomizing Air Bypass Valve (20AA–1), which serves to open and close the bypass air route
depending on which fuel is powering the gas turbine.
The air then splits into two paths, supplying air to the Liquid Fuel and Water Injection Purge piping
and to the Atomizing Air nozzles. The piping to the Liquid Fuel and Water Injection Purge systems
pass out of the Liquid Fuel/Atomizing Air Module via connection PA2. The purge air is carried via
interconnecting piping to the turbine base (see MLI 0477 Fuel Purge Schematic). The Atomizing
Air flow stream exits the Liquid Fuel/Atomizing Air module via connection AAO1. Interconnecting
piping conducts the air to connection AAI1 at the turbine base. The air then enters the Atomizing
Air Manifold, which supplies air to the combustion chambers via 14 flexible hose “pigtails”. The
pressure at the connection to the combustion chamber end-cover is approximately equal to CDP.
4. Precooler Temperature Control Function
The following is a more detailed description of the function of the HX1–1 Precooler. The Precooler
is a co-flow shell and tube BEP air to liquid heat exchanger. The flow of coolant through the Precool-
er is controlled by a 3-way Pneumatically Actuated Control Valve (VA32–2). The position of this
valve is regulated by an Electro-pneumatic Temperature Controller (90AT–1). The Electro-pneu-
matic Temperature Controller Thermocouple (AAT–HXD–1A) generates a signal that is fed into
the SPEEDTRONIC. The SPEEDTRONIC issues a 4–20 mA signal to the Valve Positioner. If the
air temperature out of the Precooler (as measured by thermocouple AAT–HXD–1A) exceeds 225°F,
then the signal from 90AT–1 will open the VA32–2 Control Valve further, allowing more coolant
to flow through the Precooler and thus reducing the air temperature out of the Precooler. If the air
temperature out of the Precooler is less than 225°F, then the signal out of 90AT–1 will close the
VA32–2 Valve further, reducing the flow of coolant and thus reducing the air temperature out of the
Precooler. In order to protect the Precooler from damage due to over-temperature, an orifice con-
trolled bypass line provides a minimum flow rate of coolant through the Precooler when the control
valve is fully closed. At some operating conditions (e.g., at low air flow conditions, and/or low air
temperature conditions) this minimum/bypass coolant flow may cause the Precooler air discharge
temperature to fall below 225°F (107°C). The Cooling Water Control Valve arrangement also in-
cludes a Pneumatic Pressure Regulator (VPR68–2). Control air is supplied from the plant air system
via a takeoff from the Purge Air control system. Refer also to Cooling Water schematic (MLI 0420)
and system description text.
CAUTION
Isolation valves are provided at the inlet and discharge of the atomizing air
compressors. Running either compressor with one of its isolation valves closed
may seriously damage the compressor.
4
PS0434
January 2000
GE Power Systems
Gas Turbine
Gas Turbine Fuel Purge System

I. INTRODUCTION
For the fuel type not being used, the fuel purge system supplies purging air to prevent fuel accumulation and
combustion back-flow in the associated gas turbine fuel piping. When burning natural gas, the fuel purge sys-
tem supplies purging air to the liquid fuel and water injection passages of the dual-fuel nozzle. When burning
liquid fuel, the fuel gas purge system will provide a low flow continuous sweep to the PM1, PM2, PM3 and
Quaternary gas manifolds. When burning a mixture of both fuels, the purge system is not in operation.
The liquid fuel and water injection passages of the fuel nozzle are purged with discharge from the gas turbine
compressor that has been cooled through the atomizing air precooler located on the Liquid Fuel/Atomizing
Air Module. This part of the system is covered in the Atomizing Air system text.
II. SYSTEM OVERVIEW
The MS7001FA DLN2.6 Dual Fuel machine purges both the gas and liquid fuel passages when fuel is not
flowing through their respective fuel passages. The fuel gas passages are purged with turbine compressor
discharge air. The fuel gas purge system components are shown on the schematic diagram (MLI 0477).
The liquid fuel and water injection passages are purged with turbine compressor discharge air that has been
cooled through the atomizing air precooler located on the Liquid Fuel/Atomizing Air Module. The liquid
fuel and water injection purge system components are shown on the schematic diagram (MLI 0477).
III. SYSTEM OPERATION
A. Liquid Fuel Nozzle Purging
When the gas turbine is burning natural gas, the liquid fuel purge system receives air from the discharge
of the gas turbine compressor after it has been cooled by the atomizing air precooler (HX1–1) and passes
through the atomizing air moisture separator (PDS1–1), purge isolation valve (20AA–1) and manual
tuning valve (VM17–1), all located within the Liquid Fuel / Atomizing Air Module (see MLI 0425 text
for component functionality and description). This air flows through the liquid fuel purge valve
(VA19–1, located in the turbine compartment), whose position is controlled by a solenoid valve
(20PL–1) and quick exhaust valve (VA36–5) located within the Liquid Fuel/Atomizing Air Module. Ac-
tuating air to the liquid fuel purge valve is regulated to the appropriate operating pressure by a regulator
(VPR54–19) also located within the Liquid Fuel/Atomizing Air Module. The purge air then continues
into the purge manifold where it is split into individual lines, one per combustor. From the manifold, the
purge flow continues through tubing runs to the individual endcover isolation valves (VA19–3–1T3–14,
located in the turbine compartment), whose position is controlled by a solenoid valve (20PL–3) and
quick exhaust valve (VA36–6) located within the Liquid Fuel / Atomizing Air Module. Actuating air
to the endcover isolation valves is regulated to the appropriate pressure by a regulator (VPR54–15) also
located within the Liquid Fuel / Atomizing Air Module. A low flow purge valve (VA19–1L, located in
the turbine compartment), whose position is controlled by a solenoid valve (20PL–1L) located within
the Liquid Fuel / Atomizing Air Module, provides a soft purge to slowly push the liquid fuel remaining
in the fuel nozzles into the turbine combustors (thus minimizing turbine load spikes) before initiating
high flow purge through VA19–1. A low point drain valve (VA19–2, located in the turbine compart-
ment), whose position is controlled by a solenoid valve (20PL–2) located within the Liquid Fuel / Atom-
izing Air Module, completes the purge arrangement and provides a block and bleed system. Actuating
air to the drain valve is regulated to the appropriate pressure by the same regulator (VPR54–19) utilized
by purge valve VA19–1.
Triple redundant differential pressure transmitters, 96PL–1A, –1B, –1C, provide continuous monitoring
of the liquid fuel purge system pressure ratio to the turbine control system. Should the system pressure
ratio degrade to a predetermined setpoint, the turbine control system will provide an alarm to the turbine
operator. Continued degradation of the purge system pressure ratio to the next predetermined setpoint
would result in a turbine shutdown or trip.
B. Water Injection Nozzle Purging
When the gas turbine is burning either natural gas or operating on liquid fuel without water injection (i.e.:
while the water injection system is not being utilized), the water injection purge system receives air from
the discharge of the gas turbine compressor after it has been cooled by the atomizing air precooler
(HX1–1) and passes through the atomizing air moisture separator (PDS1–1). Purge Isolation Valve
(20AA–1) and manual tuning valve (VM17–1) are all located within the Liquid Fuel / Atomizing Air
Module (see MLI 0425 text for component functionality and description). This air flows through the
water injection purge valve (VA33–1, located in the turbine compartment), whose position is controlled
by a solenoid valve (20WP–1) and quick exhaust valve (VA36–7) located within the Liquid Fuel / Atom-
izing Air Module. Actuating air to the water injection purge valve is regulated to the appropriate operat-
ing pressure by a regulator (VPR54–14) also located within the Liquid Fuel / Atomizing Air Module.
The purge air then continues into the purge manifold where it is split into individual lines, one per com-
bustor. From the manifold, the purge flow continues through tubing runs to the individual endcover
isolation valves (VA33–3–1T3–14) located in the turbine compartment), whose position is controlled
by a solenoid valve (20WP–3) and quick exhaust valve (VA36–8) located within the Liquid Fuel / Atom-
izing Air Module. Actuating air to the endcover isolation valves is regulated to the appropriate pressure
by a regulator (VPR54–8) also located within the Liquid Fuel / Atomizing Air Module. A low flow purge
valve (VA33–1L, located in the turbine compartment), whose position is controlled by a solenoid valve
(20WP–1L) located within the Liquid Fuel / Atomizing Air Module, provides a soft purge to slowly push
the water remaining in the water injection nozzles into the turbine combustors (thus minimizing the risk
of combustor flame out) before initiating high flow purge through VA33–1. A low point drain valve
(VA33–2, located in the turbine compartment), whose position is controlled by a solenoid valve
(20WP–2) located within the Liquid Fuel / Atomizing Air Module, completes the purge arrangement
and provides a block and bleed system. Actuating air to the drain valve is regulated to the appropriate
pressure by the same regulator (VPR54–14) utilized by purge valve VA33–1.
Triple redundant pressure transmitters, 96WP–2A, –2B, –2C, provide continuous monitoring of the wa-
ter injection purge system pressure ratio to the turbine control system. Should the system pressure ratio
degrade to a predetermined setpoint, the turbine control system will provide an alarm to the turbine oper-
ator. Continued degradation of the purge system pressure ratio to the next predetermined setpoint would
result in a turbine shutdown or trip.
2
C. PM1, PM2, PM3, Quaternary Gas Purge
When the gas turbine is operating on liquid fuel or burning natural gas for which selected natural gas
passages are inactive (i.e.: other than base load conditions) the fuel purge system receives air from the
discharge of the gas turbine compressor. This purging air flows through fuel gas purge valves VA13–1,
–2 (for PM1), VA13–3, –4 (for PM2), VA13–5, –6 (for PM3) and VA13–19, –20 (for Quaternary) to the
corresponding PM1, PM2, PM3 and Quaternary natural gas manifolds. All the components described
in this system will be located in the Accessory Module.
For the PM1, PM2, PM3, and Quaternary gas purge systems, each fuel gas purge valve is controlled by
allowing air to flow through the associated actuator quick exhaust valves VA36–1,2 (PM1), VA36–3,4
(PM2), VA36–9, –10 (PM3) and VA36–11, –12 (Quaternary). The quick exhaust valves are opened by
the associated solenoid valves 20PG–1, –2 (PM1), 20PG–3, –4 (PM2), 20PG–5, –6 (PM3) and
20PG–7,8 (Quaternary). When the solenoid valves are energized, pilot air is supplied to the quick ex-
haust valves which opens them and allows air to flow to the gas purge valves causing them to open and
allowing air to flow to the corresponding natural gas manifold(s). Valve actuating air is supplied from
customer supplied or a separate instrument air source. The rate of opening of these purge valves is manu-
ally controlled by needle metering valves located just upstream of the quick exhaust valves, VA36–1,2
(PM1), VA36–3, –4 (PM2), VA36–9, –10 (PM3) and VA36–11, –12 (Quaternary). The opening time of
these purge valves shall be set in accordance with the requirements on the schematic diagram (MLI
0477). Limit switches 33PG–1T4 for (PM1), 33PG–5T8 (for PM2), 33PG–9T12 (for PM3) and
33PG–13T16 (for Quaternary) indicate the position of each fuel gas purge valve.
A vent valve VA13–8 (for PM1), VA13–12 (for PM2), VA13–13 (for PM3) and VA13–14 (for Quaterna-
ry) is located between each set these purge valves which provides a block and bleed system. Should the
leakage past the gas purge valves in either direction become too excessive for the vent valve to bleed
off, pressure switches 63PG–1A, –1B, –1C (for PM1), 63PG–2A, –2B, –2C (for PM2), 63PG–3A, –3B,
–3C for (PM3) and 63PG–4A, –4B, –4C (for Quaternary) will sense the cavity pressure and result in the
turbine control system taking appropriate action should the predetermined pressure set point be reached.
3
4
Tab 11
WI0446
June 1999
GE Power Systems
Gas Turbine
Water Injection System

I. GENERAL
The water injection system provides water to the combustion system of the gas turbine to limit the levels of
nitrogen oxides (NOX) in the turbine exhaust. This limitation is required by strict local and federal regula-
tions. The water injection system schedules water flow to the turbine as a function of total fuel flow, relative
humidity, and ambient temperature. The required water/fuel ratio is established through field compliance
testing of the individual turbine. A final control schedule based on these tests is programmed in the SPEED-
TRONIC control, which then regulates the system.
The water injection system, shown in the reference drawings section of this manual, consists of both on-base
components and an off-base water injection skid. This skid is a factory assembled and enclosed package. It
receives water from the customer’s treatment facility, and delivers filtered water at the pressure and flow rate
required to meet the applicable emissions requirement at that operating condition.
The filtered water is introduced to the turbine combustion system through a water supply manifold. The man-
ifold supplies water to each of the 10 combustors on the gas turbine. The manifold inlet connection is located
on the turbine base. The water is injected through identical nozzles in each of the combustors.
The following is a listing of the on-base and off-base components, together with a brief functional description
of the system. More detailed information on individual items is given in the manufacturer’s literature (Equip-
ment Publications), which follows this text.
A. On-Turbine Base
1. Water injection manifold, associated piping and flex hoses to carry water to the manifold. Ten tub-
ing/flex hose arrangements to carry water to the connection points of each of Ten combustion cham-
bers. Ten flow proportioning valves, one installed in each of the tubing/flex hose lines supplying
each of the combustors. A low point drain is provided on the turbine base adjacent to the inlet con-
nection point.
2. Ten separate combustors, each with a set of identical water injection nozzles fed from a single con-
nection point per combustor.
B. Off-Base Skid
1. Inlet Water Strainer (FW1–2)
2. Inlet water pressure switch (63WN–1)
3. A high pressure centrifugal water injection pump/motor assembly with a motor space heater
(PW1–1/88WN–1/23WN–1)
4. A Variable Frequency Drive units each with pump/motor speed feedback and alarm relays
(97WN–1/96WN–4/30WN–1/84WN–1)
5. Water pump discharge pressure transmitter (96WP–1)
6. A Five micron (nominal) water filter assembly (FW1–1)
7. Water filter differential pressure switch (63WN–3)
8. A Turbine Flowmeter with three identical Pick-Ups/Transmitters (FM1–1 / 96WF–1 to 3) and

downstream strainer (FW1–3).
9. Water actuated stop valve (VS2–1) with Solenoid (20WN–1), Actuation Pressure Regulator
(VPR62–11), Actuation Pressure Relief Valve (VR70–1), Quick-Exhaust Valve (VQE1–1)
10. Associated piping, flanges, check valves, pressure gauges, manual isolation valves, and inlet water
temperature gauge.
11. Compartment ventilation/cooling fan/motor, 88JS–1, and cooling thermostat, 26JS–1, are provided
to keep the skid cool. Thermostat 26JS–2, which is set at a higher temperature than 26JS–1, signals
a high temperature alarm in the SPEEDTRONIC control.
12. Compartment heater, 23WR–1, and heating thermostat, 26WR–1 are provided to maintain skid tem-
perature at a comfortable level, to minimize condensation, and to prevent freezing. Thermostat
26WR–2, which is set at a lower temperature than 26WR–1, signals a low temperature alarm in the
SPEEDTRONIC control.
13. Skid lighting consists of AC lights AL–58, AL–59 and AL–82, AC light switch ASW–28, DC light
DL–18 with isolation relay 27WN–1. There are two AC power outlets, AR–41 and AR–42, each
with grounded receptacles.
The water injection system supplies treated and filtered water at the required flow rate and pressure to the
combustion system of the gas turbine. The customer is responsible for supplying water to the water injection
skid from the customer’s treatment and storage facility (see Customer Responsibilities).
Water enters the skid and passes through a strainer (FW1–2), which protects the system components from
damage by foreign objects. A pressure switch (63WN–1) senses pressure upstream of the Pump. The
SPEEDTRONIC control system will trip the pump motor if the pressure sensed by this switch is too low.
This protects the pump from damage due to cavitation.
An electric motor (88WN–1) drives the centrifugal water injection pump (PW1–1). The speed of the electric
motor is controlled by a Variable Frequency Drive unit or VFD (97WN–1). The VFD modulates the frequen-
cy of the AC power supplied to the motor (88WN–1). By varying the frequency of the AC power, the pump
speed can be precisely controlled. By varying the pump speed, the pump discharge pressure, and hence the
discharge flow rate are controlled. The VFD controls the pump speed in response to a 4–20 mA demand sig-
nal from the SPEEDTRONIC. A 0–10 mV speed feedback signal (96WN–4) from the VFD is fed back to
the SPEEDTRONIC for monitoring and fault detection purposes.
2
The minimum and maximum flow rates for this Gas Turbine are specified in the water Injection System Pip-
ing Schematic included in this Manual.
Downstream of the pump, the pump discharge flow is split into a main line to the turbine, and a recirculation
line, which returns to the water storage tank via the “cascade” recirculation orifice. The recirculation flow
allows the pump to run in a stable and safe condition when there is little or no flow being delivered to the
turbine. It is important that the recirculation flow is returned to the storage tank and not to the pump inlet.
Failure to do so would result in overheating of the pump, or damage to the pump seals at low flow conditions.
The installation of valves in the Customer’s recirculation line between the skid and the storage tank is not
recommended. However, if the user decides to install valves in the line, they must be tagged or locked open
during skid operation in order to prevent overheating of the pump, or damage to the pump seals.
In the main line downstream of the recirculation “tee”, a discharge pressure transmitter (96WP–1) is located.
The signal from this transmitter is fed back to the SPEEDTRONIC for monitoring and fault detection.
The water flow in the main line next passes through a high pressure filter assembly (FW1–1). This filter has
a “Beta” rating () of 75 for 40 micron or larger particles, and a nominal rating of 5 microns. The filter ele-
ments are contained in a high pressure filter housing, with a vent and drain. A differential pressure gauge
indicates the pressure drop across the filter. A differential pressure switch (63WN–3) also senses the differen-
tial pressure across the filter, and signals an alarm in the SPEEDTORINC control if the pressure differential
exceeds 15 psid (103 kPad).
Downstream of the filter, the flow passes through a turbine flowmeter (FM1–1), with triple pick-ups, each
with its own Flow Transmitter (96WF–1, 96WF–2, 96WF–3). The flowmeter provides a signal to the
SPEEDTRONIC control system. A strainer (FW1–3) is installed downstream of the flowmeter, to protect
the other system components in the event of a flowmeter failure. Manually operated bypass/isolation valves,
and a bypass piping loop is provided to allow the flowmeter to be isolated (e.g. for flushing) or to be removed
for maintenance (if necessary).
Downstream of the flowmeter, the flow passes through a water actuated stop valve (VS2–1), with solenoid
control valve (20WN–1), which shuts off water flow in response to a command from the control system.
Downstream of the stop valve is an exit check-valve, and manual isolation valve, followed by the skid dis-
charge connection (“WJ2”).
Interconnecting piping (provided by the customer) carries the water flow from the skid discharge to the man-
ifold connection on the turbine base (“WI2”). The manifold distributes flow equally to Ten flow proportion-
ing valves (VWP1–1 to 10). These valves have a 15 psid (103 kPad) cracking pressure, and provide a gra-
duated flow restriction such that the flow resistance is relatively high at low flows. The purpose of the flow
proportioning valves is to provide an even flow distribution at start-up and at low flows. The discharge from
each of these valves is connected to a flex hose line which carries the flow of water to one of the combustors.
III. CONTROL AND MONITORING
Total water flow to the turbine is scheduled as a function of fuel flow to the turbine. A control schedule must
be established during field compliance tests to meet emissions limits specified by the applicable local or fed-
eral standards. The compliance curve, determined as a result of these tests, is programmed into the SPEED-
TRONIC control system. It is used as a reference for comparison to the actual water flow, in order to verify
that emissions regulations are being met.
The electronic controllers (micro-computers R, S, and T) in the SPEEDTRONIC, control the flow of water
in accordance with the control schedule and compliance control curve. The controllers generate a 4 to 20 mA
3
demand signal to the Variable Frequency Drive, which accurately modulates pump speed to obtain the re-
quired flow. The control signal is generated in accordance with the control schedule, to achieve the required
emissions levels at that particular operating condition. The skid flowmeter (FM1–1) generates a 4–20 mA
output proportional to flow rate, which the SPEEDTRONIC uses in the flow control loop as a feedback sig-
nal.
For a more detailed description of the control system and the operation of the water injection system, refer
to the Control and Protection text in this manual.
IV. SYSTEM REQUIREMENTS
A. Customer Responsibilities
The customer must supply water meeting the requirements of Table 1.
The fluid must be water, and not water/glycol mixture. The customer must provide a storage tank of suit-
able size, and the necessary piping from the tank to the skid. Water must be supplied to the skid at a tem-
perature between 35°F (1.7°C) and 110°F (43.3°C). The recommended minimum operating skid inlet
pressure is 0 psig (0 kPag). The maximum skid inlet pressure should be 20 psig (138 kPag). The storage
tank and related piping should be designed and positioned to deliver water to the skid within this pressure
range.
The customer must provide stainless steel piping, flanges, valves, etc., to and from the water injection
skid. The water storage tank must be stainless or suitably coated. The piping from the skid to the gas
turbine base must be designed for a maximum pressure drop of 10 psid (69 kPad) at the maximum water
flow shown on the water injection system schematic diagram.
The storage tank, and all piping must be completely clean before the system is operated. As there are
no water filters or strainers on the turbine base, this is particularly important for the piping from the skid
to the turbine base. In order to ensure clean piping, the system must be flushed. For system flushing
instructions, refer to Long Term Shutdown Checks herein.
B. Operation
1. Long Term Shutdown Checks
Before operating the skid for the first time, following an overhaul, or following a period of extended
shutdown, it is important that the following checks be made:
1. Verify that the water-injection pump gear-box and/or bearing housing is supplied with lubri-
cant. The lubricant color and level should be checked. Refer to the pump manufacturer’s
instructions following this text.
a. Check all manual valves (isolation valves etc.) for operability.
b. Verify tightness of all flanges, bolted joints etc. to ensure against leaks.
c. Check alignment of pump and motor in accordance with the pump or skid manufacturers recom-
mendations (if required). Check motor mount and pump mount bolts and tighten if required.
4
d. Check water filter elements to ensure that they are properly seated. When replacing the filter
head it is important to ensure elements remain correctly aligned, and to tighten all studs evenly.
This will ensure against any leaks on startup.
e. Remove and inspect any strainer baskets in the strainers. Clean if necessary.
f. Verify all gauges are zeroed
g. Verify that all the settings programmed in the VFD unit are in accordance with the as-shipped
values supplied by the Skid Manufacturer (refer to the Skid Manufacturer’s Service Manual/
Equipment Publications for these settings).
CAUTION
The variable frequency drive has been factory set and tested. Alteration of the
factory settings may cause system malfunction or failure. Do not change these
settings unless such a change has been approved by the manufacturer of this
skid. A list of the factory settings is included in the skid service manual.
h. Jog the pump in accordance with the pump manufacturer’s operating instructions.
CAUTION
Do not operate or jog the pump until the water supply has been connected to the system.
Even brief operation of the pump without water can cause failure of the shaft seal.
i. The water injection skid and the piping from the skid to the turbine should be flushed on site
using water of the same quality as will be used in operation. The flush should be of at least one-
half hour in duration. The water discharged during flushing should not be supplied to the turbine
combustors but should be drained, or reclaimed. The flushing strainer should then be checked
for debris. If any debris is found, the strainer should be cleaned, re-assembled, and the skid
should be flushed once again for the same time period. The strainer should then be checked
again. This process should be repeated until the strainer is found to remain clean. The system
should be checked for leaks during and after this flush and any leaks should be corrected. When
the flush is complete, the skid filter elements should be checked for cleanliness, and replaced
if necessary before continuing with system operation.
CAUTION
To prevent damage to flowmeter, prior to flushing the system and on initial

startup, isolate the flowmeter by closing the flowmeter inlet and outlet isolation
valves and opening the flowmeter bypass isolation valve. Ensure that the sys-
tem is vented of air, or flushed, prior to opening the flowmeter isolation valve
and allowing flow through the flowmeter. Operate all manual isolation valves
slowly in order to avoid shocking the flowmeter. Open the upstream flowmeter
isolation valve first. Then open the downstream flowmeter isolation valve. Fi-
nally, close the flowmeter bypass isolation valve to ensure that all system flow
is passing through the flowmeter. Do not exceed the maximum flow rating of
the flowmeter. Failure to comply with this procedure may cause flowmeter
damage.
5
2. Pre-Operation Checks
All manual isolation valves in the system delivery flow line should be open. All isolation/snubbing
valves in the sensing lines to pressure gauges should be open. The flowmeter bypass isolation valve
should be closed and the isolation valves upstream and downstream of the flowmeter should be
open. The valve on the filter vent line should be closed.
3. Startup
When the system is started, the valve on the filter vent line should be opened slightly to bleed off
any trapped air. When a steady stream of water comes out of the vent, the valve should be tightly
closed.
V. MAINTENANCE
A. Periodic Maintenance
1. During the first week of operation, the system should be checked periodically for leaks or other
problems. After this it should be checked at monthly intervals.
2. The pump and motor should be maintained in accordance with instructions from their respective
manufacturers in the section following this text.
3. The inlet strainer should be checked and its basket cleaned or replaced if necessary when the system
is shut down.
4. The filter elements should be replaced when the filter differential pressure reaches 15 psid (103
kPad). Replace the filter elements in accordance with the manufacturer’s instructions.
5. All manually operated valves should be cycled once per month to verify freedom of movement.
They should be returned to their normal running position following this check.
B. Troubleshooting
If the water injection system fails to provide water to the turbine at the required flow rate or pressure,
the following possible causes should be investigated.
1. Water supply exhausted: Verify adequate water supply.
2. Insufficient supply pressure to water injection skid: Verify 0 psig minimum supply pressure at inlet
pressure gauge.
3. Loss of pump suction: Check for air leaks in pump inlet piping. Check condition of gaskets. Tighten
all joint connections.
4. Excessive filter pressure differential: Verify 15 psid (103 kPad) or less indicated on filter differential
pressure gauge at design flow rate. Replace elements if dirty.
5. Variable Frequency Drive (97WN–1) not responding: Verify correct power supply and control sig-
nal to the VFD. Verify motor/pump are running at correct speed in response to control signal. Refer
to VFD manufacturer’s instructions in the section following this text. Refer also to Turbine Control
Specification.
6
6. Stop valve (VS2–1) closed: Verify correct porting and power supply to 20WN–1 solenoid valve.
Check for blockage in control pressure supply line to solenoid valve. Check for correct operation
of stop valve.
7. Skid check valves stuck closed: Remove check valves and verify mechanisms are free to move.
8. Strainers blocked : Remove baskets and inspect. Clean if necessary. Replace baskets and tighten all
bolts.
9. Skid Inlet or discharge lines blocked: Check for blockage. Verify lines are not frozen if exposed to
cold temperatures.
10. Pump discharge inadequate: Verify pump to motor coupling, drive shaft, or pump impeller key has
not sheared. Disassemble pump and inspect if necessary. Check pump gear box. Verify pump is ro-
tating in correct direction. Refer to pump manufacturer’s instructions in the section following this
text for further pump troubleshooting guidance.
11. Pump motor failed: Verify motor is not single-phased. Verify motor operable. Refer to motor
manufacturer’s instructions in the section following this text for further motor troubleshooting guid-
ance
12. Incorrect pressure gauge or flowmeter readings: Verify calibration. Check flowmeter to ensure it
is generating an output signal to the SPEEDTRONIC controller, and that the correct “K” factor (re-
corded on a tag attached to the flowmeter) is set for the flow Transmitter. Check SPEEDTRONIC
to ensure correct calibration is programmed.
C. Long-Term Storage
The water injection skid is an enclosed structure designed to maintain the system from freezing. If the
skid will not be operated for an extended period of time, the operator may choose to drain the system.
However, it is still recommended that the power to the skid space heater and motor space heaters (if pro-
vided) be left connected in order to protect the skid from freezing damage and to minimize the condensa-
tion of moisture in the skid. The following procedure may be used to prepare the skid for storage:
1. Close the skid inlet isolation valve.
2. Open the filter vent line valve.
3. Blank off the recirculation line at the skid package connection point.
4. Open the filter drain.
5. Open the pump drain (e.g. by removing the plug in the lower half of the pump casing).
6. Remove the plugged tap on the line from the pump outlet.
7. Close the manual isolation valves at the skid discharge.
8. Open strainer drain to evacuate as much water as possible from the skid piping.
9. Open all low point drains in the skid piping. Allow any water present to drain fully before replacing
low point drains.
7
When returning the skid to service, the above steps should be reversed.
Table 1
Properties of Water for Injection System
Total of Sodium (Na) + Potassium (K) + Lead (Pb) + Vanadium (V) + Lithium (Li) = 0.5 ppm maximum
Total of dissolved plus undissolved solids = 5 ppm maximum
pH = 6.5 to 7.5
NOTE
Refer also to paragraph “Non-Fuel Contaminants” in “Gas Turbine Fuel Recom-
mendations” under FLUID SPECIFICATIONS tab.
NOTE
Refer also to General Electric drawing 334A7731 for water injection water quality
criteria.
GE Power Systems

518 • 385 •2211 TX: 145354
8
WI0434
January 2000
GE Power Systems
Gas Turbine
Water Injection System

I. GENERAL
The water injection system provides water to the combustion system of the gas turbine to limit the levels of
nitrogen oxides (NOx) in the turbine exhaust. This limitation is required by strict local and federal regula-
tions. The water injection system schedules water flow to the turbine as a function of total fuel flow, relative
humidity, and ambient temperature. The required water/fuel ratio is established through field compliance
testing of the individual turbine. A final control schedule based on these tests is programmed in the SPEED-
TRONIC control, which then regulates the system.
The water injection system, shown in the reference drawings section of this manual, consists of both on-base
components and an off-base water injection skid. This skid is a factory assembled and enclosed package. It
receives water from the customer’s treatment facility, and delivers filtered water at the pressure and flow rate
required to meet the applicable emissions requirement at that operating condition.
The filtered water is introduced to the turbine combustion system through a water supply manifold. The man-
ifold supplies water to each of the 14 combustors on the gas turbine. The manifold inlet connection is located
on the turbine base. The water is injected through identical nozzles in each of the combustors.
The following is a listing of the on-base and off-base components, together with a brief functional description
of the system. More detailed information on individual items is given in the manufacturer’s literature (Equip-
ment Publications), which follows this text.
A. On-Turbine Base
1. Water injection manifold and associated piping to carry water to the manifold. Fourteen tubing ar-
rangements to carry water to the connection points of each of fourteen combustion chambers. Four-
teen flow proportioning valves, one installed in each of the tubing lines supplying each of the com-
bustors. A low point drain is provided on the turbine base adjacent to the inlet connection point.
2. Fourteen separate combustors, each with a set of identical water injection nozzles fed from a single
connection point per combustor.
B. Off-Base Skid
1. Inlet Water Strainer (FW1–2).
2. Inlet water pressure switch (63WN–1).
3. A high pressure centrifugal water injection pump/motor assembly with a motor space heater
(PW1–1/88WN–1/23WN–1).
4. A Variable Frequency Drive unit with pump/motor speed feedback and alarm relay
(97WN–1/96WN–4/30WN–1/84WN–1).
5. Water pump discharge pressure transmitter (96WP–1).
6. A 40 micron absolute water filter assembly (FW1–1).
7. Water filter differential pressure switch (63WN–3).
8. A Turbine Flowmeter with three identical Pick-Ups/Transmitters (FM1–1/96 WF–1/96 WF–2/96

WF–3) and downstream strainer (FW1–3).
9. Water actuated stop valve (VS2–1) with Solenoid (20WN–1), Actuation Pressure Regulator
(VPR62–11), Actuation Pressure Relief Valve (VR70–1), Quick-Exhaust Valve (VQE1–1) and
“Last Chance” Filter (FW3–1).
10. Associated piping, flanges, check valve, pressure gauges, manual isolation valves, and inlet water
temperature gauge.
11. Compartment ventilation/cooling fan/motor, 88JS–1, and cooling thermostat, 26JS–1, are provided
to keep the skid cool. Thermostat 26JS–2, which is set at a higher temperature than 26JS–1, signals
a high temperature alarm in the SPEEDTRONICcontrol.
12. Compartment heater, 23WR–1, and heating thermostat, 26WR–1 are provided to maintain skid tem-
perature at a comfortable level, to minimize condensation, and to prevent freezing. Thermostat
26WR–2, which is set at a lower temperature than 26WR–1, signals a low temperature alarm in the
SPEEDTRONIC control.
13. Skid lighting consists of light switch ASW–28 and AC lights AL–58, AL–59, AL–82 and AL–86.
AL–58 has DC battery backup on AC failure. There are two AC power outlets, AR–41 and AR–42,
each with grounded receptacles.
The water injection system supplies treated and filtered water at the required flow rate and pressure to the
combustion system of the gas turbine. The customer is responsible for supplying water to the water injection
skid from the customer’s treatment and storage facility (see Customer Responsibilities).
Water enters the skid and passes through a strainer (FW1–2), which protects the system components from
damage by foreign objects. A pressure switch (63WN–1) senses pressure upstream of the Pump. The
SPEEDTRONIC control system will trip the pump motor if the pressure sensed by this switch is too low.
This protects the pump from damage due to cavitation.
An electric motor (88WN–1) drives the centrifugal water injection pump (PW1–1). The speed of the electric
motor is controlled by a Variable Frequency Drive unit or VFD (97WN–1). The VFD modulates the frequen-
cy of the AC power supplied to the motor (88WN–1). By varying the frequency of the AC power, the pump
speed can be precisely controlled. By varying the pump speed, the pump discharge pressure, and hence the
discharge flow rate are controlled. The VFD controls the pump speed in response to a 4–20 mA demand sig-
2
nal from the SPEEDTRONIC. A 0–10 V speed feedback signal (96WN–4) from the VFD is fed back to the
SPEEDTRONIC for monitoring and fault detection purposes.
The minimum and maximum flow rates for this Gas Turbine are specified in the water Injection System Pip-
ing Schematic included in this Manual.
Downstream of the pump, the pump discharge flow is split into a main line to the turbine, and a recirculation
line, which returns to the water storage tank via the “cascade” recirculation orifice. The recirculation flow
allows the pump to run in a stable and safe condition when there is little or no flow being delivered to the
turbine. It is important that the recirculation flow is returned to the storage tank and not to the pump inlet.
Failure to do so would result in overheating of the pump, or damage to the pump seals at low flow conditions.
The installation of valves in the Customer’s recirculation line between the skid and the storage tank is not
recommended. However, if the user decides to install valves in the line, they must be tagged or locked open
during skid operation in order to prevent overheating of the pump, or damage to the pump seals.
In the main line downstream of the recirculation “tee”, a discharge pressure transmitter (96WP–1) is located.
The signal from this transmitter is fed back to the SPEEDTRONIC for monitoring and fault detection.
The water flow in the main line next passes through a high pressure filter assembly (FW1–1). The filter ele-
ments are contained in a high pressure filter housing, with a vent and drain. A differential pressure gauge
indicates the pressure drop across the filter. A differential pressure switch (63WN–3) also senses the differen-
tial pressure across the filter, and signals an alarm in the SPEEDTRONIC control if the pressure differential
exceeds the pressure specified in the device summary.
Downstream of the filter, the flow passes through a turbine flowmeter (FM1–1), with triple pick-ups, each
with its own Flow Transmitter (96WF–1, 96WF–2, 96WF–3). The flowmeter provides a signal to the
SPEEDTRONIC control system. A strainer (FW1–3) is installed downstream of the flowmeter, to protect
the other system components in the event of a flowmeter failure. Manually operated bypass/isolation valves,
and a bypass piping loop is provided to allow the flowmeter to be isolated (e.g., for flushing) or to be removed
for maintenance (if necessary).
Downstream of the flowmeter, the flow passes through a water actuated stop valve (VS2–1), with solenoid
control valve (20WN–1), which shuts off water flow in response to a command from the control system.
Downstream of the stop valve is a manual isolation valve, followed by the skid discharge connection (“WJ2”).
Interconnecting piping (provided by the customer) carries the water flow from the skid discharge to the man-
ifold connection on the turbine base (“WI2”). The manifold distributes flow equally to fourteen flow propor-
tioning valves (VWP1–1 to 14). These valves have a 15 psid (1.03 Bard) cracking pressure, and provide a
graduated flow restriction such that the flow resistance is relatively high at low flows. The purpose of the
flow proportioning valves is to provide an even flow distribution at startup and at low flows. The discharge
from each of these valves is connected to tubing which carries the flow of water to one of the combustors.
III. CONTROL AND MONITORING
Total water flow to the turbine is scheduled as a function of fuel flow to the turbine. A control schedule must
be established during field compliance tests to meet emissions limits specified by the applicable local or fed-
eral standards. The compliance curve, determined as a result of these tests, is programmed into the Speed-
Tronic control system. It is used as a reference for comparison to the actual water flow, in order to verify that
emissions regulations are being met.
3
The electronic controllers (micro-computers R, S, and T) in the SpeedTronic, control the flow of water in ac-
cordance with the control schedule and compliance control curve. The controllers generate a 4 – 20 mA de-
mand signal to the Variable Frequency Drive, which accurately modulates pump speed to obtain the required
flow. The control signal is generated in accordance with the control schedule, to achieve the required emissions
levels at that particular operating condition. The skid flowmeter (FM1–1) generates a 4–20 mA output propor-
tional to flow rate, which the SPEEDTRONIC uses in the flow control loop as a feedback signal.
For a more detailed description of the control system and the operation of the water injection system, refer
to the Control and Protection text in this manual.
IV. SYSTEM REQUIREMENTS
A. Customer Responsibilities
The customer must supply water meeting the requirements of Table 1.
Table 1
Properties of Water for Injection System
Total of Sodium (Na) + Potassium (K) + Lead (Pb) + Vanadium (V) + Lithium (Li) = 0.5 ppm maximum
Total of dissolved plus undissolved solids = 5 ppm maximum
pH = 6.5 to 7.5
The fluid must be water, and not water/glycol mixture. The customer must provide a storage tank of suit-
able size, and the necessary piping from the tank to the skid. Water must be supplied to the skid within
the specified temperature and pressure ranges shown on the water injection system schematic diagram.
The storage tank and related piping should be designed and positioned to deliver water to the skid within
this pressure range.
The customer must provide stainless steel piping, flanges, valves, etc., to and from the water injection
skid. The water storage tank must be stainless or suitably coated. The piping from the skid to the gas
turbine base must be designed for a maximum pressure drop at the maximum water flow as shown on
the water injection system schematic diagram.
The storage tank, and all piping must be completely clean before the system is operated. As there are
no water filters or strainers on the turbine base, this is particularly important for the piping from the skid
to the turbine base. In order to ensure clean piping, the system must be flushed. For system flushing
instructions, refer to Long Term Shutdown Checks herein.
B. Operation
1. Long Term Shutdown Checks
Before operating the skid for the first time, following an overhaul, or following a period of extended
shutdown, it is important that the following checks be made.
4
a. Verify that the water-injection pump gear-box and/or bearing housing is supplied with lubri-
cant. The lubricant color and level should be checked. Refer to the pump manufacturer’s
instructions in the Skid Manufacturer’s Service Manual/Equipment Publications.
b. Check all manual valves (isolation valves, etc.) for operability.
c. Verify tightness of all flanges, bolted joints, etc. to ensure against leaks.
d. Check alignment of pump and motor in accordance with the pump or skid manufacturers recom-
mendations. Check motor mount and pump mount bolts and tighten if required.
e. Check water filter elements to ensure that they are properly seated. When replacing the filter
head it is important to ensure elements remain correctly aligned, and to tighten all studs evenly.
This will ensure against any leaks on startup.
f. Remove and inspect strainer baskets. Clean if necessary.
g. Verify all gauges are zeroed.
h. Verify that all the settings programmed in the VFD unit are in accordance with the as-shipped
values supplied by the Skid Manufacturer (refer to the Skid Manufacturer’s Service Manual/
Equipment Publications for these settings).
CAUTION
The variable frequency drive has been factory set and tested. Alteration of the
factory settings may cause system malfunction or failure. Do not change these
settings unless such a change has been approved by the manufacturer of this
skid. A list of the factory settings is included in the skid service manual.
i. Jog the pump in accordance with the pump manufacturer’s operating instructions.
CAUTION
Do not operate or jog the pump until the water supply has been connected to
the system. Even brief operation of the pump without water can cause failure
of the shaft seal.
j. The water injection skid and the piping from the skid to the turbine should be flushed on site
using water of the same quality as will be used in operation. The flush should be of at least one-
half hour in duration. The water discharged during flushing should not be supplied to the turbine
combustors but should be drained, or reclaimed. The flushing strainer should then be checked
for debris. If any debris is found, the strainer should be cleaned, re-assembled, and the skid
should be flushed once again for the same time period. The strainer should then be checked
again. This process should be repeated until the strainer is found to remain clean. The system
should be checked for leaks during and after this flush and any leaks should be corrected. When
the flush is complete, the skid filter elements should be checked for cleanliness, and replaced
if necessary before continuing with system operation.
5
CAUTION
To prevent damage to flowmeter, prior to flushing the system and on initial start-
up, isolate the flowmeter by closing the flowmeter inlet and outlet isolation
valves and opening the flowmeter bypass isolation valve. Ensure that the system
is vented of air, or flushed, prior to opening the flowmeter isolation valve and
allowing flow through the flowmeter. Operate all manual isolation valves slowly
in order to avoid shocking the flowmeter. Open the upstream flowmeter isolation
valve first. Then open the downstream flowmeter isolation valve. Finally, close
the flowmeter bypass isolation valve to ensure that all system flow is passing
through the flowmeter. Do not exceed the maximum flow rating of the flowme-
ter. Failure to comply with this procedure may cause flowmeter damage.
All manual isolation valves in the system delivery flow line should be open. All isolation/snubbing
valves in the sensing lines to pressure gauges should be open. The flowmeter bypass isolation valve
should be closed and the isolation valves upstream and downstream of the flowmeter should be
open. The valve on the filter vent line should be closed.
CAUTION
To prevent damage to the pump seals, the pump seal drain must be open to the
atmosphere at all times that the pump is in operation. Do not install any kind
of plug in the pump seal drain discharge. A small amount of water weepage
from this drain is normal and does not indicate a seal failure. Refer to the pump
manufacturers instructions. Failure to comply with this caution may cause se-
vere damage to the pump seals.
3. Startup
When the system is started, the valve on the filter vent line should be opened slightly to bleed off any
trapped air. When a steady stream of water comes out of the vent, the valve should be tightly closed.
V. MAINTENANCE
A. Periodic Maintenance
1. During the first week of operation, the system should be checked periodically for leaks or other
problems. After this it should be checked at monthly intervals. Check the pump seal drain for leak-
age (an occasional drop of water from this drain is normal).
2. The pump and motor should be maintained in accordance with instructions from their respective
manufacturers in the section following this text.
3. Replace flowmeter bearings and re-calibrate at intervals of 8,000 hours of operation, or 3 years
(whichever is shorter)
4. The inlet strainer should be checked and its basket cleaned or replaced if necessary when the system
is shut down.
6
5. The filter elements should be replaced when the filter differential pressure reaches 15 psid
(1.03 Bard). Replace the filter elements in accordance with the manufacturer’s instructions.
6. All manually operated valves should be cycled once per month to verify freedom of movement.
They should be returned to their normal running position following this check.
B. Troubleshooting
If the water injection system fails to provide water to the turbine at the required flow rate or pressure,
the following possible causes should be investigated.
1. Water supply exhausted: Verify adequate water supply.
2. Insufficient supply pressure to water injection skid: Verify 10 psig minimum supply pressure at inlet
pressure gauge.
3. Loss of pump suction: Check for air leaks in pump inlet piping. Check condition of gaskets. Tighten
all joint connections.
4. Excessive inlet strainer differential (FW1–2): Verify 6 psid (0.41 Bard) or less from skid inlet to
pump inlet. Remove and clean strainer basket if necessary.
5. Excessive filter pressure differential: Verify 15 psid (1.03 Bard) or less indicated on filter differen-
tial pressure gauge at design flow rate. Replace elements if dirty.
6. Variable Frequency Drive (97WN–1) not responding: Verify correct power supply and control sig-
nal to the VFD. Verify motor/pump are running at correct speed in response to control signal. Refer
to VFD manufacturer’s instructions in the Skid Manufacturer’s Service Manual/Equipment Publi-
cations. Refer also to Turbine Control specification.
7. Stop valve (VS2–1) closed: Verify correct porting and power supply to 20WN–1 solenoid valve.
Check for blockage in control pressure supply line to solenoid valve. Check for correct operation
of stop valve.
8. Skid check valve stuck closed: Remove check valve and verify mechanisms are free to move.
9. Strainer (FW1–3) blocked: Remove and inspect. Clean if necessary. Replace and tighten all bolts.
10. Skid inlet or discharge lines blocked: Check for blockage. Verify lines are not frozen if exposed to
cold temperatures.
11. Pump discharge inadequate: Verify pump to motor coupling, drive shaft, or pump impeller key has
not sheared. Disassemble pump and inspect if necessary. Check pump gearbox. Verify pump is rotat-
ing in correct direction. Refer to pump manufacturer’s instructions in the section following this text
for further pump troubleshooting guidance.
12. Pump motor failed: Verify motor is not single-phased. Verify motor operable. Refer to motor
manufacturer’s instructions in the section following this text for further motor troubleshooting
guidance.
13. Incorrect pressure gauge or flowmeter readings: Verify calibration. Check flowmeter to ensure it
is generating an output signal to the SPEEDTRONIC controller, and that the correct “K” factor (re-
7
corded on a tag attached to the flowmeter) is set for the flow Transmitter. Check SPEEDTRONIC
to ensure correct calibration is programmed.
C. Long-Term Storage
The water injection skid is an enclosed structure designed to maintain the system from freezing. If the
skid will not be operated for an extended period of time, the operator may choose to drain the system.
However, it is still recommended that the power to the skid space heater and motor space heaters (if pro-
vided) be left connected in order to protect the skid from freezing damage and to minimize the condensa-
tion of moisture in the skid. The following procedure may be used to prepare the skid for storage.
1. Close the skid inlet isolation valve.
2. Open the filter vent line valve.
3. Blank off the recirculation line at the skid package connection point.
4. Open the filter drain.
5. Open the pump drain (e.g., by removing the plug in the lower half of the pump casing).
6. Remove the plugged tap on the line from the pump outlet.
7. Close the manual isolation valves at the skid discharge.
8. Open strainer drain to evacuate as much water as possible from the skid piping.
9. Open all low point drains in the skid piping. Allow any water present to drain fully before replacing
low point drains.
When returning the skid to service, the above steps should be reversed.
NOTE
Refer also to paragraph “Non-Fuel Contaminants” in “Gas Turbine Fuel Recom-
mendations” under FLUID SPECIFICATIONS tab.
Refer also to GE drawing 334A7731 for water injection water quality criteria
8
SIS0251
February 1994

Gas Turbine
Steam Injection
Reformated, September 1991
I. GENERAL
The steam injection control system provides the necessary flow of steam to the gas turbine combustion sys-
tem in order to meet Federal and State regulations regarding the emission of nitrogen oxides (NOx). The reg-
ulations not only require meeting the emission levels, but also require the continuous monitoring of fuel flow,
steam injection flow, and other machine parameters to verify that the regulations are being met.
A. Steam Injection Hardware
The steam injection control system hardware is located off-base, mounted in the steam piping. Fig. 1
is a schematic of these control devices.
B. Devices
1. A meter tube and orifice are the primary devices for measurement of steam flow.
2. Two differential transmitters (96SJ-1, -2) measure pressure drop across the orifice. The two trans-
mitters operate in a split-range mode, where one transmitter is calibrated to monitor the lower range
of flow and the other, the higher range. Thus, the total flow range measurement accuracy is improved
compared to a single transmitter arrangement.
3. A pressure transmitter (96PJ-1) measures steam pressure for calculation of steam flow and indica-
tion of steam condition.
4. Three thermocouples (ST-SJ-1, -2, -3) measure steam temperature for calculation of steam flow and
indication of steam condition.
5. A solenoid (20SJ-2) controlled, pneumatically operated stop valve opens to permit steam injection
flow and closes to shut off flow when the system is not operating or when the system is tripped. A
limit switch (33SJ-2) indicates valve-closed position.
6. Three solenoid (20BS-1, -2, -3) controlled pneumatically operated valves provide steam-line con-
densate drain and warm-up prior to injection. Limit switches indicate valve position.
7. A steam control valve regulates the flow of steam to the gas turbine. This valve is driven by a pneu-
matic actuator. The control valve has a limit switch which indicates valve fully closed position.
C. Control Panel Operator Interfaces
The turbine control interface provides the necessary information to the operator to indicate the opera-
tional status of the steam injection system. The steam injection system is manually enabled by selecting
“Steam Inj On” command. The steam injection system is disabled by touching the “Steam Inj Off” com-
mand. When the steam injection system has been manually enabled, the system will come on automati-
cally if the steam conditions are satisfied and the turbine is running. Operational status indication can
be displayed on the CRT by selecting “Data” display and entering the desired signal names in the “de-
mand” or “logic forcing” display.
D. Control System Operation
The steam injection control system is divided into four major tasks:
1. Sequence of control equipment
2. Control of steam flow
3. Protective features
4. Steam injection flow monitoring and reporting
Refer to the software block diagrams in the Control Sequence Program.
E. Sequence of Control Equipment
The stop valve and three drain valves are two-position types which are automatically sequenced to their
proper position by logic contained in the SPEEDTRONIC Control System. The normal sequence of
operation of these valves is as follows:
1. Initially, the stop, control and #3 drain valves are all closed and the #1 and #2 drain valves are open.
2. The operator opens a customer-supplied steam line isolation valve, which causes steam to flow
through the open #1 drain valve. Over time, the line heats up, all condensate is removed from the
line, and the steam becomes superheated. The operator then adjusts the steam supply pressure and
temperature so they are within the limits published in the Control Specification.
3. If the operator has not already done so, he selects “STEAM INJ ON” following the previously de-
scribed method.
4. Assuming that steam supply conditions are satisfactory, the steam injection stop valve opens and the
#1 drain valve closes. (The #1 drain valve works off of the stop valve closed-end limit switch. When
the stop valve is closed, the #1 drain valve is open, and vice versa.) Steam then flows through the
stop valve and the open #2 drain valve.
5. When the turbine fuel flow is at or above a set level, typically 25% of rated base load, several events
occur in close order. First, the #3 drain valve is opened for a short period of time. The interval is con-
trolled by timer L2BS3 and is field adjusted to allow enough time for all condensate to drain from
that section of pipe. When timer L2BS3 times out, the #3 drain valve closes, the control valve begins
ramping open, and the #2 drain valve closes. (The #2 drain valve works off of the control valve
closed-end limit switch. When the control valve is closed, the #2 drain valve is open, and vice versa.)
2
6. The control valve then regulates steam flow based on fuel flow, ambient temperatures, and some-
times specific humidity.
The normal shutdown sequence is as follows:
1. As turbine fuel flow decreases, the steam flow setpoint also decreases and the control valve moves
towards its closed position.
2. When the turbine fuel flow drops just below the steam turn-on point (the 25% value referred to
above) the control valve will ramp closed from its current position and the #2 drain valve will open.
If the turbine shutdown sequence were interrupted at this point and load maintained between 0 and
25% of base, the steam valves would maintain their positions. Steam would flow through the #2 drain
valve, keeping the steam supply line warmed up and ready in case load was increased again.
3. Assuming the turbine shutdown sequence continues, when the generator breaker opens, the steam
stop valve will close and the #1 drain valve will open.
4. The operator should then close the steam line isolation valve.
F. Steam Flow Control
The steam flow program determines a steam injection flow setpoint based on fuel flow rate, ambient
temperature and sometimes specific humidity. Fig. 2 shows a typical schedule. Note that there is a CON-
TROL schedule and a COMPLIANCE schedule. The COMPLIANCE schedule represents the amount
of steam required to just meet the NOx emissions requirement. If steam flow should ever fall to or below
this schedule, an alarm would occur. The CONTROL schedule is the one used to control steam flow to
the turbine. It is set higher than the COMPLIANCE schedule to account for the control system deadband
and normal operational transients. The separation between the curves is set by constant WQKR3.
As shown in Fig. 2, steam flow is initiated when fuel flow to the turbine reaches the value specified by
constant WQK( )_E. At this point, the steam injection flow setpoint is released from zero (0). The set-
point assumes a value in accordance with the measured fuel flow, ambient temperature, and specific hu-
midity.
After the #3 drain valve has opened and then closed, the control valve is allowed to ramp open until steam
flow equals the setpoint. The ramp should be adjusted so the control valve opens as quickly as possible
without upsetting the steam supply conditions.
Steam flow feedback is calculated from measured pressure drop across a flow orifice, compensated for
steam temperature and pressure variations. Where there is a wide flow range, two differential transmit-
ters are supplied to monitor flow in a split-range configuration, one transmitter calibrated for a low flow
region, the other calibrated for a high flow region. Automatic switching between the two transmitters
is programmed in the control logic of the computer. Based on the selected measurement of differential
pressure, the steam temperature and the steam pressure, steam flow is calculated, forming the feedback
for the flow control system.
G. Protective Features
Steam injection system alarm and shutoff conditions are detected by the protection task program within
the microcomputer. Certain component or system conditions are alarmed only to alert the operator of
abnormal but not yet critical states. Other conditions result in shutoff of the steam injection system via
the control valve or the stop valve.
3
1. Steam Supply Condition Trouble
The steam injection protection system monitors steam supply conditions to alarm or shutoff steam
flow when abnormal conditions are detected. See Fig. 3, which illustrates the steam temperature and
steam pressure supply conditions that will result in protective actions. Alarm actions are initiated
by high or low pressure levels and by high or low temperatures. The low temperature alarm setpoint
is modified with pressure to track the saturation curve. The purpose of this alarm (and subsequent
trip) is to insure that the supply steam is superheated.
Steam injection shutdown actions are initiated on high steam pressure and high temperature for
equipment protection. The steam injection shutdown signal is latched until operator actions are tak-
en. To reinitiate steam injection when conditions return to normal, the operator must select the
“LOCKOUT FUNCTIONS – MASTER RESET” display on the CRT and then activate the “MAS-
TER RESET” command. This action resets the shutdown signal and returns the system to normal
operation. At this point, the control panel annunciator should also be reset.
2. Steam Flow Trouble
The steam injection protection system detects control failures or other situations that would result
in steam flow below or above those required by the control schedule. When steam flow is below the
control schedule flow for a predetermined time, an alarm is initiated, indicated as “STEAM TO
FUEL RATIO LOW” on the display. Over-injection conditions will result in an immediate steam
injection shutoff to avoid flameout of the gas turbine combustors. For protective action settings, see
the Control Specifications.
H. Steam Injection Flow Monitoring and Reporting
Both steam flow and fuel flow are scanned and memory-stored in the microcomputer once every second.
At the end of each minute, the sixty one-second data entries are averaged and placed in one of sixty one-
minute data slots. A new data point is added each minute and “removes” data older than one hour from
memory. Every minute, the sixty one-minute data slots are averaged to check for a non-compliance
condition. If a non-compliance condition exists an alarm log is printed out consisting of the averaged
information and a list of the sixty one-minute data points which average produced the alarm condition.
If no non-compliance condition exists, the printout will be an hourly log consisting of averaged informa-
tion from the sixty data points.
Information printed out consists of date and time, fuel flow, steam flow, actual steam-to-fuel ratio, re-
quired steam-to-fuel ratio for compliance, and ambient temperature.
It is possible for a few successive one-minute data points to fall below the required steam-to-fuel ratio
without causing a non-compliance condition over the sixty minute averaging interval. In such a case,
an alarm will alert the operator so that corrective action may be taken to prevent a non-compliance situa-
tion from occurring.
4
System Description
Notes: 1. See Device Summary (0414) For 5. Total Pressure Drop Thru Customer
Control Device Settings and Supplied Pipe Section 1 , 2 , & 3 Not to
Steam Supply Conditions. Exceed 10 psi (0.7 Kg/cm2 ) at Max. Steam
2. Slope All Piping Towards Flow Conditions. See Device Summary
Nearest Drain. (0414).
3. Adjust Needle Valves so that Drain
Valves Open in 10 to 15 Seconds.
4. Max. Drain Valve Outlet Pressure is
50 PSIG (3.5 Kg/cm 2 ) at 3,000#/Hr Steam
Flow and Design Supply Conditions.
96PJ–1
PC
96SJ–1 ST–SJ–IT3
PC PC Steam
Injection
33SJ–2 Manifold
33CJ–2
Manual Stop
Valve 1 2 3 S12
PC PC PC PC PC PC PC
Meter Tube VA4–1
& Orifice PC PC PC
VS3–1
33BS–2 VPR65–1 33BS–3

PC PC 33BS–1
96SJ–2 See
20BS–2 20BS–3
Note 4 See
VPR46–2 AV See VPR46–3
VPR46–1 Note 4 VPR12–2 Note 4
20AJ–2
PC PC
PC AV VDI–3
VDI–1 VDI–2 AV
See See
AV See Note 3 PC Note 3
20BS–1 Note 3
Drain Valve #2 Assembly VPR12–1 65EP–1 Drain Valve #3 Assembly
Drain Valve #1 Assembly
Purchaser’s Dry Purchaser’s Dry
Instrument Air Instrument Air
Purchaser’s Dry VPR27–2 70–125 PSIG 70–125 PSIG
Instrument Air (5–9 Kg/cm 2) (5–9 Kg/cm 2)
70–125 PSIG
(5–9 Kg/cm 2)
PC
AV 20SJ–2
Gas Turbine
Stop Valve Assembly
Figure 1.
5
6
Gas Turbine
Max Flow
WQKR
Flow Adj. WQKR3 Max
Steam Flow
Min Flow
WQKR Min
On–Off WQKR4
Hysteresis
Fuel Flow FQT
Min Fuel Flow Permission
System Description
For Steam Injection WQK ( ).E
Figure 2. Steam Injection Schedule.

Pressure High – SI Shutdown

Temperature High – SI Shutdown
Pressure High – Alarm

Temperature High – Alarm
Pressure Low – Alarm

Pressure Low – SI Shutdown
Steam Temperature
Steam Pressure
Figure 3. Steam Supply Condition – Alarm and Shutdown.
7
8
GEK 101944c
Revised January 2004
GE Power Systems
Requirements for Water/Steam Purity in Gas Turbines

Does Not Apply to FB and H Gas Turbines
© 2004 General Electric Company
GEK 101944c Requirements for Water/Steam Purity in Gas Turbines
I. INTRODUCTION
This document provides the requirements for water/steam purity for injection into all GE gas turbines ex-
cept Classes FB or H. Impurity limits for water and steam injection into FB and H gas turbines, specified
in GEK 107230, are more stringent than the limits in this document. Refer to GEK 107230 which provides
the requirements for FB and H equipment.
Water and/or steam is injected into the combustion system for NOx control and/or power augmentation, in
quantities comparable to fuel flow rates, and must meet strict criteria for purity similar to those required
for gas turbine fuels. Furthermore, water/steam chemistries must be compatible with the materials used in
the piping that bring the fluids to the turbine.
Water/steam, fuel and air all carry contaminants that can cause serious damage to hot gas path components
if the levels at which they are present are not controlled. This document identifies the contaminant limits
for water/steam entering gas turbines. Ultimately, the total contaminant loading allowed is determined by
the fuel specifications (GEl 41047H, for liquid fuel, and GEI 41040G, for gas fuel), which identify all
contaminants entering a gas turbine from all sources. The concern for any contaminants entering the hot
gas path is two-fold: 1) will they cause hot corrosion, as for example do sodium and potassium salts, and
2) will they cause deposits, as for example, do calcium salts and silica.
Water also enters gas turbines with the compressor air. This may occur naturally as from water ingestion
in coastal or marine locations, or from rain, or from water produced when humid air is cooled below its
dew point at the compressor inlet and a fog develops. Water may be injected or fogged intentionally at the
compressor inlet to cool the inlet air such as with the SPRITS system. Finally, water can enter a compressor
as a result of carryover from such devices as moisture separators or evaporative coolers. Discussion of inlet
air treatment is discussed in GER 3419. The effects of water on compressor materials are discussed in GER
3601.
Water of evaporation adds no contaminants to the incoming air, but carry-over water adds to the contam-
inants contained in the air/water/fuel stream. Sump water purity requirements for evaporative coolers are
separate from the water quality requirements for water injection and are given in GEK 107158a.
Additional sources of water-born contaminants that enter the turbine are referenced in the following-doc-
uments: compressor and turbine washing (GEK 107122, GEl 41042 or GEK 103623), and water for dis-
solving Epsom salt, the heavy fuel vanadium inhibitor (GEK 28122).
II. WATER INJECTED AT THE COMPRESSOR INLET
The limit on the purity of water injected at the compressor inlet for the purpose of inlet air cooling (SPRITS)
is imposed to prevent compressor degradation due to deposit build up and pitting or stress corrosion crack-
ing. These requirements are much more stringent than for water washing. For inlet fogging, a maximum a
water injection rate of 8 lbs water per 1000 lbs inlet air shall apply.
The limits on chloride and specific conductivity for water injected at the compressor inlet are given in Table
1. This requirement is for injected water purity only, and does not address other design requirements for
SPRITS or other inlet fogging systems.
2
Requirements for Water/Steam Purity in Gas Turbines GEK 101944c
III. INJECTION OF WATER/STEAM AT THE COMBUSTOR INLET
The maximum total dissolved solids plus total suspended solids of injected steam or water (or a mixture)
must be less than 5 ppmw. In addition, specific limits on impurities that could damage hot section compo-
nents are applied
All flows (air, water/steam, and fuel) into the turbine contribute to the contaminants in the combustion
gases, and hence to corrosion and deposits in the hot gas path. The allowable purity of water/steam for
gas turbine injection is thus dependent upon the level of impurities in the fuel. Table 2 specifies the limits
of the impurities in the air/water/fuel mixture that enter the combustors. Equation 1 provides a means of
determining the total impurities in combustion gas mixture if the impurity contents of air, water/steam and
fuel and their respective flow rates are know. Using the limits in Table 2 and Equation 1 to calculate the
total impurity limit, one determines the maximum impurity limits for the water/steam.
Equation 1
(A / F) Xa + (W / F) Xw + Xf = Total air+water/steam+fuel contamination (ppmw), referred to the

fuel concentration
...where A, W, F are air, water and fuel flows (lbs/sec), respective; and Xa, Xw, Xf are air, water and fuel
contaminant concentrations (ppmw), respectively. Water injected at the compressor inlet plus water or
steam injected at the combustor inlet shall be summed to determine the total water injection rate. Examples
of this calculation are shown in Appendices A and B.
Standard analytical methods for water and steam analysis are given in Table 3. Although no standard
method exists for sampling compressor air, EPA 40 CFR 50 gives a number of methods for sampling par-
ticulate. Chemical analysis would be according to EPA 200.7 for particular contaminants.
If fuel purity is not known then the water purity equivalent to clean boiler condensate (with less than 0.2
µS/cm cation conductivity and less than 0.02 ppmw alkali metals) or demineralized make-up water (with
less than 0.2 µS/cm specific conductivity and less than 0.02 ppmw alkali metals) is required. The injected
steam must meet the requirements of GEK 98965. Volatile additives such as ammonia, morpholine, or
cyclohexlamine are permitted for condensate pH control of the source of the steam. These additives do not
add to the alkali burden of the turbine, and will not accumulate in piping, valves, etc.
Water treated with sodium compounds for pH or oxygen control should not be used for injection into gas
turbines or for attemperation of steam used for injection into gas turbines. Such water can lead to high
sodium in the air/water/fuel mixture and cause corrosion of the hot gas path components. It may also lead
to stress corrosion cracking of piping equipment. It should be appreciated that very dilute solutions of some
additives become concentrated during operation, through stagnation and evaporation.
This is especially true of NaOH. Attemperation water, containing NaOH, has produced caustic deposits in
316 stainless steel flex hose by evaporation, resulting in cracking. Units in which this has occurred have
reported fuel nozzle deposits, first stage nozzle deposits, and bucket corrosion.
Deposit formation in the turbine from contaminants in injection water is also a concern. In demineraliza-
tion ion exchange systems, a special situation may arise in the case of silica. Silica absorbed by the anion
exchanger may not be completely removed during regeneration causing it to accumulate. Eventually, leak-
age will occur, allowing silica discharge into the effluent and into the turbine. Such occurrences have led
3
to combustion liner hole plugging and forced outages. Prevention of silica breakthrough requires longer
regeneration times at higher temperatures, and effluent monitoring.
NOTE
Ion exchange manufacturers should be-consulted.
Another problem arises if silica is present in a colloidal form. In this form it can pass through ion exchang-
ers and it cannot be detected by conductivity measurements. Water treatment experts should be consulted.
They can make recommendations concerning proper treatment.
IV. APPLICABLE REFERENCE DOCUMENTS
• GEI 41047 Gas Turbine Liquid Fuel Specification
• GEl 41040 Process Specification, Fuel Gases For Combustion in Heavy-Duty Gas Turbines
• GER 3419 Gas Turbine Inlet Air Treatment
• GER 3601 Gas Turbine Compressor Operating Environment and Material Evaluation
• GEl 41042 Gas Turbine and Compressor Cleaning
• GEK 103623 Gas Turbine Compressor Washing
• GEK 28122 Specification For Magnesium Sulfate For Gas Turbine
• GEK 98965 Steam Purity For Industrial Turbines
• GEK 107158 Water Supply Requirements for Gas Turbine Inlet Air Evaporative Coolers
• Nalco Water Handbook, Frank N. Kemmer, Editor, McGraw-Hill, Second Edition, 1988
4
TABLE 1. WATER PURITY REQUIREMENTS FOR INLET FOGGING (SPRITS)
Choride (as Cl) 300 ppbw*

Specific Conductivity 2 microSiemens/cm
* parts per billion by weight
TABLE 2. TRACE METAL CONTAMINANT SPECIFICATION MAXIMUM LIMITS, ALL

SOURCES
Contaminant Contaminant Limit (ppmw) Referred to the Fuel(1)
Sodium plus Potassium 1.0

Lead 1.0
Vanadium 0.5
Calcium 2.0
(1) The tabulated limits in parts per million by weight (ppmw) are for A / F = 50. For other A / F ratios
multiply the tabulated limits by ((A / F + 1) / 51). The total contamination referred to the fuel from all
sources is determined from Equation 1.
TABLE 3. STANDARD ANALYTICAL METHODS FOR WATER/STEAM
Method
Trace Metals:
Sodium plus Potassium(1) EPA 200.7
Calcium EPA 200.7
Total Solids:
Total dissolved solids EPA 160.1
Total suspended solids EPA 160.2
(1) Other metals not normally encountered in water/steam but found in fuel oils, such as vanadium and
lead, or other alkali metals such as lithium, are also to be included.
5
V. APPENDIX A
WATER AND STEAM PURITY CALCULATIONS TO DETERMINE IF WATER PURITY

IS ADEQUATE
Liquid Fuel with Water Injection with water/fuel ratio of 0.5 and air/fuel ratio of 50.
Example Liquid Fuel Impurity Example Air Impurity Content Example Water Impurity
Content Content
Na + K 0.5 ppmw Na+K 0.001 ppmw Na+K 0.25 ppmw
Lithium 0.05 ppmw Ca 0.002 ppmw Ca 1.5 ppmw
Lead 0.2 ppmw Si 0.002 ppmw
Vanadium 0.1 ppmw
Calcium 0.5 ppmw
Na+K (include other alkali metals):
Required: (A / F) Xa + (W / F) Xw + Xf <= 1.0 ppmw Na+K
The sodium plus potassium content of the water meets the requirement.
V:
Since there is no V content in the water, the water meets the requirement.
Ca:
Required: (A / F) Xa + (W / F) Xw + Xf <= 2.0 ppmw Ca
The calcium content of the water meets the requirement.
VI. APPENDIX B
WATER AND STEAM PURITY CALCULATIONS TO ESTABLISH MAXIMUM WATER

LIMITS
Liquid Fuel with Water Injection with water/fuel ratio of 0.5 and air/fuel ratio of 50.
Example Liquid Fuel Impurity Content Example Air Impurity Content

Na + K 0.5 ppmw Na+K 0.001 ppmw
Lithium 0.05 ppmw Ca 0.002 ppmw
Lead 0.2 ppmw Si 0.002 ppmw
Vanadium 0.1 ppmw
Calcium 0.5 ppmw
6
Na+K limit (include other alkali metals):
(A / F) Xa + (W / F) Xw + Xf = 1.0
Xw =(F/W)(1.0-(A / F) Xa- Xf)
The maximum limit of Na + K plus other alkali metals in injected water is 0.8 ppmw.
V limit:
(A / F) Xa + (W / F) Xw + Xf = 0.5
Xw =(F/W)(0.5-(A / F) Xa- Xf)
Xw = (2)(0.5-0.1) = 0.8 ppmw V
The maximum limit of V in injected water is 0.8 ppmw. (V is not usually found in water)
Ca limit:
(A / F) Xa + (W / F) Xw + Xf = 2.0
Xw =(F/W)(2.0-(A / F) Xa- Xf)
Xw = (2)(2.0-50*0.002-0.5) = 2.8 ppmw Ca
The maximum limit of Ca in injected water is 2.8 ppmw
7
GE Power Systems
www.gepower.com
8
Tab 12
CSA0446
June 1999
GE Power Systems
Gas Turbine
Cooling and Sealing Air System

I. GENERAL
The cooling and sealing air system provides the necessary air flow from the gas turbine compressor to other
parts of the gas turbine rotor and stator to prevent excessive temperature buildup in these parts during normal
operation and for cooling and sealing of the turbine bearings. Atmospheric air from external centrifugal type
blowers is used to cool the turbine exhaust frame.
Cooling and sealing functions provided by the system are as follows:
1. Sealing and cooling the turbine bearings.
2. Cooling the internal turbine parts subjected to high temperature.
3. Cooling of the turbine outer shell and exhaust frame.
4. Providing an operating air supply for air operated valves.
5. Compressor pulsation protection.
The cooling and sealing air system consists of specially designed air passages in the turbine casing, turbine
nozzles and rotating wheels, piping for the compressor extraction air and associated components. Associated
components used in the system include:
1. Turbine Exhaust Frame Cooling Blowers
2. Air Filter (with poro-stone element)
3. Pressure Gauges and Transducers
4. Dirt Separator
5. Solenoid Actuated 3-Way Valve
6. Limit and Pressure Switches
A. General
The cooling and sealing air system utilizes air from the axial flow compressor, extracted from several
points, for sealing the bearings, cooling turbine internal parts and to provide a clean air supply for air
operated control valves of other systems.
Bearing sealing air is extracted from the compressor eleventh stage during turbine startup and shutdown
and from the compressor firth stage when the turbine is in normal running operation. Internal cooling
air is extracted from the discharge of the compressor including the internal flow of cooling air through
the center of the turbine rotor. Air used in cooling the turbine external casing is ambient air supplied by
motor driven blowers. The schematic flow diagram, included in the Reference Drawings section of this
service manual, shows both the internal and external flow of cooling and sealing air.
B. Bearing Cooling and Sealing
Sealing air is provided from two separate sources. Eleventh-stage compressor extraction air is used to
seal the bearings during startup and shutdown of the unit and fifth-stage air is used during normal run-
ning operation. A three-way bearing sealing air valve (VA14–1) is used to select the proper sealing air
for the bearings.
Fifth stage compressor extraction air is taken from a connection on the compressor casing and flows
through a centrifugal separator to the top port of the bearing sealing air valve. Eleventh stage air is piped
from its connection on the compressor casing to the bottom port of the valve. The bearing sealing air
valve, VA14–1, is a three-way diaphragm actuated valve. In its normal position, such as when the unit
is not running, the valve connects the eleventh stage extraction to the bearings while the fifth stage ex-
traction is closed off.
During unit startup, eleventh stage air flows through the open compressor extraction valves to atmo-
sphere, and through the bearing sealing air valve to seal the bearings. When the unit reaches full speed,
the compressor extraction valves close and fifth stage pressure rises to a value that is sufficient to stroke
the bearing sealing air valve. At this time, eleventh stage extraction air is closed off and fifth stage air
becomes the source of air used to seal the bearings. Limit switch, 33BQ–1, is mounted on the valve and
is used to monitor the valve position. If the valve sticks and does not transfer bearing sealing air from
eleventh stage to fifth stage air, an alarm is annunciated on the control panel.
When the unit is shut down, the compressor extraction valves are open. Fifth stage air pressure decreases
and the bearing sealing air valve transfers sealing air from the fifth stage to the eleventh stage extraction
air until the unit coasts to a stop.
Sealing air, discharged from the common port of the bearing sealing air valve, is piped externally to each
of the three turbine bearings. Orifices in the air lines to the turbine bearings limit the flow of air and the
pressure to the proper value. The centrifugal separator located in the fifth stage piping, upstream of the
valve, removes any particles of dirt or foreign matter that might be injurious to the bearings.
The pressurized air discharged from the bearing sealing air valve is used to cool the bearing and help
contain the lubricating fluid within the bearing area that otherwise might seep past the mechanical seals.
The air is directed at both ends of the bearing, providing a pressure barrier to the lubricating fluid. The
air flow path through the bearing seal is described in the Gas Turbine section of this manual.
2
C. Turbine Cooling
Cooling of the turbine exhaust casing and the exhaust frame is accomplished by two motor driven cen-
trifugal blowers (fans), 88TK–1 and 88TK–2, which are mounted external to the turbine. An inlet screen
and inlet silencer are provided with each blower and the discharge of each passes through a check valve,
VCK7–1 or –2, before entering the turbine shell. There it splits, some flowing forward through the tur-
bine shell and out into the turbine compartment, while the remainder flows aft into the No. 3 bearing
tunnel via the exhaust frame strut passages. From the No. 3 bearing tunnel some cooling air flows into
the 3rd stage aft wheelspace after which it discharges into the exhaust, and the remainder discharges into
the load tunnel and out the load compartment vent.
Cooling of the exhaust frame and turbine shell is normally provided by the two blowers operating simul-
taneously. A pressure switch, 63TK–1 or –2, is provided to sense blower discharge pressure. If one of
the blowers should fail, the switch will cause an alarm to be activated. The turbine will continue to run
with the other blower providing cooling air at a reduced flow rate. If both blowers should fail, the turbine
will be shut down in a normal shutdown sequence.
NOTE
If one blower fails, it should be repaired or replaced as soon as possible to preclude
the possibility of shutting down the turbine by failure of the remaining blower.
D. Pulsation Protection
The pressure, speed and flow characteristics of the gas turbine compressor are such that air must be ex-
tracted from the eleventh stage and vented to atmosphere to prevent pulsation of the compressor during
the acceleration period of the turbine starting sequence and during deceleration of the turbine at shut-
down. Pneumatically operated eleventh stage air extraction valves, controlled by a three way solenoid
valve, are used to accomplish the pulsation protection function.
Eleventh stage air extracted from the compressor at four flanged connections is piped through the nor-
mally open, pneumatically operated, butterfly type extraction valves, VA2–1 and –2, to the turbine ex-
haust plenum, during the acceleration or deceleration periods of turbine operation. Limit switches
33CB–1 and –2, mounted on the valves, indicate valve position and operate in the starting sequence per-
missive logic circuits.
Compressor discharge air, controlled by solenoid valve 20CB–1, is used to close the compressor bleed
valves when the turbine reaches full speed to allow normal operation of the turbine. Air from the com-
pressor discharge passes through a porous air filter where dirt and water are removed, using a continuous
blowdown orifice, before entering solenoid valve 20CB–1. From the solenoid valve, the air is piped to
the piston housings of the two extraction valves.
During turbine startup, 20CB is de-energized and the eleventh stage extraction valves are open allowing
eleventh stage air to be discharged into the exhaust plenum, thereby eliminating the possibility of com-
pressor pulsation. Limit Switches 33CB–1 and –2, on the valves provide permissive logic in the starting
sequence and ensure that the extraction valves are fully opened before the turbine is fired. The turbine
accelerates to full speed and when the generator circuit breaker closes, the 20CB–1 solenoid valve is
energized to close the extraction valves and allow normal running operation of the turbine. When a tur-
bine shutdown signal is initiated and the generator circuit breaker is opened, 20CB–1 is de-energized
and eleventh stage air is again discharged into the exhaust plenum to prevent compressor pulsation dur-
ing the turbine deceleration period.
3
CAUTION
Under no circumstances should attempts be made to start the turbine if all ex-
traction valves are not fully opened. Serious damage to the gas turbine may oc-
cur if all the valves are not opened during the acceleration and deceleration
cycle of the turbine.
E. Pressurized Air Supply
Compressor discharge air is also used as a source of air for operating various air-operated valves in other
systems. In addition, compressor discharge pressure is monitored by pressure transducers, 96CD–1,
–1B, and –1C, for use in control of the gas turbine.
F. Water Wash Provisions
When water washing the gas turbine’s compressor or turbine section, it is important to keep water out
of the turbine bearings cooling and sealing passages. To prevent water from entering the bearings, isola-
tion valves are provided in the sealing lines to the No. 1, No. 2 and No. 3 bearings, and in the 20CB–1,
96CD–1, 96CD–1b, and 96CD–1c feed lines.
During normal operation of the gas turbine, all isolation valves are to be open. Before initiating water
wash, the isolation valves must be closed and the drain and air separator blowdown valves opened. At
the conclusion of water wash, the isolation valves must be opened and the drain and separator blowdown
valves closed to allow normal operation of the turbine.
III. COMPONENT DESCRIPTION
A. Air Separator (Bearing Seal Air)
(Manufacturer – Donaldson Co. Inc.)
(Model – TBD01–9001)
B. Operation
Any dirt particles contained in the air which enter the separator are removed by the centrifuging action
of the separator and ejected.
C. Maintenance
If plugging of the air separator is suspected, remove it from the line. Take off both retaining rings, the
outlet tube, the O-ring, and the helix vane and wash metal parts in solvent or detergent to remove contam-
inants. Check parts for any signs of erosion or corrosion. Reassemble the unit and reinstall.
The orifice may become plugged, eroded or corroded. It is threaded into the hole and is slotted so that
a screwdriver may be used to remove it. Never attempt to remove the orifice while the separator is under
pressure. Cleaning may be done with solvent or detergent as the other parts.
4
Should the orifice hole become enlarged due to erosion or corrosion, the performance of the air cleaner
will not be degraded in any manner. The only effect will be to reduce the through flow, as more air will
be passing out through the orifice. The decision to replace the orifice in this case will be dependent on
the end effect of the reduced air flow, rather than any effect on the cleaner.
A drawing of this separator is included in the Parts Lists and Drawings section of this manual.
5
GE Power Systems

518 • 385 •2211 TX: 145354
6
GAS TURBINE
MS7001EA
AIR PASSAGES
WHEELSPACES, NOZZLES
& BUCKETS
B00344 7/94
To Mist
Eliminator
Cooling & Sealing Air Piping.
Fabricated As A Pipe Within
5th Stage
Extraction
Clg & Slg Air
To Piping - Vent Inner & Outer

Exhaust Fabricated As A Pipe Within
Bearing Housing
Upper Half
Bearing Housing
Assembly Bolts
Combustion
Wrapper
Bearing Cap
Assembly Bolts
Bearing Cap
ROTOR
Anti -
Rotation
Pin
Bearing
Liner
AFT Oil
Seal
FWD Oil
Seal AFT Air
Seal
FWD Air
Seal
Oil Feed To
#2 Brg Liner
Oil Drain From

#2 Brg Liner
Bearing
Oil Feed To Housing
#2 Brg Liner Lower Half
Oil Drain From

BRG01X 2/94 #2 Brg Liner
Tab 13
GEK106910
April 1998
Replaces VARIGV00
GE Power Systems
Gas Turbine
Variable Inlet Guide Vane System
I. GENERAL
Variable compressor inlet guide vanes (VIGV) are installed on the turbine to provide compressor pulsation
protection during startup and shutdown and also to be used during operation under partial load conditions.
The variable inlet guide vane actuator is a hydraulically actuated assembly having a closed feedback control
loop to control the guide vanes angle. The vanes are automatically positioned within their operating range
in response either to the control system exhaust temperature limits for normal loaded operation, or to the
control system pulsation protection limits during the start-up and shutdown sequences. On DLN units, the
IGV angle is modulated to control air flow to the combustors for DLN operation modes.
II. GUIDE VANE ACTUATION
The modulated inlet guide vane actuating system includes the following components: servo valve 90TV,
position sensors (LVDT) 96TV-1 and 96TV-2, and hydraulic dump valve VH3. These are shown on the trip
oil and IGV schematic diagrams in Volume III. When the inlet guide vane dump solenoid valve 20TV in the
trip oil circuit is energized, its drain ports are blocked thus allowing the trip oil to operate the dump valve
VH3. Actuation of the dump valve allows hydraulic oil to flow through servo valve 90TV. Control of 90TV
will port hydraulic oil through the dump valve to operate the variable inlet guide vane actuator.
For normal shutdown, inlet guide vane actuation is the reverse of the startup sequence; the compressor bleed
valves will open when the generator breaker is opened. The inlet guide vanes will ramp to the full closed
position as a function of temperature corrected speed.
In the event of a turbine trip, the compressor bleed valves will open and the inlet guide vanes will ramp to
the closed position as a function of temperature corrected speed.
III. PULSATION PROTECTION CONTROL
The inlet guide vanes are automatically positioned during a start-up and a shutdown sequence to avoid gas
turbine compressor pulsation. The pulsation limit is expressed as a function of IGV angle and corrected
speed, shown by the broken line on Figure 1. Corrected speed is a compressor design parameter that is a func-
tion of the actual running speed of the compressor and the inlet air temperature. The control system utilizes
the measured variables of turbine speed and ambient temperature to determine the IGV angle and automati-
cally modulate them to that position.
GEK106910 Variable Inlet Guide Vane System
Full Open (Max. Angle)

IGV Angle Degrees (CSRVPS)
Minimum Full Speed Angle
Rotating
Stall
Region
Corrected Speed % 100

(TNHCOR) 0 Load 100
%
Figure 1. IGV Angle vs Corrected Speed and Load.
2
Variable Inlet Guide Vane System GEK106910
IV. EXHAUST TEMPERATURE CONTROL
For applications such as a regenerative cycle or where there is a steam generator (boiler) in the gas turbine
exhaust, it is desirable to maximize the exhaust temperature. The control program for such turbines includes
an exhaust temperature control which automatically holds the IGV at a minimum angle during part-load op-
erations. A switch is provided to permit the operator to select this mode of operation.
V. OPERATION
During a normal start-up, the inlet guide vanes are held in the full-closed position (see the Control Specifica-
tions in this service manual for settings) until the proper temperature-corrected speed is reached. At this time,
the guide vanes will begin to open. A graphic representation of this action is shown in Figure 1. The compres-
sor bleed valves, which must operate in conjunction with the VIGVs to maintain compressor surge margin
during startup, will close when the generator breaker is closed.
When the VIGV temperature control mode is not activated, the guide vanes are held at the minimum full-
speed angle until the simple cycle VIGV exhaust temperature is reached. This temperature is the constant
CSKGVSSR. As the exhaust temperature rises, a value computed as the product of constant CSKGVTPG
times the difference between the actual exhaust temperature TTXM and CSKGVSSR is added to the mini-
mum angle, causing the VIGVs to open until they reach the maximum angle. This sets a minimum load which
the unit must reach before the VIGVs are allowed to open. This is necessary to avoid combustion resonance
and must not be changed.
For applications which require part load exhaust temperature control operation, the guide vanes are switched
to the “IGV temp control On” with a soft switch. In this mode the VIGVs remain at the minimum full operat-
ing position until the base exhaust temperature limit is reached. At this point, they begin to open to hold the
exhaust temperature at this limit until they are full open when the exhaust temoerature control reverts to fuel
modulation. In order to keep the fuel control and IGV control from trying to act simultaneously, a fuel control
bias is added to keep the fuel line slightly above the VIGV line. This bias is the product of constant
CSKGVBG times the difference between the maximum VIGV angle (constant CSKGVMAX) and the VIGV
reference CSRGV. This bias becomes zero when the VIGVs are fully open and the fuel temperature control
takes over.
The operator can activate or deactivate the VIGV temperature control mode at any time via the panel soft
switches. The control system will automatically reprogram the VIGVs to the correct position at a controlled
rate. Manual open/close soft switches are provided to allow the operator to manually position the VIGVs
between the minimum full speed angle and full Open. This control should only be used in special circum-
stances to limit the travel (amount opened). The manual control is limited to command an angle only when
less than that being called for by the automatic control system. In normal operation, the manual control is
set at full open. For applications requiring steam turbine warmup, the operator can select a desired exhaust
temperature and the IGV’s will modulate to achieve the setpoint. Refer to the control sequence program for
a detailed representation of the VIGV software.
VI. FAULT PROTECTION
The guide vane protection system will trip solenoid valve 20TV, initiate a fast normal shutdown and annunci-
ate if there is low hydraulic supply pressure, or the LVDT feedback is different from command, or IGV posi-
tion trouble is indicated. Should the inlet guide vane system be tripped under and one of the above conditions,
the SPEEDTRONIC sequencing logic generates a signal which is used in the start check circuit to prevent
any attempt to restart the turbine prior to eliminating the cause for the trip.
3
GEK 106910 Variable Inlet Guide Vane System
The primary IGV fault signal is generated by the “IGV not following CSRGV” algorithm, L86GVT. This
algorithm compares the difference between the VIGV position feedback CSGV and the reference signal
CSRGV to generate alarm signal, L86GVA if the IGV is not following the reference within the value of
LK86GVA1 given in the Control Specifications Settings. The alarm signal is annunciated if the difference
persists for time LK86GVA2 specified in the Control Specifications Settings. During part speed operation,
a trip signal L86GVT is generated if the VIGV position feedback CSGV does not agree with the speed refer-
ence CSRGV within the value of LK86GVT1 and for a time of LK86GVT2 given in the Control Specifica-
tions Settings. Trip signal L86GVT will deenergize 20TV, trip the turbine and annunciate an alarm. During
full-speed operation, trip logic L4GVTX will alarm and trip the turbine if the VIGV feedback CSGV falls
below a minimum allowable full-speed value LK4IGVTX.
GE Power Systems

518 • 385 • 2211 TX: 145354
Tab 14
AIES0708
GE Power Systems
Air Inlet and Exhaust System
AIES0708 Air Inlet and Exhaust System
I. GENERAL
Air quality can have an enormous impact on gas turbine performance and reliability and is heavily in-
fluenced by the surrounding environment in which the unit is installed. Furthermore, within any given
location, the quality of air can change dramatically over a year’s time or, in some situations, within hours.
Poor air quality leads to compressor fouling. The output of a turbine can be reduced significantly in cases of
extreme compressor fouling. In order to meet full potential in performance and reliability, and make each
unit adaptable to a variety of air conditions, it is necessary to treat the air entering the turbine to remove
contaminants. The self-cleaning filtration system easily and efficiently removes airborne particles of 10
um or greater that generally cause significant erosion and compressor fouling when present in sufficient
quantities.
Air temperature can also have a significant impact on gas turbine performance. An inlet cooling system
is a beneficial option for applications where significant operations occur during times of warmer tempera-
tures combined with low relative humidity. Cooler air is denser, resulting in a higher mass flow rate to the
compressor. This results in an increase in turbine output and efficiency.
Noise pollution is a concern associated with the inlet system. Gas turbine operation generates a significant
amount of noise in the inlet duct. This noise is attenuated, to levels necessary to meet regulations, through
the use of a silencer installed as part of the ductwork.
For a general overview of the inlet system arrangement, refer to the Inlet and Exhaust Flow Diagram and
the Control Air Schematic Piping Diagram. These are located in the Operation and Maintenance manual
in this section.
II. AIR INLET SYSTEM
A. GENERAL
The air inlet system consists of the following: A filter house with weather hoods, an automatic self
cleaning filtration system using high efficiency filter elements, evaporative cooler module, and an inlet
ducting system. Using the "Up and Forward" arrangement, the filter house rests on top of the inlet
ducting support structure. The inlet ducting system is mounted on the inlet ducting support structure
along with the inlet bleed heating module. Air enters the filter house and continues through the transi-
tion piece, the acoustical silencer, the inlet heating module, the trash screen, and compressor through
the inlet plenum. The elevated filter house arrangement provides a compact system that minimizes the
pickup of dust in the filter house.
The inlet system makes use of materials and coatings in its construction, which are designed to require
minimal maintenance. All external and internal surface areas (exposed to airflow) of the filter house
are coated with a protective corrosion- preventive inorganic-zinc primer and epoxy over coat. All the
external and internal surface areas (exposed to airflow) of the ductwork are coated with a protective
corrosion preventative inorganic-zinc primer. An epoxy overcoat is added to all internal surfaces ex-
posed to airflow for additional protection. The inlet silencing perforated sheet is fabricated of stainless
steel. The trash screen is stainless steel. All support steel is galvanized.
The general arrangement of the inlet compartment with respect to the gas turbine inlet plenum is shown
on the mechanical outline drawing in the ‘‘General Description‘‘ section.
2
Air Inlet and Exhaust System AIES0708
B. INLET COMPARTMENT
The filter house consists of weather hoods, a high efficiency self cleaning filter stage, and an evaporative
cooler module with drift eliminator.
Weather hoods are used to prevent heavy rain and large air-borne contaminants from entering the inlet
filter house. This is accomplished by drawing inlet air upward at lower velocities than the terminal
velocity of the falling rain and large air-borne contaminants.
The self-cleaning filter elements are mounted on vertical grid plates. They are contained within a light
gauge steel sheet metal enclosure designed for proper airflow management and weather protection.
The reverse-pulse type self-cleaning system is initiated when the filter elements become laden with
dust and the pressure drop across the filter media reaches a predetermined value (as measured by a
differential pressure switch). The elements are cleaned in a specific order, controlled by an automatic
sequencer. The sequencer operates a series of solenoid valves, each of which controls the cleaning of
a small number of filters. During cleaning, each valve releases a brief pulse of high-pressure air. This
pulse shocks the filters by causing a momentary reverse flow. This causes the accumulated dust to
break loose and fall into the hoppers, to be ejected after the cleaning cycle is completed. The cleaning
cycle continues until enough dust is removed for the compartment pressure drop to reach the lower
differential pressure switch set point.
The evaporative cooler uses the process of evaporation to create a reduction in inlet air temperature.
This cooling system may only be operated at ambient temperatures of 60 degrees or higher because of
the possibility of icing in the compressor at lower temperatures. In this system, water is pumped from
the sump to a header at the top of a wall of media, within the module. This header evenly distributes
the water over the media blocks, consisting of corrugated layers of fibrous material. The media blocks
contain internal channels, formed in layers, that direct the water downward and against the direction
of airflow. This is to prevent carry over into the turbine as air passes through the media. Air passing
through these channels comes into contact with the falling water causing a portion of the water to
evaporate, as sensible heat from the air is transferred to the water in the form of latent heat. Water that
is not evaporated eventually returns to the sump below where it is mixed with fresh water to dilute the
mineral concentration to a specified amount and redirected back to the header. In addition, a percentage
of the water from the pump discharge is directed to a drain to control the concentration of contaminants
within the sump. A drift eliminator is located immediately downstream of the evaporative cooler media
to remove any liquid droplets that may been trained in the air stream.
Internal lighting is provided for the evaporative cooler section and the filter change out areas. Details
for the operation and maintenance of the inlet filtration system and evaporative cooler are contained in
the maintenance manual in this section. The evaporative cooler shall successfully pass commissioning
prior to initial operation, prior to each evaporative cooler season, and a minimum of once per year.
The commissioning procedure is provided as part of the inlet filter house suppliers installation, opera-
tion, and maintenance manual. The evaporative cooler water quality shall be incompliance with GEK
107158 latest revision. Access for maintenance and inspection of the filter elements and evaporative
cooler are by use of stairs and outside platform in conjunction with lower level exterior doors and ac-
cess platforms at each level in the filter house.
C. INLET DUCTING AND SILENCING
The air inlet ductwork directs the airflow from the filter house exit to the entrance of the gas turbine
compressor. It consists of: 8 feet of silencing, 4 feet of acoustically lined ductwork with an inlet bleed
3
heat module, an acoustically lined ninety degree elbow (with trash screen), an acoustically lined flexible
joint, and inlet plenum.
The inlet silencer consists of an acoustically lined duct, which contains silencing baffles constructed of
mineral wool insulation wrapped with fiberglass cloth and encapsulated by perforated, stainless steel
sheet metal. The acoustic lining in the walls of the silencer duct and the walls of the ducting downstream
of the silencer are of similar construction with the exception of the 4 feet of lined duct for the inlet bleed
heater which consists of solid stainless steel sheet metal. The vertical-parallel baffle configuration was
specifically designed to eliminate the fundamental compressor tone and reduce noise levels at other
frequencies as well.
With a compressor bleed heat system, a portion of the compressor discharge airflow is used to heat the
inlet air. This enhances the operability of the turbine during start up, shutdown, and other operating
regimes.
The inlet bleed heat system consists of a series of stainless steel pipes mounted onto the section of
ductwork immediately following the silencer. A manifold external to the duct distributes air to these
vertical pipes extending into the duct. Within the duct, the bleed air is dispersed to the inlet air flow
through a series of holes integral to the distribution pipes. Details for the operation and maintenance
of the compressor bleed heat system are contained in the maintenance manual in this section.
The elbow houses the single piece, stationary, stainless steel trash screen. The purpose of the trash
screen is to protect the compressor from loose pieces of hardware from the filter house, ductwork, or
through maintenance error. A removable access panel is positioned upstream of the trash screen for
cleaning and inspection purposes.
The acoustically lined expansion joint isolates the loads associated with the inlet system from the gas
turbine. The inlet plenum is the connection point between the inlet ducting and the gas turbine com-
pressor.
The inlet duct system also contains provisions for the dew point humidity sensor used in monitoring the
airflow downstream of the inlet bleed heat module. The sensor minimizes the performance degradation
associated with the inlet bleed heat system through communication with the Mark V to keep all parts
of the inlet system at a relative humidity below the frost point. The location of the humidity sensor is
shown on the Inlet and Exhaust Flow Diagram.
For additional information on each section of the inlet duct, please refer to the vendor supplied O&M
manuals in this section.
III. EXHAUST SYSTEM
A. GENERAL
The exhaust system is that portion of the turbine in which the gases used to power the turbine wheels
are directed to the exhaust stack or HRSG and released to atmosphere. The exhaust system includes
two expansion joints, a conical diffuser duct and personnel protection or acoustic treatment.
B. EXHAUST EXPANSION JOINTS
The exhaust system expansion joints compensate for the thermal expansion of the gas turbine and ex-
haust ductwork. The first expansion joint is a flex seal plate type located between the end of the 0706
4
Air Inlet and Exhaust System AIES0708
exhaust diffuser and the start of the A042 diffuser duct. It is made of overlapping Inconel 718 plates
clamped on one end and guided on the other end. The second expansion joint (if supplied by GE) is
located at the end of the exhaust duct. It uses a fabric belt which is fully insulated from the hot exhaust
gases by field installed liner plates.
C. CONICAL EXHAUST DIFFUSER DUCT
This duct contains a drain system to accommodate off-line water wash and false starts with liquid fuel.
The ninth and thirteenth stage compressor bleed lines are mounted to this duct and release compressor
bleed air into the duct during startup. The diffuser duct is internally insulated and is supported by four
centerline mounts and two keys at bottom dead center. This duct provides pressure recovery to enhance
the performance of the gas turbine.
D. PERSONNEL PROTECTION OR ACOUSTIC TREATMENT
The personnel protection wall is provided when the customer does not require an acoustic enclosure
or an acoustic wall. Acoustic wall or the acoustic enclosureare options to the customer if the customer
wants to reduce the noise levels.
5
GE Power Systems
518 • 385 • 2211 TX: 145354
6
Bulletin GDX-101
Operating & Maintenance Instructions
for
GDX™ Self-Cleaning
Inlet Air Filter System
with
Standard and Optional Components
Supplied to General Electric
Donaldson Company, Inc.

Revision/Issue Date: 3 / March 2002

9250 West Bloomington Freeway, Bloomington, MN 55431 USA
Spare Parts: Phone: 800/431-0555 www.donaldson.com

Publications: Phone: 952/887-3497 Fax: 952/887-3843
GE DRAWING NUMBER REV.

378A2472
FIRST MADE FOR: 7EA/7FA/7H9FA SH. 1
Bulletin GDX-101
Section 2.0 Description of Your GDX Air Filter System
2.1 The GDX Air Filter Standard Equipment
The GDX™ air filter is a single-stage, self-cleaning approach to turbine air inlet filtration.
The GDX inlet filtration system contains conical and cylindrical high-efficiency media filter
elements that are sequentially cleaned during normal operation by pulses of compressed air.
The system provides high-efficiency filtration for prolonged periods without turbine
shutdown for element cleaning or replacement.
The system is shipped as assemblies and kits. These assemblies and kits are briefly described
here and more fully in the Erection Manual.
The Donaldson filter includes the following major assemblies:

• Transition duct
• Inlet Hoods
• Walkway Modules
• Filter Modules
A transition is always furnished with a filter house and is typically joined to the upstream
filter modules. The transition will attach to conditioning modules when they are optionally
furnished.
Inlet hood kits are shipped separately and field-mounted to the walkway section of the filter
module to provide protection for the filter elements from the effects of rain, snow, and sun.
The hoods contain deflectors that direct the incoming air downward.
The inlet hoods may contain moisture separator panels to remove moisture droplets from the
incoming air flow and/or bird/trash screens to remove larger contaminants (i.e., leaves, birds)
from the incoming airflow. See Section 2.2.
Modular Construction
Filter modules are 4 filters wide and range in height from 8 to 25 filters high. Modules are
joined side by side to form the GDX filter house. These are the building blocks used to create
GDX self-cleaning filter systems. See Figure 2.1.

378A2472
Bulletin GDX-101
Filter Modules
Inlet Hoods
Walkway Modules
Figure 2.1. Modular Construction
The filter section includes walkway modules and filter modules. Walkway modules are
bolted to the front of the filter modules and behind the inlet hoods. They provide service
access to the filters and any optional moisture separator panels and/or bird screens. An access
door in the outside service walkway module allows access to the walkways and internal
walkways. Ladders are used to reach each level of filter pairs. Optional lighting may also
provided in the walkway modules.
Each filter module contains element pairs (conical and a cylindrical) installed horizontally
against a tubesheet using an outside-to-inside airflow path. The tubesheet separates the dirty
ambient airflow from the cleaned airflow. The elements are pulse-cleaned with reverse-flow
jets of air.
A control box is mounted to the outside filter module on the access side. It contains the
pulse-cleaning control and pressure-warning systems.

378A2472
Bulletin GDX-101
Figure 2.2. Pulse Hopper

A hopper is mounted to the bottom dirty-air side of the module assembly. When the filter
elements in the module assembly are pulsed, dust removed from the elements fall down into
the hoppers. During the normal pulse-cleaning cycles, a pulse-jet of air is used to eject the
dust from the hopper through a flapper valve at the bottom of the assembly.
Pneumatic lines run from the compressed air supply, up the support structure, and into the
side wall of one of the outside filter modules and to the compressed air manifolds in each of
the filter module assemblies. A clean-air intake is tapped into the clean-air plenum of the air
filter to supply the pulse-cleaning function with dry, clean air for the pulse-cleaning
manifolds.

378A2472
Bulletin GDX-101
2.2 Optional Equipment
Donaldson Company supplies the following optional equipment for the filter house.
Inlet Treatment
The inlet hoods can later be optionally fitted with either moisture separator panels and/or
bird/trash screens (inlet treatment). Moisture separator panels remove any moisture droplets
from the incoming airflow. Bird/trash screens remove any larger contaminants (i.e., leaves,
birds) from the incoming airflow.
Inlet Hoods
Moisture Separator Panels
Installed
Interior Deflector
Bird/Trash Screens
Moisture Separator Panels
Inlet Hoods W ith Inlet Treatment Accessories

Figure 2.3. Inlet Hood Treatment Options
intreat1.fh5
Walkway Lighting
Lighting is optionally provided in the walkway modules for servicing of the filter elements.
Lighting is typically ordered when inlet treatment is supplied in the hoods.

378A2472
Bulletin GDX-101
Access Hatches
Access hatches in the side of the walkway module are used to service each walkway level
from the outside. A hoist is typically furnished when access hatches are provided.
Hoist
A hoist may be provided to raise the elements to each access hatch, reducing service and
maintenance downtime.
Compressor
The compressed air supply may be provided by Donaldson Company, Inc. The compressor
and skid assembly is mounted near the air filter control box on a foundation skid. The Air
Compressor Installation Kit drawing shows the compressor arrangement and piping
connections. Typically supplied are a 200-gallon receiver tank, an air compressor with
enclosure, air filters, a compressed air dryer, a skid assembly, and a circuit breaker box.
Thermocouples (RTDs)
Thermocouples may be mounted in the inlet hoods or on the side wall of the access side filter
module to monitor inlet temperature.
Pre-filter Wraps
Typically, GDX air filters only use the primary filters mounted to the tubesheet; but, under
certain circumstances (contact Donaldson Company) optional filter wraps may be wrapped
around the primary filters, thereby, creating two-stage filtration.
Bypass Doors
Bypass doors are located on the transition and are designed to open and allow air to be
exhausted from the air filter in the remote event that extremely high delta pressure is
experienced inside the air filter. The bypass doors use a counter-weighted system to open at a
pre-determined pressure drop. They are designed to open at a specified pressure and have a
maximum flow at a higher pressure (see the Air Filter System Arrangement drawing for
specifications).
Each bypass door is equipped with alarm proximity switches to signal the customer’s device
when the door opens (alarm condition). Each door is designed to have a full flow restriction

378A2472
Bulletin GDX-101
(found in the bypass door kit drawings and the specification table in this manual). The bypass
doors are optionally equipped with self-regulating trace heating to warm the gasket surface
and keep the door free of ice and snow.
2.3 Air Flow Through the Air Filter System
The filter modules contain both cylindrical and conical filter elements horizontally mounted
in pairs to a vertical tubesheet. The elements are pulse-cleaned with reverse-flow jets of air.
The compressed air is supplied to the compressed air manifolds where pulse valves activate
solenoids to pulse the filter elements.
During normal operation, ambient (dirty) air enters through the weather hoods that are
mounted to the walkway sections of the filter modules. The moisture separator panels, if
supplied, remove moisture droplets from the incoming airflow. The bird screens, if supplied,
remove larger contaminants. The air next enters the filter section where high-efficiency filter
element pairs clean the air flow.
The cleaned air then enters downstream air conditioning sections when optionally equipped
and then passes through the transition and inlet ducting towards the turbine inlet.
2.4 Pulse-Cleaning System
Dust collects on the exposed filter media and forms a dust cake. This dust cake creates a
pressure drop across the element that increases slowly. When this pressure drop reaches
preset settings on the pulse-cleaning control, pulse-cleaning is initiated.
During pulse-cleaning, a blow pipe directly behind each element pair directs compressed air
pulses backward through the elements to dislodge the dust cake which falls into the dust
hopper.
The compressed air delivery system should supply clean, dry compressed air to the
compressed air manifolds in the filter modules. A shutoff switch should be provided in the
event of control valve or piping failure.

378A2472
Bulletin GDX-101
Compressed Air
Manifold
Filter Pair Blowpipe
Being
Pulsed Clean, Dry Air
Pulse
Tubesheet
Manifold
Valve
Assembly Cleaned Air
Cleaned
Air
Dirty Air Section
Dirty Air
Section
Figure 2.4. Air Flow Through Pulse-Cleaning Components
The solenoid/air valve assemblies are mounted to the compressed air manifolds. Solenoid
valves electrically initiate the air valves to open and exhaust the pulse-jet of air. The
diaphragm divides the diaphragm valve into two chambers that are connected by a bleed
passage. The bleed passage is smaller in diameter than the pilot valve orifice. When the
solenoid pilot is energized, air above the diaphragm is exhausted at a much faster rate than air
can enter through the bleed passage so the pulse valve opens very quickly due to the pressure
drop which occurs in the top chamber. When the pilot valve is de-energized, air ceases to
exhaust through the pilot but continues to flow through the bleed passage until the pressures
on each side equalize and the valve closes.
Manually initiate cleaning and cycle the pulse-cleaning system several times when the turbine
is not running and compressed air is available. Cycling helps maintain low-pressure drop
across the elements throughout their service life. Upper and lower cleaning cycle setpoints
may be adjusted during element service life, depending on location and contaminant.
Some dust will eventually be trapped in the media itself and will not be dislodged during the
pulse-cleaning cycles. Replace the filters when they can no longer be cleaned to the lower,

378A2472
Bulletin GDX-101
differential pressure set point, or when the media becomes brittle. See the filter replacement
section in this manual for more information.
Inlet Hoods F ilter Cartridge C om pressed

Pair A ir P ulse
D ir ty Cleaned
Air Air
W alkw ay
Tubesheet
Com pressed A ir Hopper

M anifold
Dirty Air C lean A ir

Section Section
Figure 2.5. GDX Air Filter Module OperationPb urorgchuschm .fh5

re gd x
ai rflow
More detailed information on the pulse-cleaning system is in Section 3.0.

378A2472
Bulletin EVP-101
Operating & Maintenance Instructions
For
Evaporative Cooler
System
Supplied to:
General Electric

Revision/Issue Date: 4 / October 2001

9250 West Bloomington Freeway, Bloomington, MN 55431 USA
Spare Parts: Phone: 800/431-0555 www.donaldson.com

Publications: Phone: 952/887-3497 Fax: 952/887-3843
1
Bulletin EVP-101
Section 2 Evaporative Cooler Description and Operation

An evaporative cooler (evap.) is used where significant operation of the turbine occurs in
the warm months and where low relative humidities are common. The cooler air, being
denser, gives the machine a higher mass-flow rate and pressure ratio, resulting in an
increase in turbine output and efficiency.
In addition to achieving extra power, the use of an evap. improves the environmental
impact of the machine by increasing water vapor in the inlet air, thereby lowering the
amount of nitrogen oxides produced in the combustion process and lowering emissions
by the turbine. There is also a small, but measurable, improvement in the dust loading
due to the "air washing" effect as the air moves through the cooler.
Clean water (see Section 2.3 Water Use and Quality) supplied by the customer enters the
lower part of the evap. section and empties into a sump/holding tank. Water within the
sump is pumped to a distribution manifold located directly above the evap. media. The
pumps continually recirculate water to the media. Water quantity to the evap. media is
regulated by orifices and globe valves in trim lines.
The distribution manifold evenly wets the media by jetting water through small holes,
spaced along its length, into a deflector shield. This water enters the distribution pads
installed above the media blocks, providing an even distribution of water to the entire
top surface of the media blocks (see figure 2-1). Correct orientation of the media blocks
is critical to performance.
The media blocks are made of corrugated layers of fibrous material with internal
channels formed between layers. There are two alternating sets of channels in the media;
one is used for water and one for air. The separation of flows is crucial to reducing
carry-over or moisture finding its way downstream. The water flows down by gravity
through water channels and diffuses throughout the media by wicking action. Any
excess water flows down to the sump. The level of water within the sump is maintained
and controlled by solenoid valves. The valves control the makeup water supply. The
supply is sized for a rate 2x the design maximum evaporation rate.
Drift (mist) eliminator panels are installed downstream of the media blocks to eliminate
water carry-over. The panels consist of a PVC media. The panels extract water droplets
from the air that may have been pulled from the evaporative cooling media blocks.
7
Bulletin EVP-101
Distribution Manifold
(Distribution holes must be at the 12 o'clock
Distribution Pad position, line at 6’o’clock position
Evaporative Cooler Media

Mist Eliminator Panel
Orifice
Flowmeter
Cooled Airflow
Level Sensor
Overflow
Warm Airflow
Quick Drain Piping
Centrifugal Sump Fill and Supply
Pump
Drain
Solenoid Valves
Figure 2-1. Evap. Operational Diagram
Notice: Arrangement may include one or more pumps.
2.1 Supply Power
See the air filter control box, evaporative cooler control box and elementary drawings
for the supply power and source that is applied to the evap. control box assembly and
the pump motors.
It is the customer's responsibility to provide control and motor protection. A flow switch
is provided and must be incorporated into the pump/motor starter control circuit to
disable the pump/motor starter function upon indication of low flow.
8
Bulletin EVP-101
2.2 Evap. Components
Evap. components are described below. See all figures in this section and the piping and
instrumentation diagrams in the system drawing package supplied with the Air Inlet
Filtration Technical Manual.
2.2.1 Media
• Evap. Media Blocks - The media blocks are direct contact, irrigated media using
cross-fluted cellulose blocks impregnated with insoluble anti-rot salts and rigidifying
saturants. These blocks are held in place by facing plates in the cooler section. Air
entering the cooler and passing through the water-saturated media is cooled through
adiabatic exchange of heat. See the Evaporative Media Kit drawing and Fig. 2-2.
• Mist Eliminator Panels - Mist eliminator blocks are installed directly downstream of
the cooler media blocks. These panels protect the turbine from water droplets that
may be pulled from the evap. media blocks. Water separated out of the air stream by
the mist eliminator blocks, drains forward by gravity into the bottom of the cooler
into the sump. See Fig. 2-2.
• Distribution Pads - Located on top of the media at each water distribution manifold,
these pads ensure that the water is evenly distributed across the top of the media. See
Fig. 2-2.
9
Bulletin EVP-101
Figure 2-2. Evap. Media Configuration.
2.2.2 Controls
• Control Box - The evap. control box includes circuit breakers, overload relay, a flow
switch relay, a differential pressure gauge, and terminal connections to the evap.
interior lights, the temperature switch, a low sump level switch, and the water flow
switch to the pump(s). The box may optionally include a panel heater, conductivity
transmitters, quick disconnect panel door switch, or a temperature sensor. These
components are further described on the following pages.
Pressure ports are provided on the side of the evap. control box to measure the
differential pressure inside the evap. section of the filtration system. Two pressure
ports are typically provided in the control box, one reading the differential pressure
10
Bulletin EVP-101
drop upstream of the evap. media and the second reading differential pressure drop
downstream of the drift eliminator. The differential pressure reading is typically
provided by a differential pressure gauge inside the panel and is visually read through
a glass window on the evap. control panel. See the Evap. Control Box drawing.
• Pumps - (23AC-1, 23AC-2 Heaters; 88AC-1, 88AC-2, etc. Motors) The pumps
draw water from the sump and supply water to the distribution manifolds located
directly above the evap. distribution pads and media. The pumps are horizontally
oriented with a submerged suction and are sized for the maximum recirculation and
blow-down rates. A particulate strainer is provided between the sump and the pump
inlet to make sure that particulate does not enter the water flow to the pump. At this
same location, a stopper (attached to strainer) is provided to shut off the water
supply to the pump for maintenance purposes. Some applications use more than one
pump. Heaters are in the junction boxes of the motors to protect against moisture.
• Disconnect Switches - A pump disconnect switch inside the evaporative control box
and a second disconnect switch mounted inside a junction box on the opposite side
of the evap. are used for safety and service convenience.
• Blow-down Globe Valve and Blow-down Flow Meter - The blow-down flow meter
is standard equipment. Blow-down water discharged to the drain is regulated by a
globe valve and monitored by a blow-down flow meter.
• Distribution Orifices - Orifices regulate the amount of water that is distributed to

each of the evap. distribution manifolds that saturate the media. There is a trim line
in parallel with each orifice that allows a slight adjustment of the flow by turning a
globe valve. A flow meter upstream of the orifice and trim valve indicates flow.
• Flow Switch - (80AC-1; 1FLS, 2FLS) - A flow switch is located in the water supply
piping above the pumps to indicate a 'LOW FLOW' condition. When flow to the
unit drops below a certain preset 10 gpm setting, a signal is sent via the evap. control
box to the customer master control panel indicating that a 'LOW FLOW' condition
exists.
11
Bulletin EVP-101
Flow Meters
Pump
Blow-Down
Piping
Drain
Solenoids
Figure 2-3. Typical Evap. Piping and Component Configuration.
• Level Sensing Transmitter (96AC-21) - The level sensing transmitter monitors the
water level of the sump and provides a continuous signal to the master control panel.
The master control panel signals the two supply solenoid valves that regulate the
make-up water level. The solenoids are in series and are redundant as a safety
measure. They are normally closed.
• A proximity switch (33AC-1) - signals the master control panel of an open position
of the butterfly valve in the 6-inch drain line. A signal is not provided if the valve is in
the closed position, at which time the water supply is shut off.
12
Bulletin EVP-101
• Air Temperature Switch (26AC-1) - The temperature switch is provided to monitor

air temperature as it enters and/or leaves the cooler section or to read ambient
temperature. It is used to limit the operation of the cooler. For example, it may be
used to shut down the pumps if ambient temperature drops below a specified
temperature to make sure that icing is avoided.
• Tank Overflow Drain and Quick Drain Gate Valve - An overflow weir (dam) and a
gate valve control overflow of the water in the sump. When the water level inside the
sump is too high it will flow over the overflow weir and drain from the sump through
a 6-inch pipe. When required, a gate valve connecting the bottom of the sump to the
inside of the overflow drain pipe can be opened and the sump quickly drained.
• Conductivity Transmitters (96AC-22, 96AC-23) - Two conductivity transmitters are

provided inside the evap. control box to constantly monitor the conductivity of the
water. They send a 4-20mA output signal to the master control center
(4 = 0 S/cm and 20 = 5000 S/cm).
The master control center (MCC) sends a signal to one of the two 2-way solenoids in
the blow-down line. If blow-down is required, the water is sent to the drain. If blow-
down is not required, the water is recirculated back to the sump.
Caution: Make sure that the normally open (NO) solenoid is installed
within the drain piping and that the normally closed (NC)
solenoid is installed within the sump piping. The bleedoff
system will not function properly if the different solenoids are
installed in the wrong bleedoff lines.
When power is provided, the sump solenoid valve opens (normally closed) and the
drain solenoid valve closes (normally open) and blows water down to the sump until
conductance is back within control range. When power is not provided, the sump
solenoid valve closes and the drain solenoid opens and blows water down to the
drain. If both fail open, then they both drain to sump.
• Lighting (ASW-14, switch; AL-32, lighting) - Lighting and a switch are provided in
the cooler for purposes of routine maintenance and inspection.
• Gauges - A gauge is located downstream of each pump to register the discharge

water pressure at the pump.
13
Bulletin EVP-101
2.3 Water Use and Quality
Scale can hamper evaporator efficiency. To prevent scale formation, a percentage of

water must be discharged to the drain (“blow-down” water) to keep the mineral content
diluted.
Donaldson evaps require suitable water quality to achieve maximum operating

efficiency, and maximum evap. media life. Water sources that do not meet the
recommended criteria as shown in table below, must be evaluated on an individual basis.
Please contact Donaldson.
Notice: Water sources meeting the guidelines below can be used at 2 - 6 cycles of
concentrations in a recirculating evap.
Evap. Recommended Water Quality
Constituent PPM ±10%
Calcium Hardness (as CaCO3) 50-150

Total Alkalinity (as CaCO3) 50-150
Chlorides (as Cl) <50
Silica (as SiO) <25
Iron <0.2
Oil & Grease <2.0
Total Dissolved Solids <500
Suspended Solids <5
pH 7.0-8.5
Notice: High-purity water from reverse osmosis systems or demineralized water

systems is not recommended as the sole source of evap. water. A blended
water system should be employed in these cases.
14
Bulletin EVP-101
Manual Control
Various methods of controlling blow-down are used to maintain the desired dilution of
water in the evaporative cooling system. The simplest method is to install a valve and
continuously run a pre-determined stream of water to drain. The exact amount of blow-
down will depend on the pH, alkalinity, temperature, conductance and hardness of the
water, and the intensity of evaporation. The turbine manufacturer will often specify the
blow-down requirement. Blow-down water is typically regulated by a globe valve and
monitored by a blow-down flow meter. See the table above for recommendations on
water quality.
Automatic Control
Because evaporative cooling systems fluctuate due to outside temperature and humidity
conditions, a more efficient method of controlling the blow-down is to use the
conductivity of the water, as measured by a conductivity transmitter, to determine when
blow-down occurs and make-up water should be added to the system.
The method used in this application is to control blow-down with two 4-20mA digital
output conductivity transmitters. The conductivity controllers continuously measure the
water quality. The second conductivity transmitter is redundant to the other. The
conductivity transmitters are both mounted inside the evap. control box and each uses a
probe to measure the conductivity and send a signal to the master control panel.
Water quality can be gauged by the concentration of dissolved minerals in the water.
The 4-20mA signal corresponds to a specific conductance whereby the 4 equals 0 and
the 20 equals 5000 (S/cm. When the conductance exceeds a given value (open set point),
a solenoid valve is opened, and blow-down occurs. The valve stays open until the
conductance is back within the desired range (close set point).
The blow-down rate plus the evaporation rate must be less than or equal to the fill rate
of the make-up water solenoid valves.
15
J.C. MACELROY COMPANY, INC.
Manual Title: Operating & Maintenance Instructions
Skid/Module Name: Air Processing Unit – APUTW 100
GE Ordering Drawing #: 370A4643P1M1047-

370A4643P1M1047-1
Project Name: BRAZOS VALLEY #1
GE MLI/CC: MLA130
GE Purchase Order
Order #: 180368743, L/I 001
J.C. MacElroy Job #: G3241-

G3241-1
Manual Revision/Issue Date: Rev. 2, January 2002
Company Name: J.C. MacElroy Company,

Inc.
91 Ethel Road West
Piscataway, New Jersey
08855-0850
(732) 572-7100 telephone
(732) 572-7112 fax
C:\My Documents\sally\100 scfm.dwg
1 of 2
GEK 107038
October 1998
Replaces BLDHT04
GE Power Systems
Gas Turbine
Compressor Bleed Inlet Heating

I. GENERAL
Gas turbine operating range may be restricted for cold compressor inlet temperatures in order to protect the
gas turbine compressor from exceeding its operating limit and/or inlet ice buildup. Gas turbines that operate
with the inlet guide vanes at restricted angles at low ambient temperatures are prone to inlet ice formation
and reduced compressor operating limit. With such designs, inlet heating becomes necessary to guarantee
full gas turbine operating range.
The Compressor Bleed Inlet Heating system recirculates a fraction of the hot compressor discharge airflow
into the inlet to prevent condensate ice formation and to prevent exceeding the compressor operating limit.
Figure 1 is a schematic representation of this system.
II. SYSTEM COMPONENTS
1. Two inlet thermocouples (CT–IF–1,2) used to monitor inlet air temperature.
2. Three thermocouples (CT–BD–1,2,3) mounted in the bleed heat piping upstream of the distribution
manifold to indicate bleed flow.
3. Drain valve motor operator (90TH–4) opens drain valve VA30–1 which is used to blow down any
collected condensate in the bleed heating piping system. This is monitored by 33TH–4 limit switch.
4. Upstream isolation valve (VM15–1) used to provide shutoff capability against compressor dis-
charge air pressure for disabling the bleed heat piping system.
5. Control valve assembly (VA20–1) regulates compressor discharge airflow by measuring upstream
and downstream pressure with 96BH–1, 2 and calculating air flow. The following components are
mounted on the control valve:
a. Spring diaphragm valve actuator. (In some designs, the valve actuator may be an air cylinder
actuator).
b. I/P valve positioner (65EP–3) controls the valve position by regulating the actuator air pressure.
c. Instrument air pressure filter-regulator (VPR41–1) is used to regulate the instrument air supply
to the I/P positioner.
GEK 107038 Compressor Bleed Inlet Heating
d. Valve position transmitter (96TH–1) used to provide SPEEDTRONIC panel with feedback
for position monitoring.
e. Trip solenoid valve (20TH–1) permits quick exhaust capability of the actuator air pressure for
tripping the control valve to the fail-safe position.
f. Volume booster valve (VA40–1) provides a gain in the pneumatic signal used to open and close
the inlet heating control air valve.
g. Insulation valve for inlet bleed heat system (see Figure 1) will be controlled by the SPEED-
TRONIC. It will remain closed during startup and open at 95% speed. See Device Summary
for Nomenclature and settings for valves.
NOTE
Control valve (VA–20) actuator components will vary slightly depending on size
of the machine.
NOTE
For some units, the bleed heat distribution manifold will be located upstream of
the inlet silencer and filters within the inlet compartment. With this configuration,
inlet filter anti–icing is a selectable option. If selected, three ambient temperature
thermocouples will also be located in the inlet, upstream of the bleed heat man-
ifold.
III. OPERATION
The percentage of compressor bleed to be recirculated to the compressor inlet is determined in the SPEED-
TRONIC software. This percentage is transformed into a required valve position command which is con-
verted to a 4–20 mA signal that is used to drive the valve positioner 65EP–3.
A 4–20 mA valve position feedback signal provided by the position transmitter 96TH–1 is used in the control
software for fault detection. If the difference between the command position and the feedback position sig-
nals is greater than a set limit for a certain period of time, a bleed heat control valve fault alarm will be annun-
ciated. If this condition persists for an extended period of time, the SPEEDTRONIC will disable the com-
pressor bleed inlet heating system and take action to restrict the gas turbine operating region within a set of
safe limits.
Similar fault detection is applied to the thermocouple signals inputted to the SPEEDTRONIC. The compres-
sor bleed inlet heating software must detect a rise in the inlet temperature thermocouple signal (CT–ID–1,
2) over the ambient temperature thermocouple signal (CT–BD–1,2,3). If this temperature rise is not detected
an alarm will sound and the system will be disabled.
Refer to the Control Specifications and Control Sequence Program for detailed information on a specific
turbine.
2
Compressor Bleed Inlet Heating GE K 107038
96BH–2
Valve Inlet Pressure
Transducer Valve Outlet Pressure
Transducer
96BH–1 Solenoid
Circuits
Inlet Heating Analog I/O

Control
(3) Inlet
B 20TH–1
Amb. Temp. Compartment
Thermocouples Instrumentation C
Silencer Air Supply VA40–1
TC
Manifold Isolation VPR41–1
Air Valve 65EP
96TH-1
TC Inlet TC VM15–1 –3
Inlet See Cooling

Thermocouples And Sealing
Gas Turbine Air System Inlet Heating Air
Compressor Control Valve
Assembly VA20–1
Filter
90TH–4 M
VA30-1
33TH–4
Drain Valve
Low Point Assembly
Drain
Figure 1. Compressor Bleed Inlet Heating Control
3
GE Power Systems

518 • 385 • 2211 TX: 145354
Tab 15
GEK 110420a
Revised July 2002
GE Power Systems
Gas Turbine
7FA Natural Gas Only Cooling Water Systems
the purchaser's purposes the matter should be referred to the GE Company.
GEK 110420a 7FA Natural Gas Only Cooling Water Systems
I. GENERAL
The cooling water system is designed to accommodate the heat dissipation requirements of the lubricating
oil system, flame detector mounts, generator gas coolers, and if required, the dual tower hydrogen gas dryer
and the LCI cooler. The components of the cooling water system are located on the accessory module, the
gas turbine base, the generator base, and where applicable, the LCI base and gas dryer module. Components
include heat exchangers (Plate and Frame/Shell and Tube), butterfly valves, orifices, ball valves, needle
valves and temperature regulating valves. Refer to the cooling water schematic (MLI 0420) for further
details.
All devices are set to give proper temperature, pressure, and flow. The settings for these devices can be
found in the device summary for the corresponding system.
Customer supplied pipe and flow control means must be provided for interconnection of the subsystems.
Refer to GEI 41004 (Latest Revision) for cooling water recommendations for closed cooling systems and
GEK 28170 (Latest Revision) for open cooling systems.
A. Accessory Module
Lubricating Oil System
The lubricating oil cooling system components consist of two heat exchangers (LOHX1 & LOHX2),
a temperature regulating valve (VA32-1) and butterfly valves. Two heat exchangers are provided so
that one is in operation cooling the lubricating oil while the other one is being maintained. Only one
of the heat exchangers is to be in service during operation. The exchanger not in service must have the
coolant return isolation butterfly valve closed. Both supply and return isolation valves should not be
closed for an extended period of time on the inactive heat exchanger as this will then be an enclosed
volume. In an enclosed volume, any thermal fluid expansion could result in an external leak. A high
point vent and a low point drain are located on the pipeline.
To change from one heat exchanger to the other while the gas turbine is operating the following steps
are to be followed: 1) Open the lubricating oil fill valve and allow the heat exchanger to fill with oil
until flow is observed in the sight glass. 2) Open the closed coolant isolation valve on the exchanger
currently not in service. Coolant is now being circulated through both heat exchangers. 3) Operate the
oil transfer valve to direct the total oil flow to the heat exchanger that will now be in service. 4) Close
the coolant return isolation valve on the exchanger with no oil flow.
The temperature-regulating valve (VA32-1) is provided to control the lubricating oil header tempera-
ture. The three-way valve bypasses coolant around the heat exchanger allowing the correct coolant flow
to maintain the oil within the temperature control range. An Electro-pneumatic Temperature Controller
(90LT-1) regulates the valve. If the oil temperature outside of the heat exchanger exceeds the setpoint
temperature, then the signal from 90LT-1 will open the control valve further in the B-L position, al-
lowing more coolant to flow through the heat exchanger and thus reducing the oil temperature. If the
oil temperature out of the heat exchanger is less than the setpoint, then the signal out of 90LT-1 will
open the VA32-1 valve further in the B-R position, reducing the flow of coolant to the heat exchanger
and thus reducing the oil temperature. On start up of the gas turbine, the valve is usually closed to
the heat exchanger and will open as the oil temperature reaches the control temperature range. The
2
7FA Natural Gas Only Cooling Water Systems GEK 110420a
Cooling Water Control Valve arrangement also includes a Pneumatic Pressure Regulator (VPR64-2).
An override crank is also provided on the valve to allow manual control.
NOTE
At high ambient temperatures, valve VA32-1 may open to full flow to the heat ex-
changer. At this point the maximum coolant flow rate exists and the oil tempera-
ture may rise above the temperature control range of the valve. This is acceptable
as the heat exchangers and the system are designed to keep the oil temperature
from exceeding the high oil temperature limit under any site ambient condition.
B. Gas Turbine Base
The piping on the gas turbine base distributes coolant to flame detector mounts. The flame detector
mounts are cooled to extend the life of the flame detectors. The coolant jackets on the flame detector
mounts provided a thermal break in heat transfer conduction between the combustion can housing and
the flame detector instrument.
No temperature regulation is necessary for the flame detector mounts. The flow rates of cooling water
designed into the piping system provide excess cooling, assuring negligible impact on cooling water
temperature.
C. Generator
The generator has five simplex hydrogen gas coolers mounted in the horizontal position. Heat from
the closed circuit gas stream is transferred to the coolant through them. Isolation butterfly valves are
provided on the coolant inlet and outlet of each gas cooler to allow servicing of the coolers without
draining the entire cooling water system. Under normal operation, all five coolers must be valved into
the cooling water system. Refer to the generator operating instructions for cooler servicing during unit
operation.
D. LCI
If the LCI cooler requires water for cooling during unit start up, then the cooling water is also sup-
plied to the LCI cooler (Load Commutated Inverter). The recommended piping arrangement is for the
cooling water to the LCI cooler to be piped in parallel with the Generator coolers. If the LCIs are
cross-connected the piping arrangement shall be in such a way that the LCI that starts the unit gets the
water for cooling.
E. Dual Tower Gas Dryer
The dual tower gas dryer contains a simple heat exchanger for use during the reactivation cycle of the
off-service tower. Refer to MLI G2SME for more detailed information on the dual tower gas dryer.
The heat exchanger lowers the temperature of the hydrogen being used to reactivate the desiccant in
the tower below its dew point, allowing moisture to be removed by the dryer unit’s moisture separator.
There are no isolation valves or instrumentation on the cooling water side of this subsystem. The flow
rate defined in the system schematic will provide the necessary cooling regardless of cooling water
temperature. Cooling water is not required for gas dryers employing a single tower design.
3
GEK 110420a 7FA Natural Gas Only Cooling Water Systems
GE Power Systems
518 • 385 • 2211 TX: 145354
4
GEI 41004H
September 1993
Reformatted, September 2001
GE Power Systems
Gas Turbine
Cooling Water Recommendations

for Combustion Gas Turbine Closed Cooling Systems
GEI 41004H Cooling Water Recommendations
I. GENERAL
Properly treated closed cooling systems should provide reliable and trouble-free operation for the life of the
gas turbine. A closed system is so named because the coolant is completely contained within the system and
does not come into contact with the outside atmosphere.
Closed systems have a very low tolerance for corrosion and it is the goal of the treatment program to stop
it as completely as possible. Metals encountered in GE Gas Turbine closed cooling systems are mild steel,
copper, copper alloy, and stainless steel. There is no aluminum present.
It is possible to economically treat the closed cooling system with relatively high dosages of treatment prod-
ucts. Typical treatment for a closed system would include corrosion inhibitors for the various metals in the
system, and a buffering agent to control pH. If the gas turbine will be exposed to below freezing temperatures,
a compatible antifreeze must be added to the system.
II. WATER
Because of the wide variance in the properties of tap water throughout the country, and because of the rela-
tively small quantity of coolant required by the gas turbine, the use of tap water in gas turbine cooling water
systems is not recommended. Instead, ”pure” water should be used to prepare the coolant solution. Waters
which fall into the classification of ”pure”, consist of distilled water, steam condensate, and deionized water.
III. ANTIFREEZE
Gas turbines installed in cold climates which have a closed cooling water system, require the use of ethylene
glycol or propylene glycol antifreeze during winter months.
Most commercial antifreeze contains corrosion inhibitors. It is strongly recommended that a commercial an-
tifreeze product that contains appropriate inhibitors be used rather than those without inhibitors. The inhibi-
tor in one type of coolant (antifreeze or water) may not be compatible with another type of coolant and can
form gums, as well as destroy the effectiveness of an inhibitor. When changing coolants (such as changing
from one type of antifreeze or corrosion inhibitor to another) the cooling system should be drained and
flushed thoroughly to protect against contamination of the coolant with incompatible solutions. The anti-
freeze vendor should be consulted for specific recommendations about the length of time between changes,
the need for corrosion inhibitor additives, the dangers involved in adding antifreeze to another existing cool-
ant; in addition to any other precautions he may suggest.
2
Cooling Water Recommendations GEI 41004H
CAUTION
If the antifreeze concentration is too low or too high, there

is danger of freeze-up in the winter that could damage the
cooling system equipment. If the concentration of anti-
freeze is too high, it will reduce the cooling capacity of the
system on very hot days during the summer, resulting in
overheating of the lube system fluid, and possibly tripping
the gas turbine on high lube oil temperature. It is impor-
tant, therefore, that the glycol antifreeze concentration be
maintained at exactly the recommended value consistent
with expected minimum winter temperature at the respec-
tive gas turbine site. The table below gives the required
glycol concentrations as a function of expected minimum
winter temperature.
IV. ADDING ANTIFREEZE AND WATER
For the initial filling of the system, the water and concentrated antifreeze should not be added separately,
directly to the system. The reason for this is because the exact amount of solution needed to fill the system
is unknown, and if too much water were added before the antifreeze, it would require difficult adjustment
to get the desired concentration of antifreeze into the system. It is recommended that the water and antifreeze
be mixed in an external container (such as a drum) at the correct ratio, before adding the resulting solution
to the system. Additional batches of solution should be prepared and added until the system is full. By mea-
suring the total amount of solution added, an accurate determination of system volume is obtained. Knowing
the total volume accurately, simplifies addition of treatment chemicals as explained below.
3
ANTIFREEZE SOLUTION STRENGTH
Expected Lowest Ambient (°F) Vol. % Glycol (General Note–1)

Unmargined 5°F Margin GE Proposal Ethylene Propylene
(General Note–2) (General Note–3) (General Note–4) (Design Note–4) (Design Note–1&2)
32 37 32 0 0
26 31 28 10 10
23 28 25 15
21 26 25 15
19 24 22 20
16 21 20 20
15 20 17 25
11 16 14 25
9 14 10 30
4 9 7 30
2 7 5 35
-3 2 0 35
-6 -1 -4 40
-12 -7 -8 40
-16 -11 -15 45
-22 -17 -20 45
-28 -23 -27 50
-34 -29 -30 50 52
-42 -37 -36 55
-48 -43 -43 55 Not Recomended
-59 -54 -54 60 Not Recomended
For specifics on General Notes and Design Notes, refer to the current revision of GE Drawing #370A2260.
After the system has been in service for a period of time, coolant will inevitably be lost and will need to be
replaced. Again, the antifreeze and water solution should be mixed externally and added in batchwise fashion.
V. CHANGING ANTIFREEZE AND/OR INHIBITORS
If the type of antifreeze or inhibitor used is changed, the following points should be kept in mind:
1. The system should be thoroughly flushed, and possibly even cleaned, before the new coolant is add-
ed. Follow the recommendations of the inhibitor supplier.
2. Follow the antifreeze/inhibitor suppliers recommendation for maintaining system chemistry. The
pH should be monitored and maintained with an agent compatible with the antifreeze and inhibitor.
Some inhibitors have a pH indicating dye which changes color if the pH is not proper. These dyes
may be affected by the antifreeze used such that the color change is masked.
4
3. Do not add an inhibitor to a system containing a commercial antifreeze which has its own inhibitor
package without ensuring the two are compatible. Specifically, some inhibitors are not compatible
with the inhibitor packages used in commercial antifreeze manufactured outside of the United States.
4. Ensure that the antifreeze and inhibitor are compatible with system materials: carbon steel, copper,
copper alloys and stainless steel.
VI. CORROSION INHIBITORS
At no time should the cooling system be operated without corrosion inhibitors in the coolant solution. If the
coolant is a mixture of pure glycol and water, or just water alone, it is necessary to add a suitable corrosion
inhibitor. Most commercially available antifreezes contain a sufficient quantity of inhibitor to protect the
cooling system from corrosion when the mixture of water and ethylene glycol is made in accordance with
the manufacturer’s instructions. Specific corrosion inhibitors cannot be recommended as the selection de-
pends on economic factors, availability, and the environmental impact which may vary from locale to locale.
However, there are generally two corrosion inhibitors for mild steel which are commonly used in closed cool-
ing systems – molybdate and nitrite. The most commonly used corrosion inhibitor for copper and copper
alloy is tolyltriazole but other azoles are sometimes used.
In the discussion which follows, several commercially available corrosion inhibitor packages are listed.
They all contain nitrite, molybdate, or a blend of the two, tolyltriazole, and a buffering agent (typically so-
dium tetraborate). Ethylene glycol or propylene glycol (without inhibitors) is not included and must be pur-
chased separately.
DEARBORN 540
Grace Dearborn
300 Genessee St.
Lake Zurich, IL 60047–2458
NALCO 8328
Nalco Chemical Co.
One Nalco Center
Naperville, Illinois 60563–1198
BETZ 66–P
Betz Laboratories
Somerton Road
Trevose, Penn 19047
DREWGARD 100
Drew Chemical Corp.
701 Jefferson Rd.
Parsippany, NJ 07054
5
CALGON CF or LCS–20
Calgon Corp.
P.O. Box 1346
Pittsburgh, PA 15230
NOTE
This list is not exclusive and other products may produce acceptable results. Since
individual turbine customer conditions may vary and these manufacturers may
change their product in the future, it is important to verify that the product chosen
is appropriate.
These products are all compatible with ethylene and propylene glycol. Some problems have occurred with
these inhibitors when used with commercial antifreeze available in countries outside of the United States,
and therefore it is not recommended that these inhibitors be used with a commercial antifreeze without first
determining the compatibility of the inhibitor package contained in the antifreeze.
A. Copper Alloy Corrosion Inhibitor
GE gas turbine closed cooling systems contain copper and copper alloy which must be treated with a
suitable corrosion inhibitor. The discussion which follows will focus on tolyltriazole which is often re-
ferred to as TTA.
Commercial corrosion inhibitor products usually have TTA blended in, or it can be added separately.
It is usually sold as a 50% solution of sodium tolyltriazole. TTA works by forming a microscopic film
on the metal surface and a typical dosage for maintaining the film is 100 PPM.
B. Mild Steel Corrosion Iinhibitors
In the following discussion, general guidelines are given for treating the coolant with nitrite and molyb-
date corrosion inhibitors.
Sodium nitrite, which is described by the chemical formula NaNO2, is an effective corrosion inhibitor
for combustion gas turbine cooling water systems. The recommended dosage is 1000 PPM as NO2.
Sodium molybdate dihydrate (NaMoO4•2H2O) is another good corrosion inhibitor for closed systems.
The recommended dosage is 250 PPM as Mo.
It is good practice to maintain the corrosion inhibitor concentration well above the minimum effective
level to prevent pitting. If the pure water used as the coolant does not become contaminated, and if the
recommended concentration of molybdate or nitrite is maintained, the inhibiting efficiency of the cool-
ant will always be above the minimum effective level.
VII. PREPARING THE COOLANT
The following instructions explain how to calculate the amount of corrosion inhibitor product which needs
to be added to a given volume of water to arrive at the desired dosage.
1. Obtain the following information:
6
a. System Volume. The most accurate way of obtaining the system volume is to measure how
much antifreeze/water solution is added as described previously. The next best way would be
to use an estimate of the volume based on engineering data.
b. Volumetric Product Dosage. Obtain the amount of product needed per 1000 gallons of water
from the table below.
VOLUMETRIC PRODUCT DOSAGE
Sodium Tolyltriazole (50% Liquid) 2 Pts/1000 Gals

Sodium Molybdate Dihydrate (100% Dry) 5 Lbs/1000 Gals
Sodium Nitrite (100% Dry) 13 Lbs/1000 Gals
2. Multiply the system volume (i.e. gallons of water to be treated from step 1a) by the volumetric prod-
uct dosage (from step 1b) and divide by 1000. This is the amount of product which should be added
to the system.
NOTE
If products of different strengths than those given above are obtained, the volumet-
ric dosage must be proportionately adjusted.
When the corrosion inhibitors are added at the volumetric dosages given above, the following product residu-
al dosages will result. These are the control values.
INHIBITOR RESIDUAL DOSAGES
Tolyltriazole (PPM as TTA) 100

Molybdate (PPM as Mo) 250
Nitrite (PPM as NO2) 1000
When the system is filled initially, some of the inhibitors will be used up rapidly in the production of films
on the metal surfaces and thus an adjustment of concentration may be necessary to bring the inhibitor residual
up to the desired level.
VIII. BIOCIDE
In systems which use nitrite for corrosion inhibition, there is a risk of infestation by denitrifying bacteria. These
organisms break down nitrite to nitrate – thereby reducing corrosion inhibition and increasing the likelihood
of fouling. It is therefore imperative that bacteria be controlled by temperature or non–oxidizing biocide.
Temperatures inside gas turbine cooling systems will vary from one installation to another. If the temperature
is in excess of 140°F, thermal disinfection will effectively prevent microbiological growth and no biocide
will be needed.
In cooling systems which operate below 140°F and contain nitrite as part of the coolant solution, it is recom-
mended that two different non–oxidizing biocides be added on alternate occasions whenever bacteria are
detected in the system.
7
The biocides selected must be compatible with the coolant solution (ingredients, pH, etc.) and not be aggres-
sive to system components. The use of chlorine gas, hypochlorite bleach, or bromine compounds should be
avoided as they are not compatible with nitrite.
CAUTION
Non-oxidizing biocides are dangerous substances and

precautions must be taken not to inhale or come in contact
with the product. Manufacturers instructions on safe han-
dling should be followed at all times.
IX. BUFFER
The corrosion inhibitors described above have a recommended pH range of 8.5 to 10.0. If a pH adjustment
is necessary, check to ensure the agent used is compatible with the inhibitor and antifreeze used. Sodium
tetraborate (borax) is the usual buffer of choice and is compatible with nitrite, molybdate, tolyltriazole, and
glycol antifreeze.
X. COOLANT PH VALUE
The final coolant solution should have a pH value between 8.5 and 10.0. It is recommended that the pH value
of the final coolant solution be checked with a suitable pH meter, a number of which are available on the
market. Other methods, such as pH paper indicators, can also be used.
XI. TESTING
For a newly installed gas turbine unit, the recommended inhibitor dosages as given earlier should be applied.
Due to the high inhibitor demand during the initial passivation period, the first residual testing should be
performed after 48 hours to prevent the inhibitor residuals from dropping below the maintenance dosages
given earlier. After that, weekly tests for nitrate or molybdate are recommended. The TTA residual test is
fairly complex, so rather than test for it, it is recommended that whenever chemicals are added, TTA should
also be added at the above volumetric dosage.
A number of commercial test kits for nitrite and molybdate residuals are available from chemical and labora-
tory suppliers such as the HACH Company (Loveland, Colorado) and Taylor Technologies, Inc. (Sparks,
Maryland).
Over time, the concentration of corrosion inhibitor in the cooling water will decrease as a result of small leaks
in the system, addition of makeup water, and the consumption for film maintenance. Weekly tests should be
made to insure that the corrosion inhibitor concentrations (molybdate and nitrite) in the cooling water do not
fall below the maintenance dosages given earlier.
The antifreeze concentration should also be tested with a suitable hydrometer since it may be lost through leaks
and must be replenished. As a rule, whenever makeup coolant is needed, a batch of water and antifreeze should
be mixed at the proper ratio before adding to the system. Afterwards, the antifreeze concentration should be
checked with a hydrometer at least weekly and after every addition of makeup water/antifreeze solution.
Total bacteria dip slides should be used to monitor microbiological organism count weekly. If any microbes
are present on the dip slide, a lethal amount of biocide should be added to maintain sterility.
8
PAGE LEFT INTENTIONALLY BLANK.
GE Power Systems

518 • 385 • 2211 TX: 145354
Tab 16
GEK 110603
GE Power Systems
Ventilation and Heating System
GEK 110603 Ventilation and Heating System
I. COMPARTMENT VENTILATION AND HEATING SYSTEM
This document applies to a 7FA frame size unit with the following features:
• Gas-Only Fuel
• Outdoor Installation
• Humidity Control Heating only
• Dual Turbine Compartment Vent Fans
• Dual Accessory Compartment Vent Fans
• Dual Load Compartment Vent Fans
II. GENERAL
Ventilating and heating capabilities have been incorporated into the turbine compartment, accessory com-
partment gas fuel region, accessory compartment lube oil and hydraulic oil region, and load shaft compart-
ment, with each utilizing thermally insulated side panels and roofs. The compartments are ventilated as
shown in the schematic diagram in the Reference Drawing section of this service manual.
Gravity-operated inlet dampers and 2 -latched outlet dampers as shown on the reference schematic are
used in the system to automatically provide a tight enclosure when the fire protection system is activated.
The 2 -latched outlet dampers are normally held open by fire extinguishing agent pressure operated
latches that must be manually reset after damper release. When the agent is discharged, pressure on the
latch forces a piston against a spring, moving a locking lever that releases the latch allowing the damper to
close.
III. FUNCTIONAL DESCRIPTION
A. ACCESSORY COMPARTMENT
The accessory compartment is divided into two regions: the gas fuel module region and the lube oil
and hydraulic oil region. A gas-tight barrier wall separates the two regions.
The active turbine compartment ventilation fan ventilates the gas fuel module region. Cooling air for
the region is brought in through the ventilation openings located on each of the side panels. These
openings are fitted with gravity-operated dampers that close off the area when the turbine compartment
fan is shut off. The active turbine compartment fan located on the turbine compartment roof initiates the
movement of air through the compartment. The air is drawn from the gas fuel module region through
an opening to the turbine compartment where it joins with the turbine compartment ventilation air.
Heater 23VS-3 is provided in the gas fuel module region of the accessory compartment for humidity
control when the unit is not operating. The heater is energized when the temperature drops below the
setting of 26VS-3.
As stated above, a gas-tight barrier wall separates the gas fuel module region from the lube oil and hy-
draulic oil region of the accessory compartment. The lube oil and hydraulic oil region of the accessory
2
Ventilation and Heating System GEK 110603
compartment is ventilated by pressurization fans driven by AC motors 88BL-1 and 88BL-2. The pres-
surization fans assure that in the event of a leak across the gas-tight wall, the direction of flow would
be from the lube oil and hydraulic oil region to the gas fuel module region.
The pressurization fans are mounted on the roof of the lube oil and hydraulic oil region of the accessory
compartment. Air enters the compartment through the active fan. Each fan is fitted with a gravity-
operated backdraft damper to prevent airflow back through the standby (inactive) fan. The air picks
up heat as it flows through the compartment and is discharged through a normally-open 2 -latched
discharge damper located on the roof of the enclosure. The damper is held in a normally-open position
by a latch which is operated by the fire extinguishing agent when the fire protection system is activated.
Actuation of the shut-off dampers, the automatic shutoff of the fan, and the closing of the backdraft
dampers, seal the accessory compartment to minimize the leakage of 2.
The fans are operated in a lead-lag configuration. One fan is selected and operated as the "lead"(active)
fan. The second fan is sequenced as the "standby"(inactive) fan. If the selected "lead" fan fails to
operate as sensed by pressure differential switch 63AT-3 or 63AT-4, the "standby" fan will start.
For humidity control during periods of shutdown, the fan motors are equipped with heaters 23BL-1
and 23BL-2.
Heater 23HL-3 is provided for humidity control in the lube oil and hydraulic oil region of the accessory
module when the unit is not operating. The heater is energized when the temperature drops below the
setting of 26HL-3.
B. TURBINE COMPARTMENT
The ventilation system for the turbine compartment consists of two AC motor driven fans, 88BT-1 and
88BT-2. One fan is selected and operated as the "lead" (active) fan and the second fan is designated as
the "standby" (inactive) fan. These fans are mounted on the roof of the turbine compartment enclosure.
Air enters the turbine compartment through gravity-operated dampers in the side panels and from the
gas fuel module region of the accessory compartment as described above. A 2 -actuated damper
is located at the inlet of each fan. These dampers are held in a normally-open position by latches
that are operated by the fire extinguishing agent when the fire protection system is activated. This,
together with the automatic shutoff of the fans and the operation of the gravity dampers, seals the
turbine compartment in the event the 2 is actuated in order to minimize the leakage of 2. A
gravity-operated backdraft damper is located on each fan in order to prevent backflow through the
standby fan.
During normal operation, the lead fan starts automatically when the unit fires during startup. The fans
are operated in a lead-lag configuration. One fan is selected and operated as the "lead" fan. The second
fan is sequenced as the "standby" fan. If the selected "lead" fan fails to operate as sensed by pressure
differential switch 63AT-1 or 63AT-2, the "standby" fan will start. Following a shutdown, temperature
switch 26BT-1, which is located in the turbine compartment, controls the operation of the lead fan,
causing it to start if the temperature exceeds 115 F (46 C) and causing it to stop when the compartment
temperature is below 95 F (35 C). Temperature switch 26BT-2, also located in the turbine compartment,
will cause an alarm to occur if the turbine compartment temperature exceeds 350 F (177 C).
For humidity control during periods of shutdown, the turbine compartment fan motors are equipped
with heaters 23BT-1 and 23BT-2.
3
GEK 110603 Ventilation and Heating System
Heaters 23HT-3A and 23HT-3B are provided for humidity control in the turbine compartment when
the unit is not operating. The heaters are energized when the temperature drops below the setting of
26HT-3.
C. LOAD SHAFT COMPARTMENT
The load shaft compartment has its own enclosure and is located between the inlet plenum and the gen-
erator. This separate compartment has its own roof section, side panels, and an access door. Ventilation
air is blown down into the compartment by ventilation fans mounted on the enclosure roof and driven
by AC motors 88VG-1 and 88VG-2. Outside air is drawn through a gravity-actuated backdraft damper
on each fan before entering the compartment. The gravity damper prevents the flow of air through the
back-up fan. The gravity damper is held open by the air leaving the active fan. Heated air, after circu-
lating through the compartment, vents upward and out of the compartment through a gravity-actuated
damper located on the roof of the enclosure. The damper closes when the load compartment vent fan
shuts off.
The fans are operated in a lead-lag configuration. One fan is selected and operated as the "lead" (active)
fan. The second fan is sequenced as the "standby" (inactive) fan. If the selected "lead" fan fails to
operate as sensed by pressure differential switch 63AG-1 or 63AG-2, the "standby" fan will start.
For humidity control during periods of shutdown, the load shaft compartment fan motors are equipped
with heaters 23VG-1 and 23VG-2.
GE Power Systems
518 • 385 • 2211 TX: 145354
4
Tab 17
FP0772
GE Power Systems
Fire Protection System
FP0772 Fire Protection System
I. GENERAL INFORMATION
The carbon dioxide fire protection system used for the gas turbine unit extinguishes fires by reducing the
oxygen content of the air in the compartment from an atmospheric normal of 21% to below the level nec-
essary to support combustion (normally 15%). To reduce the oxygen content, a quantity of carbon dioxide
(C02) equal to or greater than 34% of the compartment volume is discharged into the compartment in one
minute and, recognizing the reflash potential of combustibles exposed to high temperature metal, an ex-
tended discharge is provided to maintain an extinguishing concentration for a prolonged period to minimize
potential reflash conditions.
The fire protection system design conforms to the requirements specified in NFPA Pamphlet 12- Standard
on Carbon Dioxide Extinguishing Systems.
II. FUNCTIONAL DESCRIPTION AND SYSTEM OPERATION
To gain a better understanding of the fire protection system, a brief description of its operation and distinc-
tive features is provided in the following paragraphs. Refer to the fire protection system schematic diagram
(MLI 0426) located in the Reference Drawings section of the Service Manuals (usually in Volume III).
The fire protection system is comprised of a distribution system of piping for the delivery of C02 from a
low pressure storage tank to the required gas turbine compartments in the event of a fire. This low pressure
storage tank is usually located on an off-base skid and maintains saturated liquid carbon dioxide at a storage
pressure of 300 psig (2069 kPa) at 0(F (-18(C) by means of a refrigeration compressor. The fire protection
system control panel is usually mounted on the off-base skid (or in the turbine control room if requested).
The interconnecting field piping, which is usually supplied by the installer, delivers the C02 from the off-
base skid to the gas turbine compartments, where it connects to the on-base piping that distributes the C02
into the compartments through nozzle orifices.
Two separate distribution systems are used: an initial discharge and an extended discharge. Within a few
seconds after actuation, sufficient C02 flows from the initial discharge system into the gas turbine compart-
ments to rapidly build up an extinguishing concentration (normally 34%). A C02 concentration (usually
30%) is then maintained by the gradual addition of more C02 from the extended discharge system com-
pensating for compartment leakage. Carbon dioxide flow rate is controlled by the size of the orifices in the
discharge nozzles in each compartment for both the initial and extended discharge systems. The orifices
for the initial discharge system permit a rapid discharge of C02 to quickly build up an extinguishing con-
centration. Orifices for the extended discharge system are smaller and permit a relatively slow discharge
rate to maintain an extinguishing concentration over a prolonged period of time (based on the turbine frame
size’s emergency roll down and cool down periods) to minimize the likelihood of a fire reigniting.
Each gas turbine unit has two zones of fire protection, with each zone consisting of an initial and an ex-
tended discharge. This two zone fire protection system allows each zone to act independently of the other:
a fire in zone 1 will not initiate a discharge of C02 in zone 2, nor will a fire in zone 2 initiate a discharge of
C02 in zone 1. This zone protection/detection is achieved by using separate "A" and "B" loops of heat-sen-
sitive fire detectors. Each fire detector is wired into the fire protection control panel in such a way that both
an "A" and "B" detector in that particular zone must be tripped in order for C02 to be discharged. Strobes
and horns, as well as C02 warning signs, are strategically positioned on the outside and/or inside of the
appropriate compartments to warn personnel of C02 discharge.
Should a fire occur in one of the protected gas turbine compartments, the contacts of the heat-sensitive fire
detectors will close and complete an electrical circuit that energizes and opens solenoid valves 20FP-1 and
20FP-1E (zone 1 initial and extended discharge), or solenoid valves 20FP-2 and 20FP-2E (zone 2 initial and
2
FIire Protection System FP0772
extended discharge), which are all located in the Pilot Control Cabinet. Actuation of the solenoid valves
allows C02 from the storage tank to pressurize the pistons of that particular zones initial and extended
discharge pilot operated selector valves located on the C02 discharge manifold. Carbon dioxide then flows
from the storage tank through the initial and extended discharge selector valves into the piping distribution
system and into the compartments of the particular zone.
This 2 smoke detectors 45SCC-A & 45SCC-B (PEECC), are wired to the Mark V control panel for alarm
only for possible detection of fire in Compartment, That must be checked & confirmed by the operator.
The system may also be manually actuated by means of the manual toggle switches (43MRFP-1A for zone
1 and 43MRFP-2A for zone 2) located on the outside of the Electrical Control Cabinet or by the manual
pilot valves located in the Pilot Control Cabinet. If customer requested, there may also be manual release
switches mounted on the the enclosure external walls of the protected zones. These devices, which will
normally have 43MR nomenclature (refer to the system schematic), are equipped with a pin which must
be pulled before the push button can be depressed to activate the system and discharge the C02. Actuation
of the system, either automatically or manually, will trip the turbine to shut off, shut down the ventilation
system, and cause the discharge of C02.
For the purposes of maintenance on the fire protection system or the gas turbine itself, the accidental dis-
charge of C02 can be prevented by either closing the main shut off valve located on top of the storage
tank or by closing the ball valve/limit switch (33FP-1A) located in the Pilot Control Cabinet. If customer
requested, there may also be manual lockout switches (which will normally have 86ML nomenclature)
mounted on the enclosure external walls of the protected zones for remote lockout of C02 discharge.
Initial and extended discharge timers, 2FP-1 and 2FP-1E (zone 1) or 2FP-2 and 2FP-2E (zone 2), are located
on the control panel in the Electrical Control Cabinet and control the length of time the solenoid valves are
energized and thus the C02 discharge time (these times are factory set- refer to MLI A068 for the specific
times). After C02 discharge, these timers should be reset by depressing the timer reset buttons (62FP-1 for
zone 1 and 62FP-2 for zone 2) located on the outside of the Electrical Control Cabinet (this will also serve
to shut off the alarms). Predischarge timers (which are usually factory set for a suggested 30 seconds to
allow personnel to evacuate the compartments, but can be changed in the field if required) are also located
on the control panel and control the time between the detection of the fire and the activation of the solenoid
valves.
NOTE
If the carbon dioxide system is to be effective, the compartment panels must be in

place and the compartment doors closed. There is sufficient C02 in the system to
compensate for leakage through ventilation openings which are closed by gravity
dampers or C02 pressure operated dampers (which must be manually reset) and
unavoidable cracks in the package lagging. There is not enough to allow for un-
controlled escape of C02 through open panels or doors.
3
FP0772 FIire Protection System
***WARNING***
Carbon dioxide, in a concentration sufficient to extinguish fire, creates an atmosphere that will not
support life. It is extremely hazardous to enter the compartments after the C02 system has been
discharged. Anyone rendered unconscious by C02 should be rescued as quickly as possible and
revived immediately with artificial respiration. The extent and type of safeguards and personnel
warnings that may be necessary must be designed to meet the particular requirements of each sit-
uation. It is recommended that personnel be adequately trained as to the proper action to take in
case of such an emergency.
III. INSTALLATION, MAINTENANCE, AND TESTING
For installation, inspection, and maintenance of the fire protection system, refer to the vendor instructions
following this text. For fire protection/detection system testing instructions, refer to MLI 0113, and the
C02 Concentration Test instructions following this text.
IV. CO2CONCENTRATION TEST INSTRUCTIONS
This test involves running a full CO2 concentration test consisting of both the initial and extended discharges
for each zone of protection. The initial discharge runs for 1 minute following the release of the CO2; while
the extended discharge runs simultaneously, but continues for at least 30 minutes or more depending upon
the discharge times required. Due to varying site conditions, differing locations of the off-base supply of
CO2 from the turbine, and potential leaks in the lagging and piping, a CO2 concentration test, though not
required, is highly recommended to ensure the integrity of the fire protection system design and compli-
ance with NFPA 12 (a simple "Puff Test" is not satisfactory to ensure the system functions and is designed
properly). In order to perform the concentration test, a qualified technician must be present to make sure
the test is run properly.The vendor, whose instruction manual follows this text, should be contacted in order
to locate and schedule a technician to come to the particular site and oversee the concentration test.
The CO2 concentration test should be conducted as follows:
1. Inspect the ventilation dampers in the accessory, turbine, load, and/or any additional compartments that
are being protected by CO2. They should all be latched in the OPEN position for the dampers that have
CO2 operated latches.
2. Check to make sure the pre-discharge timers that are located in the control panel are set for the suggested
30 second time delay to allow personnel time to evacuate the compartment before CO2 is released. The
pre-discharge timers can be changed in the field if a different time delay is required.
3. Check to make sure all compartments protected by CO2 (except the bearing area where applicable)
have a minimum of two external CO2 warning signs applied, one on of each side of each compartment
for personnel warning.
4. Clear all personnel from the compartments and close all compartment doors. At this time, any obvious
cracks or leaks in the lagging should be sealed to ensure compartment integrity.
5. Initiate the release of the CO2 by electrical means within the fire protection control panel: for LP CO2
systems, toggle the control panel release switches (43CP devices where applicable) to begin release of
the CO2; and for HP CO2 systems, pull the operating pin on the pressure switch (80FP devices where
applicable) to activate the pilot cylinder solenoids to release the CO2. Each zone should be tested
4
Fire Protection System FP0772
separately for both the initial and extended discharge.Upon initiating release of the CO2, the fire alarm
strobes and horns in the accessory compartment and in any other compartments should be activated and
be clearly heard. During the test, inspect the outside of each compartment to see if quantities of CO2
are leaking out of cracks in the lagging, meaning compartment integrity has not yet been achieved.
6. After the CO2 discharge has stopped, the applicable switches should be reset. A compartment in-
spection should be carried out to verify that all ventilation dampers have functioned properly. Once
this operation has been performed, the dampers should be reset to the OPEN position. PERSONNEL
SHOULD NOT ENTER COMPARTMENTS TESTED UNTIL CO2 CONCENTRATIONS HAVE
DISSIPATED.
7. For High Pressure CO2 systems, which are normally designed for one full discharge only, the dis-
charged cylinders should be removed and recharged to full capacity. These cylinders should be returned
to their respective rack locations and secured. For Low Pressure CO2 systems, which are normally de-
signed for two full discharges, the LP CO2 tank should be refilled to 90-95% capacity as soon as a CO2
refill is possible.
8. Upon successful completion of the CO2 concentration test, G.E. Design Engineering should be con-
sulted and the results of the concentration test should be sent to the appropriate design engineer for
design documentation purposes.
5
FP0772 FIire Protection System
GE Power Systems
518 • 385 • 2211 TX: 145354
6
GEK 110776
GE Power Systems
Gas Turbine
Fire Protection System
the purchaser’s purposes the matter should be referred to the GE Company
GEK 110776 Fire Protection System
I. GENERAL INFORMATION
The carbon dioxide fire protection system used for the gas turbine unit extinguishes fires by reducing the
oxygen content of the air in the compartment from an atmospheric normal of 21% to below the level nec-
essary to support combustion (normally 15%). To reduce the oxygen content, a quantity of carbon dioxide
(CO2) equal to or greater than 34% of the compartment volume is discharged into the compartment in one
minute and, recognizing the re-flash potential of combustibles exposed to high temperature metal, an ex-
tended discharge is provided to maintain an extinguishing concentration for a prolonged period to minimize
potential re-flash conditions.
The fire protection system design conforms to the requirements specified in NFPA Pamphlet 12- Standard
on Carbon Dioxide Extinguishing Systems.
II. FUNCTIONAL DESCRIPTION AND SYSTEM OPERATION
To gain a better understanding of the fire protection system, a brief description of its operation and distinc-
tive features is provided in the following paragraphs. Refer to the fire protection system schematic diagram
(MLI 0426) located in the Reference Drawings section of the Service Manuals.
The fire protection system is comprised of a distribution system of piping for the delivery of CO2 from a
low pressure storage tank to the required gas turbine compartments in the event of a fire. This low pressure
storage tank is usually located on an off-base skid and maintains saturated liquid carbon dioxide at a storage
pressure of 300 psig (21.09kg/cm2 or 2069 kPa) at 0_F (-18_C) by means of a refrigeration compressor.
The fire protection system control panel is usually mounted on the off-base skid (or in the turbine control
room if customer requested). The interconnecting field piping, which is usually supplied by the installer,
delivers the CO2 from the off-base skid to the gas turbine compartments, where it connects to the on-base
piping that distributes the CO2 into the compartments through nozzle orifices.
Two separate distribution systems are used for each turbine that is protected: an initial discharge and an
extended discharge. Within a few seconds after actuation, sufficient CO2 flows from the initial discharge
system into the gas turbine compartments to rapidly build up an extinguishing concentration (normally
34%). A CO2 concentration (usually 30%) is then maintained by the gradual addition of more CO2 from
the extended discharge system compensating for compartment leakage. Carbon dioxide flow rate is con-
trolled by the size of the orifices in the discharge nozzles in each compartment for both the initial and
extended discharge systems. The orifices for the initial discharge system are large, permitting the rapid
discharge of CO2 to quickly obtain the extinguishing concentration mentioned above. Orifices for the
extended discharge system are smaller and permit a relatively slow discharge rate to maintain the extin-
guishing concentration over a prolonged period of time (based on the turbine frame size’s emergency roll
down and cool down periods) to minimize the likelihood of a fire re-igniting.
Each standard gas turbine unit has three zones of fire protection, with each zone consisting of an initial
and an extended discharge. This 3-zone fire protection system allows each zone to act independently of
the others; a fire in zone 1 will not initiate a discharge of CO2 in zones 2 or 3; a fire in zone 2 will not
initiate a discharge of CO2 in zones 1 or 3; nor will a fire in zone 3 initiate a discharge of CO2 in zones
1 or 2. This zone protection/detection is achieved by using separate "A" and "B" loops of heat-sensitive
fire detectors. Each fire detector is wired into the fire protection control panel in such a way that both an
"A" and "B" detector in that particular zone must be tripped in order for CO2 to be discharged. Strobes
and horns, as well as CO2 warning signs, are strategically positioned on the outside and/or inside of the
appropriate compartments to warn personnel of CO2 discharge.
2
Fire Protection System GEK 110776
Should a fire occur in one of the protected gas turbine compartments, the contacts of the heat-sensitive fire
detectors will close and complete an electrical circuit that energizes and opens solenoid valves 45CR-1A
and -2A (zone 1 initial and extended discharge), solenoid valves 45CR-3A and -4A (zone 2 initial and
extended discharge), or solenoid valves 45CR-5A and -6A (zone 3 initial and extended discharge), which
are all located in the turbine #1 Pilot Control Cabinet. A similar arrangement with -B devices is used in
the Turbine #2 Pilot Control Cabinet. Actuation of the solenoid valves allows CO2 from the storage tank to
pressurize the pistons of that particular zones’ initial and extended discharge pilot operated selector valves
located on the CO2 discharge manifold. Carbon dioxide then flows from the storage tank, through the initial
and extended discharge selector valves into the piping distribution system and into the compartments of the
particular zone.
The system may also be manually actuated by means of the manual toggle switches (43CP-1A for zone 1,
43CP-2A for zone 2, and 43CP-3A for zone 3, located on the outside of the turbine #1 Electrical Control
Cabinet or by the manual pilot valves located in the Pilot Control Cabinet of turbine #1. A similar ar-
rangement with -B devices is used on turbine #2. If customer requested, there may also be manual release
switches mounted on the enclosure external walls of the protected zones. These devices, which will nor-
mally have 43MRT-1A, -1B, and 43MRA-1C for zone 1, 43MRA-3A,and -3B, for zone 3, nomenclature
(refer to the system schematic), are equipped with a pin which must be pulled before the push button can
be depressed to activate the system and discharge the CO2. Actuation of the system, either automatically
or manually, will trip the turbine to shut off, shut down the ventilation system, and cause the discharge of
CO2.
For the purposes of maintenance on the fire protection system or the gas turbine itself, the accidental dis-
charge of CO2 can be prevented by closing the main shut off valve of the turbine being worked on. The
valves are located on top of the storage tank. 33CL-1A will indicate the CO2 to turbine #1 is isolated.
33CL-1B will indicate the CO2 to turbine #2 is isolated. If customer requested, there may also be manual
lockout switches mounted on the enclosure external walls of the protected zones. These devices, which
will normally have 86MLT-1A, -1B and 86MLA-1C (zone 1), and 86MLA-3A, -3B (zone 3) nomenclature
(refer to the system schematic), are for remote lockout of CO2 discharge.
Initial and extended discharge timers, 2CP-1A, -2A (zone 1), 2CP-3A, -4A (zone 2), and 2CP-5A, -6A
(zone 3), are located on the control panel of the turbine #1 Electrical Control Cabinet and control the length
of time the solenoid valves are energized and thus the CO2 discharge time (these times are factory set refer
to MLI A068 for the specific times). After CO2 discharge, these timers should be reset by depressing the
timer reset buttons ( 86FP-1A (zone 1), 86FP-2A (zone 2), and 86FP-3A (zone 3), located on the outside of
the turbine #1 Electrical Control Cabinet (this will also serve to shut off the alarms). A similar arrangement
with -B devices is used on turbine #2 timers and resets. Predischarge timers (which are usually factory set
for a suggested 30 seconds to allow personnel to evacuate the compartments, but can be changed in the
field if required) are also located on the control panel and control the time between the detection of the fire
and the activation of the solenoid valves.
CAUTION
If the carbon dioxide system is to be effective, the compartment panels must be in

place and the compartment doors closed. There is sufficient CO2 in the system to
compensate for leakage through ventilation openings which are closed by gravity
dampers or CO2 pressure operated dampers (which must be manually reset) and
unavoidable cracks in the package lagging. There is not enough to allow for un-
controlled escape of CO2 through open panels or doors.
3
***WARNING***
CARBON DIOXIDE, IN A CONCENTRATION SUFFICIENT TO EXTINGUISH FIRE,

CREATES AN ATMOSPHERE THAT WILL NOT SUPPORT LIFE. IT IS EXTREMELY
HAZARDOUS TO ENTER THE COMPARTMENTS AFTER THE CO2 SYSTEM HAS BEEN
DISCHARGED. ANYONE RENDERED UNCONSCIOUS BY CO2 MUST BE RESCUED AS
QUICKLY AS POSSIBLE AND RESUSCITATED IMMEDIATELY. IT IS ESSENTIAL THAT
PERSONNEL BE ADEQUATELY TRAINED AS TO THE PROPER ACTION TO TAKE IN
CASE OF SUCH AN EMERGENCY.
III. INSTALLATION, MAINTENANCE, AND TESTING
For installation, inspection, and maintenance of the fire protection system, refer to the vendor instructions
following this text. For fire protection/detection system testing instructions, refer to MLI 0113, and the
CO2 Concentration Test instructions following this text.
CO2 CONCENTRATION TEST INSTRUCTIONS
This test involves running a full CO2 concentration test consisting of both the initial and extended discharges
for each zone of protection. The initial discharge runs for 1 minute following the release of the CO2; while
the extended discharge runs simultaneously, but continues for at least 30 minutes or more depending upon
the discharge times required. Due to varying site conditions, differing locations of the off-base supply of
CO2 from the turbine, and potential leaks in the lagging and piping, a CO2 concentration test is highly
recommended to ensure the integrity of the fire protection system design and compliance with NFPA 12 (a
simple "Puff Test" is not satisfactory to ensure the system functions and is designed properly). In order to
perform the concentration test, a qualified technician must be present to make sure the test is run properly.
The vendor, whose instruction manual follows this text, should be contacted in order to locate and schedule
a technician to come to the particular site and oversee the concentration test.
The CO2 concentration test should be conducted as follows:
1. Inspect the ventilation dampers in the accessory, turbine, load, and/or any additional compartments
that are being protected by CO2. They should all be attached in the OPEN position for the dampers
that have CO2 operated latches.
2. Check to make sure the pre-discharge timers that are located in the control panel are set for the sug-
gested 30 second time delay to allow personnel time to evacuate the compartment before CO2 is
released. The pre-discharge timers can be changed in the field if a different time delay is required.
3. Check to make sure all compartments protected by CO2 (except the #2 bearing area where applicable)
have a minimum of two external CO2 warning signs applied, one on of each side of each compartment
for personnel warning.
4. Clear all personnel from the compartments and close all compartment doors. At this time, any obvious
cracks or leaks in the lagging should be sealed to ensure compartment integrity.
5. Initiate the release of the CO2 by electrical means within the fire protection control panel: for LP CO2
systems, toggle the control panel release switches (43CP devices where applicable) to begin release
of the CO2; and for HP CO2 systems, pull the operating pin on the pressure switch (45CP devices
4
Fire Protection System GEK 110776
where applicable) to activate the pilot cylinder solenoids to release the CO2. Each zone should be
tested separately for both the initial and extended discharge. Upon initiating release of the CO2, the
fire alarm strobes and horns in the accessory compartment and in any other compartments should be
activated and be clearly heard. During the test, inspect the outside of each compartment to see if
quantities of CO2 are leaking out of cracks in the lagging, meaning compartment integrity has not yet
been achieved.
6. After the CO2 discharge has stopped, the applicable switches should be reset. A compartment inspec-
tion should be carried out to verify that all ventilation dampers have functioned properly. Once this
operation has been performed, the dampers should be reset to the OPEN position.
***WARNING***
PERSONNEL SHOULD NOT ENTER COMPARTMENTS TESTED

UNTIL CO2 CONCENTRATIONS HAVE DISSIPATED.
7. For High Pressure CO2 systems, which are normally designed for one full discharge only, the dis-
charged cylinders should be removed and recharged to full capacity. These cylinders should be re-
turned to their respective rack locations and secured. For Low Pressure CO2 systems, which are
normally designed for two full discharges, the LP CO2 tank should be refilled to 90-95% capacity as
soon as a CO2 refill is possible.
8. Upon successful completion of the CO2 concentration test, G.E. Design Engineering should be con-
sulted and the results of the concentration test should be sent to the appropriate design engineer for
design documentation purposes.
5
GE Power Systems
518 • 385 • 2211 TX: 145354
6
Tab 18
SS0442
February 1999
GE Power Systems
Gas Turbine
MS7001EA Starting System
I. GENERAL
Before the gas turbine can be fired and brought to operating speed it must first be rotated or cranked by acces-
sory equipment. This is accomplished by an induction motor, operating through a torque converter to provide
the cranking torque and speed required by the turbine for startup. Also at shutdown, this same equipment
continues to rotate the turbine rotor at slow speed for cooldown purposes.
The starting system consists of an induction motor and a torque converter with ratchet mechanism, coupled
to the accessory gear.
A motor driven torque adjustor drive, which is an integral part of the torque converter, provides the means
for adjusting torque output within specified ranges. The hydraulic ratchet system is used to breakaway the
gas turbine. Switches 33TM–5, 33TM–7 and 33TM–8 provide the proper torque adjustment settings for
purging, accelerating, and firing of the gas turbine. Also control of the torque converter is achieved via an
integrally mounted unloading solenoid valve, 20TU–1 and hydraulically-operated dump valves. Refer to the
schematic diagram located in the Outlines and Diagrams section of this manual.
A. General
Cranking and turning power are both supplied by the starting system during gas turbine startup and shut-
down cycles. In the starting cycle there are three primary functions provided by the starting equipment:
start the gas turbine rolling (breakaway from standstill); accelerate the gas turbine to a speed where it
can be fired; and, after the turbine has fired, further accelerate it to a self-sustaining speed (a speed at
which the gas turbine develops net positive power output).
B. Startup Functions And Sequences
In the normal starting sequence, the starting motor, 88CR, is energized and the torque converter adjustor
is set at the 33TM–5 limit switch setting. After a five-second delay to allow starting motor, 88CR, to
accelerate to speed, fluid is admitted into the torque converter hydraulic circuit from the lubrication sys-
tem by the integral 20TU–1 valve. The ratchet system is energized by the 20HR–1 valve. At about 200
RPM, the ratchet system has been completely de-energized by the 20HR–1 valve, and the turbine goes
to purge speed (approximately 20% speed) as governed by 33TM–5. Purge speed is held until the purge
cycle timer, 2TV, times out.
At this time, the torque converter is drained and the gas turbine is allowed to coast down to firing speed
at the 14HM relay set point. The torque converter adjustor is then set at the 33TM–8 limit switch setting
and the torque converter is filled so as to hold firing speed constant through the firing and warm-up cycle.
Readjustment of the torque converter to the 33TM–7 limit switch setting at the end of warm up allows
the torque converter to assist in accelerating the unit up to self-sustaining speed (approximately 65%
speed). At this speed, the torque converter hydraulic circuit is drained by de-energizing solenoid valve,
20TU–1, which effects a disconnect of the starting system from the gas turbine. The starting motor,
which is now disconnected from the gas turbine, remains energized for a 15–minute period to draw cool-
ing air through the motor. A crank and restart can be initiated at any time after the 15-minute cool-down
period and with gas turbine speed below the 14HM relay set point.
The lubricating oil system provides control fluid for the torque converter, as well as providing lubrica-
tion for the starting means system.
C. Rotor Cool-Down
After the gas turbine has come to a complete stop, the cool-down cycle begins. The A.C. hydraulic oil
pump (88HQ) is energized followed by the 20HR–1 ratchet solenoid and the start cool-down rotation
timer. When the ratchet has completed its stroke, by signal of the 63HR–2 pressure switch, the 20HR–1
solenoid is de-energized. The ratchet stroke should last about 30 seconds and should rotate the shaft
about 45 degrees. The return stroke for the ratchet should also last about 30 seconds. The timer for setting
ratchet stroke intervals should be set for 180 seconds. When the interval timer times out, the 20HR–1
solenoid is energized to start another ratchet cycle. (Note: the 88HQ A.C. hydraulic pump has been left
on for the complete cool down cycle.) The ratchet cycle will continue until the cool-down cycle is com-
plete, or another start-up sequence is initiated.
CAUTION
Under no circumstances shall the ratchet mechanism be

allowed to operate at any gas turbine shaft speed above
200 rpm.
The internal ratchet mechanism of the torque converter is controlled by pressure switches 63HR–2 (re-
turn stroke) and 63 HR–1 (forward stroke). Prior to start-up the ratchet mechanism goes into continuous
operation for breakaway (one cycle is enough). The cooldown cycle for the ratchet is as mentioned
above. In addition, a 43 HR–1 jog switch can be operated which, on contact closure, will energize 88HQ
hydraulic A.C. hydraulic pump and the 20HR–1 solenoid to put the ratchet in a forward stroke for as
long as the button is held in. Once the button is released, 20HR–1 and 88HQ are de-energized and the
ratchet stroke is returned. This allows the intermittent jogging of the shaft for borescoping, alignment,
and other maintenance purposes. If the 43HR–1 contact is held in long enough, the ratchet stroke will
complete a 45 degrees rotation of the shaft and operation will be controlled by 63HR–2, –1 pressure
switches.
2
88HQ A.C. (main hydraulic pump) can only be energized when the main lube oil auxiliary pump or D.C.
backup pump is energized to supply oil to the 88HQ pump and lubricating oil to the turbine train bearings
for ratchet rotation.
D. Torque Converter And Starting Drive Components
The starting motor is a horizontal induction motor and drives the torque converter through a flexible disc
pack style coupling. The torque converter provides the required torque multiplication for the starting
motor to drive the turbine. The primary parts of the torque converter are the impeller driven by the input
shaft, the turbine wheel which drives the output shaft, and the stator which directs fluid from the impeller
to the turbine at the correct angle to produce the required output torque. The torque converter also has
a ratchet mechanism which is necessary to provide the needed breakaway torque. Hydraulic oil pressure
is supplied to the torque converter ratchet mechanism by the 88HQ (main hydraulic A.C pump). The
torque converter is coupled to the accessory gear through a flexible disc pack style coupling.
The function of the accessory gear in this system is to drive a number of the control components as well
as to provide the connection between the starting motor and the gas turbine. It is permanently coupled
to the gas turbine shaft by a flexible coupling.
For references on the starting motor, see GE Motors instructions GEEP-T-14-1 on Custom 8000 Hori-
zontal Induction Motors, and on the torque converters, see VOITH Torque Converter Type: EL 7,
5zGTM Instruction Manual.
3
MS7001EA Gas Turbine Driving 7A6 Generator

Start-Up Cycle
Motor
Time Amperage
Duration Draw
(sec) (Amps) Description of Cycle
5 25 Cranking motor started and brought up to speed.
10 25 Torque converter guide blades set to 33TM–5.
20TU–1 valve on torque converter opened and torque converter filled.
60–180 115 Breakaway by torque converter ratchet type turning device.
Torque converter guide blades set to 33TM–5.
Unit accelerates to purge speed and purge cycle.
240 25 Torque converter drained and 20TU–1 closed.
Unit coasts down to 10% speed.
60 50 20TU–1 valve re-opened and torque converter filled.
Torque converter guide blades set to 33TM–8.
Unit fires and warms-up.
420 173 Torque converter guide blades set to 33TM–7.
Torque converter accelerates unit to self-sustaining speed (60%).
Unit fuel adjusted for proper acceleration rate with minimum exhaust
temperature in turbine.
900 25 At gas turbine self–sustaining speed (60%), the torque
converter 20TU–1 valve closes and torque converter drains.
Cranking motor is allowed to run unloaded for cool down.
0 0 Cranking motor shut down.
4
SS0424
April 1999
GE Power Systems
Gas Turbine
Starting System
I. GAS TURBINE STATIC START SYSTEM
A. System Function and Design Requirements
Power for startup of the gas turbine is provided by the static start system. The static start system provides
variable frequency voltage and current to the generator, in this way the generator serves as the starting
motor required for starting the gas turbine. The static start system consists of the following major com-
ponents:
1. Load Commutated Inverter (LCI)
2. Isolation Transformer
3. LCI Disconnect Switch
4. Slow Roll Motor (Turning Gear)
The turning gear provides the power necessary to breakaway and rotate the turbine prior to turbine start
and also to rotate the shafting after turbine shutdown to avoid deformation of its shafting.
The turning gear system consists of an induction motor, double reduction worm gear reducer, SSS clutch
and insulated disc flexible coupling.
The turning gear will breakaway the turbine and slow roll at 5 to 7 rpm. In the event of power failure
the turning gear is equipped with a square drive for manual turning of rotor system.
Lubricating oil for the worm gear is self contained. Lubrication of the SSS clutch and output shaft bear-
ings requires continuous oil supply from the main lube oil system.
The SSS clutch is a positive tooth type overrunning clutch which is self-engaging in the breakaway or
turning mode and overruns whenever the turbine/generator shafting exceeds the turning gear drive
speed.
The insulated disk type flexible coupling allows for angular and parallel misalignment as well as allow-
ing for generator shaft expansion.
B. Operation
On a start signal, the lift oil pumps are started to lift the stationary rotor off of the bearing surfaces. The
bearing pressure lift system must be operating prior to energizing the turning gear. This significantly
reduces the amount of starting and break–away torque required for the machines and minimizes bearing
damage during startup. Breakaway of the rotor system is accomplished by energizing the turning gear
induction motor. A double reduction worm gear reducer is furnished with a hollow shaft in which the
SSS clutch is mounted. Automatic engagement of the SSS clutch provides direct power transmission
to the rotor system. The turning gear will rotate the rotor system to 5 to 7 rpm. As the static starter begins
the starting sequence and accelerates the rotor the SSS clutch will automatically disengage the turning
gear from the turbine rotor.
The static starter will begin operation in the “pulsed” mode, changing to the “load commutated” mode
as soon as possible. The static starter will supply the variable frequency stator (armature) current re-
quired by the generator to operate as a synchronous motor and drive the gas turbine. The static starter
will control the excitation system during static starting to regulate the field (rotor) current as required
to maintain the required flux and generator voltage. The static start system operates to accelerate the tur-
bine to 25 to 30 percent of rated speed to purge the system for several minutes. At the end of the purge
period the LCI removes power from the generator allowing the unit to coast down to approximately 15%
speed and the turbine is fired and then accelerated to a self sustaining speed of about 90%. The static
starter currents will be reduced as required until the starting means is no longer required. After self sus-
taining speed is accomplished the control system will load and synchronize the gas turbine generator.
Operation of the neutral ground and stator disconnect switches is automatically controlled during the
starting process.
Upon turbine shutdown, as the turbine decelerates to below 7 rpm, the SSS clutch engages and the turn-
ing motor is energized to provided slow roll rotor cooldown. This cooldown continues until proper gas
turbine wheelspace temperatures drop to ambient.
In the event of a power outage when rotor turning is required, a manual turning assembly is provided
to turn the rotor. This manual turning feature can also be used for borescope inspection of the gas turbine.
C. Operating Precautions
* * * WARNING * * *
This equipment contains a potential hazard of electric shock or

burn. Only personnel who are adequately trained and thoroughly
familiar with the equipment and the instructions should install, op-
erate, or maintain this equipment.
Isolation of test equipment from the equipment under test presents
potential electrical hazards. If the test equipment cannot be
grounded to the equipment under test, the test equipment’s case
must be shielded to prevent contact by personnel.
To minimize hazard of electrical shock or burn, approved ground-
ing practices and procedures must be strictly followed.
2
SSS CLUTCH
Elements of Basic
SSS Clutch
A Pawl E Input Shaft
B Clutch Teeth F Output Clutch Ring
C Sliding Component G Ratchet Teeth
D Helical Splines
CLUTCH 1 1/98
SSS CLUTCH
A
A F
E
B
G
1 2
CLUTCH 2 1/98
3
GEH-6373
Innovation Series
AC Drives
Load Commutated Inverter

User’s Manual
Innovation Series
AC Drives
Publication: GEH-6373
Issue date: 1998-03-31
Load Commutated Inverter

User’s Manual
© 1998 by General Electric Company, USA.
All rights reserved.
Printed in the United States of America.
These instructions do not purport to cover all details or variations in equipment, nor to
provide every possible contingency to be met during installation, operation, and
maintenance. If further information is desired or if particular problems arise that are not
covered sufficiently for the purchaser’s purpose, the matter should be referred to GE
Industrial Control Systems.
This document contains proprietary information of General Electric Company, USA and
is furnished to its customer solely to assist that customer in the installation, testing,
operation, and/or maintenance of the equipment described. This document shall not be
reproduced in whole or in part nor shall its contents be disclosed to any third party
without the written approval of GE Industrial Control Systems.
GeniusTM, Field ControlTM, LogicMaster TM, and Series 90TM are trademarks
of GE Fanuc Automation North America, Inc.
InnovationTM is a trademark of General Electric Company.
TeflonTM is a trademark of E.I. DuPont de Nemours and Co., Inc.
Windows® is a registered trademark of Microsoft Corporation.
Load Commutated Inverter, User’s Manual GEH-6373
Safety Symbol Legend
WARNING
Indicates a procedure, practice, condition, or statement that, if not strictly

observed, could result in personal injury or death.
CAUTION
Indicates a procedure, practice, condition, or statement that, if not strictly

observed, could result in damage to or destruction of equipment.
Note
Indicates an essential or important procedure, practice, condition, or statement.
Safety Symbol Legend • a

GEH-6373 Innovation Series AC Drives
WARNING
This equipment contains a potential hazard of electric shock or burn. Only

personnel who are adequately trained and thoroughly familiar with the
equipment and the instructions should install, operate, or maintain this
equipment.
Isolation of test equipment from the equipment under test presents

potential electrical hazards. If the test equipment cannot be grounded to the
equipment under test, the test equipment’s case must be shielded to prevent
contact by personnel.
To minimize hazard of electrical shock or burn, approved grounding

practices and procedures must be strictly followed.
WARNING
To prevent personal injury or equipment damage caused by equipment

malfunction, only adequately trained personnel should modify any
programmable machine.
b • Safety Symbol Legend

Table of Contents
Section Heading Page Section Heading Page

Section 1, Equipment Overview Section 4, Serial Communications Monitor
1-1. Introduction to the LCI ......................................1 4-1. Introduction ..................................................... 23
1-2. Hardware Design ...............................................1 4-2. Equipment Requirements ................................ 23
1-2.1. Power Conversion Components......................1 4-3. How to Use the Monitor.................................. 23
1-2.2. Control Components .......................................1 4-3.1. Command Conventions ................................ 23
1-3. User Interfaces ...................................................2 4-3.2. Glossary of Symbol Names .......................... 24
1-4. Technical Characteristics...................................2 4-3.3. Data Types.................................................... 24
1-5. Operating Environment.................................... 2 4-3.4. Control Characters........................................ 24
1-5.1. Temperature and Humidity ........................... 2 4-3.5. Monitor Control............................................ 24
1-5.2. Elevation ....................................................... 2 4-4. Monitor Functions ............................................ 24
1-6. Related Documents .......................................... 4 4-4.1. Help .............................................................. 24
1-7. Technical Assistance ....................................... 4 4-4.2. Table Display ............................................... 25
4-4.3. Peek/Poke ..................................................... 27
Section 2, Functional Description 4-4.4. Capture ......................................................... 29
2-1. LCI System Basics .............................................5 4-4.5. Analog Output .............................................. 31
2-1.1. Power Conversion...........................................5 4-4.6. EEPROM Management ................................ 32
2-1.2. Excitation Voltage Controller.........................6 4-4.7. Flash Memory............................................... 33
2-1.3. Microprocessor-Based Control .......................6 4-4.8. Product Specific Functions .......................... 34
2-2. Power Converter Operation ...............................6 4-5. Test Modes ...................................................... 36
2-3. Control Operation ..............................................9 4-5.1. Test Mode Terminate ................................... 36
2-3.1. Synchronization ..............................................9 4-5.2. Simulator Mode............................................ 36
2-3.2. Commutation...................................................9 4-5.3. Crowbar Test Mode...................................... 36
2-3.3. Force Commutated Operation/Modes...........10 4-5.4. Gate Test Mode ............................................ 37
2-3.4. Load Commutated Mode ..............................10 4-5.5. Cell Status Monitor ...................................... 37
2-3.5. Torque Control..............................................13 4-5.6. Exciter Test Only ......................................... 37
2-3.6. Phase-Locked Loop.......................................15 4-5.7. Hardware Overcurrent Test.......................... 38
2-4. Twelve-Pulse Operation...................................15 4-5.8. Bridge Alpha Command............................... 38
2-4.1. Shutdown Operations....................................15 4-5.9. Speed Loop Test........................................... 38
Section 3, Control Electronics 4-5.10. Current Loop Test ...................................... 38
3-1. Introduction......................................................17 4-5.11. Flux Loop Test ........................................... 38
3-2. PLC-Based Control ..........................................17 4-6. Diagnostic Boot Monitor................................. 39
3-2.1. Control Cabinet Configuration .....................17 4-6.1. Using the Diagnostic Boot Monitor .................39
3-2.2. Control ..........................................................19 Section 5, Software Tuneup Variables...................41
3-3. UC2000V-Based Control.................................19
3-4. Board Descriptions ..........................................19 Section 6, Alarms and Faults
3-4.1. ADMA Daughterboard (DS200ADMA) ......19 6-1. Introduction ..................................................... 99
3-4.2. DDTB Board (DS200DDTB) .......................20 6-2. How to Reset ................................................... 99
3-4.3. DSPC Board (DS200DSPC ..........................20
3-4.4. FCGD Board (DS200FCGD)........................20
3-4.5. FCGE Board (IS200FCGE) ..........................20
3-4.6. FGPA Board (DS200FGPA).........................20
3-4.7 FHVA Board (DS200FHVA) ........................21
3-4.8. NATO Board (DS200NATO).......................21
3-4.9. SNPA Board (DS200SNPA).........................21
3-4.10. VPBL Board (DS200VPBL).......................21
Table of Contents • i
Table of Contents – Continued
Section Heading Page Section Heading Page

Section 7, Preventive Maintenance Section 8, Component Replacement
7-1. Introduction................................................... 113 8-1. Tools/Materials Needed ................................117
7-2. Maintenance Schedule .................................. 113 8-2. Before Starting ..............................................117
7-3. Maintenance Record ..................................... 113 8-3. Replacing Bridge Components......................118
7-4. Tools/Materials Needed................................ 113 8-3.1. Bridge Structure Overview.........................118
7-5. Power-On Checks ......................................... 114 8-3.2. SCR Replacement.......................................120
7-6. Power-Off Checks......................................... 114 8-3.3. Heatsink, Capacitor, and Resistor
7-6.1. Before Starting Maintenance ..................... 114 Replacement ..................................................121
7-6.2. Cleaning the Equipment............................. 114 8-4. Replacing Printed Wiring Boards .................121
7-6.3. Loose Connections..................................... 115 8-4.1. Handling Precautions .................................121
7-6.4. Damaged Insulation ................................... 116 8-4.2. Replacement Procedures ............................121
7-6.5. Contactors and Relays................................ 116
7-6.6. SCR Assembly Clamp Pressure................. 116 Appendix A, Warranty and Renewal Parts
7-6.7. Liquid-Cooling Filter, Deionizer Cartridge116 A-1. Introduction ..................................................123
7-6.8. Secondary Motors ...................................... 116 A-2. Identifying the Part .......................................123
7-7. Short Circuit Damage ................................... 116 A-2.1. Renewal Parts Quotation ...........................123
A-2.2. Part Number Structure...............................124
A-3. Warranty Terms............................................125
A-4. How to Order Parts.......................................125
A-4.1. Understanding the Drive Nameplate .........125
ii • Table of Contents
List of Figures
Figure/Title Page Figure/Title Page

1-1. Typical LCI Lineup............................................3 6-1. 12-Pulse Source, Cabinet 1 ........................... 109
1-2. LCI System Components ...................................3 6-2. 4kV Load, Cabinet 2 ..................................... 109
2-1. Simplified LCI System One-Line Diagram .......5 6-3. Dual-Channel, 12-Pulse, Channel A, Cab. 1 . 110
2-2. LCI Control Block Diagram ..............................6 6-4. Dual-Channel, 12-Pulse, Channel B, Cab. 2 . 110
2-3. Bridge Leg Conduction Sequence .....................7 6-5. 4 kV, 6-Pulse Source, Cabinet 1.................... 111
2-4. Load Converter Voltage and Current.................8 6-6. 4 kV, 6-Pulse Load, Cabinet 2 ...................... 111
2-5. LCI-Driven Synchronous Motor Diagram; 6-7. 2.3 kV, Cabinet 1........................................... 111
Leading Power Factor ........................................9 6-8. 6 kV, 6-Pulse Source, Cabinet 1.................... 112
2-6. Forced Commutation Firing Mode ..................11 6-9. 6 kV, 6-Pulse Load, Cabinet 2 ...................... 112
2-7. Load Voltage and Current In Load 8-1. Two SCRs & Typical Support, Front View .. 118
Commutated Mode..........................................12 8-2. View of Bridge Showing Heatsink Array ..... 119
2-8. LCI System Regulator Block Diagram ............13 8-3. Heatsink Spreader Tool Placement, Side
2-9. Flux Wave Zero-Crossing................................14 View............................................................... 120
3-1. Example of LCI Control Board Operation.......18 A-1. Sample Part Number for Order-Specific
4-1. Sample Monitor Screen, Table Function .........26 Assembly ...................................................... 124
4-2. Sample Monitor Screen, Peek/Poke A-2. Sample Part Number for Component ........... 124
Function............................................................28 A-3. Sample Board Part Number.......................... 124
4-3. Sample Monitor Screen, Capture Function......30 A-4. Typical Drive Nameplate ............................. 125
4-4. Sample Monitor Screen, Analog Output A-5. Sample Drive ML (Catalog) Number........... 125
Function............................................................31
4-5. Sample Monitor Screen, EEPROM Function ..32
4-6. Sample Monitor Screen, Flash Memory
Function............................................................33
4-7. Sample Monitor Screen, Product Specific
Function............................................................35
List of Tables
Table/Title Page Table/Title Page

4-1. Display Table Function Syntax........................25 7-1. Alarms ............................................................ 100
4-2. Peek/Poke Function Syntax .............................27 7-2. Faults ............................................................. 103
4-3. Capture Function Syntax .................................29 7-3. Detail Fault Messages ................................... 106
4-4. Analog Output Function Syntax ......................31
4-5. EEPROM Management Function Syntax ........32
4-6. Flash Management Function Syntax................33
4-7. Product Specific Function Syntax....................34
4-8. EEPROM Simulator Values ............................36
List of Figures/Tables • iii

Notes:
iv
1 Equipment 1-1. Introduction to the LCI

Overview The LCI is an ac adjustable-speed drive used to con-
trol synchronous motors from near zero to rated speed.
The drive consists of static power conversion and
This manual describes the load commutated inverter microprocessor-based control equipment. Varieties of
(LCI) of the Innovation Series of GE ac drives. The power bridge configurations are supported.
purpose of the manual is to assist the user in operating
and maintaining this drive. Functionally, the LCI is a current-controlled, liquid-
cooled, regenerative inverter. It uses two non-
Section 1 introduces LCI features and defines the reversing dc bridges with phase-controlled thyristors
manual’s contents. Its purpose is to present a general in both the input and output power converters. During
product overview for the reader, as follows: normal (not regenerating) operation, the input bridge
Section Heading Page provides a controlled current to feed a dc link reactor.
The output converter is commutated by the load.
1-1. Introduction to the LCI .................................... 1
1-2. Hardware Design ............................................. 1
1-2.1. Power Conversion Components.................... 1 1-2. Hardware Design
1-2.2. Control Components ..................................... 1
1-3. User Interfaces ................................................. 2 The LCI consists of two functional sections: power
1-4. Technical Characteristics................................. 2 conversion and control. The hardware for these is
1-5. Operating Environment.................................... 2 typically enclosed in four cabinets, designated as
1-5.1. Temperature and Humidity ........................... 2 follows (see Figure 1-1):
1-5.2. Elevation ....................................................... 2 • Control • Pump
1-6. Related Documents .......................................... 4
1-7. Technical Assistance ....................................... 4 • Source Bridge • Load Bridge
Section 2, Functional Description. Provides an LCI Figure 1-2 shows the functional relationship of the
theory of operation. LCI hardware components.
Section 3, Control Electronics. Describes the boards
used to control the LCI. 1-2.1. Power Conversion Components
Section 4, Serial Communications Monitor. De- The power conversion hardware consists of a line-
scribes how to use the Monitor for tuneup and test. commutated, phase-controlled thyristor bridge (source
bridge) that feeds a load commutated thyristor bridge
Section 5, Software Tuneup & Public Variables. (load bridge) through a dc link reactor. Liquid-cooled
Identifies system variables and their locations. heatsinks provide thermal protection. Power conver-
Section 6, Alarms and Faults. Describes these sion is controlled by microprocessor-based program-
indicators for use in troubleshooting. mable electronics that reside in both the bridge
cabinets and control cabinet.
Section 7, Preventive Maintenance. Provides
guidelines for keeping the LCI in good operating
condition. 1-2.2. Control Components
Section 8, Component Replacement. Provides The LCI’s main control functions are provided by a
guidelines for replacing components during repair. module of printed wiring boards in a VME rack.
These boards contain programmable microprocessors
Appendix A, Warranty and Renewal Parts. Con- with companion circuits, plus the drive software.
tains information on how to identify and obtain war-
ranty and spare parts. This module connects with the DS200DDTB I/O
board (control cabinet), the excitation voltage con-
Refer to the Table of Contents for the organization of troller, and the user interfaces defined in section 1-3.
these sections. I/O is through plugs located at the board front con-
nectors. The module requires +5, ±15, and 24 V dc,
which are provided by a base-mounted power supply.
Section 1, Equipment Overview • 1

Additional control components are included on firing 1-5. Operating Environment

control and interface boards, located in the bridge
cabinets. Fiber-optic cables connect the main control The LCI is designed to operate in typical utility and
module to the power converter bridge. industrial environments. However, environments that
include excessive amounts of any of the following
elements reduce drive performance and life:
1-3. User Interfaces
• Dust, dirt, or foreign matter
The basic LCI supports three user interfaces
• Vibration or shock
• Programmable Controller (GE Fanuc Series 90-
30 PLC or Innovation Series Controller) • Moisture or vapors
• Optional diagnostic display module (AFE Data- • Rapid temperature changes

panel Model K) • Gaseous/caustic fumes
• Serial Communications Monitor terminal • Power line fluctuations
The programmable controller is used to customize I/O, • Electromagnetic radiation or noise introduced by:
sequencing, and speed references per application
requirements. The PLC connects to the LCI control − Radio frequency signals, typically from portable
through the Series 90 Protocol (SNP) serial link. The transmitters near the equipment or its wiring.
Innovation Series Controller is mounted in the LCI,
and offers additional interface options. − Stray high voltage or high frequency signals,
typically produced by arc welders, unsup-
The AFE Datapanel display is a local interface option pressed relays, contactors, or brake coils oper-
that allows the user to display and modify regulator ating near exciter control circuits.
and logic variables and regulator constants. This
module is typically mounted on the control cabinet To ensure proper performance and normal operational
door and connected to the PLC. life, the equipment’s operating environment should be
maintained within the limits defined below. (For
The Serial Communications Monitor enables an storage guidelines, refer to publication GEI-100256,
operator to read and modify drive tuneup values and Receiving, Handling, and Storage of Innovation Series
diagnostic tests. It is accessed by connecting a com- Equipment.)
patible display/terminal to the LCI control.
1-5.1. Temperature and Humidity
1-4. Technical Characteristics Ambient operating temperature range:
Feature Type/Value 0 ºC (32 ºF) to 50 ºC (122 ºF)
Power thyristors Silicon-controlled rectifiers
(SCRs)
Note
Equipment ratings are based on an ambient
Line supply unit 6-pulse or series 12-pulse bridge
temperature of 40 °C (104 °F). The equip-
Bridge structure Heatsink/SCR dual-stack ment must be derated for higher ambient
Cooling Liquid-cooling loop temperatures.
Maximum operating temperature: 50 ºC (122 ºF)
Supply voltage:
6-pulse converter 2300, 4160, or 6600 V ac Maximum relative humidity: 95% non-condensing
12-pulse converter 2080 or 3300 V ac each
Supply frequency 50 or 60 Hz 1-5.2. Elevation
Maximum elevation: 3300 ft above mean sea level
Supply phase 3-phase
Output voltage 0 – 2300, 4160, or 6600 V ac Higher elevations require derating the equipment.
Standards UL, CSA (consult factory), CE
2 • Section 1, Equipment Overview

Control Source Load Pump
Pulse Type Dimensions (meters) Weight

Volts (estimated
Source Load W D H lbs)
Figure 1-1. Typical
2300 6 6 4.0 1.4 2.3 4400
LCI Lineup
2300 12 12 5.6 1.4 2.3 7400
4160 6 or 12 6 5.6 1.4 2.3 7400
Synchronous
Motor
AC
In Tach
Source Load
Bridge Bridge
Excitation
Voltage
Controller
Series 90-30 Tach

PLC or Main Signal
Innovation Control
Series Controller Module
Display DS200DDTB Figure 1-2.

I/O Module
LCI System Components
Section 1, Equipment Overview • 3

1-6. Related Documents 1-7. Technical Assistance

The following publications may also apply to your For assistance, contact:
LCI configuration:
GEI-100256, receiving and storage instructions Product Service Engineering
1501 Roanoke Blvd.
GEH-6124, installation and startup instructions
Salem, VA 24153-6492 USA
for standard LCI
Phone: 001-540-387-7595
GEH-6125, installation and startup instructions Fax: 001-540-387-8606
for static starter LCI
GEH-6374, liquid-cooling system
Printed wiring board publications (see Section 3
for identification)
GE Fanuc publications for Series-90 equipment
AFE Technologies publication for the Datapanel
equipment
Additionally, the following documents provide
requisition-specific information about the cus-
tomer’s equipment:
System drawings, including outlines and ele-
mentary diagrams
Renewal Parts listing (see Appendix A)
GE Industrial Control Systems supplies the applica-
ble documents to its customers to support the
equipment provided in a requisition system.
The contract documents define the terms of the
document distribution.
4 • Section 1, Equipment Overview

2 Functional 2-1. LCI System Basics

Description The LCI is a static, adjustable frequency drive system.
It uses application-specific, microprocessor-based
software to control the speed of a synchronous ma-
Section 2 of this manual is a functional description of chine (motor or generator). The basic LCI is a 6-pulse
the LCI. Its purpose is to provide a basic technical configuration that consists of two functional sections:
overview of the operating theory, to help the user bet- a power converter assembly and a control assembly
ter understand how to run and maintain the drive.
Figure 2-1 is a simplified one-line diagram of a single
This description requires the reader to be already fa- channel LCI. Sections 2-1.1 through 2-1.3 describe the
miliar with the principles of power conversion and function of the components shown. Sections 2-5 and
microprocessor-based control. This section is organ- 2-6 cover 12-pulse configurations.
ized as follows:
Section Heading Page 2-1.1. Power Conversion
2-1. LCI System Basics ........................................... 5 The LCI power converter is made up of a rectifier
2-1.1. Power Conversion......................................... 5 that feeds an inverter through a dc link reactor. A
2-1.2. Excitation Voltage Controller....................... 6 transformer isolates the LCI from the ac system bus
2-1.3. Microprocessor-Based Control ..................... 6 and provides the correct voltage at the rectifier termi-
2-2. Power Converter Operation ............................. 6 nals. The transformer’s internal impedance limits the
2-3. Control Operation ............................................ 9 magnitude of any downstream bus faults.
2-3.1. Synchronization ............................................ 9
2-3.2. Commutation................................................. 9 The rectifier is a line commutated, phase-controlled
2-3.3. Force Commutated Operation/Modes......... 10 thyristor bridge that functions as a source converter.
2-3.4. Load Commutated Mode ............................ 10 Its microprocessor-controlled gating produces a vari-
2-3.5. Torque Control............................................ 13 able dc voltage output to the dc link reactor. The re-
2-3.6. Phase-Locked Loop..................................... 15 actor smoothes the current and keeps it continuous
2-4. Dual-Channel, 12-Pulse Configuration.......... 15 over the system’s operating range.
2-4.1. Shutdown Operations.................................. 16 The reactor output is fed to the inverter, which is a
2-5. Series 12-Pulse Configuration ....................... 15 load commutated thyristor bridge. The inverter is also
microprocessor-controlled and functions as a load
converter (see section 2-2.1.1). The inverter produces
a variable frequency ac output to a synchronous mo-
tor’s stator terminals.
DC LINK SYNCHRONOUS MACHINE

ISOLATION RECTIFIER INVERTER
TRANSFORMER (SOURCE) REACTOR (LOAD)
AC
LINE FIELD
MICRO- EXCITATION
PROCESSOR – VOLTAGE
BASED CONTROL CONTROLLER
Figure 2-1. Simplified LCI System One-Line Diagram
Section 2, Functional Description • 5

2-1.1.1. Power Flow Reversal. The LCI’s rectifier • Speed reference signal
and inverter bridges use the same power hardware and
are both controlled by microprocessor-based elec- • Process commands, such as stop and start
tronics. Their functions can be reversed by reversing The LCI control evaluates the process commands and
their power flow. In this case, the synchronous motor internal status signals to determine whether the LCI
is braked by pumping its energy back into the ac line. should be in a stopped, started, alarmed, or faulted
Because of this reversing capability, the line side condition.
bridge (labeled rectifier in Figure 2-1), can also be If in a started condition, the control provides gate sig-
called the source converter; the machine side bridge nals to the thyristor bridges and the excitation voltage
(labeled inverter) can be called the load converter. controller. These signals are low-level and are condi-
tioned in the power bridge circuitry to provide the
2-1.2. Excitation Voltage Controller necessary isolation and power level.
The synchronous motor field is usually excited by a
brushless exciter coupled to the motor shaft. The 2-2. Power Converter Operation
brushless exciter is a wound rotor induction motor. Its
rotor voltage is rectified to supply field current to the
synchronous motor. Note
The LCI control cabinet includes a static excitation The system elementary diagrams contain de-
voltage controller to supply stator voltage for the tails on the source and load bridge configu-
ration for each customer requisition.
brushless exciter. The LCI’s electronic control (see
section 2-1.3) gates/controls this voltage controller. The power bridges are 6-pulse, 2-way types. (See sec-
This controls the excitation to produce the required tions 2-4 and 2-5 for 12-pulse bridge configurations.)
machine flux. It also provides field overcurrent and The elementary diagram shows the physical arrange-
undercurrent protection. ment of the thyristors (SCRs) in the power bridges.
The bridge legs fire in the order that they are num-
For applications with slip-ring excitation, the LCI
bered (see Figure 2-2). The synchronous machine sta-
supports control of a dc bridge exciter from the same
tor voltages transfer the source converter current from
control hardware as the brushless exciter uses.
one leg to the next.
For applications using an external ac or dc exciter,
the control fully supports any external excitation that FIRE 1 FIRE 3 FIRE 5 FIRE 1
is compatible with a simple set of control signaling.
120
2-1.3. Microprocessor-Based Control 1 3 5 1
(Refer to Figure 2-3.) The LCI’s microprocessor- CONDUCTS CONDUCTS CONDUCTS CONDUCTS
based electronics control firing of both the source and 6 2 4 6

load bridges. It processes input signals for this func-
CONDUCTS CONDUCTS CONDUCTS CONDUCTS
tion as follows:
• Attenuated source and load bus voltage signals:
– To synchronize source and load thyristor firing FIRE 2 FIRE 4 FIRE 6 FIRE 2
– For voltage feedback

– For overvoltage and undervoltage detection Figure 2-2. Bridge Leg Conduction Sequence
• Attenuated source and load current signals from
current transducers:
– For regulator current feedback
– Electronic overcurrent detection
– Software-implemented fault detection
6 • Section 2, Functional Description

Microcomputer
(DSPC Board)
High Speed I/O

(ADMA/DDTB Board)
Series 90 Protocol Series 90-30 PLC

(SNPA Board) (Option)
(Option)
Innovation Series Controller Genius Bus

(UCVA Board)
(Option)
Field I/O
Fiber-Optic Gate & Status

Source A Bridge Control
(FCGD Board) Current Feedback
Voltage Feedback

Source B Bridge Control
(Option)
Voltage Feedback

Load A Bridge Control
Voltage Feedback

Load B Bridge Control
(Option)
Voltage Feedback
Internal (AC/DC) Exciter

Control Gate, Current, & Voltage Signals
(FCGE Board) (Option)
Figure 2-3. LCI Control Block Diagram

Figure 2-4 shows the process of switching motor/ • When the voltage across the thyristor is positive, it
inverter current from one leg to the next. The princi- can be triggered into conduction.
ples apply to both the rectifier bridge and inverter
bridge. This phase-controlled switching is based on • It does not permit current flow in the reverse di-
the following two thyristor characteristics: rection. Thus, in an alternating voltage circuit, thy-
ristor conduction stops and reverse voltage begins
to appear when the current becomes zero.
Figure 2-4. Load Converter Voltage and Current

Current transfer must be completed before voltage In actual practice, the motor field excitation is fixed in
crossover with a positive margin angle. This angle the speed range of approximately 0 – 10%. It is con-
must be long enough to allow the previously conduct- trolled to produce a desired profile of motor flux at
ing leg thyristors to recover to their blocking state be- higher speeds.
fore forward voltage is applied.
At speeds greater than 10%, the LCI operates in a
This is why the fundamental component of current flux-regulated mode. It adjusts the output of its static
must lead the voltage for the inverter/motor, but lag exciter voltage controller (EVC) to maintain motor
the voltage for the rectifier/source. For successful flux at the desired level.
commutation, angle α = 180° − β = 180° − µ − γ must
always be less than 180°, with a practical limit at
2-3. Control Operation
155°. A practical minimum value for β for the inverter
bridge is 25°. Therefore, the motor power-factor angle 2-3.1. Synchronization
is always greater than zero.
When operating in any mode (see sections 2-3.3 and
The LCI control system must conform to the charac- 2-3.4), the electronic control must synchronize firing
teristics of the synchronous machine operating at of both the source and the load converters. It synchro-
leading power factor. Figure 2-5 shows a phasor dia- nizes these to the ac line and synchronous machine
gram for a synchronous machine operating at leading bus voltages, respectively, using attenuated bus-to-
power factor. ground signals as its primary feedback. The control
combines these inputs to produce line-to-line analog
voltages for both converters. It then integrates these
DIRECT AXIS
voltages to obtain flux signals.
IS
The flux signals’ zero-crossings are then used in syn-
chronizing the phase-locked loop for firing control of
ID both converters. At low speed, before the phase-
locked loop is effective on the load side and if tach
EG I D X AD
position mode is not enabled, the zero-crossing marks
are used as a timing reference for firing in force com-
θ IQ XAQ mutated operation.
QUADRATURE
IQ EF
AXIS 2-3.2. Commutation
The LCI’s source side converter always operates line
Figure 2-5. LCI-Driven Synchronous Motor commutated. Therefore, the ac line voltage transfers
Diagram; Leading Power Factor conduction from one thyristor to the next. The load
side converter may operate either force commutated
With a fixed amount of field excitation, the machine
(see section 2-3.3) or load commutated (see section
voltage characteristic is mainly a function of the rotor
2-3.4), depending on motor speed and flux level.
field-excitation, Ef1, and the de-magnetizing action of
direct-axis current. This produces the IDXAD2 voltage As the synchronous machine’s rotor (field) rotates, the
in opposition to the voltage produced by field excita- near-sinusoidal shaped field flux cuts the stator wind-
tion. ings. This produces a set of three sinusoidal voltages
in the stator. These sinusoidal voltages are angularly
As shown, an increase in stator current IS results in
displaced by 120 electrical degrees. The magnitude of
higher direct-axis current, which increases IDXAD3.
this counter-electromotive force (cemf) is proportional
This, in turn, decreases the motor voltage EG4 avail-
to speed and field strength.
able for commutation, thereby increasing displacement
angle θ. This increase of angle θ further increases At low speeds, the induced emf is insufficient to
stator current, and so on, until equilibrium is reached commutate the thyristors in the load side converter.
at a new operating point. Therefore, in this mode, the load converter must oper-
ate force commutated.

2-3.3. Force Commutated Operation/Modes At approximately 5% of motor speed, the load phase-
locked loop can lock. Inverter firing resolution in-
Force commutated operation is used:
creases to 0.35°, ending segment firing mode.
• When starting the synchronous motor from zero
Force commutated operation continues until the syn-
• During low speed until the motor cemf is sufficient chronous motor reaches a frequency with enough emf
for load commutation to commutate the load side converter. At this point,
the control changes to load commutated operation.
(See Figure 2-6.) In force commutated operation, con-
duction of the load converter is stopped by phasing the 2-3.3.2. Starting With Tach. For LCIs using a pulse
source converter to inversion limit until the dc link tach for applications with high starting torque, the tach
(reactor) current is zero. Thus, the dc link current is pulses are counted to keep track of the rotor position.
chopped into 60°-wide segments of motor frequency Starting from standstill does not depend on zero-
(angle). crossings of motor flux.
There are several modes of force commutated opera- The LCI ramps up stator current until it detects shaft
tion. These can be separated into two types: rotation. At that point, it freezes current and fires the
thyristors based on the rotor position determined from
• Modes where the digital pulse tach is used to track the tach count. This continues for several firings to
rotor position ensure that the motor is rotating. Then the speed
• Modes where the tach is not used regulator is enabled.
During initial startup (commissioning) of the LCI, the The speed regulator then controls stator current to
tach is deselected until initial operating checks are produce the correct torque to accelerate the motor as
completed. required. Force commutated operation continues until
there is enough motor cemf to commutate the load
2-3.3.1. Starting Without Tach. In this mode, the side converter.
starting current must be large enough to accelerate the
motor to about .5 Hz in one or two inverter firings.
This is approximately the minimum frequency at 2-3.4. Load Commutated Mode
which the LCI can reliably sense motor flux and begin Load commutated operation (mode) requires that the
to control torque and speed. motor be operated at a leading power factor. This
When a start from standstill is initiated, the LCI ap- ensures commutation of the load converter.
plies a fixed current level at a fixed frequency to the The LCI control keeps the motor power factor, and
motor’s stator. The frequency is set by tuneup therefore torque-per-ampere, as high as possible. It
STFREQ and the starting current level is set by tuneup does this by firing the load converter as close to the
CRSTART (see section 5). inversion limit as possible, while maintaining suffi-
When the LCI control senses that flux has reached cient margin for successful commutation of current
sufficient magnitude, it transitions into the segment from one thyristor to the next.
firing mode of forced commutated operation. In this For successful commutation, the volts-seconds re-
mode: quired are proportional to product of the load current
and motor inductance. The LCI controls commutation
• Inverter firing is synchronized to crossovers of the
and firing time by processing the following three val-
motor flux
ues:
• The motor is operated near unity power factor to
obtain maximum torque • Motor (load) current
• Inverter firing is adjustable in 30° steps or seg- • Motor commutating inductance (a constant stored
ments in the microprocessor system memory)
• The speed regulator becomes active • Available volt-seconds from the integrated line-to-
line motor voltages

Using the current and inductance, the control seconds to determine the latest possible time to fire.
calculates the amount of commutation volt-seconds This gives a specified margin after commutation com-
required. The control then uses this value of volt- pletes.
seconds and the latest calculation of available volt-
+
IA 0
-
+
IB 0
-
+
IC 0
-
+
I LINK 0
-
LOAD CONVERTER 3 4 5 6 1 2
LEGS CONDUCTING 4 5 6 1 2 3
FIRING TO ESTABLISH
OUTLINED AREA ABOVE PHASE-ON OCCURS
SHOWN IN DETAIL
WITH SOURCE WITH FIRING OF A NEW
CONTROLLING ACTION THYRISTOR LEG PAIR.
+
0
-
LINK VOLTAGE FIRING LEVEL
AT SOURCE TO MAINTAIN
THYRISTOR BRIDGE LINK AND MOTOR
OUTPUT
INVERTING TO
SHUTOFF
LINK
CURRENT
+
0
-
Figure 2-6. Forced Commutation Firing Mode

Figure 2-7 shows the relationship of the system volt- At high load on the motor, the apparent power factor
ages, currents, and flux waves. The commutating “seen” by the power source increases. This is because
“notch” identified in the A-C line-to-line voltage is the source converter firing angle advances (is reduced)
equal in amplitude to the simultaneous commutating to obtain more current. The harmonics in the current
“bump” on the B-C voltage. The corresponding notch and the resultant harmonics in the voltage, caused by
in the A-B voltage is twice this amplitude (A and B commutation notching, decreases.
are the two lines commutating together at this instant);
The fundamental control strategy is to increase motor
the notch area is twice the commutating inductance
current in response to a load torque increase. The dc
per phase times the current. The voltage at the com-
link voltage on the source side is then increased, rais-
mutating point, where the lines are temporarily con-
ing motor current so that it keeps motor speed con-
nected by the thyristor legs, is practically zero during
stant.
commutation; the line-to-line voltage is only the for-
ward voltage drops of the conducting thyristor legs.
LOAD LINE-NEUTRAL VOLTAGES
POWER FACTOR ANGLE,

BETWEEN CENTERS OF
VOLTAGE & CURRENT WAVES
CURRENT INTO LOAD,

NUMBERS REPRESENT
INVERTER LEGS
CONDUCTING & COMMUTATING
Figure 2-7. Load Voltage ANGLE OF OVERLAP, µ

and Current in Load (COMMUTATION ANGLE)
Commutated Mode MARGIN ANGLE, γ
LOAD LINE-LINE VOLTAGES
COMMUTATING VOLT-SECONDS=
COMMUTATING INDUCTANCE X
STATOR CURRENT
PEAK VOLT-SECONDS AVAILABLE

(READ BY PROCESSOR TO
CALCULATE LATEST TIME FOR NEXT
FIRING)
LOAD "FLUX" WAVES
EXCESS VOLT-SECONDS AFTER COMMUTATION

(COMMUTATION MARGIN)

2-3.5. Torque Control optional tachometer. The result is used to develop a
speed error input to the speed regulator, which outputs a
(Refer to Figure 2-8.) The speed reference from the
torque command.
process controller is compared to a speed feedback
derived from the integrated motor voltage or an
Figure 2-8. LCI System
Regulator Block Diagram
The torque command signal is applied to both the To regenerate the drive, the load side thyristors fire
source and load side control. Since motor torque is a full advance (point “X” in Figure 2-9). At this time,
function of flux, current, and the angle between them, the source side controls current by reversing the dc
torque can be controlled either of two ways: voltage to match the rectified motor voltage.
• By adjusting stator current magnitude from the
source side at a fixed load firing angle
LINE-TO-NEUTRAL VOLTAGE
VAN VBN VCN
X
X=
• By maintaining a constant current and varying the CELL 1

FULL
ADVANCE
displacement angle (firing delay angle) on the load Y=
side CELL 1
FULL
RETARD
However, at any one time, only one of these means can Z

Z=
INVERSION
actively control the torque. LIMIT
The torque command to the source side control is ap-
INTEGRATED LINE-TO-LINE VOLTAGE

Y
plied to a maximum and minimum current limiter. The VCA VAB VBC
minimum current level is set to maintain continuous

current in the dc link. The minimum current is usually
set at 0.2 per unit (pu) of rated dc current.
The minimum current limit also affects the load firing
angle (therefore, motor power factor) whenever the
torque command produced by the speed regulator is less
than the minimum current limit. In this case, the load
firing angle (and motor power factor) is varied as a
function of the torque command, while stator current is Figure 2-9. Flux Wave Zero-Crossing
held constant. Thus, torque is controlled by adjusting
motor power factor whenever the torque command is The drive current command is the greater of the ab-
lower than minimum current limit. solute value of the torque command (from the speed
regulator) and the minimum current limit. The current
The minimum current limit may also be dynamically
command is compared with current feedback and the
increased by the action of the voltage limit regulator.
error is applied to the current regulator.
This regulator reduces stator voltage by simultaneously
increasing current and decreasing power factor. The The current regulator controls the firing of the thyris-
voltage limit regulator is used mostly in applications tors in the source converter (rectifier). Thus, the
where the field excitation is fixed. source control adjusts the dc link voltage as required
to produce the current and torque needed to drive the
When the torque command is greater than the mini-
load.
mum current limit, the load firing angle functions as
follows:
Note
• If motoring, the load angle is at its inversion limit.
The load firing control reverses the polarity
• If regenerating (braking), the load angle is at its of dc link voltage if braking torque is re-
rectifying limit. quired.
When motoring, the load control adjusts the firing
delay angle to be as late as possible to maintain a
fixed commutation safety margin (usually 20°). This
fire-as-late-as-possible control adapts to changes in
stator current and voltage to maintain the margin angle
constant.

2-3.6. Phase-Locked Loop Operation 2-4. Dual-Channel, 12-Pulse

The source and load controls use a phase-locked loop Configuration
(PLL) to track bus voltage angle. This enables the LCI
to fire the thyristors at specific angular displacements (Refer to Figure 2-10.) A dual-channel, 12-pulse LCI
from the ac bus voltages. is configured as two identical, separate 6-pulse drives
operating from a common source. This allows two
The PLL uses the zero-crossings of reconstructed motors to be combined into one frame, reducing both
3-phase flux waves as a timing reference. At each the motor and installation costs.
flux wave crossing, it is possible to determine the an-
gular position within the present cycle of phase A-to- Twelve-pulse operation best uses the motor and drive
neutral of the ac bus voltage. capabilities. It minimizes the harmonics present in
each 6-pulse channel, canceling 5th and 7th harmon-
The PLL uses the FCGD board (see Section 3) to ics. Other higher-order harmonics also cancel, but
capture the time and polarity of each zero-crossing of their amplitudes are much smaller.
the 3-phase flux waves. The control maintains a run-
ning estimate of electrical degrees based on elapsed Note
time and rate of change of the electrical angle. As each Refer to the system elementary diagrams for
zero-crossing occurs, the corresponding electrical de- the exact configuration and detail of each
grees and timing are compared to the control estimate. customer’s system.
From the comparison, an error in the estimated de-
grees is determined and applied to the PLL regulator. The transformers feeding the two drives (channels)
The regulator increases or decreases the rate of change are identical, except their windings are 30° apart. This
of the angle, to drive the error toward zero. design enables the drives to operate as follows:
The control determines a firing angle for each thy- • With the same current and firing angle
ristor. Using the estimated electrical degrees, it calcu-
lates the time when the drive will be at the desired • The firing reference angles shifted by 30° between
firing angle. The control then places a firing command the two channels
and time to activate into FCGD board registers, which • Equal source-side converter voltage, but 30° apart
completes the firing process. in the two channels
• Reduced harmonic distortion on the power system
and higher harmonic frequencies
Load Bridge
Source Bridge
Load
Source Bridge
Load Bridge
Figure 2-10.
Dual-Channel,
Exciter 12-Pulse LCI

The two motors use a common magnetic frame and a 2-5. Series Twelve-Pulse
common field. This causes the load side converter
voltage to be equal in amplitude and frequency be-
Configuration
tween the two drive channels. (Refer to Figure 2-11.) Some LCIs are configured for
The load motor’s stator winding is separated into two series 12-pulse operation of the source converter. This
identical windings, but isolated and phase-shifted 30°. is done primarily to reduce the harmonic distortion
This reduces the torque pulsation amplitude while imposed by the drive on the power system. Twelve-
raising the torque pulsation frequency. The result is pulse operation eliminates half the harmonics pro-
smoother torque for equal current. duced by a 6-pulse system, starting with the 5th and 7th
harmonics.
Inter-channel communication allows one channel to
be master and the other the follower (also called Note
slave). The follower takes its torque reference from Refer to the system elementary diagrams for
the master, enabling the two motor winding currents to the exact configuration and detail of each
be balanced. Thus, the channels deliver equal power, customer’s system.
take equal current, and fire at the same relative firing
angle. The 12-pulse converter consists of two identical SCR
bridges connected in series. Each bridge is operated at
approximately half the motor voltage. The ac sources
2-4.1. Shutdown Options for the two bridges are supplied from delta and wye
Some dual-channel, 12-pulse systems allow one chan- transformer secondary windings and displaced in
nel to be shut down for maintenance while the motor phase by 30°.
continues to run on the other channel (with reduced
torque and usually reduced speed range). When the
out-of-service channel is ready for operation, it can be
returned to service without interrupting the LCI sys-
tem.
However, dual-channel, 12-pulse systems that use a
single control to operate both power converter chan-
nels cannot run with one channel shut down.
12-Pulse
Source Bridges
Load
Bridge
Load
Figure 2-11. Series 12-Pulse LCI

3-1. Introduction
3 Control
Electronics The LCI control electronics consist of microprocessor-
based printed wiring boards and components config-
ured to manage the bridge firing functions. There are
Section 3 of this manual describes the LCI control two control architecture options available for the LCI:
electronics, as follows: using the Series 90 TM -30 Programmable Logic Con-
Section/Topic Page troller (PLC) or the Innovation Series Controller, as
described below.
3-1. Introduction.................................................... 17
3-2. PLC-Based Control........................................ 17
3-2.1. Control Cabinet Configuration.................... 17 3-2. PLC-Based Control
3-2.2. Bridge Interface Boards .............................. 19
3-3. Innovation Series Controller .......................... 19 In the PLC-based LCI, most bridge control boards are
3-4. Board Descriptions......................................... 19 mounted in a VMEbus rack inside the LCI’s control
3-4.1. ADMA Daughterboard (DS200ADMA) .... 19 cabinet. The LCI’s source cabinet includes additional
3-4.2. DDTB Board (DS200DDTB) ..................... 20 control boards that provide interface functions for the
3-4.3. DSPC Board (DS200DSPC ........................ 20 power conversion.
3-4.4. FCGD Board (DS200FCGD)...................... 20
3-4.5. FCGE Board (IS200FCGE) ........................ 20 3-2.1. Control Cabinet Configuration
3-4.6. FGPA Board (DS200FGPA)....................... 20
3-4.7 FHVA Board (DS200FHVA) ...................... 21 (Refer to Figure 3-1.) The VMEbus rack includes the
3-4.8. NATO Board (DS200NATO)..................... 21 following printed wiring boards:
3-4.9. SNPA Board (DS200SNPA)....................... 21 • DS200DSPC Digital Signal Processor Control
3-4.10. UCVA Board (DS200UCVA) .................. 21 board
3-4.11. VPBL Board (DS200VPBL)..................... 21
– DS200ADMA Analog-to-Digital Module
The board descriptions within this section provide an Daughterboard
overview of the board function within the LCI control – DS200SNPA SNP Protocol Interface Daughter-
electronics. For a more detailed description of each board
board’s circuitry and application data, refer to the • DS200FCGD Firing Circuit Gate Distribution and
following publications: Status Board
Board identification Publication
• DS200FCGE Exciter Gating and Control Board
DS200ADMA......................................... GEI-100218
DS200DDTB.......................................... GEI-100219 • DS200VPBL Backplane Board
DS200DSPC........................................... GEI-100220 3-2.1.1. Control and Processing. The DS200DSPC
DS200FCGD .......................................... GEI-100221 (DSPC; see section 3-4.3) board contains all of the
IS200FCGE ............................................ GEI-100233 control code and configurable software.
DS200FGPA........................................... GEI-100223
DS200FHVA.......................................... GEI-100224 The PLC is provided with a Genius Bus controller.
DS200NATO.......................................... GEI-100225 All digital and analog I/O is wired through Field
DS200SNPA........................................... GEI-100226 Control I/O blocks hosted by one or more Genius
DS200UCVA ............................................GEH-6371 Bus Interface Units (BIU). The PLC also contains a
DS200VPBL .......................................... GEI-100227 communications co-processor that supports two Series
90 Protocol (SNP) serial links. One is to the
SNPA/DSPC daughterboards (see section 3-4.9). The
other is to an optional local display (see Section 4,
Serial Communications Monitor.
Section 3, Control Electronics • 17

NATO
Link Reactor
FHVA
3-Phase Input
FHVA MS
M
FHVA
FHVA
INTER-
FACE FGPA
Source Bridge Load Bridge Exciter Bridge
DDTB
(Fast I/O)
SNPA ADMA
FCGE
Series
FCGD
FCGD
FCGD
FCGD
UCVA
90-30 PLC
DSPC
SA* SB* LA* LB*
Field
Display
Control I/O
VPBL
Control Cabinet
* SA = Source A
SB = Source B
Notes: LA = Load A
-- Either Series 90-30 PLC & SNPA Board or UCVA is used. LB = Load B
-- Display is optional.
-- FCGD-SB & FCGD-LB are used based on power bridge configuration.
-- FCGE is used with internal exciter only.
Figure 3-1. Example of LCI Control Board Interconnections
18 • Section 3, Control Electronics

3-2.1.2. Communication and I/O. The bridge control 3-3. Innovation Series Controller
communicates over an SNP serial link to a Series 90-
30 PLC. The DSPC processor board is the VME bus (Refer to Figure 3-1.) The LCI with an Innovation
master. Series Controller differs from the PLC-based LCI in
two ways:
There are two supported daughterboards for the proc-
essor. The ADMA daughterboard provides high speed • It adds the UCVA processor board to replace the
analog and digital I/O through the DDTB terminal PLC
board. The ADMA/DDTB board pair is always present
• It eliminates the SNPA daughterboard
in any LCI control. It is the hardware path for contac-
tor control, which provides overcurrent and customer This configuration is used for higher performance
interlock protection independent of the DSPC opera- applications that require a faster data flow.
tion.
The DSPC remains the VMEbus master, controlling
The AFE Datapanel is provided as a door-mounted up to five power bridges. The UCVA is configured as
display option. a VME slave (follower). Remote I/O support is re-
quired on the UCVA to operate the controls and sen-
3-2.1.3. Firing Circuit Control. In the VME rack,
sors in the power bridge liquid-cooling system.
four double slots are used for two to four DS200FCGD
firing circuit boards. These control up to two source The AFE Datapanel display option is not available if
power bridges (labeled SA and SB) and two load the LCI uses the Innovation Series Controller.
power bridges (labeled LA and LB).
The final slot on the right holds an optional 3-4. Board Descriptions
IS200FCGE firing circuit board. The FCGE controls
either an ac or dc exciter package for the synchronous The LCI’s printed wiring boards are described in detail
motor field. in their own individual publications. This section
provides a brief functional overview of each, listed
3-2.1.4. Control Partition Between DSPC and PLC.
alphabetically by board name, and identifies the
The LCI control software is designed so that the PLC
boards’ publications.
handles the features that most often change on a job-
per-job basis. This includes speed and torque reference Figure 3-1 shows board location and interconnections
selection, slow sequencing (such as the cooling system within the LCI. For a definition of the board’s part
pumps and sensors), and customer control sequencing. number and how to identify printed wiring boards, see
The PLC receives extensive fault reporting from the Appendix A.
DSPC, which it can pass to the optional display or
customer communications. 3-4.1. ADMA Daughterboard (DS200ADMA)
The DSPC provides a number of non-volatile The ADMA connects to the DDTB I/O board via high
EEPROM values to the PLC adjusting parameters, density connectors and cables. It mounts on the DSPC
such as alarm to fault propagation timing. This simpli- motherboard. The ADMA/DSPC set buffers, filters,
fies setup and configuration by keeping all of the field and converts both analog and digital I/O.
tuneup values in one place.
For more detailed information on the ADMA, see
publication GEI-100218.
3-2.2. Bridge Interface Boards
The bridge includes boards that function as interfaces
between the control cabinet boards and the bridge
hardware. They condition and process signals, and
provide protective functions. These boards are:
• DS200FGPA Gate Pulse Amplifier Board
• DS200FHVA High Voltage Gate Interface Board
• DS200NATO Attenuator Board

GEH-6373 Innovation SeriesAC Drives
3-4.2. DDTB Board (DS200DDTB) 3-4.5. FCGE Board (IS200FCGE)

The DDTB is a base-mounted interface board for The FCGE board functions as an interface between the
system connections of auxiliary I/O. These can include DSPC board and the LCI’s motor excitation bridges.
voltage signals, contact I/O, current measurement The FCGE handles voltage and current feedback
signals, and current transformer (CT) input. The board conditioning and control gating power. The board is
provides signal conditioning, scaling, buffering, and plugged into the VMEbus connector on the rack’s
isolation functions. The DDTB connects to the ADMA VPBL backplane.
board, which is a DSPC daughterboard.
For more detailed information on the FCGE, see
For more detailed information on the DDTB, see publication GEI-100233.
3-4.6. FGPA Board (DS200FGPA)
3-4.3. DSPC Board (DS200DSPC)
The FGPA is the LCI’s gate driver, switching power
The DSPC is the LCI’s processor board. Its micro- supply, and SCR status monitor. The board receives
processor establishes a VME bus structure on which gating commands from the LCI control (via fiber-optic
the I/O is interfaced. The DSPC contains all the LCI cables). Each FGPA supplies gate power of sufficient
control code, plus all configuration data in a socket- magnitude and duration for one phase of an SCR
mounted EEPROM (electrically erasable read-only bridge. It sends this to CTs on the FHVA boards,
memory). Onboard RAM stores system data. which provide an interface to the SCRs.
The DSPC is the motherboard for the ADMA and The switching power supply circuit converts ac input
SNPA boards. to the dc control voltages required for status and gating
functions. It receives 120 V ac input from a power
For more detailed information on the DSPC, see
supply and produces the following voltages:
• P5 (4.7 – 5.1 V dc) for logic power
3-4.4. FCGD Board (DS200FCGD) • P15 (13.5 – 14.5 V dc) not monitored
The FCGD is an interface board between the LCI • P40 (25 V dc) for gate “back porch”
control and the bridge. The board decodes SCR firing
information from the DSPC processor board , and • P90 (80 V dc) to start gating
distributes cell gating signals for each bridge leg. The As a status monitor, the FGPA accumulates SCR
FCGD scales and processes bridge feedback signals, voltage information from the FHVA boards, and
then sends status information back to the DSPC. This transmits the data to the LCI control. This includes
information includes voltage, frequency, current, status of the switching power supply.
current difference, zero-crossing, commutation, flux,
ground fault, and overcurrent feedback. The FCGD For more detailed information on the FGPA, see
communicates with the DSPC via the VME backplane. publication GEI-100223.
It connects with bridge through fiber-optic cables.
For more detailed information on the FCGD, see

3-4.7. FHVA Board (DS200FHVA) 3-4.9. SNPA Daughterboard (D200SNPA)

The SNPA provides RS-232C and isolated RS-484
WARNING serial communication between the DSPC board and
the Series 90-30 PLC. This PLC uses a Series Ninety
This board contains a potential hazard of Protocol (SNP) type communications bus. The SNPA
electric shock or burn. Do not touch the board is a DSPC daughterboard, and is not used in LCIs with
or attempt to make measurements when the Innovation Series Controllers.
board is under power. When operating, the For more detailed information on the SNPA, see
FHVA is at SCR potential, which can be sev- publication GEI-100226.
eral thousand volts above ground.
The FHVA serves as an SCR gate interface and cell 3-4.10. UCVA Board (DS200UCVA)
voltage monitor. It provides an isolated path for gate
power from the FGPA board to the SCR with noise The UCVA board contains the processor that replaces
protection. The LCI uses one FHVA for every SCR. the PLC for LCIs using Innovation Series Controllers.
The FHVA includes current sensors to detect whether For more detailed information on the UCVA, see
the SCR is conducting or blocking voltage. It sends publication GEH-6371.
this cell status data to the FGPA board, and turns on its
red C STAT LED if blocking voltage is detected. 3-4.11. VPBL Board (DS200VPBL)
For more detailed information on the FHVA, see The VPBL board is a backplane for the J2 and J3
publication GEI-100224. sections of the control cabinet’s VME rack. The J2
section connects the following boards:
3-4.8. NATO Board (DS200NATO) • DSPC board (slot J1)
• UCVA processor board for Innovation Series
WARNING Controller applications
• Up to four FCGDs (slots J5, J7, J9, and J11)
This board contains a potential hazard of
electric shock or burn. Do not touch the board • FCGE exciter board (slot J13)
or attempt to make measurements when the
The J3 section provides connections that cannot be
board is under power. When operating, the
made on board fronts because of space restrictions.
NATO is at SCR potential, which can be sev-
These include connections to current transformers ,
eral thousand volts above ground.
interface boards, and a power supply.
The NATO board provides voltage feedback scaling
(attenuates) the SCR bridge’s ac and dc voltages. This For more detailed information on the VPBL, see
allows more accurate processing of voltage feedback. publication GEI-100227.
Stab connections provide options for selecting outputs
to the VPBL backplane board.
For more detailed information on the NATO, see

GEH-6373 Innovation SeriesAC Drives
Notes:

Tab 19
GEI 41042N
Revised May 1996
GE Power Systems
Gas Turbine
Gas Turbine Compressor Cleaning

Liquid and Solid Compound
Cleaning Recommendations
For Non–DLN Gas Turbines
GEI 41042N Gas Turbine Compressor Cleaning
I. SCOPE
The scope of this document is to present the methods of compressor cleaning offered by GE. The two types
of cleaning are liquid and solid compound cleaning. Two methods of liquid cleaning are employed — on line
and off line. On-line cleaning is the process of injecting cleaning solution into the compressor while running
at full speed and some percentage of load. Off-line cleaning is the process of injecting cleaning solution into
the compressor while it is being turned at cranking speed. The advantage of on-line cleaning is that washing
can be done without having to shut down the machine. On-line washing, however, is not as effective as off-line
washing; therefore, on-line washing is used to supplement off-line washing, not replace it.
The second type of cleaning is solid-compound cleaning. Solid-compound cleaning is done at full speed and
reduced load. Most deposits can be removed with liquid cleaning, but for those that cannot, solid-compound
cleaning may be necessary. It is to be noted that some blade surface deterioration may be attributed to solid-
compound cleaning.
Both types of cleaning will be discussed further in this document.
This document applies to all heavy duty gas turbine models offered by Gas Turbine Division, which do not
have Dry Low Nox combustion systems. Refer to GEK 103623 for liquid washing recommendations for those
units.
II. INTRODUCTION
A loss of gas turbine performance is indicated by a decrease in power output and an increase in heat rate.
Often a loss of performance is a direct result of fouling of the axial flow compressor. Fouled compressors result
in reduced air flow, lower compressor efficiency and a lower compressor pressure ratio.
Compressor cleaning will remove fouling deposits and restore performance. Compressor cleaning may also
slow the progress of corrosion, thereby increasing blade life and reducing the contribution of corrosion prod-
ucts to the formation of fouling deposits.
III. TYPES OF FOULING
The type and rate of fouling of an axial compressor depends on the environment in which it operates and the
filtration present.
Experience has shown that fouling deposits consist of varying amounts of moisture, oil, soot, water-soluble
constituents, insoluble dirt and corrosion products of the compressor blading material. Fouling deposits are
probably held together by moisture and oil. If corrosion of the blading is occurring, the corrosion products will
promote and stabilize the deposit.
It is important to minimize fouling deposits by reducing oil leaks and the ingestion of oily constituents (lube
oil fumes). Good filtration may greatly reduce fouling. Moisture formation cannot be reduced in humid envi-
ronments. Moisture is formed in the compressor inlet when humid air is cooled below its dew point as a result
of being accelerated to about Mach = 0.5. GER 3601, “Gas Turbine Compressor Operating Environment and
Material Evaluation,” discusses the factors influencing compressor fouling and corrosion.
IV. METHODS OF DETECTION
There are two basic methods for determining the cleanliness of the compressor. Visual inspection and perfor-
mance monitoring are described below.
2
Gas Turbine Compressor Cleaning GEI 41042N
A. Visual Inspection
The best method for detecting a fouled compressor is visual inspection. This involves shutting the unit
down; removing the inlet plenum inspection hatch; and visually inspecting the compressor inlet, bell-
mouth, inlet guide vanes and early stage blading.
If any deposits, including dust or filmy deposits, can be wiped or scraped off these areas, the compressor
is fouled sufficiently to affect performance. The initial inspection also reveals whether the deposits are
oily or dry. For oily deposits, a water-detergent wash is required. Location of the source of the oil and
correction should be accomplished before cleaning to prevent recurrence of the fouling.
If only dry deposits are found, water alone may be sufficient.
B. Performance Monitoring
A second method for detecting a fouled compressor is performance monitoring. Performance monitoring
involves obtaining gas turbine data on a routine basis, which in turn is compared to base line data to moni-
tor trends in the performance of the gas turbine.
The performance data is obtained by running the unit at steady-state BASE load and recording output,
exhaust temperature, inlet air temperature, barometric pressure, compressor discharge pressure and tem-
perature, and fuel consumption. The data should be taken carefully with the unit warmed up.
GEK 28166, “Field Performance Testing Procedure,” can be used as a guide for assessing machine perfor-
mance both before and after cleaning the compressor. The purpose of this particular document is to estab-
lish the performance of generator drive machines. The appropriate portions can, however, also be used
for all machines, both generator drive and other applications, for assessing cleaning effectiveness.
Output and heat rate can be corrected to a standard condition using the turbine performance curves, and
an analysis can be made of compressor pressure ratio and efficiency. The current performance levels can
be compared to base line data and will aid in determining the problem area.
If performance analysis indicates compressor fouling, it should be verified by a visual inspection.
V. CLEANING METHODS
There are three methods used for compressor cleaning: off-line, on-line and solid-compound cleaning.
There are two types of cleaning agents: solid compounds and liquids. Liquids are the preferred cleaning
agents for reasons stated below.
A. Liquid-Compound Cleaning
It is recommended that on-line water washing be addressed in the facility’s operating air permit. Regula-
tors may interpret this as an additional short-term emissions source, requiring an exemption similar to that
provided for start-up, shutdown and transient conditions.
Liquid cleaning involves washing the compressor with water and/or detergents. This can be accomplished
while the turbine is on line or off line. As the on-line washing practice has been found to be most effective
when carried out daily, the specification on the liquid must be more restrictive for on-line washing than
off-line washing. The water specifications for off-line and on-line cleaning are given in Table 1.
3
Except for the pH, the restrictions in these specifications are concerned with deposits and corrosion of the
hot gas path. The pH restriction is concerned with corrosion in the water-handling system. High-purity
demineralized water after contact with air will have a pH in the range of 5.0 to 6.0. Thus, allowance has
been made in the pH provided this is the reason for the low pH.
If a detergent is used, additional restrictions are required to ensure no harm will result to turbine compo-
nents. These are given in Appendix 1.
In general, deposits will contain some water-soluble material and oils. The latter will be more amenable
to removal by detergent, but the deposit may be removable by water washing alone, depending on the
amount of water-soluble material present. Hot water at 150 to 200°F (66-93°C) is generally more effective
than cold water.
There are a number of detergents commercially available for this purpose, some of which, along with the
deposits that have been removed, may constitute a hazardous solid waste (as defined by the US Environ-
mental Protection Agency) when used for an off-line wash. Because of this possibility, local regulations
should be considered for the storage, handling and treatment of the water wash effluent when the drain
and containment system is designed.
B. Solid-Compound Cleaning
There are two types of solid compounds used: organic — nutshells and rice; and inert — catalyst supports,
spent catalysts and polishing powders. Combustible compounds are preferred to inert compounds. The
organics will burn up in the combustion process while the inerts will not and may cause erosion or blocked
cooling holes.
A specification for these cleaners is given in Table 2.
Recent experience in the use of rice for compressor cleaning suggests that solid-compound cleaning can
be detrimental to compressor blade coatings and to compressor blade surface finish. Shallow impact cra-
ters of several mils in diameter and tenths of mils in depth have been found on clean number 1 rotor blading
upon inspection immediately after solid-compound cleaning. Furthermore, an increase of surface rough-
ness from 20 microinches to 100 microinches has been observed on this blading. When one considers that
the relative velocity of a particle to a number 1 rotor blade is in the range of 500 to 1,000 feet per second
(152 to 305 m/s) during solid compound cleaning, such damage is not unreasonable.
In the past only solid-compound cleaning was performed at full speed; but with the advent of water wash-
ing at full speed, solid-compound cleaning no longer holds this singular advantage.
If dry, hard deposits were present, past practice was to remove them using a solid compound cleaner. How-
ever, unless deposits have dried out, they will usually contain significant moisture and water-soluble mate-
rial, which can be removed using a liquid compound.
Perhaps some deposits cannot be removed except by abrasive cleaning, but it must be appreciated that
some deterioration of the blade surface may accompany fouling deposit removal.
Presently, under most conditions, liquid-compound cleaning is the preferred method. Solid-compound
cleaning may be necessary in certain instances. In cases where blading is corroded over time and surface
roughnesses are well above OEM values (25 microinches), solid-compound cleaning should not be harm-
ful.
4
VI. CLEANING AND RESTORATION OF PERFORMANCE
A. Water or Detergent Wash
1. Off-Line Compressor Wash
a. Preparation
1) Off-line washing solution must meet the requirements of both Table 1 and Appendix 1.
2) Piping to the atomizing air compressor must be opened and blocked off to prevent water from
entering this area. All air-extraction lines from the compressor should be blocked off.
3) If a unit is equipped with off-base atomizing air compressor, the compressor should be deener-
gized during the wash and rinse cycles.
4) Open inlet guide vanes, if applicable.
5) Make sure all drains are open and diverted to suitable areas.
6) Close flame detector valves. Water will foul the flame scanners and make starting difficult.
7) When regenerators are present, the gas-side face must be covered and kept dry during compres-
sor washing to prevent wetting regenerator deposits. These deposits may change form when
wet and become extremely difficult to remove. Leave access doors open while cranking to pro-
vide an air exhaust path.
8) For off-line water wash the operator must take appropriate precautions to prevent freezing in
the compressor inlet, gas turbine, exhaust and drain system. Off-line water washing should not
be done at compressor inlet temperatures,CTIM, less than 40°F (4°C), measured while crank-
ing..
b. Washing Procedure
Washing can be accomplished using a permanent system (a series of nozzles or a spray ring
mounted in the inlet plenum) or with a manual system (a hand-held hose and spray nozzle). With
either system, take care to cover the full circumference of the bellmouth. The inlet plenum and bell-
mouth should be cleaned first to prevent these deposits from being washed into the compressor
during the cleaning.
Washing with water or detergent should be done at crank speed or slower. This provides more ef-
fective washing near the hub of the rotor. Flow rates are given in Table 3.
CAUTION
To prevent thermal shock, wheelspace temperature must be no more than 120°F

(49°C) greater than the wash water temperature. If cool water is used [60°F
(16°C)], the wheelspace temperature must not exceed 180°F (82°C). If hot wa-
ter [180°F (82°C)] is used, the wheelspace temperature must not exceed 300°F
(149°C).
5
Utilize the detergent wash procedures which follow:
1) Apply solution at the rate specified in Table 3.
2) Apply the solution at crank speed for three to five minutes, shut unit down, continue spraying
during coastdown until the solution is no longer drawn into the compressor inlet. Crank speed
is considered to be approximately 350 rpm for the MS-7001; 300 rpm for the MS-9001; 600
rpm for the MS-3002, 5001, 5002 and 6001.
3) Allow the detergent to soak for 20 minutes and rinse with water at crank speed for 15 to 20 min-
utes following the recommended flow rates of Table 3.
c. Rinsing Procedure
The effectiveness of the wash and the rinse can most easily be evaluated by observing the runoff
from the drains during the rinse and visual inspection of the compressor inlet at the end of a wash
cycle.
1) The compressor should be rinsed until the drain water appears clean.
2) The runoff water may also be checked for the amount of impurities it contains by measuring
its electrolytic conductivity. The conductivity value will decrease as washing continues and the
runoff water contains fewer dissolved impurities.
3) Another method of testing is to use an atomic absorption spectrometer if one is available for
checking the level of trace metals.
Note: The detergent wash may need to be repeated depending on the

amount of fouling and detergent effectiveness.
d. Restoration
1) After final rinse, crank for 20 minutes to remove all water.
2) After final drying cycle,
a) Reassemble extraction and atomizing air piping.
b) Open flame scanner valves.
c) Close all drain valves.
d) If applicable, close inlet guide vanes.
e) If applicable, reenergize off-base atomizing air compressor and remove regenerator cover.
2. On-Line Compressor Wash
The intent of on-line washing is to keep the gas turbine compressor clean through frequent washings
of short duration. When the compressor is suspected of being heavily fouled, an off-line wash should
be performed.
6
Adding water for wash will increase the compressor pressure ratio and thus reduce the surge margin.
Under normal circumstances, there is ample surge margin to allow for washing and steam or water
injection for NOx control or power augmentation. However, the following steps are recommended
prior to performing an on-line wash.
a. Preparation
1) On-line washing solution must meet the requirements of both Table 1 and Appendix 1.
2) Turbine must be running at full speed and not in the process of shutting down.
3) Compressor inlet temperature,CTIM from the Speedtronic panel, must be greater than 50°F
(10°C).
4) Set the inlet guide vanes to 81° or greater.
5) Reduce load by 5% if operating at base load.
2) Continue to apply solution for 20 minutes.
3) On-line wash should be done on a regular basis.
3. Solid-Compound Cleaning
Solid-compound cleaning is not recommended for reasons previously stated.
a. Preparation
1) Solid-compound cleaning is done at full speed and reduced load. This keeps internal tempera-
tures down and eliminates possible damage by cleaning material due to hot corrosion in the tur-
bine section. Nutshells are recommended over rice and both over the inerts.
2) Make sure turbine has been running for at least 30 minutes before solid-compound cleaning to
ensure dryness.
3) Make sure solid-compound injection is done at an even rate.
4) Evaporative coolers must be shut down one half-hour before solid-compound cleaning to make
sure surfaces are dry.
5) Make sure that any separators that are installed on compressor air extraction lines (i.e., cooling
and bearing sealing air lines) are functioning, and that any blowdown valves installed on these
separators are open.
b. Cleaning Procedure
1) The solid compound can be applied to the compressor either through an injection ring perma-
nently installed in the bellmouth for that purpose or by a manual method.
7
2) When the solid compound is injected manually, a location should be used to allow time for good
dispersion in the airstream. There is no mixing within the compressor; therefore, if the solid
compound is not dispersed when it enters the compressor, only portions will be cleaned. A hop-
per or other device may be helpful in establishing an even injection rate.
CAUTION
Solid compound injection may cause fouling of flame scanners and a possible
trip. Following the injection rates in Table 3 will help prevent this.
It has been determined that the accumulation of combustible material in regen-
erator tubes can cause burning and serious damage to the regenerator. Both nut-
shell and rice fall into this category; therefore, extreme caution should be exer-
cised to control the flow rate of nutshells or rice. The flow rate of the solid com-
pounds should be carefully and consistently maintained at or below the flow
rates given in Table 3 for different size machines.
Note: Use only inert cleaning compound for units equipped with
GARRET regenerators.
CAUTION
Too rapid injection of solids may lead to an accumulation of solids in the cool-
ing and sealing air lines and the No. 2 bearing housing. The even injection rates
shown in Table 3 should be followed.
3) To determine the effectiveness of solid compound cleaning, set load to 20% and make note of
the exhaust temperature and compressor discharge pressure.
a) Inject solid compound and maintain constant load. Use 20-pound (9-kg) increments of solid
compound at the proper rates. If the cleaning is effective, the exhaust temperature will drop
and the compressor discharge pressure will increase.
b) Inject solid compound until no further effect is seen. At this point, solid-compound cleaning
is finished.
4) Make final inspection of inlet to determine cleaning effectiveness.
c. Restoration
If applicable, return the evaporative coolers to normal service. Normal operation may be resumed.
B. Results of Cleaning
After cleaning, there should be a noticeable increase in performance. Increase in performance is a function
of how fouled the compressor was initially. An increase in BASE load power of 10% is not uncommon
following an off-line wash. This can be confirmed by comparing restored performance data to levels of
performance before cleaning, utilizing the procedure in GEK 28166 for generator drive machines and the
appropriate procedure for other applications as previously described under Performance Monitoring. It
should be noted that full power may not always be regained once significant fouling occurs. Regular com-
pressor cleaning will help maintain performance. Specific intervals must be determined based on custom-
er performance.
8
TABLE 1
QUALITY SPECIFICATION*
OFF-LINE WASHING
TOTAL SOLIDS (dissolved and undissolved) 100 ppm
TOTAL ALKALI METAL 25 ppm
OTHER METALS WHICH MAY PROMOTE 1.0 ppm

HOT CORROSION (i.e. lead, vanadium)
pH (determined by glass electrode) 6.5 to 7.5
ON-LINE WASHING
TOTAL ALKALI AND OTHER METALS WHICH 0.5 ppm

MAY PROMOTE HOT CORROSION
pH (determined by glass electrode) 6.5 to7.5
See Table A1 in Appendix 1 for chemical specifications.
TABLE 2
SOLID CLEANING COMPOUND
Particle Size 40 to 200 microns
Stone Content 10 ppm (weight parts) max
*Applies to water or water and detergent solution
9
TABLE 3
INJECTION RATES
Off Line(2) On Line(2)

Solid Compound(1)
Machine flow rate lb/min Press Temp Flow Press Temp Flow
(psig) (°F) (GPM) (psig) (°F) (GPM)
MS3001, 3002 0.72 115 150-180 15 100 50-180 3.5
MS5001, 5002 1.75 85 150-180 35 100 50-180 8
MS6001 2.3 85 150-180 42 100 50-180 10
MS7001EA 3.5 85 150-180 50 100 50-180 18
MS7001F/FA 5.0 85 150-180 81 100 50-180 26
MS9001E 5.0 85 150-180 72 100 50-180 26
MS9001F/FA 7.2 85 150-180 117 100 50-180 38
1 Dispensed at a uniform rate over the cleaning period. The

1 rate should not be higher than that shown above.
2 Mixed at manufacturer’s suggested mix ratio.
10
APPENDIX 1
COMPRESSOR CLEANING-COMPOUND SPECIFICATION
1.0 Scope
1.1 This specification is for cleaning compounds for use in compressor washing. It is required that these com-
pounds will not cause harm to gas turbine components. Thus, their purity and composition must be such that
they do not cause aqueous corrosion or stress corrosion of compressor materials. Also, it is required that they
do not cause hot corrosion in the turbine. Furthermore, they must not lead to compressor fouling. With regard
to the cleaning agents themselves, they must be chemically stable in themselves and in their mixtures with
water. Also, they must not form combustible mixtures and they should satisfy all local codes relative to health
and safety requirements. Compliance with this specification does not imply a cleaning compound improves
the cleaning of a compressor over and above what can be obtained from water alone.
2.0 Requirements
2.1 The cleaning compound when mixed with water in the manufacturer’s prescribed concentration shall satisfy
the water washing specifications for on-line and off-line water quality given in Table 1. In the pure state it shall
satisfy the specification given in Table A1.
2.2 The residue or ash content of the cleaning compound shall not exceed 0.01%. See test 4.1.
2.3 The storage stability of the cleaning compound shall show no marked color change, shall not separate and shall
not corrode or stain the steel specimen when tested as specified in test 4.5.16 of MIL-C-85704A. This test is
given in 4.2.
2.4 The cleaner and its mixtures with water shall not form gums under compressor conditions.
2.5 The Pensky-Martens flash point of the cleaning compound shall be above 140°F (60°C) (ASTM D93).
3.0 Material Compatibility
3.1 Use of the cleaning compound shall not have adverse effects on engine system materials such as compressor
or turbine materials.
4.0 Tests
4.1 Ash content: preparation of test samples
Approximately 10 g of cleaning compound shall be weighed to the nearest 0.1 mg in a tared porcelain crucible.
The crucible shall be heated at 221° ± 2°F (105° ± 1°C) for 24 hours, then heated at 464° ± 4°F (240° ± 2°C)
for the next 24 hours. Following this, the crucible and its contents shall be carefully ignited over a Bunsen-type
gas burner. The crucible shall then be placed in a muffle furnace at 1,900°F (1,040°C) for 2 hours. The crucible
shall be transferred to a desiccator, cooled and weighed until constant weight. The ash content shall be calcu-
lated as the percentage of the initial weight of cleaning compound.
4.2 Accelerated storage stability (from MIL-C-85704A)
Preparation of test sample. A 150-ml portion of a well-shaken cleaning compound shall be poured into each
of two chemically clean 250-ml pressure-resistant clear glass bottles which shall be approximately 9.5 inches
11
(24.1 cm) in height and 2.5 inches (6.4 cm) in outside diameter. One bottle shall be capped and stored in the
dark for at least six days at room temperature. A strip of steel 6 by 0.5 by 0.02 inches (15.2 x 1.3 x 0.05 cm)
conforming to MIL-S-7952 shall be polished to remove surface contamination and then cleaned by boiling
for one minute in chemically pure isopropyl alcohol and one minute in mineral spirits. The steel strip shall be
placed in the other test bottle and the bottle shall be capped. The capped bottle containing the steel strip shall
be thoroughly shaken for one minute.
Procedure. The capped bottle containing the steel strip shall be placed in a water bath and heated at a uniform
rate to a temperature of 140° ± 4°F (60° ± 2°C) over a period of five hours. It shall be held at this temperature
for three hours. No heat shall be applied to the bath overnight. The above heating procedure shall be repeated
each day for five days. (This test need not necessarily be attended if an interval time is used to regulate the
temperature automatically. The test may be started on a Wednesday, Thursday or Friday and still have the pres-
sure bottle removed on a normal workday.) On the morning of the sixth day, the bottle shall be removed from
the bath, uncapped, examined for separation and the steel strip carefully withdrawn from the cleaning com-
pound. Separation into layers shall be cause for rejection. The portion of the steel strip which had been im-
mersed in the compound shall be examined for evidence of pitting, corrosion and uneven darkening. The open
bottle shall be capped and the two bottles shall be thoroughly shaken for one minute, then allowed to remain
undisturbed for one hour at room temperature and then examined. Any marked change in the color and unifor-
mity of the aged sample shall be considered as showing unsatisfactory stability properties.
12
TABLE A1
CHEMICAL CONTENT OF CLEANING COMPOUND
Total alkali metals 25 ppm max
Magnesium + calcium 5 ppm max
Vanadium 0.1 ppm max
Lead 0.1 ppm max
Tin + copper 10 ppm max
Sulfur 50 ppm max
Chlorine 40 ppm max
13
GE Power Systems

518 • 385 • 2211 TX: 145354
GEK 103623B
Revised May 1996
GE Power Systems
Gas Turbine
Gas Turbine Compressor Washing

Liquid Washing Recommendations for DLN Gas Turbines
GEK 103623B Gas Turbine Compressor Washing
TABLE OF CONTENTS
I. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
II. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
III. TYPES OF FOULING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
IV. METHODS OF DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

A. Visual Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
B. Performance Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
V. WATER AND WATER AND DETERGENT WASHING METHOD . . . . . . . . . . . . . . . . . . . . . . . 4
VI. ALLOWABLE CONDITIONS FOR WATER WASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
VII. WASHING AND RESTORATION OF PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

A. Water or Detergent Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
B. Results of Washing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
APPENDIX 1. COMPRESSOR WASHING DETERGENT SPECIFICATION . . . . . . . . . . . . . . 15
LIST OF TABLES
Table 1. Quality Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Table 2. Water and/or Water and Detergent Solution Injection (Flow) Rates . . . . . . . . . . . . . . . . . . . . . . . . 14
Table A1. Chemical Content of Washing Detergent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2
Gas Turbine Compressor Washing GEK 103623B
I. SCOPE
The scope of this document is to present the methods of compressor washing approved by GE. Two methods
of liquid washing are employed — on line and off line. On-line washing is the process of injecting water into
the compressor while running at full speed and some percentage of load. Off-line washing is the process of
injecting cleaning solution into the compressor while it is being turned at cranking speed. The advantage of
on-line washing is that it can be done without having to shut down the machine. On-line washing, however,
is not as effective as off-line washing; therefore, on-line washing is used to supplement off-line washing, not
replace it.
This document applies to all gas turbine models offered by Gas Turbine Division and addresses units operating
with DLN systems.
Note
It is recommended that a unit–specific procedure and checklist be created by each
customer. The procedure and checklist should include configuring the unit for water
wash, performing water wash and restoration following water wash. These proce-
dures should conform to the enclosed general guidelines. Technical assistance can
be provided by General Electric in preparing the unit specific procedures and check-
lists.
II. INTRODUCTION
A loss of gas turbine performance is indicated by a decrease in power output and an increase in heat rate.
Often a loss of performance is a direct result of fouling of the axial flow compressor. Fouled compressors result
in reduced air flow, lower compressor efficiency and a lower compressor pressure ratio.
Compressor washing will remove fouling deposits and restore performance. It should be noted that full power
may not always be regained once significant fouling occurs. Regular compressor washing will help maintain
performance. Specific intervals must be determined based on customer performance. Compressor washing
may also slow the progress of corrosion, thereby increasing blade life and reducing the contribution of corro-
sion products to the formation of fouling deposits.
filtration present.
Experience has shown that fouling deposits consist of varying amounts of moisture, oil, soot, water-soluble
constituents, insoluble dirt and corrosion products of the compressor blading material. Fouling deposits are
probably held together by moisture and oil. If corrosion of the blading is occurring, the corrosion products will
promote and stabilize the deposit.
3
mance monitoring are described below.
Visual inspection involves shutting the unit down; removing the inlet plenum inspection hatch; and visual-
ly inspecting the compressor inlet, bellmouth, inlet guide vanes and early stage blading.
correction should be accomplished before washing to prevent recurrence of the fouling.
A second method for detecting a fouled compressor is performance monitoring. Performance monitoring
involves obtaining gas turbine data on a routine basis, which in turn is compared to base line data to moni-
tor trends in the performance of the gas turbine.
perature, and fuel consumption. The data should be taken carefully with the unit warmed up.
GEK 28166, “Field Performance Testing Procedure,” can be used as a guide for assessing machine perfor-
mance both before and after cleaning the compressor. The purpose of this particular document is to estab-
lish the performance of generator drive machines. The appropriate portions can, however, also be used
for all machines, both generator drive and other applications, for assessing cleaning effectiveness.
an analysis can be made of compressor pressure ratio and efficiency. The current performance levels can
be compared to base line data and will aid in determining the problem area.
V. WATER AND WATER AND DETERGENT WASHING METHOD
It is recommended that on-line water washing be addressed in the facility’s operating air permit. Regula-
tors may interpret this as an additional short-term emissions source, requiring an exemption similar to that
provided for start-up, shutdown and transient conditions.
The compressor is washed with water and/or water and detergent solution. This can be accomplished
while the turbine is on line or off line. As the on-line washing practice has been found to be most effective
when carried out daily, the specification on the liquid must be more restrictive for on-line washing than
off-line washing. The water specifications for off-line and on-line cleaning are given in Table 1.
It is recommended that on-line water washing be performed without the use of detergent. The detergent
effectiveness during on-line wash is limited as there is no soak time as there is for off-line wash.
4
Except for the pH, the restrictions in these specifications are concerned with deposits and corrosion of the
hot gas path. The pH restriction is concerned with corrosion in the water-handling system. High-purity
demineralized water after contact with air will have a pH in the range of 5.0 to 6.0. Thus, allowance has
been made in the pH provided this is the reason for the low pH.
If a detergent is used, additional restrictions are required to ensure no harm will result to turbine compo-
nents. These are given in Appendix 1.
In general, deposits will contain some water-soluble material and oils. The latter will be more amenable
to removal by detergent, but the deposit may be removable by water washing alone, depending on the
amount of water-soluble material present. Hot water at 150 to 200°F (66-93°C) is generally more effective
than cold water.
There are a number of detergents commercially available for this purpose, some of which, along with the
deposits that have been removed, may constitute a hazardous solid waste (as defined by the US Environ-
mental Protection Agency) when used for an off-line wash. Because of this possibility, local regulations
should be considered for the storage, handling and treatment of the water wash effluent when the drain
and containment system is designed.
VI. ALLOWABLE CONDITIONS FOR WATER WASH
For an on-line wash the compressor inlet temperature, CTIM from the Speedtronic panel, must be greater than
50°F (10°C). CTIM must be measured with inlet bleed heat off. Refer to TIL1153-3 for guidance on perform-
ing cold weather on-line washing.
On–line water washing should not be performed while inlet bleed heat is operating for any reason. Do not force
inlet bleed heat off to satisfy this restriction. If inlet bleed heat turns on for any reason while washing, the
water wash procedure should be suspended.
For off-line water wash the operator must take appropriate precautions to prevent freezing in the compressor
inlet, gas turbine, exhaust and drain system. Off-line water washing should not be done at compressor inlet
temperatures,CTIM, less than 40°F (4°C), measured while cranking.
VII. WASHING AND RESTORATION OF PERFORMANCE
A. Water or Detergent Wash
1. Off-Line Compressor Wash
The intention of this procedure is to isolate all air extraction points and drain all low points. It is recog-
nized that additional isolations and drains may be required depending on specific systems, equipment
and customer supplied equipment and interconnect piping.
It is recommended that the customer develop a customized checklist for the preparation and restora-
tion of the gas turbine for an off-line water wash.
Off-line compressor water wash is required if compressor performance degrades 10% due to fouling.
a. Preparation
1) Off-line washing solution must meet the requirements of both Table 1 and Appendix 1.
5
2) The cooldown procedure must be continued until the wheelspace temperatures are within
120°F (67°C) of the wash water temperature.
CAUTION
To prevent thermal shock, wheelspace temperature must be no more than 120°F

(67°C) greater than the wash water temperature. If cool water is used [50°F
(10°C)], the wheelspace temperature must not exceed 170°F (77°C). If hot wa-
ter [180°F (82°C)] is used, the wheelspace temperature must not exceed 300°F
(149°C).
3) If a unit is equipped with off-base atomizing air compressor, the compressor should be deener-
gized during the wash and rinse cycles.
4) Open inlet guide vanes, if applicable.
5) Close flame detector valves or blank-off. Water will foul the flame scanners and make starting
difficult.
6) When regenerators are present, the gas-side face must be covered and kept dry during compres-
sor washing to prevent wetting regenerator deposits. These deposits may change form when
wet and become extremely difficult to remove. Leave access doors open while cranking to pro-
vide an air exhaust path.
7) Fuel manifold drains are to remain closed during wash to prevent water from entering. Open
during dry cycle.
8) Manually ioslate systems, open drains and divert drains as follows:
a) The flow through the false start drain valves (VA17) must be diverted from the sludge tank
to a wash water effluent tank on turbines that operate on liquid fuel or have the capability
to.
NOTE
The false start drain flow or any flow that goes normally to the sludge tank must be
diverted from its “normal” path into the sludge tank, into the wash water effluent
drain to prevent an overflow of the sludge tank. In addition, the false start drain efflu-
ent should be visible to evaluate the effectiveness of the wash cycle. On gas-only
machines, there will be no sludge tank; only a wash water effluent tank.
b) Arrange valves in the exhaust plenum drain piping to divert effluent from the sludge tank
to the waste water tank. Open the main wash water drain valve at the bottom of the exhaust
plenum.
c) Open the inlet plenum drain valve.
d) Close valve installed in the AD-2 line supplying compressor discharge air to the false start
drain valve and open downstream drain.
e) Switch the motor controller for the turbine exhaust frame cooling fan motors, 88TK-1 and
88TK-2 in the manual “ON” position (if provided).
6
NOTE
This step is necessary to prevent water wash from entering the exhaust frame cooling
system during the wash cycle.
The atomizing air system (if provided) is isolated in the following manner:
f) Close valve on inlet side of atomizing air system from AD-8 line.
g) Open all low point drains in the atomizing air supply lines.
h) Open the atomizing air separator drain valve (if provided).
i) Open vent line on inlet side of CA2, booster atomizing air compressor (if provided).
j) Open switch at the motor control center for 88AB; the drive motor for the booster atomizing
air compressor, CA2.
The cooling and sealing air circuitry is isolated in the following manner:
k) Close valve in the bearing sealing air supply line AE-5 from extraction air (if provided).
l) Close valve in all compressor discharge pressure transducer supply lines (AD-4).
m) Close AD-1, AD-3 and if provided, AD-6, AD-7 and AD-10.
n) Close valve in the bleed air line (AE-##) from extraction air (if provided). If isolation valve
is not provided, isolate with a blank-off plate.
o) Open separator drain valve on bearing sealing air line, if provided.
p) Open needle valve upstream of WW9 connection for drainage during the wash cycle (low
point drain on AD-3), if provided.
q) Open low point drain on bearing sealing air line, if provided.
r) If the turbine has a self-cleaning inlet filter, close the block valve and open the drain valve
on the self-cleaning inlet filter air line.
The inlet air heating system is isolated in the following manner:
s) Close VM15-1 manually, or if motorized valve is provided, ensure it is closed.
t) Open all low point drains in the Inlet Air Heating System.
Washing can be accomplished using a permanent system (a series of nozzles or a spray ring
mounted in the inlet plenum) or with a manual system (a hand-held hose and spray nozzle). With
either system, take care to cover the full circumference of the bellmouth. The inlet plenum and bell-
mouth should be cleaned first to prevent these deposits from being washed into the compressor
during the cleaning.
7
Washing with water or detergent should be done at crank speed. Flow rates are given in Table 2.
Utilize the detergent wash procedures which follow:
1) Select the Water Wash control display on the turbine control panel CRT Select OFF-LINE
WATER WASH ON.
At this time, the turbine is prohibited from firing.
2) Place the Master Select Switch in the CRANK position.
3) Initiate a turbine START signal.
4) The turbine will accelerate to full continuous cranking speed. The cranking motor will maintain
the unit on crank until the stop signal is given.
6) Apply the solution at crank speed for three to five minutes, shut unit down, continue spraying
during coastdown until the solution is no longer drawn into the compressor inlet.
7) Allow the detergent to soak for 20 minutes and rinse with water at crank speed for 15 to 20 min-
utes following the recommended flow rates of Table 2.
c. Washing Effectiveness
The effectiveness of the wash and the rinse can most easily be evaluated by observing the runoff
from the drains during the rinse and visual inspection of the compressor inlet at the end of a wash
cycle.
1) The compressor should be rinsed until the drain water appears clean.
2) The runoff water may also be checked for the amount of impurities it contains by measuring
its electrolytic conductivity. The conductivity value will decrease as washing continues and the
runoff water contains fewer dissolved impurities.
3) Another method of testing is to use an atomic absorption spectrometer if one is available for
checking the level of trace metals.
NOTE
The detergent wash may need to be repeated depending on the amount of fouling and
detergent effectiveness. Multiple washes will be required if the compressor is heavi-
ly fouled.
d. Draining and Drying Procedure
1) Allow the gas turbine to drain and dry for about 20 minutes including coasting down time.
2) Open fuel manifold drains and open all low point drains in atomizing air system, fuel system
and purge system.
8
NOTE
The interconnecting piping is often the low point trap and this piping must be drained
by removing drain plugs or parting pipe flanges. The low point can be in the inter-
connecting piping or the manifold itself depending on the piping design and location
of the gas valves. Additionally, lower combustion can flexible hoses may trap water
and may require flange disassembly to remove water at these locations.
Following water wash and rinse cycles, the dry-out crank cycle should continue until
no water is observed draining from any low point drain. Following restoration of the
piping, the subsequent turbine restart should be carefully monitored and any opera-
tional abnormalities during restart that might indicate that all wash water has not
been drained should result in an operator trip of the unit and further draining and
purging of the piping to insure all water is removed.
3) After the turbine has stopped, and drying time is complete, initiate a turbine START signal with
the master operation selector switch in the CRANK position.
4) Allow the turbine to accelerate to crank speed.
5) Allow the turbine to dry for at least 20 minutes or until low point drains are dry at crank speed.
6) Initiate a turbine STOP signal.
e. Restoration
1) If applicable, close inlet guide vanes.
2) If applicable, reenergize off-base atomizing air compressor and remove regenerator cover.
3) Close fuel manifold drains.
CAUTION
It is important that the line that allows waste fuel to drain to the sludge tank be
kept open after water washing and during normal turbine startup and operation,
so that fuel or water which may accumulate in the exhaust plenum can continu-
ously drain out of the plenum. Accumulation of waste fuel in the exhaust ple-
num is potentially hazardous.
4) Open the hand valves or remove blank-off plates on flame detectors.
5) Return the following manual valves to their previous position in the order listed:
a) Return the three-way false start drain valve, combustion system and turbine shell valves
from water drain to fuel drain (if installed).
b) Rearrange valves installed in the exhaust plenum drain piping to divert effluent from the
wash water tank to the sludge tank (if applicable).
c) Close the inlet plenum drain valve (if provided).
9
NOTE
This is important to prevent intake of dirt etc., into the compressor.
d) Open valve installed in the AD-2 line supplying compressor discharge air to the false start
drain valves.
e) Switch the motor controller for the turbine exhaust frame cooling fan motors 88TK-1 and
88TK-2, into the “AUTO” mode (if provided).
The atomizing air system is reenergized in the following manner:
f) Open valve on inlet side of atomizing air system from AD-8 line.
CAUTION
It is critical that this valve be opened to prevent damage to the turbine.
g) Close all low point drains in the atomizing air lines.
h) Close the atomizing air separator drain valve (if provided).
i) Close vent line on inlet side of CA2, booster atomizing air compressor (if provided).
j) Close switch at the motor control center for 88AB; the drive motor for the booster atomizing
air compressor CA2.
The cooling and sealing air circuitry is reengaged in the following order:
k) Open valve in the bearing sealing air supply line AE-5 from extraction air (if provided).
CAUTION
l) Open valves in all compressor discharge pressure transducer supply lines (AD-4).
CAUTION
It is critical that this valve be completely opened to prevent damage to the

turbine.
m) Open AD-1, AD-3, AD-6, AD-7 and AD-10 (if provided).
CAUTION
In configurations where AD-6 is used to supply the purge air system, it is criti-
cal that this valve be opened to prevent damage to the turbine.
n) Open valves or remove blank-off plate in the bleed air lines (AE-##) from extraction air.
10
CAUTION
It is critical that these valves be opened to prevent damage to the turbine.
o) Close separator drain valve on bearing sealing air line (if provided).
p) Close needle valve upstream of WW9 connection (low-point drain on AD-3), if provided.
q) Close low-point drain on bearing sealing air line, if provided.
r) If the turbine has a self-cleaning inlet filter, open the block valve and close the drain valve
on the self-cleaning filter air line.
The inlet air heating system is reengaged in the following manner:
s) Open VM15-1 manually, or if motorized valve is provided, ensure it is opened.
t) Close all low point drains in the Inlet Air Heating System.
6) Press the Off-Line Water Wash OFF softswitch on the water wash control display.
NOTE
When the OFF-LINE WATER WASH OFF is selected, the permissive is in place to
allow the turbine to fire and the permissive is removed to allow the 20TW-1 valve
to be opened.
2. On-Line Compressor Wash
The intent of on-line washing is to extend the period between off-line washes through frequent wash-
ings of short duration. When the compressor is suspected of being heavily fouled, an off-line wash
should be performed.
On line water washing may result in a fogging over of flame detector lenses. For units operating with
DLN systems this has the potential of resulting in tripping the turbine off line. In order to assure unin-
terrupted turbine operation the following set-up procedure should be followed for units operating with
DLN systems.
While observing Flame Detector Level Intensity on the Mark V display, start water wash with
throttled back flow, slowly increase until intensity is decreased to a comfortable margin above drop
out level or maximum flow (table 2) is reached, which ever occurs first.
Under normal circumstances, there is ample surge margin to allow for washing and steam or water
injection for NOx control or power augmentation. However, the following steps are recommended
prior to performing an on-line wash.
a. Preparation
1) On-line washing solution must meet the requirements of both Table 1 and Appendix 1.
2) Turbine must be running at full speed and not in the process of shutting down.
11
3) Compressor inlet temperature, CTIM, must be greater than 50°F (10°C). Refer to TIL1153-3
for information on cold weather on-line water wash. On–line water washing should not be per-
formed while inlet bleed heat is operating for any reason. Do not force inlet bleed heat off to
satisfy this restriction.
4) Set the inlet guide vanes to 81° or greater. For units operating with DLN systems, full open posi-
tion occurs only at base load.
5) Reduce load by 5% if operating at base load. Units operating with DLN systems need not reduce
load and must perform compressor wash at base load to achieve full open IGV’s.
6) Units operating with water or steam injection for NOx control or power augmentation must re-
duce water or steam injection to 3% maximum of compressor inlet flow.
7) For units operating with DLN systems, washing is to be conducted while in Extended Lean-
Lean or Premix combustion modes.
NOTE
Operating in extended lean-lean will result in increased emissions over premix
operation.
1) Apply water at the rate specified in Table 2.
2) Continue to apply solution for 30 minutes.
3) On-line wash is most effective when performed on a regular basis.
4) If inlet bleed heat turns on for any reason while washing, the water wash procedure should be
suspended.
NOTE
If using a detergent solution for on-line washing, it is recommended that the wash
be followed by enough rinse water to remove the detergent residue from the wash
nozzles at the spray manifold. This will prevent the detergent solutions from drying
and clogging the nozzles.
B. Results of Washing
After cleaning, there should be a noticeable increase in performance. Increase in performance is a function
of how fouled the compressor was initially. An increase in BASE load power of 10% is not uncommon
following an off-line wash. This can be confirmed by comparing restored performance data to levels of
performance before washing, utilizing the procedure in GEK 28166 for generator drive machines and the
appropriate procedure for other applications as previously described under Performance Monitoring. It
should be noted that full power may not always be regained once significant fouling occurs. Regular com-
pressor washing will help maintain performance. Specific intervals must be determined based on custom-
er performance.
12
TABLE 1
QUALITY SPECIFICATION*
OFF-LINE WASHING

ON-LINE WASHING

pH (determined by glass electrode) 6.5 to7.5
Applies to water or water and detergent solution
13
TABLE 2
WATER AND/OR WATER AND DETERGENT SOLUTION

INJECTION (FLOW) RATES
Off Line(1) On Line(1)

Machine Flow
Press Temp Flow Press Temp
(GPM)
(psig) (°F) (GPM) (psig) (°F)
max.
MS3001, 3002 115 150-180 15 100 50-180 3.5
MS5001, 5002 85 150-180 35 100 50-180 8
MS6001 85 150-180 42 100 50-180 10
MS6001F/FA 85 150-180 45 100 50-180 13
MS7001EA 85 150-180 50 100 50-180 18
MS7001F/FA 85 150-180 81 100 50-180 26
MS9001E 85 150-180 72 100 50-180 26
MS9001F/FA 85 150-180 117 100 50-180 38
1 Mixed at manufacturer’s suggested mix ratio.
14
Gas Turbine Compressor Cleaning GEK 103623B
APPENDIX 1
COMPRESSOR WASHING DETERGENT SPECIFICATION
1.0 Scope
1.1 This specification is for cleaning compounds for use in compressor washing. It is required that these com-
pounds will not cause harm to gas turbine components. Thus, their purity and composition must be such that
they do not cause aqueous corrosion or stress corrosion of compressor materials. Also, it is required that they
do not cause hot corrosion in the turbine. Furthermore, they must not lead to compressor fouling. With regard
to the cleaning agents themselves, they must be chemically stable in themselves and in their mixtures with
water. Also, they must not form combustible mixtures and they should satisfy all local codes relative to health
and safety requirements. Compliance with this specification does not imply a cleaning compound improves
the cleaning of a compressor over and above what can be obtained from water alone.
2.0 Requirements
2.1 The cleaning compound when mixed with water in the manufacturer’s prescribed concentration shall satisfy
the water washing specifications for on-line and off-line water quality given in Table 1. In the pure state it shall
satisfy the specification given in Table A1.
2.2 The residue or ash content of the cleaning compound shall not exceed 0.01%. See test 4.1.
2.3 The storage stability of the cleaning compound shall show no marked color change, shall not separate and shall
not corrode or stain the steel specimen when tested as specified in test 4.5.16 of MIL-C-85704A. This test is
given in 4.2.
2.4 The cleaner and its mixtures with water shall not form gums under compressor conditions.
2.5 The Pensky-Martens flash point of the cleaning compound shall be above 140°F (60°C) (ASTM D93).
3.0 Material Compatibility
3.1 Use of the cleaning compound shall not have adverse effects on engine system materials such as compressor
or turbine materials.
4.0 Tests
4.1 Ash content: preparation of test samples
Approximately 10 g of cleaning compound shall be weighed to the nearest 0.1 mg in a tared porcelain crucible.
The crucible shall be heated at 221° ± 2°F (105° ± 1°C) for 24 hours, then heated at 464° ± 4°F (240° ± 2°C)
for the next 24 hours. Following this, the crucible and its contents shall be carefully ignited over a Bunsen-type
gas burner. The crucible shall then be placed in a muffle furnace at 1,900°F (1,040°C) for 2 hours. The crucible
shall be transferred to a desiccator, cooled and weighed until constant weight. The ash content shall be calcu-
lated as the percentage of the initial weight of cleaning compound.
4.2 Accelerated storage stability (from MIL-C-85704A)
Preparation of test sample. A 150-ml portion of a well-shaken cleaning compound shall be poured into each
of two chemically clean 250-ml pressure-resistant clear glass bottles which shall be approximately 9.5 inches
15
GEK 103623B Gas Turbine Compressor Cleaning
(24.1 cm) in height and 2.5 inches (6.4 cm) in outside diameter. One bottle shall be capped and stored in the
dark for at least six days at room temperature. A strip of steel 6 by 0.5 by 0.02 inches (15.2 x 1.3 x 0.05 cm)
conforming to MIL-S-7952 shall be polished to remove surface contamination and then cleaned by boiling
for one minute in chemically pure isopropyl alcohol and one minute in mineral spirits. The steel strip shall be
placed in the other test bottle and the bottle shall be capped. The capped bottle containing the steel strip shall
be thoroughly shaken for one minute.
Procedure. The capped bottle containing the steel strip shall be placed in a water bath and heated at a uniform
rate to a temperature of 140° ± 4°F (60° ± 2°C) over a period of five hours. It shall be held at this temperature
for three hours. No heat shall be applied to the bath overnight. The above heating procedure shall be repeated
each day for five days. (This test need not necessarily be attended if an interval time is used to regulate the
temperature automatically. The test may be started on a Wednesday, Thursday or Friday and still have the pres-
sure bottle removed on a normal workday.) On the morning of the sixth day, the bottle shall be removed from
the bath, uncapped, examined for separation and the steel strip carefully withdrawn from the cleaning com-
pound. Separation into layers shall be cause for rejection. The portion of the steel strip which had been im-
mersed in the compound shall be examined for evidence of pitting, corrosion and uneven darkening. The open
bottle shall be capped and the two bottles shall be thoroughly shaken for one minute, then allowed to remain
undisturbed for one hour at room temperature and then examined. Any marked change in the color and unifor-
mity of the aged sample shall be considered as showing unsatisfactory stability properties.
16
Gas Turbine Compressor Cleaning GEK 103623B
TABLE A1
CHEMICAL CONTENT OF WASHING DETERGENT
Lead 0.1 ppm max
Sulfur 50 ppm max
Chlorine 40 ppm max
17
GE Power Systems

518 • 385 • 2211 TX: 145354
GEK 107122B
New Information, April 1999
Revised, January 2001
GE Power Systems
Gas Turbine
F-Class Gas Turbine Compressor Washing

Liquid Washing Recommendations for Gas Turbines with Pulsed
Water Wash Systems
GEK 107122B F-Class Gas Turbine Compressor Washing
TABLE OF CONTENTS
I. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
II. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
III. TYPES OF FOULING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
IV. METHODS OF DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

A. Visual Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
B. Performance Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
V. WATER AND WATER AND DETERGENT WASHING METHOD . . . . . . . . . . . . . . . . . . . . . . . 4
VI. ALLOWABLE CONDITIONS FOR WATER WASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
VII. TECHNICAL REQUIREMENTS FOR WATER WASH SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
VIII. WASHING AND RESTORATION OF PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

A. Off-Line Compressor Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
B. On-Line Compressor Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
C. Results of Washing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
LIST OF TABLES
Table 1 Quality Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Table A1 Chemical Content of Washing Detergent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2
I. SCOPE
The scope of this document is to present the methods of compressor washing approved by General Electric.
Two methods of liquid washing are employed – on–line and off–line. On–line washing is the process of in-
jecting water into the compressor while the unit is running near base load with open IGV’s. Off–line washing
is the process of injecting cleaning solution into the compressor while the unit is rotating at part speed. The
advantage of on–line washing is that it can be done without having to shut down the machine. On–line wash-
ing, however, is not as effective as off–line washing; therefore, on–line washing is used to supplement off–
line washing, not replace it.
This document applies to all gas turbine models offered by Gas Turbine Division which have the capability
to perform a pulse mode off–line water washing.
NOTE
It is recommended that a unit-specific procedure and checklist be created by each

customer. The procedure and checklist should include configuring the unit for wa-
ter wash, performing the wash and restoration following the wash. These proce-
dures should conform to the enclosed general guidelines. It is recommended that
the customer include a specific valve line–up before, during, and after the wash in
their procedure. General Electric can provide technical assistance in preparing the
unit specific procedures and checklists.
II. INTRODUCTION
A loss in gas turbine performance is detected by a decrease in power output and an increase in both heat rate
and fuel consumption. The loss of performance is a direct result of fouling of the axial flow compressor.
Fouled compressors result in reduced airflow, lower compressor efficiency and a lower compressor pressure
ratio.
Compressor washing will assist in removing the fouling deposits and restoring performance. It should be
noted that full power may not always be regained if significant fouling has occurred. Regular compressor
washing will help maintain performance as well as allowing each wash to be more effective. Specific inter-
vals shall be determined based on customer performance and site conditions. Compressor washing may also
slow the progress of corrosion, thereby increasing blade life and reducing the contribution of corrosion prod-
ucts to the formation of fouling deposits.
inlet filtration present. Experience has shown that fouling deposits consist of varying amounts of moisture,
oil, soot, water-soluble constituents, insoluble dirt and corrosion products of the compressor blading materi-
al. Fouling deposits are typically held together by moisture and oil. If corrosion of the blading is occurring,
the corrosion products will promote and stabilize the deposit.
3
mance monitoring. Both of these are described below.
Visual inspection involves shutting the unit down, removing the inlet plenum inspection hatch, and visu-
ally inspecting the compressor inlet, bellmouth, inlet guide vanes and early stage blading.
correction should be accomplished before washing to prevent recurrence of the fouling.
A second method for detecting a fouled compressor is performance monitoring. Performance monitor-
ing involves obtaining gas turbine data on a routine basis, which in turn is compared to base line data
to monitor trends in the performance of the gas turbine.
perature, and fuel consumption. The data should be taken carefully with the unit warmed up and running
under normal operating conditions.
GEK 28166, “Field Performance Testing Procedure,” can be used as a guide for assessing machine per-
formance both before and after cleaning the compressor. The purpose of this particular document is to
establish the performance of generator drive machines. The appropriate portions can, however, also be
used for assessing cleaning effectiveness for other applications.
an analysis may be made of compressor pressure ratio and efficiency. The current performance levels
can be compared to base line data and will aid in determining the problem area.
V. WATER AND WATER AND DETERGENT WASHING METHOD
It is recommended that on-line water washing be addressed in the facility’s operating air permit. Regulators
may interpret this as an additional short-term emissions source, requiring an exemption similar to that pro-
vided for start-up, shutdown and transient conditions.
General Electric does not recommend the use of detergents during on-line washing. For off-line washing,
GE does recommend and encourages the use of detergents. The detergent effectiveness during an on-line
wash is limited since there is no soak period as with the off-line wash. As the on-line washing practice has
been found to be most effective when carried out daily, the specification on the liquid must be more restrictive
for on-line washing than off-line washing. The duration of an on-line wash is limited to 30 minutes per day
to minimize the potential for water erosion of the forward section of the compressor. The water specifications
for on-line washing are given in Table 1. Likewise, the water or detergent solution being used during off-line
4
washing shall also meet the specifications in Table 1. The concentrated detergent which may be used for off-
line washing must adhere to the Compressor Washing Detergent Specification in Appendix 1 of this docu-
ment. Additional restrictions are required to ensure no harm will result to turbine components.
With the exception of the pH, the restrictions in these specifications are concerned with deposits and corro-
sion of the hot gas path. The pH restriction is concerned with corrosion in the water-handling system. High-
purity demineralized water after contact with air will have a pH in the range of 5.0 to 6.0. Thus, allowance
has been made in the pH level provided that this is the reason for the low pH.
In general, deposits will contain some water-soluble material and oils. The latter will be more amenable to
removal by detergent, but the deposit may be removable by water washing alone, depending on the amount
of water-soluble material present. Hot water at 150 to 200°F (66-93°C) is generally more effective than cold
water, but is not required.
There are a number of detergents commercially available for the purpose of cleaning the compressor, some
of which, along with the deposits that have been removed, may constitute a hazardous solid waste (as defined
by the United States Environmental Protection Agency) when used for an off-line wash. Because of this pos-
sibility, local regulations should be considered for storing, handling and treating of the water wash effluent
when the drain and containment system is designed.
VI. ALLOWABLE CONDITIONS FOR WATER WASH
For an on-line wash the compressor inlet temperature, CTIM from the Turbine Control Panel, must be greater
than 50°F (10°C). This prevents the formation of ice at the inlet guide vanes and compressor inlet. CTIM
must be measured with inlet bleed heat off.
On-line water washing shall not be performed while inlet bleed heat is operating for any reason. Do not force
inlet bleed heat off to satisfy this restriction. If inlet bleed heat turns on for any reason while washing, the
water wash procedure should be suspended.
For off-line water wash the operator must take appropriate precautions to prevent freezing in the compressor
inlet, gas turbine, exhaust and drain system. Off-line water washing shall not be performed at compressor
inlet temperatures, CTIM, less than 40°F (4°C), measured while cranking.
VII. TECHNICAL REQUIREMENTS FOR WATER WASH SKID
The following minimum technical requirements must be met in order for the water wash skid to interface
with the turbine control panel for off-line pulse mode water wash applications:
A. Water Wash Skid outlet shall meet the flow, pressure, and temperature requirements defined in the Piping
Schematic Diagram (MLI 0442).
B. The Turbine Control Panel shall cycle valve VA16–1, via solenoid driver 20TW–4, open and closed dur-
ing the off-line water wash during the wash and rinse cycles. The valve shall not be open greater than
one minute when sending water to the off-line manifold. In addition, the valve shall be closed for a mini-
mum of 3 minutes and a maximum of 20 minutes between on/off cycles, depending on the wash mode.
C. Interface points:
1. Piping connection to PC WW1 on MLI 0442.
5
2. Contact output from turbine control panel to water wash skid identifying start/stop of pump during
wash/rinse cycles.
3. Contact output from water wash skid to turbine control panel indicating water flow to turbine.
4. Control output from water wask skid to turbine control panel indicating trouble.
If a customer or AE provides the water wash skid, then the party providing the skid shall be responsible
for the proper function and operability of the water wash skid.
VIII. WASHING AND RESTORATION OF PERFORMANCE
A. Off-Line Compressor Wash
The intention of this portion of this recommendation is to isolate all air extraction points and drain all
low points to prevent water wash effluent from entering the piping systems. General Electric recom-
mends that all piping, which may come in contact with water, have a continuous slope to a drainable low
point without traps. It is recognized that additional isolations and drains may be required depending on
specific systems, equipment and customer supplied equipment and interconnect piping. It should be fur-
ther recognized that valve and control logic nomenclature may vary. It is recommended that the customer
develop a customized checklist for the preparation and restoration of the gas turbine for an off-line water
wash, especially a valve line-up before, during and after a wash. The approximate volume of drain water
collected during a complete off–line wash cycle can be found in Table 2.
Off-line compressor water wash is recommended if compressor performance due to fouling degrades
10% or greater.
1. Preparation1.
a. Off-line washing solution must meet the requirements of Table 1 and the detergent concentrate
must meet the requirements of Appendix 1.
b. The cooldown procedure must be continued until the second stage wheelspace temperature has
been lowered to at least 150°F (65.6°C) when measured at 30 RPM or less. See TIL 1236-2 for
details.
CAUTION
To prevent thermal shock, the average wheelspace temperature must be no

more than 120°F (67°C) greater than the water wash temperature.
c. If the unit is equipped with off-base atomizing air compressor(s), the operating compressor
should be de-energized during the pulse mode water wash cycle.
d. If necessary, close flame detector valves or blank-off, based on both the type of flame detector
and gas turbine model. Water may foul the flame scanners and make start-up difficult.
e. Fuel manifold low point drains are to remain closed during the pulse mode wash cycle. Open at the
end of the rinse cycle, prior to the start of the drying cycle to ensure that no water is present in the
manifold(s).
f. Manually isolate systems, open drains and divert drains as follows:
6
• The flow through the false start drain valves (VA17) must be diverted from the sludge tank
to a water wash effluent tank on turbines that operate on liquid fuel or have the capability
to do so. On gas-only machines there may be no false start drain valves, only manual water
wash drain valves.
NOTE
The false start drain flow or any flow that goes normally to the sludge tank must
be diverted from its “normal” path into the sludge tank to the water wash effluent
drain system to prevent an overflow of the sludge tank. In addition, the false start
drain effluent should be visible to evaluate the effectiveness of the wash cycle.
• Open the inlet plenum water wash drain valve at or near the bottom of the inlet plenum.
• Open the water wash drain valve(s) in the combustion chamber water wash drain header as
well as the water wash drain valve in the manway cover.
• Close the isolation valve in the gas vent line off of the false start drain header, if applicable.
• For gas-only machines, open the main water wash drain valves in the turbine shell and ex-
haust frame drains.
• Close valve installed in the AD–2 lines (MLI 0417) supplying compressor discharge air to
the false start drain valves, if applicable, and open downstream drain.
• Switch motor controller for the turbine exhaust frame cooling fan motors, 88TK–1 and
88TK–2 in the manual “ON” position (if provided).
• Open the exhaust plenum water wash drain valve at or near the bottom of the exhaust ple-
num.
NOTE
This step is necessary to prevent wash water from entering the exhaust frame cool-
ing system during the wash cycle.
g. The atomizing air system (refer to MLI 0425), if provided, is to be isolated in the following man-
ner:
• Close isolation valve on the inlet side of the atomizing air system from AD–8 line.
• Open atomizing air separator drain valve (if provided).
h. The cooling and sealing air circuitry (refer to MLI 0417) is isolated in the following manner:
• Close isolation valves in AE–9 and AE–13 lines. Open all low point drains just upstream
of these isolation valves (CA52 and CA53).
• Close valves in all compressor discharge pressure transducer supply lines (AD–4).
• Close isolation valve upstream of AD–6. Open low point drain (CA54) on inlet side of
AD–6.
7
• Close isolation valves to AD–1, 3 and if provided, AD–5, AD–7, AD–10, AD–11 lines.
• Close isolation valve on the inlet side of the gas purge system from PA3 line, if provided.
• Close valve in bearing sealing air supply line AE–5 from air extraction (if provided).
i. The inlet heating system (refer to MLI 0432), if provided, is isolated in the following manner:
• Close VM15–1 manually, or if motorized valve is provided, ensure it is closed.
• Open low point drain (CA20) in interconnecting piping.
2. Washing Procedure
Prior to installing the on–line and off-line nozzles and using the water wash system for the first time
in the field, a preliminary flushing procedure shall be performed on the water wash supply lines to
free the system of burs, dust, weld fragments, etc. The flushing recommendations may be found in
363A4220, “Water Washing Flushing Procedure.”
Prior to initiating the wash, the bellmouth, struts, and IGV’s should first be hand cleaned to prevent
these deposits from being washed into the compressor during the cleaning. Refer to procedure
361A6297, “Water Washing Hand Cleaning Procedure.”
The off-line water wash flow rate is specified by the off line flow tag located on the on-base water
wash system schematic (MLI 0442).
NOTE
The orifice upstream of the pneumatic injection valve VA16–1 shall be sized by
the customer in order to supply the proper pressure, and thus flow, to the off-line
spray nozzles. Verification that this orifice has been resized should be performed
prior to washing.
The following steps shall be performed on the water wash skid (if provided by General Electric)
prior to initiating the pulse mode water wash:IX.A.1.
a. Turn on the skid breaker panels.
b. Set the HANDS/OFF/AUTO switch in the AUTO position in order to enable starting of the skid
pump 88TW–1 via the PLC.
c. PLC on the skid will check skids required parameters.
Utilize the detergent pulse mode water wash procedure which follows:X.A.1.
a. On the Turbine Main Control Display Screen, place the Master Select Switch in the CRANK
position. Select the Water Wash Control User Defined Display on the turbine control panel CRT.
Select OFF-LINE WATER WASH ON (L43Bwon_CPB).
At this time, the turbine is prohibited from firing.
8
b. From the Main Control Display, initiate a turbine START signal. This command will crank the
turbine to water wash speed via the LCI once the temperature permissives (wheelspace and inlet
temperatures) have been met.
c. When cranking speed and no flame detection signals are detected, IGV’s will go to full open
position. The IGV’s will remain in the full open position throughout the wash cycle. The se-
quencing will now initiate the pre-wash cycle.
A pre-wash will be initiated in order to flush all the loose contaminates such as dust and dirt from
the compressor prior to applying detergent during the detergent cycle. This is a water only applica-
tion which reduces the amount of dirt particles which may become entrained in the detergent foam.
NOTE
The pulse mode sequencing shall operate 3-way solenoid valve 20TW–4 such that
the 2-way air actuated VA16–1 is open during the pre-wash pulse(s) and all other
pulses that follow. Likewise, 20TW–4 shall close VA16–1 between pulses.
At the conclusion of the pre-wash cycle, the water wash pump will fill the supply piping with a wa-
ter/detergent mixture in preparation for the detergent cycle.
d. Place the 3-way customer supplied (if applicable) valve upstream of PC WW1 to the drain posi-
tion.
e. On the water wash skid, place the normally closed ball valve upstream of the venturi, in deter-
gent line, to the open position.
f. Set the HANDS/OFF/AUTO switch in the HANDS position which shall manually start the
wash skid motor/pump. Allow the pump to run for the appropriate time required for flushing
(each site may have a different time based on the pump flow and piping arrangement).
g. When a consistent water/detergent mixture is present at the drain port of the 3-way valve or at
the nozzle per visual inspection, return the HANDS/OFF/AUTO switch in the AUTO position.
h. Return the 3-way valve to the normal position.
Steps d through h in this procedure ensure that both water and detergent are present in the line up-
stream of VA16–1 prior to initiating the washing cycle.
i. The water wash control logic will be in a hold position. After the previous step has been com-
pleted, select CONTINUE WASH push–button (L43DET_CPB).
j. The detergent/water solution will be injected into the unit during the wash cycle(s) followed
by the appropriate soaking period between the wash cycle(s).
At the conclusion of the soaking period, the customer supplied piping shall be flushed with water
prior to rinsing via steps k through o which follow.
k. Place the 3-way customer supplied (if applicable) valve upstream of PC WW1 to the drain posi-
tion.
9
l. On the water wash skid, place the normally closed detergent ball valve upstream of the venturi
in the closed position.
NOTE
Step k is important in preventing detergent from entering the off-line manifold dur-
ing the rinse cycle.
m. Set the HANDS/OFF/AUTO switch in the HANDS position which shall manually start the
wash skid motor/pump. Allow the pump to run for the appropriate time required for flushing
(each site may have a different time based on the pump flow and piping arrangement).
n. When only water without detergent is present in the off-line water wash supply line, return the
HANDS/OFF/AUTO switch in the AUTO position.
o. Return the 3-way valve to the normal position.
The previous steps k through o ensure that only water is allowed to enter the unit during the rinse
cycle. The object of the rinse cycle is to remove detergent from the surface areas of the compressor
blades and to rinse the remainder of the unit.
p. The rinse cycle will begin when the operator selects the RINSE Push-Button
(L43RINSE_CPB).
q. After completing the initial rinse cycle, the operator will have the choice to select an additional
rinse cycle via PULSE Push-Button (LOFL_XTR_CPB) or END RINSE CYCLE Push But-
ton (LOFL_END_CPB). If the operator elects to choose additional rinse cycles, the choice still
exists to add a rinse cycle to make sure that the unit is free of detergent/contaminants. The Rinse
Mode will be terminated when the operator selects the END RINSE CYCLE Push-Button
(LOFL_END_CPB).
r. After completing the rinse cycle(s), an operator will stop the unit by selecting the STOP push-
button off of the Turbine Control Panel interface display. This will allow the unit to coast down
to turning gear speed to drain any remaining water in the unit.
s. The WATER WASH OFF Push Button (L43BWOFF_CPB) should be selected at this time
from the Turbine Control Panel interface display.
t. Open the Gas Fuel manifold low point drains.
u. Start the unit back up for the drying cycle. The drying cycle is designed to remove any residual
water left in the unit that has yet to drain out. A Master Reset may be required before selecting
START again.
v. At the end of the 20 minute drying cycle, an operator will have to visually check the various
off-line water wash drain ports on the gas turbine to ensure that no water wash effluent is flow-
ing out of the unit. All water wash low point drains should be open at this time including all low
point drains in the gas fuel, atomizing air system, inlet bleed heat and purge systems to ensure
that no water has entered these systems. Once it has been confirmed that no water is draining
from the unit, the drying cycle can be brought to a close by initializing a turbine STOP signal.
10
NOTE
In the event of an aborted water wash, the unit shall not be re–started until the full
rinse and drying cycle is completed.
w. To end the off-line water wash drying cycle, select the OFF Push-Button from the turbine con-
trol panel interface display. This step terminates your Off-line Water Wash.
3. RestorationXI.A.1.
a. Open the hand valves or remove blank-off plates on flame detectors, if applicable.
b. If applicable, set off-base atomizing air compressor motor to AUTO.
c. Return the following manual valves to their previous position in the order listed:
• The flow through the false start drain valves (VA17) must be diverted back from water wash
effluent tank to the sludge tank on turbines that operate on liquid fuel or have the capability
to do so (not applicable to gas-only machines).
CAUTION
It is important that the line that allows waste fuel to drain to the sludge tank be
kept open after water washing and during normal turbine startup and operation,
so that fuel or water which may accumulate in the exhaust plenum can continu-
ously drain out of the plenum. Accumulation of waste fuel in the exhaust ple-
num is potentially hazardous.
• Close the inlet plenum water wash drain valve at or near the bottom of the inlet plenum.
NOTE
This step is important in preventing the intake of dirt, etc., into the compressor.
• Close the water wash drain valve(s) in the combustion chamber water wash drain header
as well as the water wash drain valve in the manway cover.
• Open the isolation valve in the gas vent line off of the false start drain header, if applicable.
• For gas-only machines, close the main water wash drain valves in the turbine shell and ex-
haust frame drains.
• Open valve installed in the AD–2 lines (MLI 0417) supplying compressor discharge air to
the false start drain valves, if applicable, and close downstream drain.
• Switch motor controller for the turbine exhaust frame cooling fan motors, 88TK–1 and
88TK–2 in the manual “AUTO” position (if provided).
• Close the exhaust plenum water wash drain valve at or near the bottom of the exhaust ple-
num.
11
d. The atomizing air system (if provided) is to be restored to the normal start-up and running mode
in the following manner:
• Close all low point drains in the atomizing air lines.
• Open isolation valve on the inlet side of the atomizing air system from AD–8 line.
CAUTION
• Close atomizing air separator drain valve, if provided.
• Open isolation valve on the inlet side of the gas purge system from PA3 line, if provided.
CAUTION
e. The cooling and sealing air circuitry is reengaged in the following manner:
• Open manual isolation valves in AE–9 and AE–13 lines.
CAUTION
It is critical that the 9th and 13th stage extraction valves are open prior to firing
the unit in order to prevent damage to the turbine.
• Close all low point drains just upstream of these isolation valves in lines AE–9 and AE–13
(CA52 and CA53).
• Open valves in all compressor discharge pressure transducer supply lines (AD–4).
CAUTION
It is critical that these valves be completely opened to prevent damage to the

turbine.
• Open isolation valve upstream of AD–6.
CAUTION
In configurations where AD–6 is used to supply gas purge, it is critical that this
valve be completely opened to prevent damage to the turbine.
• Close low point drain (CA54) on inlet side of AD–6.
• Open isolation valves to AD–1, 3 and if provided, AD–5, AD–7, AD–10, AD–11 lines.
• Close valve in bearing sealing air supply line AE–5 from air extraction (if provided).
12
CAUTION
f. The inlet heating system (if provided) is restored to the normal start-up and running mode in
the following manner:
• Open VM15–1 manually, or if motorized valve is provided, ensure it is opened.
• Close low point drain (CA20) in interconnecting piping.
• Close all manifold low point drains opened during drying cycle.
• Close all low point drains in purge, atomizing air, and inlet bleed heat systems if opened
during drying cycle.
NOTE
When the OFF-LINE WATER WASH OFF is selected, the permissive is in place
to allow the unit to fire and the permissive is removed to allow the VA16–1 valve
to be opened.
NOTE
Within 24 hours of completing an off–line water wash and restoring the unit to the
normal firing configuration, the unit should run at FSNL for 5 minutes.
B. On-Line Compressor Wash
The intent of on-line washing is to extend the period between off-line washes through frequent washings
of short duration. When the compressor is suspected of being heavily fouled, an off-line wash should
be performed.
In the past, on-line water washing may have resulted in a fogging over of flame detector lenses, based
on the type of flame detector, gas turbine model, and combustion system. Operating experience has
shown that this is not a problem with DLN 2.0, 2.0+, and 2.6 combustion systems. It is noted that the
on-line wash may result in unacceptable emission output levels during the washing cycle.
Under normal circumstances, there is ample surge margin to allow for washing and steam or water injec-
tion for NOx control or power augmentation. However, the following steps are recommended prior to
performing an on-line wash.XII.
1. PreparationA.1.
a. On-line washing solution must meet the requirements of both Table 1 and Appendix 1.
b. Turbine must be running at full speed and not in the process of shutting down.
13
c. Compressor inlet temperature, CTIM, must be greater than 50°F (10°C). Refer to TIL1153–3
for information on cold weather on-line water wash. On-line water washing should not be per-
formed while inlet bleed heat is operating for any reason. Do not force inlet bleed heat off to
satisfy this on-line wash requirement.
d. For units operating with water or steam injection for NOx control or power augmentation, the
water or steam injection should be selected off or reduced to 3% maximum of compressor inlet
flow.
2. Washing ProcedureXIII.A.1.
a. The unit should be operating at base load.
b. Once the permissives have been satisfied, the operator is to select ON-LINE WATER WASH
ON push button (L83WWON_CPB). The unit should be unloaded (approximately 3%), slight-
ly off base load, transitioning from temperature control to speed control. This will prohibit the
unit from “peaking” during the wash cycle.
NOTE
Selection of On-Line wash is not sealed in if the permissives are not met at any
time. On-Line Water Wash On will have to be reselected once the fault or permis-
sive is clear.
c. The unit controller will then open the on-line water wash inlet valve VA16–3 and signal the wa-
ter wash pump to start.
d. If all permissives are met, the on-line wash cycle will begin and continue for approximately 30
minutes.
e. The operator can abort the on-line wash at any time by selecting ON-LINE WATER WASH
OFF (L83WWOFF_CPB).
f. At the end of the cycle the on-line wash will automatically select off.
g. At the conclusion of the on-line wash, the operator is to select BASE LOAD or some other de-
sired load target to return the unit to normal service.XIV.A.B.
C. Results of Washing
After cleaning, there should be a noticeable increase in performance based on the site conditions and
gas turbine models. Increase in performance is a function of how fouled the compressor was initially.
An increase in BASE load power of 10% is not uncommon following an off-line wash. This can be con-
firmed by comparing restored performance data to levels of performance before washing, utilizing the
procedure in GEK 28166 for generator drive machines and the appropriate procedure for other applica-
tions as previously described under Performance Monitoring. It should be noted that full power may not
always be regained once significant fouling occurs. Regular compressor washing will help maintain per-
formance. Specific intervals must be determined based on customer performance.
14
TABLE 1
QUALITY SPECIFICATION
OFF-LINE WASHING (for water only or detergent and water applications)



ON–LINE WASHING (for water only applications)
TABLE 2
APPROXIMATE WATER USAGE DURING AN OFF–LINE COMPRESSOR WASH
Gas Turbine Total Volume Volume of Five Additional Rinse Pulses
MS7001FA+e 1650 250

MS9001FA+e 2400 300
Total volume represents the minimum volume of water that may be used during a
complete off–line compressor wash. Total volume will vary based on the operator’s
decision to perform or bypass additional rinse pulses following the rinse sequencing.
15
APPENDIX
COMPRESSOR WASHING DETERGENT SPECIFICATION
I. SCOPE
A. This specification is for cleaning compounds for use in compressor washing. It is required that these
compounds will not cause harm to gas turbine components. Thus, their purity and composition must be
such that they do not cause aqueous corrosion or stress corrosion of compressor materials. Also, it is
required that they do not cause hot corrosion in the turbine. Furthermore, they must not lead to compres-
sor fouling. With regard to the cleaning agents themselves, they must be chemically stable in themselves
and in their mixtures with water. Also, they must not form combustible mixtures and they should satisfy
all local codes relative to health and safety requirements. Compliance with this specification does not
imply a cleaning compound improves the cleaning of a compressor over and above what can be obtained
from water alone.
II. REQUIREMENTS
A. The cleaning compound when mixed with water in the manufacturer’s prescribed concentration shall
satisfy the water washing specifications for on-line and off-line water quality given in Table 1. In the
pure state it shall satisfy the specification given in Table A1.
B. The residue or ash content of the cleaning compound shall not exceed 0.01%. See test IV A.
C. The storage stability of the cleaning compound shall show no marked color change, shall not separate
and shall not corrode or stain the steel specimen when tested as specified in test 4.5.16 of
MIL–C–85704A. This test is given in IV B.
D. The cleaner and its mixtures with water shall not form gums under compressor conditions.
E. The Pensky-Martens flash point of the cleaning compound shall be above 140°F (60°C) (ASTM D93).
III. MATERIAL COMPATIBILITY
A. Use of the cleaning compound shall not have adverse effects on engine system materials such as com-
pressor or turbine materials.
IV. TESTS
A. Ash content: preparation of test samples
Approximately 10 g of cleaning compound shall be weighed to the nearest 0.1 mg in a tared porcelain
crucible. The crucible shall be heated at 221° ± 2°F (105° ± 1°C) for 24 hours, then heated at 464° ± 4°F
(240° ± 2°C) for the next 24 hours. Following this, the crucible and its contents shall be carefully ignited
over a Bunsen-type gas burner. The crucible shall then be placed in a muffle furnace at 1,900°F
(1,040°C) for 2 hours. The crucible shall be transferred to a desiccator, cooled and weighed until constant
weight. The ash content shall be calculated as the percentage of the initial weight of cleaning compound.
16
B. Accelerated storage stability (from MIL–C–85704A)
1. Preparation of test sample
A 150-ml portion of a well-shaken cleaning compound shall be poured into each of two chemically
clean 250-ml pressure-resistant clear glass bottles which shall be approximately 9.5 inches (24.1
cm) in height and 2.5 inches (6.4 cm) in outside diameter. One bottle shall be capped and stored in
the dark for at least six days at room temperature. A strip of steel 6 by 0.5 by 0.02 inches (15.2 x
1.3 x 0.05 cm) conforming to MIL–S–7952 shall be polished to remove surface contamination and
then cleaned by boiling for one minute in chemically pure isopropyl alcohol and one minute in min-
eral spirits. The steel strip shall be placed in the other test bottle and the bottle shall be capped. The
capped bottle containing the steel strip shall be thoroughly shaken for one minute.
2. Procedure
The capped bottle containing the steel strip shall be placed in a water bath and heated at a uniform
rate to a temperature of 140° ± 4°F (60° ± 2°C) over a period of five hours. It shall be held at this
temperature for three hours. No heat shall be applied to the bath overnight. The above heating proce-
dure shall be repeated each day for five days. (This test need not necessarily be attended if an interval
time is used to regulate the temperature automatically. The test may be started on a Wednesday,
Thursday or Friday and still have the pressure bottle removed on a normal workday.) On the morning
of the sixth day, the bottle shall be removed from the bath, uncapped, examined for separation and
the steel strip carefully withdrawn from the cleaning compound. Separation into layers shall be
cause for rejection. The portion of the steel strip which had been immersed in the compound shall
be examined for evidence of pitting, corrosion and uneven darkening. The open bottle shall be
capped and the two bottles shall be thoroughly shaken for one minute, then allowed to remain undis-
turbed for one hour at room temperature and then examined. Any marked change in the color and
uniformity of the aged sample shall be considered as showing unsatisfactory stability properties.
TABLE A1
CHEMICAL CONTENT OF WASHING DETERGENT
Lead 0.1 ppm max
Sulfur 50 ppm max
Chlorine 40 ppm max
17
GE Power Systems

518 • 385 • 2211 TX: 145354
g
TIL1303-1R3
GE ENERGY SERVICES
PRODUCT SERVICE
9 January 2003
TECHNICAL INFORMATION LETTER
COMPRESSOR ROTOR (R0) BLADE To alleviate this issue, GE has released TIL 1323 with
system modifications and operational recommendations
EROSION
for the OLWW system. Please reference this TIL and
APPLICABLE TO operate the OLWW system accordingly to maximize
All commissioned F Class gas turbines with on-line overall system performance while minimizing R0 leading
water wash (OLWW) systems. edge erosion.
Experience based on fleet operational data has shown

eliminating water wash activity increases the rate of
PURPOSE
fouling build-up, which accelerates performance
To inform users that compressor blade erosion
degradation, and that daily water washes are more
inspection should be performed after a total
effective at mitigating performance loss than extended
of 100 hours of OLWW operation for all units that
interval washes.
are performing on-line water wash activities.
RECOMMENDATIONS
GE’s recommendation for the OLWW system is daily
BACKGROUND DISCUSSION
operation as needed to maintain unit cleanliness until the
Related operational history on a 9FA gas turbine unit
accumulated OLWW system operation time reaches
caused the distress on 4 rotor 0 (R0) compressor blades
~100 hours. At the 100-hour point of total system
and 1 liberated blade. Significant erosion was identified
operation, GE recommends taking dental mold
on all the leading edges of the distressed R0 blades in
impressions on the R0 blade leading edge to ensure
the unit.
blade erosion has not occurred. For F Class units with
Inspection of similar units has shown evidence of less than 100 hours of cumulative OLWW operation,
compressor blade erosion on the leading edges of R0 daily OLWW should continue to be performed to
blades. minimized unit performance degradation due to fouling.
Collected data, based on fleet experience has shown

that repair may not be necessary after 100 hours of
OLWW, however, engineering disposition is required to
determine if any corrective action is required.
Engineering can determine if further action is required
with the use of digital photo and dental molds. All
collected data should be sent to GE for analysis and
disposition.
Note: F Class units with 100 hours or more of OLWW

should cease all potential water ingestion activities,
including inlet fogging and evaporative cooler operation,
until the blades are inspected and the results are
Figure 1: Leading Edge Airfoil Liquid Erosion dispositioned by engineering. Any unit dispositioned
(25x Magnification) with 10 mils or more of R0 leading edge blade erosion
should cease all OLWW, inlet fogging and evaporative
COPYRIGHT 2003 GE
The information published in this Technical Information Letter is offered to you by GE in consideration of its ongoing sales and service relationship
with your organization. However, since the operation of your plant involves many factors not within our knowledge, and since operation of the
plant is in your control and ultimate responsibility for its continuing successful operation rests with you, GE specifically disclaims any
responsibility for liability based on claims for damage of any type, i.e. direct, consequential or special that may be alleged to have been incurred
as result of applying this information regardless of whether it is claimed that GE is strictly liable, in breach of contract, in breach of warranty,
negligent, or is in other respects responsible for any alleged injury or damage sustained by your organization as a result of applying this
information.
1 of 2
TIL 1303-1R3
cooler operation until the R0 blades can be properly

repaired or replaced by GE qualified personnel.
Contact your local GE Energy Services

representative for assistance or for additional
information.
2 of 2
Off–Line Compressor Water Washing Precautions TIL 1179–2r1
General Electric Company 1179–2r1:
OFF–LINE COMPRESSOR WATER WASHING

PRECAUTIONS
August 22, 1996
APPLICABLE TO
MS3000, MS5000, MS6000, MS7000, and MS9000 Gas Turbines
PURPOSE
* Alert users to some potential concerns in off–line compressor water
washing.
* Recommend that users develop specific compressor water washing
procedures for every unit.
This revision adds new important information and recommendations for DLN
2.0 and DLN 2.6 combustion systems concerning off–line water washing
(recommendations 5 and 6). Recommendations for units that do not have a DLN
2.0 or DLN 2.6 combustion system have not changed from the original TIL.
BACKGROUND / DISCUSSION
There have been two recent cases of severe damage to gas turbines upon
restart after an off–line water wash. In one case, a valve in the AD–8 line
was inadvertently left closed after the wash. Upon restart, this caused hot
combustion products from the combustion liners to backflow into the gas
manifold. While this incident involved a turbine with a DLN 1 combustion
system, similar incidents can occur on all gas turbines. The second case
involved a turbine with a DLN 2 combustion system, water was not completely
drained from the low points in the gas fuel system, resulting in the
potential for gas fuel maldistribution and local combustion disturbances.
The resulting flashback (flame traveled upstream and anchored on the
premixed injectors) caused severe distress to the combustion system and
some hot gas path parts.
TIL 1179–2r1 Off–Line Compressor WaterWashing Precautions
Also, a root cause analysis of another recent flashback of a DLN 2

combustion system on a 7FA gas turbine determined the flashback was
potentially caused by residual water–wash water entering the turbine during
the Lean–Lean to Premix transfer. The water is believed to have blown out
of the secondary nozzles causing a large load dip, followed by a transfer
out of and back into premix. During this sequence, flashback of two
tertiary fuel nozzles is believed to have occurred.
During the outage prior to the suspected flashback incident, an off–line

water wash was performed on the unit, with chamber 2 through 11 gas
pigtails disconnected from the chambers. After the wash, all low point
drains were opened to remove water in the fuel piping system. Several days
after the suspected flashback event, the gas piping low point drains were
checked. Soapy water was found in two of the gas manifold drains indicating
that water entered the gas piping through gas pigtails from chambers 1, 12,
13, and 14.
While the root cause analysis of this flashback incident continues and the
effects of the water wash may not be the sole contributor, the
recommendations made below are prudent to avoid future similar incidents.
RECOMMENDATIONS
It is strongly recommended that the below actions be implemented to avoid
incidents similar to the above and to avoid damage to the gas turbine:
1. Some piping, for example, gas fuel pigtails, may collect water. This
can also apply to some lower combustion chambers. Prior to restart of
the unit, all collected water must be thoroughly drained from all gas
turbine areas, with special emphasis on piping and other system low
points that could accumulate water during off–line water washing. If
low point drains cannot be installed or users prefer not to install
them, a procedure must be developed that requires separating the
flanges on above piping to drain accumulated water after the water
wash is complete.
Off–Line Compressor Water Washing Precautions TIL 1179–2r1
2. Following water wash and rinse cycles, the dry–out crank cycle should
continue until no water is observed draining from any low point drain.
Following restoration of the piping, subsequent turbine restart should
be carefully monitored. Any operational abnormalities during restart,
especially during acceleration to FSNL and all gas mode transfers,
that might indicate all wash water has not been drained, should result
in an operator trip of the unit. Further draining and purging of
piping should then be performed to ensure all water is removed. These
abnormalities include:
– Flame out of one or more combustors
– Increased exhaust temperature spreads
– Increased NOx emissions while in pre–mixed mode.
3. A check–off system (which could borrow elements used in Lock Out / Tag
Out procedures) should be considered as a means to assure proper
positioning of all water wash isolation valves during and after the
water wash.
4. Because piping is not always identical on all units, users are

requested to develop a unit specific water wash procedure that
addresses issues of valve operation, water drainage, effluent
collection/disposal etc. Users should refer to publication GEK–103623
”Gas Turbine Compressor Washing” as a reference to aid in the
development of their unit–specific procedure(s).
For appropriate management of any wash water collected see TIL 1137–3
”Off–Line Compressor Wash Effluents”.
Recommendations 5 and 6 apply specifically to DLN 2.0 and/or DLN 2.6

combustion systems:
5. During off–line water wash on all turbines with

DLN 2.0 and DLN 2.6 combustion systems, all four gas fuel pigtails to
all combustion chambers should be blanked at the end cover. Following
off–line water wash, these connections must be restored using new
gaskets and proper procedures to ensure a leak–free assembly.
TIL 1179–2r1 Off–Line Compressor WaterWashing Precautions
6. For DLN 2.0 units, after the off–line water wash, when the machine is
first fired it should be held in piloted premix for at least 10
minutes at constant load before transferring to premix. This can be
done manually by preselecting piloted premix operation when the unit
is started. Once the unit has run for at least 10 minutes in piloted
premix, it can be manually released to the normal premix operation.
COPYRIGHT 1995, GE
GE Power Systems

518 • 385 • 2211 TX: 145354
Tab 20
GE Power Systems
FUNDAMENTALS OF SPEEDTRONIC
MARK V CONTROL SYSTEM
SPEEDTRONIC Mark V Control contains a num- celeration, speed, temperature, shutdown, and
ber of control, protection and sequencing systems manual control functions illustrated in Figure 1.
designed for reliable and safe operation of the gas Sensors monitor turbine speed, exhaust tempera-
turbine. It is the objective of this chapter to describe ture, compressor discharge pressure, and other pa-
how the gas turbine control requirements are met, rameters to determine the operating conditions of
using simplified block diagrams and one–line dia- the unit. When it is necessary to alter the turbine op-
grams of the SPEEDTRONIC Mark V control, erating conditions because of changes in load or am-
protection, and sequencing systems. A generator bient conditions, the control modulates the flow of
drive gas turbine is used as the reference. fuel to the gas turbine. For example, if the exhaust
temperature tends to exceed its allowable value for a
CONTROL SYSTEM given operating condition, the temperature control
system reduces the fuel supplied to the turbine and
Basic Design thereby limits the exhaust tempera-
Control of the gas turbine is done by the startup, ac- ture.
TO CRT DISPLAY
FUEL
TEMPERATURE
TO CRT DISPLAY
FSR
FUEL
SPEED MINIMUM SYSTEM
VALUE
SELECT
LOGIC
ACCELERATION
RATE TO TURBINE
TO CRT
DISPLAY
START
UP
SHUT
DOWN
MANUAL
id0043
Figure 1 Simplified Control Schematic
Operating conditions of the turbine are sensed and modes of acceleration, manual FSR, and shutdown
utilized as feedback signals to the SPEEDTRONIC operate in a similar manner.
control system. There are three major control loops –
startup, speed, and temperature – which may be in Fuel Stroke Reference (FSR) is the command signal
control during turbine operation. The output of these for fuel flow. The minimum value select gate con-
control loops is connected to a minimum value gate nects the output signals of the six control modes to
circuit as shown in Figure 1. The secondary control the FSR controller; the lowest FSR output of the six
A00023 rev.A 8/16/93 1 FUNDAMENTALS OF SPEEDTRONIC
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LOGIC FSRSU <R><S><T>

START-UP
CQTC CONTROL
<R><S><T>
FSR FSRACC ACCELERATION
TNHAR CONTROL
LOGIC TNH
TNH TNHAR
FSRMIN
FSRSU FSR
<R><S><T>
LOGIC FSRMAN MANUAL FSR FSRACC
FSRC FSRMAN
FSRSD FSR
MIN
FSRN GATE
FSRT
LOGIC FSRSD
<R><S><T>
FSRC SHUTDOWN
TNHCOR FSRMIN CONTROL
FSR
CQTC
FSRMIN
SPEED CONTROL <R><S><T>

LOGIC
QTBA
TCQC
TNH
77NH PR/D FSRN
LOGIC TNR
TNR
LOGIC TNRI ISOCHRONOUS

TNRI ONLY
TEMPERATURE CONTROL
LOGIC TTRX
TBQB
TCQC <R><S><T>
96CD A/D
TTRX FSRT
FSR
LOGIC
<R><S><T>
FSR
TBQA TTXM
TCQA
TTXD <R><S><T> TTXM
TTXD A/D
MEDIAN
id0038V
Figure 2 Block Diagram – Control Schematic
FUNDAMENTALS OF SPEEDTRONIC 2 A00023 rev. A 8/16/93

GE Power Systems
control loops is allowed to pass through the gate to –L14HM Minimum Speed (approx. 16%
the fuel control system as the controlling FSR. The speed)
controlling FSR will establish the fuel input to the
–L14HA Accelerating Speed (approx. 50%
turbine at the rate required by the system which is in
speed)
control. Only one control loop will be in control at
any particular time and the control loop which is –L14HS Operating Speed (approx. 95%
controlling FSR will be displayed on the CRT. speed)
Figure 2 shows a more detailed schematic of the The zero–speed detector, L14HR, provides the sig-
control loops. This can be referenced during the ex- nal when the turbine shaft starts or stops rotating.
planation of each loop to show the interfacing. When the shaft speed is below 14HR, or at zero–
speed, L14HR picks–up (fail safe) and the permis-
sive logic initiates ratchet or slow–roll operation
Start–up/Shutdown Sequence and Control during the automatic start–up/cooldown sequence
of the turbine.
Start–up control brings the gas turbine from zero The minimum speed detector L14HM indicates that
speed up to operating speed safely by providing the turbine has reached the minimum firing speed
proper fuel to establish flame, accelerate the turbine, and initiates the purge cycle prior to the introduction
and to do it in such a manner as to minimize the low of fuel and ignition. The dropout of the L14HM
cycle fatigue of the hot gas path parts during the se- minimum speed relay provides several permissive
quence. This involves proper sequencing of com- functions in the restarting of the gas turbine after
mand signals to the accessories, starting device and shutdown.
fuel control system. Since a safe and successful
start–up depends on proper functioning of the gas The accelerating speed relay L14HA pickup indi-
turbine equipment, it is important to verify the state cates when the turbine has reached approximately
of selected devices in the sequence. Much of the 50 percent speed; this indicates that turbine start–up
control logic circuitry is associated not only with ac- is progressing and keys certain protective features.
tuating control devices, but enabling protective cir-
The high–speed sensor L14HS pickup indicates
cuits and obtaining permissive conditions before
when the turbine is at speed and that the accelerating
proceeding. sequence is almost complete. This signal provides
General values for control settings are given in this the logic for various control sequences such as stop-
description to help in the understanding of the oper- ping auxiliary lube oil pumps and starting turbine
ating system. Actual values for control settings are shell/exhaust frame blowers.
given in the Control Specifications for a particular Should the turbine and generator slow during an un-
machine. derfrequency situation, L14HS will drop out at the
under–frequency speed setting. After L14HS drops
Speed Detectors out the generator breaker will trip open and the Tur-
bine Speed Reference (TNR) will be reset to
An important part of the start–up/shutdown se- 100.3%. As the turbine accelerates, L14HS will
quence control of the gas turbine is proper speed again pick up; the turbine will then require another
sensing. Turbine speed is measured by magnetic start signal before the generator will attempt to auto–
pickups and will be discussed under speed control. synchronize to the system again.
The following speed detectors and speed relays are
typically used: The actual settings of the speed relays are listed in
the Control Specification and are programmed in the
–L14HR Zero–Speed (approx. 0% speed) <RST> processors as EEPROM control constants.
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START–UP CONTROL While the turbine is at rest, electronic checks are

made of the fuel system stop and control valves, the
accessories, and the voltage supplies. At this time,
The start–up control operates as an open loop con- “SHUTDOWN STATUS” will be displayed on the
trol using preset levels of the fuel command signal CRT. Activating the Master Operation Switch (L43)
FSR. The levels are: “ZERO”, “FIRE”, “WARM– from “OFF” to an operating mode will activate the
UP”, “ACCELERATE” and “MAX”. The Control ready circuit. If all protective circuits and trip latches
Specifications provide proper settings calculated for are reset, the “STARTUP STATUS” and “READY
the fuel anticipated at the site. The FSR levels are set TO START” messages will be displayed, indicating
as Control Constants in the SPEEDTRONIC Mark that the turbine will accept a start signal. Clicking on
V start–up control. the “START” Master Control Switch (L1S) and
“EXECUTE” will introduce the start signal to the
Start–up control FSR signals operate through the logic sequence.
minimum value gate to ensure that other control
functions can limit FSR as required. The start signal energizes the Master Control and
Protection circuit (the “L4” circuit) and starts the
The fuel command signals are generated by the necessary auxiliary equipment. The “L4” circuit
SPEEDTRONIC control start–up software. In addi- permits pressurization of the trip oil system and en-
tion to the three active start–up levels, the software gages the starting clutch if applicable. With the “L4”
sets maximum and minimum FSR and provides for circuit permissive and the starting clutch engaged,
manual control of FSR. Clicking on the targets for the starting device starts turning. Startup status mes-
“MAN FSR CONTROL” and “FSR GAG RAISE sage “STARTING” will be displayed on the CRT.
OR LOWER” allows manual adjustment of FSR See point “A” on the Typical Start–up Curve Figure
setting between FSRMIN and FSRMAX. 3.
SPEED – %
100
80
ACCELERATE
IGNITION &
CROSSFIRE WARMUP
60 IGV – DEGREES
START 1 MIN
AUXILIARIES &
DIESEL WARMUP
Tx – °F/10
40 PURGE COAST
DOWN
20
FSR – %
0
A B D
APPROXIMATE TIME – MINUTES id0093
Figure 3 Mark V Start-up Curve
When the turbine ‘breaks away’ (starts to rotate), the clutch then requires torque from the starting device
L14HR signal de–energizes starting clutch solenoid to maintain engagement. The turbine speed relay
20CS and shuts down the hydraulic ratchet. The L14HM indicates that the turbine is turning at the
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speed required for proper purging and ignition in the then controlled by the speed loop and the auxiliary
combustors. Gas fired units that have exhaust con- systems are automatically shut down.
figurations which can trap gas leakage (i.e., boilers) The start–up control software establishes the maxi-
have a purge timer, L2TV, which is initiated with the mum allowable levels of FSR signals during start–
L14HM signal. The purge time is set to allow three up. As stated before, other control circuits are able to
to four changes of air through the unit to ensure that reduce and modulate FSR to perform their control
any combustible mixture has been purged from the functions. In the acceleration phase of the start–up,
system. The starting means will hold speed until FSR control usually passes to acceleration control,
L2TV has completed its cycle. Units which do not which monitors the rate of rotor acceleration. It is
have extensive exhaust systems may not have a possible, but not normal, to reach the temperature
purge timer, but rely on the starting cycle and natural control limit. The CRT display will show which pa-
draft to purge the system. rameter is limiting or controlling FSR.
The L14HM signal or completion of the purge cycle Fired Shutdown
(L2TVX) ‘enables’ fuel flow, ignition, sets firing
level FSR, and initiates the firing timer L2F. See A normal shutdown is initiated by clicking on the
point “B” on Figure 3. When the flame detector out- “STOP” target (L1STOP) and “EXECUTE”; this
put signals indicate flame has been established in the will produce the L94X signal. If the generator break-
combustors (L28FD), the warm–up timer L2W er is closed when the stop signal is initiated, the Tur-
starts and the fuel command signal is reduced to the bine Speed Reference (TNR) counts down to reduce
“WARM–UP” FSR level. The warm–up time is pro- load at the normal loading rate until the reverse pow-
vided to minimize the thermal stresses of the hot gas er relay operates to open the generator breaker; TNR
path parts during the initial part of the start–up. then continues to count down to reduce speed. When
the STOP signal is given, shutdown Fuel Stroke Ref-
If flame is not established by the time the L2F timer erence FSRSD is set equal to FSR.
times out, typically 60 seconds, fuel flow is halted.
When the generator breaker opens, FSRSD ramps
The unit can be given another start signal, but firing
from existing FSR down to a value equal to
will be delayed by the L2TV timer to avoid fuel ac-
FSRMIN, the minimum fuel required to keep the
cumulation in successive attempts. This sequence
turbine fired. FSRSD latches onto FSRMIN and de-
occurs even on units not requiring initial L2TV
creases with corrected speed. When turbine speed
purge.
drops below a defined threshold (Control Constant
At the completion of the warm–up period (L2WX), K60RB) FSRSD ramps to a blowout of one flame
the start–up control ramps FSR at a predetermined detector. The sequencing logic remembers which
rate to the setting for “ACCELERATE LIMIT”. The flame detectors were functional when the breaker
start–up cycle has been designed to moderate the opened. When any of the functional flame detectors
highest firing temperature produced during accel- senses a loss of flame, FSRMIN/FSRSD decreases
eration. This is done by programming a slow rise in at a higher rate until flame–out occurs, after which
FSR. See point “C” on Figure 3. As fuel is increased, fuel flow is stopped.
the turbine begins the acceleration phase of start–up. During coastdown on units having motor driven at-
The clutch is held in as long as the starting device omizing air booster compressors, the booster is
provides torque to the gas turbine. When the turbine started at L14HS drop out to prevent exhaust smoke
overruns the starting device, the clutch will disen- during the shut down. Units not having motor driven
gage, shutting down the starting device. Speed relay boosters may require higher fuel shut off speed to
L14HA indicates the turbine is accelerating. avoid smoke.
The start–up phase ends when the unit attains full– Fired shut down is an improvement over the former
speed–no–load (see point “D” on Figure 3). FSR is fuel shut off at L14HS drop out. By maintaining
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flame down to a lower speed there is significant regenerator speed (TNH) and the called–for speed
duction in the strain developed on the hot gas path reference (TNR).
parts at the time of fuel shut off.
The called–for–speed, TNR, determines the load of
the turbine. The range for generator drive turbines is
normally from 95% (min.) to 107% (max.) speed.
SPEED CONTROL The start–up speed reference is 100.3% and is preset
when a “START” signal is given.
The Speed Control System controls the speed and
load of the gas turbine generator in response to the TNR MAX. HIGH SPEED STOP
actual turbine speed signal and the called–for speed 107
reference. While on speed control the control mode

message “SPEED CTRL”will be displayed.
104
Speed Signal
REFERENCE % (TNR)
Three magnetic sensors are used to measure the SPEED
speed of the turbine. These magnetic pickup sensors 100
“FSNL”
(77NH–1,–2,–3) are high output devices consisting
FULL SPEED NO LOAD FSR
RATED FSR
of a permanent magnet surrounded by a hermetically
sealed case. The pickups are mounted in a ring
around a 60–toothed wheel on the gas turbine com- MINIMUM FSR
pressor rotor. With the 60–tooth wheel, the frequen-
MAX FSR
cy of the voltage output in Hertz is exactly equal to
the speed of the turbine in revolutions per minute. 95
LOW SPEED STOP
TNR MIN.
The voltage output is affected by the clearance be- FUEL STROKE REFERENCE (LOAD)
(FSR)
id0044
tween the teeth of the wheel and the tip of the mag-
netic pickup. Clearance between the outside Figure 4 Droop Control Curve
diameter of the toothed wheel and the tip of the mag-
netic pickup should be kept within the limits speci- The turbine follows to 100.3% TNH for synchro-
fied in the Control Specifications (approx. 50 mils). nization. At this point the operator can raise or lower
If the clearance is not maintained within the speci- TNR, in turn raising or lowering TNH, via the
fied limits, the pulse signal can be distorted. Turbine 70R4CS switch on the generator control panel or by
speed control would then operate in response to the clicking on the targets on the CRT, if required. Refer
incorrect speed feedback signal. to Figure 4. Once the generator breaker is closed
onto the power grid, the speed is held constant by the
The signal from the magnetic pickups is brought into grid frequency. Fuel flow in excess of that necessary
the Mark V panel, one mag pickup to each controller to maintain full speed no load will result in increased
<RST>, where it is monitored by the speed control power produced by the generator. Thus the speed
software. control loop becomes a load control loop and the
speed reference is a convenient control of the de-
Speed/Load Reference sired amount of load to be applied to the turbine–
generator unit.
The speed control software will change FSR in pro- Droop speed control is a proportional control,
portion to the difference between the actual turbine– changing FSR in proportion to the difference be-
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tween actual turbine speed and the speed reference. Normally 4% droop is selected and the setpoint is
Any change in actual speed (grid frequency) will calibrated such that 104% setpoint will generate a
cause a proportional change in unit load. This pro- speed reference which will produce an FSR result-
portionality is adjustable to the desired regulation or ing in base load at design ambient temperature. If the
“Droop”. The speed vs. FSR relationship is shown unit has “PEAK” capability, 104% TNR will pro-
on Figure 4. duce an FSR resulting in peak load.
When operating on droop control, the full–speed–
If the entire grid system tends to be overloaded, grid no–load FSR setting calls for a fuel flow which is
frequency (or speed) will decrease and cause an FSR sufficient to maintain full speed with no generator
increase in proportion to the droop setting. If all load. By closing the generator breaker and raising
units have the same droop, all will share a load in- TNR via raise/lower, the error between speed and
crease equally. Load sharing and system stability are reference is increased. This error is multiplied by a
the main advantages of this method of speed control. gain constant dependent on the desired droop setting
<RST>
SPEED CONTROL
FSNL
TNR
SPEED
REFERENCE
+ ERROR + FSRN
+
– SIGNAL
TNH
SPEED
DROOP
<RST>
SPEED CHANGER LOAD SET POINT
MAX. LIMIT
L83SD
RATE
MEDIAN
L70R SELECT
RAISE
L70L
LOWER
L83PRES TNR
PRESET SPEED
LOGIC REFERENCE
PRESET
OPERATING
L83TNROP MIN.
MIN. SELECT LOGIC
START-UP
OR SHUTDOWN
id0040
Figure 5 Speed Control Schematic

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and added to the FSNL FSR setting to produce the trol can drive FSR to zero and are not influenced by
required FSR to take more load and thus assist in FSRMIN.
holding the system frequency. Refer to Figures 4 and
5. Synchronizing
The minimum FSR limit (FSRMIN) in the SPEED-
TRONIC Mark V system prevents the speed control Automatic synchronizing is accomplished using
circuits from driving the FSR below the value which synchronizing algorithms programmed into <RST>
would cause flameout during a transient condition. and software. Bus and generator voltage signals
For example, with a sudden rejection of load on the are input to the core which contains isolation
turbine, the speed control system loop would want to transformers, and are then paralleled to <RST>.
drive the FSR signal to zero, but the minimum FSR <RST> software drives the synch check and synch
setting establishes the minimum fuel level that pre- permissive relays, while provides the actual
vents a flameout. Temperature and/or start–up con- breaker close command. See Figure 6.
<XYZ>
AUTO SYNCH
<RST>
AUTO SYNCH
PERMISSIVE
CALCULATED PHASE WITHIN LIMITS AND
GEN VOLTS A CALCULATED SLIP WITHIN LIMITS

A>B L25
REF B AND L83AS BREAKER
AUTO SYNCH CLOSE
CALCULATED ACCELERATION
PERMISSIVE
LINE VOLTS
A
A>B CALCULATED BREAKER LEAD TIME
REF B
id0048V
Figure 6 Synchronizing Control Schematic

There are three basic synchronizing modes. These tem frequency has varied enough to cause an
may be selected from external contacts, i.e., genera- unacceptable slip frequency (difference between
tor panel selector switch, or from the SPEEDTRON- generator frequency and grid frequency), the speed
IC Mark V CRT. matching circuit adjusts TNR to maintain turbine
speed 0.20% to 0.40% faster than the grid to assure
1. OFF – Breaker will not be closed by SPEED- the correct slip frequency and permit synchronizing.
TRONIC Mark V control
For added protection a synchronizing check relay is
2. MANUAL – Operator initiated breaker closure provided in the generator panel. It is used in series
when permissive synch check relay 25X is satis- with both the auto synchronizing relay and the
fied manual breaker close switch to prevent large out–
3. AUTO – System will automatically match volt- of–phase breaker closures.
age and speed and then close the breaker at the
appropriate time to hit top dead center on the
synchroscope ACCELERATION CONTROL
For synchronizing, the unit is brought to 100.3% Acceleration control compares the present value of
speed to keep the generator “faster” than the grid, as- the speed signal with the value at the last sample
suring load pick–up upon breaker closure. If the sys- time. The difference between these two numbers is a
GE Power Systems
measure of the acceleration. If the actual accelera- the “firing temperature” of the gas turbine; it is this
tion is greater than the acceleration reference, temperature that must be limited by the control sys-
FSRACC is reduced, which will reduce FSR, and tem. From thermodynamic relationships, gas tur-
consequently the fuel to the gas turbine. During bine cycle performance calculations, and known site
start–up the acceleration reference is a function of conditions, firing temperature can be determined as
turbine speed; acceleration control usually takes a function of exhaust temperature and the pressure
over from speed control shortly after the warm–up ratio across the turbine; the latter is determined from
period and brings the unit to speed. At “Complete the measured compressor discharge pressure (CPD).
Sequence”, which is normally 14HS pick–up, the The temperature control system is designed to mea-
acceleration reference is a Control Constant, nor- sure and control turbine exhaust temperature rather
mally 1% speed/second. After the unit has reached than firing temperature because it is impractical to
100% TNH, acceleration control usually serves only measure temperatures directly in the combustion
to contain the unit’s speed if the generator breaker chambers or at the turbine inlet. This indirect control
should open while under load. of turbine firing temperature is made practical by
utilizing known gas turbine aero– and thermo–dy-
namic characteristics and using those to bias the ex-
haust temperature signal, since the exhaust
temperature alone is not a true indication of firing
ISOTHERMAL
temperature.
EXHASUT TEMPERATURE (Tx)
Firing temperature can also be approximated as a

function of exhaust temperature and fuel flow (FSR)
and as a function of exhaust temperature and genera-
tor output (DWATT). Either FSR or megawatt ex-
haust temperature control curves are used as
back–up to the primary CPD–biased temperature
control curve.
These relationships are shown on Figures 7 and 8.
The lines of constant firing temperature are used in
the control system to limit gas turbine operating
COMPRESSOR DISCHARGE PRESSURE (CPD)
id0045 temperatures, while the constant exhaust tempera-
Figure 7 Exhaust Temperature vs.
ture limit protects the exhaust system during start–
Compressor Discharge Pressure up.
Exhaust Temperature Control Hardware

TEMPERATURE CONTROL
Chromel–Alumel exhaust temperature thermocou-
The Temperature Control System will limit fuel ples are used and, depending on the gas turbine mod-
flow to the gas turbine to maintain internal operating el, there may be 13 to 27. These thermocouples are
temperatures within design limitations of turbine mounted in the exhaust plenum in an axial direction
hot gas path parts. The highest temperature in the gas circumferentially around the exhaust diffuser. They
turbine occurs in the flame zone of the combustion have individual radiation shields that allow the ra-
chambers. The combustion gas in that zone is di- dial outward diffuser flow to pass over these 1/16”
luted by cooling air and flows into the turbine sec- diameter (1.6mm) stainless steel sheathed thermo-
tion through the first stage nozzle. The temperature couples at high velocity, minimizing the cooling ef-
of that gas as it exits the first stage nozzle is known as fect of the longer time constant, cooler plenum
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mand signal to the analog control system to limit ex-

haust temperature.
Temperature Control Command Program

ISOTHERMAL
The temperature control command program

compares the exhaust temperature control setpoint
with the measured gas turbine exhaust temperature
as obtained from the thermocouples mounted in the
exhaust plenum; these thermocouples are scanned
and cold junction corrected by programs described
later. These signals are accessed by <RST> as well
as <C>. The temperature control command program
in <RST> (Figure 9) reads the exhaust thermocou-
ple temperature values and sorts them from the high-
FUEL STROKE REFERENCE (FSR) est to the lowest. This array (TTXD2) is used in the
id0046
combustion monitor program as well as in the Tem-
Figure 8 Exhaust Temperature vs. Fuel perature Control Program. In the Temperature Con-
Control Command Signal
trol Program all exhaust thermocouple inputs are
monitored and if any are reading too low as
walls. The signals from these individual, un- compared to a constant, they will be rejected. The
grounded detectors are sent to the SPEEDTRONIC highest and lowest values are then rejected and the
Mark V control panel through shielded thermocou- remaining values are averaged, that average being
ple cables and are divided amongst controllers the TTXM signal.
<RST>.
If a Controller should fail, this program will ignore
the readings from the failed Controller. The TTXM
Exhaust Temperature Control Software signal will be based on the remaining Controllers’
thermocouples and an alarm will be generated.
The software contains a series of application pro- The TTXM value is used as the feedback for the ex-
grams written to perform the exhaust temperature haust temperature comparator because the value is
control and monitoring functions such as digital and not affected by extremes that may be the result of
analog input scan. A major function is the exhaust faulty instrumentation. The temperature–control–
temperature control, which consists of the following command program in <RST> compares the exhaust
programs: temperature control setpoint (calculated in the tem-
perature–control–bias program and stored in the
1. Temperature control command
computer memory) TTRXB to the TTXM value to
2. Temperature control bias calculations determine the temperature error. The software pro-
gram converts the temperature error to a fuel stroke
3. Temperature reference selection reference signal, FSRT.
The temperature control software determines the
cold junction compensated thermocouple readings, Temperature Control Bias Program
selects the temperature control setpoint, calculates
the control setpoint value, calculates the representa- Gas turbine firing temperature is determined by the
tive exhaust temperature value, compares this value measured parameters of exhaust temperature and
with the setpoint, and then generates a fuel com- compressor discharge pressure (CPD) or exhaust
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<RST>
.
TO
COMBUSTION
TTXDR TTXD2 MONITOR
TTXDS SORT
HIGHEST
TO
TTXDT LOWEST
REJECT REJECT
HIGH AVERAGE TTXM
LOW
TC’s AND REMAINING
QUANTITY LOW
OF TC’s USED
<RST> <RST>
TEMPERATURE TEMPERATURE CONTROL

CORNER CONTROL
REFERENCE
FSRMIN
CPD
FSRMAX
SLOPE
TTRXB
MIN MEDIAN
SELECT SELECT FSRT
SLOPE
TTXM
+
FSR +
GAIN
CORNER
FSR
ISOTHERMAL
id0032V
Figure 9 Temperature Control Schematic
temperature and fuel consumption (proportional to

FSR). In the computer, firing temperature is limited DIGITAL
COMPUTER
INPUT
by a linearized function of exhaust temperature and DATA MEMORY
CPD backed up by a linearized function of exhaust

temperature and FSR (See Figure 8). The tempera-
ture control bias program (Figure 10) calculates the SELECTED TEMPERATURE
exhaust temperature control setpoint TTRXB based TEMPERATURE CONTROL COMPUTER
REFERENCE BIAS MEMORY
TABLE
on the CPD data stored in computer memory and PROGRAM
constants from the selected temperature–reference

table. The program calculates another setpoint based
on FSR and constants from another temperature– CONSTANT
STORAGE
reference table.
id0023
Figure 11 is a graphical illustration of the control set- Figure 10 Temperature Control Bias
points. The constants TTKn_C (CPD bias corner) corner) and TTKn_M (FSR bias slope) are used with
and TTKn_S (CPD bias slope) are used with the the FSR data to determine the FSR bias exhaust tem-
CPD data to determine the CPD bias exhaust temperature setpoint. The values for these constants are
perature setpoint. The constants TTKn_K (FSR bias given in the Control Specifications–Control System
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Settings drawing. The temperature–control–bias Temperature Reference Select Program

program also selects the isothermal setpoint
TTKn_I. The program selects the minimum of the The exhaust temperature control function selects
three setpoints, CPD bias, FSR bias, or isothermal control setpoints to allow gas turbine operation at
for the final exhaust temperature control reference. various firing temperatures. The temperature–refer-
During normal operation with gas or light distillate ence–select program (Figure 12) determines the op-
fuels, this selection results in a CPD bias control erational level for control setpoints based on digital
with an isothermal limit, as shown by the heavy lines input information representing temperature control
on Figure 11. The CPD bias setpoint is compared requirements. Three digital input signals are de-
with the FSR bias setpoint by the program and an coded to select one set of constants which define the
alarm occurs when the CPD setpoint is higher. For control setpoints necessary to meet those require-
units operating with heavy fuel, FSR bias control ments. Typical digital signals are “BASE SE-
will be selected to minimize the effect of turbine LECT”, “PEAK SELECT” and “HEAVY FUEL
nozzle plugging on firing temperature. The FSR bias SELECT” and are selected by clicking on the ap-
setpoint will then be compared with the CPD bias propriate target on the operator interface CRT. For
setpoint and an alarm will occur when the FSR set- example, the “PEAK SELECT” signal determines
point exceeds the CPD setpoint. A ramp function is operation at PEAK (vs. BASE) firing temperature.
provided in the program to limit the rate at which the When the appropriate set of constants are selected,
setpoint can change. The maximum and minimum they are stored in the selected–temperature–refer-
change in ramp rates (slope) are programmed in ence memory.
constants TTKRXR1 and TTKRXR2. Consult the
Control Sequence Program (CSP) and the Control
Specifications drawing for the block diagram il- FUEL CONTROL SYSTEM
lustration of this function and the value of the
constants. Typical rate change limit is 1.5°F per se- The gas turbine fuel control system will change fuel
cond. The output of the ramp function is the exhaust flow to the combustors in response to the fuel stroke
temperature control setpoint which is stored in the reference signal (FSR). FSR actually consists of two
computer memory. separate signals added together, FSR1 being the
called–for liquid fuel flow and FSR2 being the
called–for gas fuel flow; normally, FSR1 + FSR2 =
FSR. Standard fuel systems are designed for opera-
tion with liquid fuel and/or gas fuel. This chapter
will describe a dual fuel system. It starts with the ser-
vo drive system, where the setpoint is compared
EXHAUST TEMPERATURE
TTKn_K with the feedback signal and converted to a valve

TTKn_I ISOTHERMAL
TTKn_C
TEMPERATURE SELECTED
DIGITAL REFERENCE TEMPERATURE
INPUT DATA SELECT REFERENCE
TABLE
CPD CONSTANT
FSR STORAGE
id0054
Figure 11 Exhaust Temperature Control Setpoints id0106
Figure 12 Temperature Reference Select Program

GE Power Systems
position. It will describe liquid, gas and dual fuel op- If the hydraulic actuator is a double–action piston,
eration and how the FSR from the control systems the control signal positions the servovalve so that it
previously described is conditioned and sent as a set ports high–pressure oil to either side of the hydraulic
point to the servo system. actuator. If the hydraulic actuator has spring return,
hydraulic oil will be ported to one side of the cylin-
Servo Drive System der and the other to drain. A feedback signal pro-
vided by a linear variable differential transformer
(LVDT, Figure 13) will tell the control whether or
The heart of the fuel system is a three coil electro– not it is in the required position. The LVDT outputs
hydraulic servovalve (servo) as shown in Figure 13. an AC voltage which is proportional to the position
The servovalve is the interface between the electri- of the core of the LVDT. This core in turn is con-
cal and mechanical systems and controls the direc- nected to the valve whose position is being con-
tion and rate of motion of a hydraulic actuator based trolled; as the valve moves, the feedback voltage
on the input current to the servo. changes. The LVDT requires an exciter voltage
3-COIL TORQUE MOTOR
which is provided by the TCQC card.
TORQUE
Figure 14 shows the major components of the servo
MOTOR
ARMATURE
TORQUE
MOTOR
positioning loops. The digital (microprocessor sig-
N N nal) to analog conversion is done on the TCQA card;
this represents called–for fuel flow. The called–for
JET TUBE
FORCE
fuel flow signal is then compared to a feedback rep-
S S
FEEDBACK
SPRING resenting actual fuel flow. The difference is ampli-
FAIL
fied on the TCQC card and sent through the QTBA
SAFE
BIAS card to the servo. This output to the servos is moni-
SPRING
tored and there will be an alarm on loss of any one of
the three signals from <RST>.
Â
P R P
1 2 Liquid Fuel Control
SPOOL VALVE FILTER The liquid fuel system consists of fuel handling
PS
DRAIN
components and electrical control components.
1350 PSI
Some of the fuel handling components are: primary
fuel oil filter (low pressure), fuel oil stop valve, fuel
HYDRAULIC
pump, fuel bypass valve, fuel pump pressure relief
ACTUATOR valve, secondary fuel oil filter (high pressure), flow
divider, combined selector valve/pressure gauge as-
TO <RST> LVDT
sembly, false start drain valve, fuel lines, and fuel

id0029 nozzles. The electrical control components are: liq-
Figure 13 Electrohydraulic Servovalve uid fuel pressure switch (upstream) 63FL–2, fuel oil
The servovalve contains three electrically isolated stop valve limit switch 33FL, fuel pump clutch sole-
coils on the torque motor. Each coil is connected to noid 20CF, liquid fuel pump bypass valve servo-
one of the three Controllers <RST>. This provides valve 65FP, flow divider magnetic speed pickups
redundancy should one of the Controllers or coils 77FD–1, –2, –3 and SPEEDTRONIC control cards
fail. There is a null–bias spring which positions the TCQC and TCQA. A diagram of the system show-
servo so that the actuator will go to the fail safe posi- ing major components is shown in Figure 15.
tion should ALL power and/or control signals be The fuel bypass valve is a hydraulically actuated
lost. valve with a linear flow characteristic. Located
TBQC <R> DCC_ <R>
POS3H Control Sequence Program
POS3L
TCQA <R> TCQC <R> QTBA<R>
Offset Gain 126 Hz

A/D
Offset Gain
Maximum
of two
A/D Assigned D/A
LVDT/Rs
Offset Gain
7.0 Vrms @ 3.2 KHz

A/D
Type 43 Regulator
14
GCV – Gas Control Valve
from SRV to manifold
ÂÂÂ
Servovalve command
ÂÂÂ
ÂÂÂ
GCV
LVDT Excitation Actuator
ÂÂÂ
LVDT’S
LVDT Feedback
Typical Servovalve Control Loop

Gas Control Valve
Servovalve 65GC
GE Power Systems
between the inlet (low pressure) and discharge (high fuel necessary to meet the control system fuel de-
pressure) sides of the fuel pump, this valve bypasses mand. It is positioned by servo valve 65FP, which
excess fuel delivered by the fuel pump back to the receives its signal from the controllers.
fuel pump inlet, delivering to the flow divider the
<RST>
FSR1 FQ1 <RST>
FQROUT <RST>
TCQA
TNH TCQA
L4 TCQC
L20FLX PR/A
BY-PASS VALVE ASM.
P R 65FP TYPICAL
40µ DIFFERENTIAL FLOW FUEL NOZZLES
PRESSURE GUAGE DIVIDER
77FD-1
63FL-2 OH
HYDRAULIC COMBUSTION
SUPPLY CHAMBER
OFV
FUEL CONN. FOR PURGE

STOP WHEN REQUIRED
VALVE VR4
OF AD
MAIN FUEL PUMP

ATOMIZING
AIR
33FL
ACCESSORY
GEAR FALSE START
DRIVE DRAIN VALVE
OLT-
CONTROL CHAMBER OFD
OIL 77FD-2
TO DRAIN
77FD-3
id0031V
Figure 15 Liquid Fuel Control Schematic
The flow divider divides the single stream of fuel TCQC card modulates servovalve 65FP based on in-
from the pump into several streams, one for each puts of turbine speed, FSR1 (called–for liquid fuel
combustor. It consists of a number of matched high flow), and flow divider speed (FQ1).
volumetric efficiency positive displacement gear
pumps, again one per combustor. The flow divider is Fuel Oil Control – Software
driven by the small pressure differential between the
When the turbine is run on liquid fuel oil, the control
inlet and outlet. The gear pumps are mechanically
system checks the permissives L4 and L20FLX and
connected so that they all run at the same speed,
does not allow FSR1 to close the bypass valve unless
making the discharge flow from each pump equal.
they are ‘true’ (closing the bypass valve sends fuel to
Fuel flow is represented by the output from the flow
the combustors). The L4 permissive comes from the
divider magnetic pickups (77FD–1, –2 & –3). These
Master Protective System (to be discussed later) and
are non–contacting magnetic pickups, giving a
L20FLX becomes ‘true’ after the turbine vent timer
pulse signal frequency proportional to flow divider
times out. These signals control the opening and
speed, which is proportional to the fuel flow deliv-
closing of the fuel oil stop valve. The fuel pump
ered to the combustion chambers.
clutch solenoid (20CF) is energized to drive the
pump when the stop valve opens.
The TCQA card receives the pulse rate signals from
77FD–1, –2, and –3 and outputs an analog signal The FSR signal from the controlling system goes
which is proportional to the pulse rate input. The through the fuel splitter where the liquid fuel re-
A00023 rev. A 8/16/93 15 FUNDAMENTALS OF SPEEDTRONIC
GE Power Systems
quirement becomes FSR1. The FSR1 signal is mul- Gas Fuel Control
tiplied by TNH, so fuel flow becomes a function of
speed – an important feature, particularly while the Fuel gas is controlled by the gas speed ratio/stop
unit is starting. This enables the system to have bet- valve (SRV) and gas control valve (GCV) assembly.
ter resolution at the lower, more critical speeds In all but the F–series machines, two valves are com-
where air flow is very low. This produces the bined in this assembly as shown on Figure 16; the
FQROUT signal, which is the digital liquid fuel two valves are physically separate on the F–series
flow command. At full speed TNH does not change, machines. Both are servo controlled by signals from
therefore FQROUT is directly proportional to FSR. the SPEEDTRONIC control panel and actuated by
single–acting hydraulic cylinders moving against
FQROUT then goes to the TCQA card where it is spring–loaded valve plugs.
changed to an analog signal to be compared to the
feedback signal from the flow divider. As the fuel VENT TO
ATMOSPHERE
flows into the turbine, speed sensors 77FD–1, –2,
and –3 send a signal to the TCQA card, which in turn RING MANIFOLD
outputs the fuel flow rate signal (FQ1) to the TCQC THREE
REDUNDANT
card. When the fuel flow rate is equal to the called– GAS
PRESSURE
20VG–1
TRANS-
for rate (FQ1 = FSR1), the servovalve 65FP is DUCERS TO FUEL
ATMOSPHERE
moved to the null position and the bypass valve re- 96FG–2A, B, C NOZZLES
(TYPICAL)
mains “stationary” until some input to the system STRAINER
changes. If the feedback is in error with FQROUT,
the operational amplifier on the TCQC card will PKG LK OFF
PKG LK OFF
change the signal to servovalve 65FP to drive the by- MS3002 2 Manifolds 3 Nozzles
MS5001 1 Manifold 10 Nozzles
pass valve in a direction to decrease the error. MS5002 1 Manifold 12 Nozzles
MS6001 1 Manifold 10 Nozzles
SPEED RATIO/ GAS
STOP VALVE CONTROL MS7001 1 Manifold 10 Nozzles
VALVE MS9001 1 Manifold 14 Nozzles
The flow divider feedback signal is also used for id0051
system checks. This analog signal is converted to Figure 16 Gas Fuel System
digital counts and is used in the controller’s software It is the gas control valve which controls the desired
to compare to certain limits as well as to display fuel gas fuel flow in response to the command signal
flow on the CRT. The checks made are as follows: FSR. To enable it to do this in a predictable manner,
the speed ratio valve is designed to maintain a prede-
1. L60FFLH:Excessive fuel flow on start–up termined pressure (P2) at the inlet of the gas control
valve as a function of gas turbine speed.
2. L3LFLT1:Loss of LVDT position feedback
(MS7–1 & MS9–1) The fuel gas control system consists primarily of the
following components: gas strainer, gas supply
3. L3LFBSQ:Bypass valve is not fully open when pressure switch 63FG, speed ratio/stop valve assem-
the stop valve is closed. bly, fuel gas pressure transducer(s) 96FG, gas fuel
vent solenoid valve 20VG, control valve assembly,
4. L3LFBSC:Servo current is detected when the
LVDT’s 96GC–1, –2 and 96SR–1, –2, electro–hy-
stop valve is closed.
draulic servovalves 90SR and 65GC, dump valve(s)
5. L3LFT:Loss of flow divider feedback VH–5, three pressure gauges, gas manifold with
‘pigtails’ to respective fuel nozzles, and SPEED-
If L60FFLH is true for a specified time period (nom- TRONIC control cards TBQB and TCQC. The com-
inally 2 seconds), the unit will trip; if L3LFLT1 ponents are shown interconnected schematically in
through L3LFT are true, these faults will trip the unit Figure 17. A functional explanation of each subsys-
during start–up and require manual reset. tem is contained in subsequent paragraphs.
GE Power Systems
TCQC
FPRG POS1 TCQC TCQC
POS2 GAS CONTROL GAS CONTROL

SPEED RATIO FSR2 VALVE SERVO VALVE POSITION
VALVE CONTROL FEEDBACK
FPG
TBQB 96FG-2A
96FG-2B
96FG-2C 20VG
TRANSDUCERS
VENT
COMBUSTION
CHAMBER
63FG-3
STOP/ GAS
RATIO CONTROL
VALVE VALVE
GAS
P2
Electrical
Connection GAS
MANIFOLD
Hydraulic LVDT’S LVDT’S
Piping 96SR-1,2 96GC-1,2
Gas Piping
VH5-1 DUMP
RELAY
TRIP
90SR SERVO
65GC SERVO
HYDRAULIC
SUPPLY id0059V
Figure 17 Gas Fuel Control System

GE Power Systems
Gas Control Valve card where it is converted to an analog signal. The

gas control valve stem position is sensed by the out-
The position of the gas control valve plug is intended put of a linear variable differential transformer
to be proportional to FSR2 which represents called– (LVDT) and fed back to an operational amplifier on
for gas fuel flow. Actuation of the spring–loaded gas the TCQC card where it is compared to the FSROUT
control valve is by a hydraulic cylinder controlled by input signal at a summing junction. There are two
an electro–hydraulic servovalve. LVDTs providing feedback ; two of the three con-
When the turbine is to run on gas fuel the permis- trollers are dedicated to one LVDT each, while the
sives L4, L20FGX and L2TVX (turbine purge com- third selects the highest feedback through a high–se-
plete) must be ‘true’, similar to the liquid system. lect diode gate. If the feedback is in error with
This allows the Gas Control Valve to open. The FSROUT, the operational amplifier on the TCQC
stroke of the valve will be proportional to FSR. card will change the signal to the hydraulic servo-
valve to drive the gas control valve in a direction to
FSR goes through the fuel splitter (to be discussed in decrease the error. In this way the desired relation-
the dual fuel section) where the gas fuel requirement ship between position and FSR2 is maintained and
becomes FSR2, which is then conditioned for offset the control valve correctly meters the gas fuel. See
and gain. This signal, FSROUT, goes to the TCQC Figure 18.
<RST>
OFFSET
GAIN
<RST>
FSR2 +
TBQC
+
HIGH
SELECT
L4
L3GCV
FSROUT
ANALOG
I/O
GAS CONTROL VALVE
GAS
P2
ÎÎÎ
GAS CONTROL VALVE
POSITION LOOP
ÎÎÎ
CALIBRATION
ÎÎÎ
POSITION
LVDT
LVDT’S
ELECTRICAL CONNECTION 96GC-1, -2
GAS PIPING
SERVO
HYDRAULIC PIPING VALVE FSR
id0027V
Figure 18 Gas Control Valve Control Schematic

GE Power Systems
<RST>
TNH
<RST>
GAIN
+ FPRG
OFFSET + D
A
L4
FPG
L3GRV
HIGH POS2
SELECT
96FG-2A
96FG-2B
96FG-2C
SPEED RATIO VALVE
GAS
TBQB
ÎÎÎ
96SR-1,2
LVDT’S
ÎÎÎ
ÎÎÎ
OPERATING
CYLINDER
PISTON
TRIP OIL DUMP

RELAY
SERVO
VALVE
LEGEND
HYDRAULIC
ELECTRICAL OIL ANALOG
CONNECTION I/O
MODULE
GAS PIPING
HYDRAULIC
PIPING P2
DIGITAL or PRESSURE
CONTROL VOLTAGE
TNH
Speed Ratio Valve Pressure Calibration
id0058V
Figure 19 Speed Ratio/Stop Valve Control Schematic

GE Power Systems
The plug in the gas control valve is contoured to pro- The speed ratio/stop valve provides a positive stop
vide the proper flow area in relation to valve stroke. to fuel gas flow when required by a normal shut–
The gas control valve uses a skirted valve disc and down, emergency trip, or a no–run condition. Hy-
venturi seat to obtain adequate pressure recovery. draulic trip dump valve VH–5 is located between the
High pressure recovery occurs at overall valve pres- electro–hydraulic servovalve 90SR and the hydrau-
sure ratios substantially less than the critical pres- lic actuating cylinder. This dump valve is operated
sure ratio. The net result is that flow through the by the low pressure control oil trip system. If permis-
control valve is independent of valve pressure drop. sives L4 and L3GRV are ‘true’ the trip oil (OLT) is at
Gas flow then is a function of valve inlet pressure P2 normal pressure and the dump valve is maintained in
and valve area only. a position that allows servovalve 90SR to control the
cylinder position. When the trip oil pressure is low
As before, an open or a short circuit in one of the ser- (as in the case of normal or emergency shutdown),
vo coils or in the signal to one coil does not cause a the dump valve spring shifts a spool valve to a posi-
trip. The GCV has two LVDTs and can run correctly tion which dumps the high pressure hydraulic oil
on one. (OH) in the speed ratio/stop valve actuating cylinder
to the lube oil reservoir. The closing spring atop the
valve plug instantly shuts the valve, thereby shutting
Speed Ratio/Stop Valve off fuel flow to the combustors.
In addition to being displayed, the feedback signals
The speed ratio/stop valve is a dual function valve. It and the control signals of both valves are compared
serves as a pressure regulating valve to hold a de- to normal operating limits, and if they go outside of
sired fuel gas pressure ahead of the gas control valve these limits there will be an alarm. The following are
and it also serves as a stop valve. As a stop valve it is typical alarms:
an integral part of the protection system. Any emer-
gency trip or normal shutdown will move the valve 1. L60FSGH: Excessive fuel flow on start–up
to its closed position shutting off gas fuel flow to the 2. L3GRVFB: Loss of LVDT feedback on the SRV
turbine. This is done either by dumping hydraulic oil
3. L3GRVO: SRV open prior to permissive to open
from the Speed Ratio Valve VH–5 hydraulic trip
relay or driving the position control closed electri- 4. L3GRVSC: Servo current to SRV detected prior
cally. to permissive to open
5. L3GCVFB: Loss of LVDT feedback on the
The speed ratio/stop valve has two control loops. GCV
There is a position loop similar to that for the gas
control valve and there is a pressure control loop. 6. L3GCVO: GCV open prior to permissive to
See Figure 19. Fuel gas pressure P2 at the inlet to the open
gas control valve is controlled by the pressure loop 7. L3GCVSC: Servo current to GCV detected
as a function of turbine speed. This is done by pro- prior to permissive to open
portioning it to turbine speed signal TNH, with an
8. L3GFIVP: Intervalve (P2) pressure low
offset and gain, which then becomes Gas Fuel Pres-
sure Reference FPRG. FPRG then goes to the TCQC The servovalves are furnished with a mechanical
card to be converted to an analog signal. P2 pressure null offset bias to cause the gas control valve or
is measured by 96FG which outputs a voltage pro- speed ratio valve to go to the zero stroke position
portional to P2 pressure. This P2 signal (FPG) is (fail safe condition) should the servovalve signals or
compared to the FPRG and the error signal (if any) is power be lost. During a trip or no–run condition, a
in turn compared with the 96SR LVDT feedback to positive voltage bias is placed on the servo coils
reposition the valve as in the GCV loop. holding them in the ‘valve closed’ position.
GE Power Systems
Dual Fuel Control Fuel Transfer – Liquid to Gas
If the unit is running on liquid fuel (FSR1) and the

Turbines that are designed to operate on both liquid “GAS” membrane switch is pressed to select gas
and gaseous fuel are equipped with controls to pro- fuel, the following sequence of events will take
vide the following features: place, providing the transfer and fuel gas permis-
sives are true (refer to Figure 21):
1. Transfer from one fuel to the other on command.
FSR1 will remain at its initial value, but FSR2 will
2. Allow time for filling the lines with the type of
step to a value slightly greater than zero, usually
fuel to which turbine operation is being trans-
0.5%. This will open the gas control valve slightly to
ferred.
bleed down the intervalve volume. This is done in
3. Mixed fuel operation. case a high pressure has been entrained. The pres-
ence of a higher pressure than that required by the
4. Operation of liquid fuel nozzle purge when op- speed/ratio controller would cause slow response in
erating totally on gas fuel. initiating gas flow.
The software diagram for the fuel splitter is shown in
Transfer from Full Gas to Full Distillate
Figure 20.
FSR2
<RST> UNITS
FUEL SPLITTER
L84TG FSR1
A=B
TOTAL GAS
PURGE
L84TL TIME
A=B
TOTAL LIQUID SELECT DISTILLATE
MAX. LIMIT
MIN. LIMIT
MEDIAN
L83FZ SELECT Transfer from Full Distillate to Full Gas
PERMISSIVES
FSR1
RAMP
UNITS
RATE
L83FG
GAS SELECT FSR2
L83FL
LIQUID SELECT PURGE
TIME
FSR FSR1 SELECT GAS
LIQUID REF.
FSR2
GAS REF.
Transfer from Full Distillate to Mixture
id0034 FSR1
UNITS
Figure 20 Fuel Splitter Schematic
FSR2
Fuel Splitter PURGE

TIME
SELECT GAS SELECT MIX
id0033
As stated before FSR is divided into two signals, Figure 21 Fuel Transfer
FSR1 and FSR2, to provide dual fuel operation. See
Figure 20. After a typical time delay of thirty seconds to bleed
down the P2 pressure and fill the gas supply line, the
FSR is multiplied by the liquid fuel fraction FX1 to software program ramps the fuel commands, FSR2
produce the FSR1 signal. FSR1 is then subtracted to increase and FSR1 to decrease, at a programmed
from the FSR signal resulting in FSR2, the control rate through the median select gate. This is complete
signal for the secondary fuel. in thirty seconds.
GE Power Systems
When the transfer is complete logic signal L84TG The atomizing air bypass valve VA18 is opened by
(Total Gas) will disengage the fuel pump clutch energizing 20AA. This results in a purge pressure ra-
20CF, close the fuel oil stop valve by de–energizing tio across the fuel nozzles of 1:1, resulting in a small
the liquid fuel dump valve 20FL, and initiate the volume of liquid fuel flow being purged into the
purge sequence. combustors.
Liquid Fuel Purge After a 10 second time delay which permits reaching
To prevent coking of the liquid fuel nozzles while steady state nozzle pressure ratio, purge valve
operating on gas fuel, some atomizing air is diverted VA19–1 is actuated by energizing solenoid valve
through the liquid fuel nozzles. See Figure 22. The 20PL–1. This results in a higher cooling/purging air
following sequence of events occurs when transfer flow through the liquid fuel nozzles.
from liquid to gas is complete.
20PL-1
TO LIQUID
NOZZLES
AV
VA19-1
FROM ATOMIZING
AIR PRECOOLER AA
20AA PITCH
AV
PITCH
ORIFICE
PURGE AIR MANIFOLD

BLOW-OFF
VA18 TO ATOMS. TELL TALE
LEAKOFF
PC
TO INLET OF
ATOMIZING FROM
AIR PRECOOLER ATOMIZING
(RECIRCULATION) AIR COMPRESSOR
ORIFICE
id0039
Figure 22 Dual Fuel Liquid Fuel Nozzle Purge System
The time delay is needed to reduce the load spike fuel piping and avoid any delay in delivery at the be-
which occurs when the liquid fuel is purged into the ginning of the FSR1 increase.
combustion chamber.
The rest of the sequence is the same as liquid–to–
gas, except that there is usually no purging se-
Fuel Transfer – Gas to Liquid quence.
Mixed Fuel Operation
Transfer from gas to liquid is essentially the same se-
Gas turbines may be operated on a mixture of liquid
quence as previously described, except that gas and
and gas fuel. Operation on a selected mixture is ob-
liquid fuel command signals are interchanged. For
tained by entering the desired mixture at the operator
instance, at the beginning of a transfer, FSR2 re-
interface and then selecting ‘MIX’.
mains at its initial value, but FSR1 steps to a value
slightly greater than zero. This will command a Limits on the fuel mixture are required to ensure
small liquid fuel flow. If there has been any fuel leak- proper combustion, gas fuel distribution, and gas
age out past the check valves, this will fill the liquid nozzle flow velocities. Percentage of gas flow must
GE Power Systems
be increased as load is decreased to maintain the ing and unloading of the generator, and deceleration
minimum pressure ratio across the fuel nozzle. of the gas turbine. This IGV modulation maintains
proper flows and pressures, and thus stresses, in the
MODULATED INLET GUIDE VANE compressor, maintains a minimum pressure drop
SYSTEM across the fuel nozzles, and, when used in a com-
bined cycle application, maintains high exhaust
The Inlet Guide Vanes (IGVs) modulate during the temperatures at low loads.
acceleration of the gas turbine to rated speed, load-
<RST>
<RST>
CSRGV
CSRGV IGV REF CSRGVOUT

D/A
HIGH
SELECT
ANALOG
I/O
CLOSE
HM3-1
HYD.
SUPPLY R P OPEN
IN FH6 OUT
–1
90TV-1
2 1
A
96TV-1,2
OLT-1
TRIP OIL
C1
VH3-1
D C2
ORIFICES (2)
OD
id0030
Figure 23 Modulating Inlet Guide Vane Control Schematic
Guide Vane Actuation 96TV–2, and, in some instances, solenoid valve

20TV and hydraulic dump valve VH3. Control of
90TV will port hydraulic pressure to operate the
The modulated inlet guide vane actuating system is variable inlet guide vane actuator. If used, 20TV and
comprised of the following components: servovalve VH3 can prevent hydraulic oil pressure from flow-
90TV, LVDT position sensors 96TV–1 and ing to 90TV. See Figure 23.

GE Power Systems
Operation fully closed position. The inlet guide vanes remain

fully closed as the turbine continues to coast down.
During start–up, the inlet guide vanes are held fully For underspeed operation, if TNHCOR decreases
closed, a nominal 34 degree angle, from zero to below approximately 91%, the inlet guide vanes
83.5% corrected speed. Turbine speed is corrected modulate closed at 6.7 degrees per percent decrease
to reflect air conditions at 80° F; this compensates in corrected speed. In most cases, the MS5001 being
for changes in air density as ambient conditions an exception, if the actual speed decreases below
change. At ambient temperatures greater than 80° F, 95% TNH, the generator breaker will open and the
corrected speed TNHCOR is less than actual speed turbine speed setpoint will be reset to 100.3%. The
TNH; at ambients less than 80° F, TNHCOR is IGVs will then go to the minimum full speed angle.
greater than TNH. After attaining a speed of approx- See Figure 24.
imately 83.5%, the guide vanes will modulate open
at about 6.7 degrees per percent increase in corrected FULL OPEN (MAX ANGLE)
speed. When the guide vanes reach the minimum
IGV ANGLE – DEGREES (CSRGV)

full speed angle, nominally 57°, they stop opening;
this is usually at approximately 91% TNH. By not SIMPLE CYCLE
(CSKGVSSR)
COMBINED
CYCLE
(TTRX)
allowing the guide vanes to close to an angle less
than the minimum full speed angle at 100% TNH, a MINIMUM FULL SPEED ANGLE
minimum pressure drop is maintained across the ROTATING
STALL STARTUP
fuel nozzles, thereby lessening combustion system REGION PROGRAM
resonance. Solenoid valve 20CB is usually opened REGION OF NEGATIVE

5TH STAGE EXTRACTION
PRESSURE
when the generator breaker is closed; this in turn FULL CLOSED
(MIN ANGLE)
closes the compressor bleed valves. 0 100
CORRECTED SPEED–%
(TNHCOR) 0 100
As the unit is loaded and exhaust temperature in- LOAD–%
BASE LOAD
FSNL
creases, the inlet guide vanes will go to the full open EXHAUST TEMPERATURE
id0037
position when the exhaust temperature reaches one
Figure 24 Variable Inlet Guide Vane Schedule
of two points, depending on the operation mode se-
lected. For simple cycle operation, the IGVs move to
the full open position at a pre–selected exhaust tem- PROTECTION SYSTEMS
perature, usually 700° F. For combined cycle opera-
tion, the IGVs begin to move to the full open The gas turbine protection system is comprised of a
position as exhaust temperature approaches the tem- number of sub–systems, several of which operate
perature control reference temperature; normally, during each normal start–up and shutdown. The oth-
the IGVs begin to open when exhaust temperature is er systems and components function strictly during
within 30° F of the temperature control reference. emergency and abnormal operating conditions. The
most common kind of failure on a gas turbine is the
During a normal shutdown, as the exhaust tempera- failure of a sensor or sensor wiring; the protection
ture decreases the IGVs move to the minimum full systems are set up to detect and alarm such a failure.
speed angle; as the turbine decelerates from 100% If the condition is serious enough to disable the
TNH, the inlet guide vanes are modulated to the ful- protection completely, the turbine will be tripped.
ly closed position. When the generator breaker
opens, the compressor bleed valves will be opened. Protective systems respond to the simple trip signals
such as pressure switches used for low lube oil pres-
In the event of a turbine trip, the compressor bleed sure, high gas compressor discharge pressure, or
valves are opened and the inlet guide vanes go to the similar indications. They also respond to more com-
GE Power Systems
plex parameters such as overspeed, overtempera- turbine. In each case there are two essentially inde-
ture, high vibration, combustion monitor, and loss of pendent paths for stopping fuel flow, making use of
flame. To do this, some of these protection systems both the fuel control valve (FCV) and the fuel stop
and their components operate through the master valve (FSV). Each protective system is designed in-
control and protection circuit in the SPEEDTRON- dependent of the control system to avoid the possi-
IC control system, while other totally mechanical bility of a control system failure disabling the
systems operate directly on the components of the protective devices. See Figure 25.
MASTER
PRIMARY PROTECTION GCV GAS FUEL
OVERSPEED CIRCUIT SERVOVALVE CONTROL VALVE
<RST>
OVERTEMP
SRV GAS FUEL

SERVOVALVE SPEED RATIO/
STOP VALVE
VIBRATION
RELAY
COMBUSTION VOTING 20FG
MONITOR MODULE
SECONDARY
OVERSPEED MASTER
PROTECTION
CIRCUIT BYPASS
LOSS <XYZ> VALVE FUEL
of SERVOVALVE PUMP
FLAME
RELAY LIQUID
VOTING 20FL FUEL STOP
MODULE VALVE
id0036V
Figure 25 Protective Systems Schematic
Trip Oil system is used to selectively isolate the fuel system

not required.
A hydraulic trip system called Trip Oil is the primary Significant components of the Hydraulic Trip Cir-
protection interface between the turbine control and cuit are described below.
protection system and the components on the tur-
bine which admit, or shut–off, fuel. The system con-
Mechanical Overspeed Trip
tains devices which are electrically operated by
SPEEDTRONIC control signals as well as some to-
tally mechanical devices. This is a totally mechanical device located in the ac-
cessory gearbox and is actuated automatically by the
Besides the tripping functions, trip oil also provides overspeed bolt if the unit’s speed exceeds the bolt’s
a hydraulic signal to the fuel stop valves for normal setting. The result is a rapid decay of trip oil pressure
start–up and shutdown sequences. On gas turbines which stops all fuel flow to the unit. See Figure 26
equipped for dual fuel (gas and oil) operation the and the Overspeed Protection System.
GE Power Systems
Inlet Orifice Dump Valve
Each individual fuel branch in the trip oil system has

An orifice is located in the line running from the a solenoid dump valve (20FL for liquid, 20FG for
bearing header supply to the trip oil system. This ori- gas). This device is a solenoid–operated spring–re-
fice is sized to limit the flow of oil from the lube oil turn spool valve which will relieve trip oil pressure
system into the trip oil system. It must ensure ade- only in the branch that it controls. These valves are
quate capacity for all tripping devices, yet prevent normally energized–to–run, deenergized–to–trip.
reduction of lube oil flow to the gas turbine and other This philosophy protects the turbine during all nor-
equipment when the trip system is in the tripped mal situations as well as that time when loss of dc
state. power occurs.
PROTECTIVE MASTER
SIGNALS PROTECTION
L4
CIRCUITS
LIQUID
FUEL
LIQUID FUEL
STOP VALVE
20FG 20FL
MANUAL TRIP
(WHEN PROVIDED)
ORIFICE AND
CHECK VALVE
NETWORK
63HL
INLET ORIFICE
GAS FUEL
GAS SPEED RATIO/
12HA FUEL STOP VALVE
OVERSPEED
TRIP
WIRING 63HG
RESET
PIPING
MANUAL
TRIP
GAS FUEL
DUMP RELAY
VALVE
OH
id0056
Figure 26 Trip Oil Schematic – Dual Fuel

Check Valve & Orifice Network for gas) which will ensure tripping of the turbine if
the trip oil pressure becomes too low for reliable op-
At the inlet of each individual fuel branch is a check eration while operating on that fuel.
valve and orifice network which limits flow out of
that branch. This network limits flow into each Operation
branch, thus allowing individual fuel control with-
out total system pressure decay. However, when one The tripping devices which cause unit shutdown or
of the trip devices located in the main artery of the selective fuel system shutdown do so by dumping
system, e.g., the overspeed trip, is actuated, the the low pressure trip oil (OLT). See Figure 26. An in-
check valve will open and result in decay of all trip dividual fuel stop valve may be selectively closed by
pressures. dumping the flow of trip oil going to it. Solenoid
valve 20FL can cause the trip valve on the liquid fuel
Pressure Switches stop valve to go to the trip state, which permits clo-
sure of the liquid fuel stop valve by its spring return
Each individual fuel branch contains pressure mechanism. Solenoid valve 20FG can cause the trip
switches (63HL–1,–2,–3 for liquid, 63HG–1,–2,–3 valve on the gas fuel speed ratio/stop valve to go to
GE Power Systems
the trip state, permitting its spring–returned closure. detection software, and associated logic circuits and
The orifice in the check valve and orifice network are set to trip the unit at 110% rated speed.
permits independent dumping of each fuel branch of
There is also a mechanical overspeed protection sys-
the trip oil system without affecting the other
tem on all units except for F–model heavy–duty and
branch. Tripping all devices other than the individu-
aero–derivatives. This consists of the overspeed bolt
al dump valves will result in dumping the total trip
assembly in an accessory gear shaft and the over-
oil system, which will shut the unit down.
speed trip mechanism. This system should be set to
During start–up or fuel transfer, the SPEEDTRON- trip the unit at 112.5% rated speed. All systems oper-
IC control system will close the appropriate dump ate to trip the fuel stop valves and, redundantly, drive
valve to activate the desired fuel system(s). Both the FSR command to zero.
dump valves will be closed only during fuel transfer
Electronic Overspeed Protection System
or mixed fuel operation.
The dump valves are de–energized on a “2–out– The electronic overspeed protection function is per-
of–3 voted” trip signal from the relay module. This formed in both <RST> and <XYZ> as shown in Fig-
helps prevent trips caused by faulty sensors or the ure 27. The turbine speed signal (TNH) derived from
failure of one controller. the magnetic pickup sensors (77NH–1,–2, and –3) is
compared to an overspeed setpoint (TNKHOS).
The signal to the fuel system servovalves will also When TNH exceeds the setpoint, the overspeed trip
be a “close” command should a trip occur. This is signal (L12H) is transmitted to the master protective
done by clamping FSR to zero. Should one control- circuit to trip the turbine and the “ELECTRICAL
ler fail, the FSR from that controller will be zero. OVERSPEED TRIP” message will be displayed on
The output of the other two controllers is sufficient the CRT. This trip will latch and must be reset by the
to continue to control the servovalve. master reset signal L86MR.
<RST> <XYZ>
By pushing the Emergency Trip Button, 5E P/B, the HIGH PRESSURE OVERSPEED TRIP
P28 vdc power supply is cut off to the relays control- TNH HP SPEED
A TO MASTER
ling solenoid valves 20FL and 20FG, thus de–ener- TRIP SETPOINT A>B SET
L12H
PROTECTION
AND ALARM
gizing the dump valves. TNKHOS B AND
LATCH
MESSAGE
TEST
TNKHOST
TEST
Overspeed Protection LH3HOST PERMISSIVE RESET
L86MR1 MASTER RESET
The SPEEDTRONIC Mark V overspeed system is SAMPLING RATE = 0.25 SEC
designed to protect the gas turbine against possible id0060
damage caused by overspeeding the turbine rotor. Figure 27 Electronic Overspeed Trip
Under normal operation, the speed of the rotor is Mechanical Overspeed Protection System
controlled by speed control. The overspeed system
would not be called on except after the failure of oth- The mechanical overspeed protection system con-
er systems. sists of the following principal components:
The overspeed protection system consists of a pri- 1. Overspeed bolt assembly in the accessory gear
mary and secondary electronic overspeed system. shaft
The primary electronic overspeed protection system 2. Overspeed trip mechanism in the accessory gear
resides in the <RST> controllers. The secondary
electronic overspeed protection system resides in 3. Position limit switch 12HA
the <XYZ> controllers. Both systems consist of The mechanical overspeed protection system is the
magnetic pickups to sense turbine speed, speed backup for the electronic overspeed protection sys-
GE Power Systems
tem. As the backup system, the trip speed setting is OLT
higher than the primary or electronic overspeed

protection setting. For the most part the mechanical 12 HA
overspeed protection system is an integral part of the MANUAL

RESET
gas turbine unit and will trip the fuel stop valves MANUAL
TRIP
closed when the turbine speed is at, or exceeds, the OD
trip setting of the overspeed bolt assembly. This trip OVERSPEED BOLT
id0047
action is totally independent of the electronic con-
Figure 28 Mechanical Overspeed Trip
nections in the turbine control panel. Whenever this speed trip mechanism limit switch 12HA on the
trip is actuated an alarm will occur. outside of the accessory gear.
Overspeed Bolt Assembly
Overtemperature Protection
An overspeed bolt assembly mounted in an accesso-
ry gear shaft is used to sense the overspeed of the gas The overtemperature system protects the gas turbine
turbine. It is a spring–loaded, eccentrically located against possible damage caused by overfiring. It is a
bolt assembled in a cartridge and designed so that backup system, operating only after the failure of the
the spring force holds the bolt in the seated position temperature control system.
until the trip speed is reached. As the shaft speed in-
creases, centrifugal force acting on the bolt is bal- TTKOT1 TRIP
anced by the spring force within the bolt assembly

and the bolt remains seated. Further increase of the
shaft speed causes the centrifugal force on the bolt to
EXH TEMP
exceed the spring force and the bolt moves outward

in less than one shaft revolution where it contacts
and trips the overspeed trip mechanism. The spring TTRX
force can be adjusted so that the overspeed bolt will TRIP MARGIN
trip at a specified shaft speed. TTKOT2
ALARM MARGIN
TTKOT3
Overspeed Trip Mechanism CPD/FSR

id0053
The overspeed trip mechanism for the turbine shaft Figure 29 Overtemperature Protection
is also mounted in the accessory gear, adjacent to the
overspeed bolt assembly. When actuated, the over- Under normal operating conditions, the exhaust
speed bolt assembly trips the latching trip finger of temperature control system acts to control fuel flow
the overspeed trip mechanism. This action releases when the firing temperature limit is reached. In cer-
the trip valve in the mechanism and dumps the trip tain failure modes however, exhaust temperature
oil system pressure to drain, which in turn closes the and fuel flow can exceed control limits. Under such
trip valves controlling the fuel stop valves. This in circumstances the overtemperature protection sys-
turn dumps the hydraulic control oil from the stop tem provides an overtemperature alarm about 25° F
valve actuating cylinders to drain, thus closing the above the temperature control reference. To avoid
valves. This also prevents hydraulic pressure from further temperature increase, it starts unloading the
re–opening the valves. See Figure 28. gas turbine. If the temperature should increase fur-
ther to a point about 40° F above the temperature
The overspeed trip mechanism may be tripped control reference, the gas turbine is tripped. For the
manually and must be reset manually. The trip but- actual alarm and trip overtemperature setpoints refer
ton and the reset handle are mounted with the over- to the Control Specifications. See Figure 29.
GE Power Systems
Overtemperature trip and alarm setpoints are deter- set signal L86MR1 must be true to reset and unlatch
mined from the temperature control setpoints the trip.
derived by the Exhaust Temperature Control soft-
ware. See Figure 30. Flame Detection and Protection System
<RST> The SPEEDTRONIC Mark V flame detectors per-

OVERTEMPERATURE
TRIP AND ALARM form two functions, one in the sequencing system
TTXM
A
A>B
L30TXA
TO ALARM
and the other in the protective system. During a nor-
ALARM ALARM
TTKOT3 B MESSAGE
AND SPEED
SETPOINT
mal start–up the flame detectors indicate when a
LOWER
flame has been established in the combustion cham-
bers and allow the start–up sequence to continue.
TTRXB
A
A>B
Most units have four flame detectors, some have
TTKOT2 B
two, and a very few have eight. Generally speaking,
OR
A
if half of the flame detectors indicate flame and half
TTKOT1
TRIP ISOTHERMAL
B
A>B
SET
AND
L86TXT
TO MASTER
(or less) indicate no–flame, there will be an alarm
TRIP PROTECTION
LATCH AND ALARM
MESSAGE
but the unit will continue to run. If more than half in-
L86MR1
SAMPLING RATE: 0.25 SEC.

RESET
dicate loss–of–flame, the unit will trip on “LOSS OF
id0055
FLAME.” This avoids possible accumulation of an
Figure 30 Overtemperature Trip and Alarm explosive mixture in the turbine and any exhaust
heat recovery equipment which may be installed.
Overtemperature Protection Software The flame detector system used with the SPEED-
TRONIC Mark V system detects flame by sensing
ultraviolet (UV) radiation. Such radiation results
Overtemperature Alarm (L30TXA) from the combustion of hydrocarbon fuels and is
more reliably detected than visible light, which va-
The representative value of the exhaust temperature ries in color and intensity.
thermocouples (TTXM) is compared with alarm and The flame sensor is a copper cathode detector de-
trip temperature setpoints. The “EXHAUST TEM- signed to detect the presence of ultraviolet radiation.
PERATURE HIGH” alarm message will be dis- The SPEEDTRONIC control will furnish up to
played when the exhaust temperature (TTXM) +350Vdc to drive the ultraviolet detector tube. In the
exceeds the temperature control reference (TTRXB) presence of ultraviolet radiation, the gas in the detec-
plus the alarm margin (TTKOT3) programmed as a tor tube ionizes and conducts current. The current
Control Constant in the software. The alarm will au- through the detector will discharge through circuity
tomatically reset if the temperature decreases below in the SPEEDTRONIC control until the driving
the setpoint. voltage decreases to the point where the gas is no
longer ionized. This cycle continues as long as there
Overtemperature Trip (L86TXT)
is ultraviolet radiation. The SPEEDTRONIC counts
An overtemperature trip will occur if the exhaust the number of current pulses per second through the
temperature (TTXM) exceeds the temperature con- ultraviolet sensor. If the number of pulses per se-
trol reference (TTRXB) plus the trip margin cond exceeds a set threshold value, the SPEED-
(TTKOT2), or if it exceeds the isothermal trip set- TRONIC generates a logic signal to indicate
point (TTKOT1). The overtemperature trip will ”FLAME DETECTED” by the sensor. Typically,
latch, the “EXHAUST OVERTEMPERATURE there will be about 300 pulses/second when a strong
TRIP” message will be displayed, and the turbine ultraviolet signal is present.
will be tripped through the master protection circuit. The flame detector system is similar to other protec-
The trip function will be latched in and the master re- tive systems, in that it is self–monitoring. For exam-
GE Power Systems
ple, when the gas turbine is below L14HM all and the turbine will continue to run. More than half
channels must indicate “NO FLAME.” If this condi- the flame detectors must indicate “NO FLAME” in
tion is not met, the condition is annunciated as a order to trip the turbine.
“FLAME DETECTOR TROUBLE” alarm and the
Note that a short–circuited or open–circuited detec-
turbine cannot be started. After firing speed has been
tor tube will result in a “NO FLAME” signal. The
reached and fuel introduced to the machine, if at
flame detection circuits are incorporated in the pro-
least half the flame detectors see flame the starting
tective module and is triple redundant, utilizing
sequence is allowed to proceed. A failure of one de-
three channels called <X>, <Y>, and <Z>.
tector will be annunciated as “FLAME DETECTOR
TROUBLE” when complete sequence is reached
SPEEDTRONIC Mk V Flame Detection
Turbine
Protection
Logic
28FD
UV Scanner
28FD
UV Scanner Analog Flame
I/O CRT
Detection Display
(Flame Logic
28FD Detection
UV Scanner Channels)
28FD
UV Scanner
Turbine
Control
Logic
NOTE: Excitation for the sensors and signal processing is

performed by SPEEDTRONIC Mk V circuits
Figure 31 SPEEDTRONIC Mk V Flame Detection ido115
Vibration Protection nels. Each channel detects excessive vibration by

means of a seismic pickup mounted on a bearing
The vibration protection system of a gas turbine unit housing or similar location of the gas turbine and the
is composed of several independent vibration chan- driven load. If a predetermined vibration level is ex-
GE Power Systems
ceeded, the vibration protection system trips the tur- nance or replacement action is required. By using
bine and annunciates to indicate the cause of the trip. the display keypad and CRT display, it is possible to
monitor vibration levels of each channel while the
Each channel includes one vibration pickup (veloc- turbine is running without interrupting operation.
ity type) and a SPEEDTRONIC Mark V amplifier
circuit. The vibration detectors generate a relatively
low voltage by the relative motion of a permanent Combustion Monitoring
magnet suspended in a coil and therefore no excita-
tion is necessary. A twisted–pair shielded cable is
used to connect the detector to the analog input/out- The primary function of the combustion monitor is
put module. to reduce the likelihood of extensive damage to the
gas turbine if the combustion system deteriorates.
The pickup signal from the analog I/O module is in- The monitor does this by examining the exhaust
putted to the computer software where it is temperature thermocouples and compressor dis-
compared with the alarm and trip levels pro- charge temperature thermocouples. From changes
grammed as Control Constants. See Figure 32. that may occur in the pattern of the thermocouple
When the vibration amplitude reaches the pro- readings, warning and protective signals are gener-
grammed trip set point, the channel will trigger a trip ated by the combustion monitor software to alarm
signal, the circuit will latch, and a “HIGH VIBRA- and/or trip the gas turbine.
TION TRIP” message will be displayed. Removal
This means of detecting abnormalities in the com-
of the latched trip condition can be accomplished
bustion system is effective only when there is in-
only by depressing the master reset button
complete mixing as the gases pass through the
(L86MR1) when vibration is not excessive.
turbine; an uneven turbine inlet pattern will cause an
uneven exhaust pattern. The uneven inlet pattern
<RST> could be caused by loss of fuel or flame in a combus-
L39TEST
tor, a rupture in a transition piece, or some other
39V
combustion malfunction.
FAULT
OR
L39VF
A
VF The usefulness and reliability of the combustion
AB
VA ALARM mocouples is in good working condition.
L39VA
ALARM B
A AND
TRIP SET
AND
TRIP Combustion Monitoring Software
VT L39VT
A>B LATCH
TRIP B
RESET
The controllers contain a series of programs written
AUTO OR MANUAL RESET
L86AMR
to perform the monitoring tasks (See Combustion
Monitoring Schematic Figure 33). The main moni-
id0057
tor program is written to analyze the thermocouple
Figure 32 Vibration Protection
readings and make appropriate decisions. Several
different algorithms have been developed for this
When the “VIBRATION TRANSDUCER FAULT” depending on the turbine model series and the type
message is displayed and machine operation is not of thermocouples used. The significant program
interrupted, either an open or shorted condition may constants used with each algorithm are specified in
be the cause. This message indicates that mainte- the Control Specification for each unit.
GE Power Systems
<RST>
COMBUSTION MONITOR ALGORITHM

CTDA
MAX TTKSPL1 MEDIAN

SELECT
MIN TTKSPL2 CALCULATE

ALLOWABLE MEDIAN TTXSPL
SPREAD SELECT
TTXC
MAX TTKSPL5
MIN TTKSPL7
CONSTANTS
A L60SP1
A>B
TTXD2 B
CALCULATE A L60SP2
ACTUAL A>B
SPREADS B
A L60SP3
A<B
B
A L60SP4
A<B
B
id0049
Figure 33 Combustion Monitoring Function Algorithm (Schematic)
The most advanced algorithm, which is standard for a. SPREAD #1 (S1): The difference between the
gas turbines with redundant sensors, makes use of highest and the lowest thermocouple reading
the temperature spread and adjacency tests to differ- b. SPREAD #2 (S2): The difference between the
entiate between actual combustion problems and highest and the 2nd lowest thermocouple
thermocouple failures. The behavior is summarized reading
by the Venn diagram (Figure 34) where:
c. SPREAD #3 (S3): The difference between the
highest and the 3rd lowest thermocouple
reading
VENN DIAGRAM ALSO TRIP IF:
S2 S1
uK
The allowable spread will be between the limits
TTKSPL7 and TTKSPL6, usually 30° F and 125° F.
S S 1
allow allow
TRIP IF S1 & S2
OR S2 & S3 COMMUNICATIONS
ARE ADJACENT FAILURE
The values of the combustion monitor program
TYPICAL K1 = 1.0
TRIP IF S1 & S2
K2 = 5.0
K3 = 0.8
constants are listed in the Control Specifications.
ARE ADJACENT
K3
MONITOR
ALARM
TC ALARM
S1
The various <C> processor outputs to the CRT cause
K1 K2 S
allow
alarm message displays as well as appropriate con-
id0050 trol action. The combustion monitor outputs are:
Figure 34 Exhaust Temperature Spread Limits
Exhaust Thermocouple Trouble Alarm
1. Sallow is the “Allowable Spread”, based on aver- (L30SPTA)
age exhaust temperature and compressor dis-
charge temperature. If any thermocouple value causes the largest spread
to exceed a constant (usually 5 times the allowable
2. S1, S2 and S3 are defined as follows: spread), a thermocouple alarm (L30SPTA) is pro-
GE Power Systems
duced. If this condition persists for four seconds, the If any of the trip conditions exist for 9 seconds, the
alarm message “EXHAUST THERMOCOUPLE trip will latch and “HIGH EXHAUST TEMPERA-
TROUBLE” will be displayed and will remain on TURE SPREAD TRIP” message will be displayed.
until acknowledged and reset. This usually indicates The turbine will be tripped through the master pro-
a failed thermocouple, i.e., open circuit. tective circuit. The alarm and trip signals will be dis-
played until they are acknowledged and reset.
Combustion Trouble Alarm (L30SPA)
Monitor Enable (L83SPM)
A combustion alarm can occur if a thermocouple
value causes the largest spread to exceed a constant
The protective function of the monitor is enabled
(usually the allowable spread). If this condition per-
when the turbine is above 14HS and a shutdown sig-
sists for three seconds, the alarm message “COM-
nal has not been given. The purpose of the “enable”
BUSTION TROUBLE” will be displayed and will
signal (L83SPM) is to prevent false action during
remain on until it is acknowledged and reset.
normal start–up and shutdown transient conditions.
High Exhaust Temperature Spread Trip When the monitor is not enabled, no new protective
(L30SPT) actions are taken. The combustion monitor will also
be disabled during a high rate of change of FSR. This
A high exhaust temperature spread trip can occur if: prevents false alarms and trips during large fuel and
load transients.
1. “COMBUSTION TROUBLE” alarm exists, the
second largest spread exceeds a constant (usual- The two main sources of alarm and trip signals being
ly 0.8 times the allowable spread), and the low- generated by the combustion monitor are failed ther-
est and second lowest outputs are from adjacent mocouples and combustion system problems. Other
thermocouples causes include poor fuel distribution due to plugged
2. “EXHAUST THERMOCOUPLE TROUBLE” or worn fuel nozzles and combustor flameout due,
alarm exists, the second largest spread exceeds a for instance, to water injection.
constant (usually 0.8 times the allowable The tests for combustion alarm and trip action have
spread), and the second and third lowest outputs been designed to minimize false actions due to failed
are from adjacent thermocouples thermocouples. Should a controller fail, the thermo-
3. the third largest spread exceeds a constant (usu- couples from the failed controller will be ignored
ally the allowable spread) for a period of five (similar to temperature control) so as not to give a
minutes false trip.

One River Road
Schenectady, NY 12345
Tab 21
GE Power Systems
MARK VI CONTROL SYSTEM
SPEEDTRONIC Mark VI Control contains a celeration, speed, temperature, shutdown, and

number of control, protection and sequencing sys- manual control functions illustrated in Figure 1.
tems designed for reliable and safe operation of the Sensors monitor turbine speed, exhaust tempera-
gas turbine. It is the objective of this chapter to de- ture, compressor discharge pressure, and other pa-
scribe how the gas turbine control requirements are rameters to determine the operating conditions of
met, using simplified block diagrams and one–line the unit. When it is necessary to alter the turbine op-
diagrams of the SPEEDTRONIC Mark VI control, erating conditions because of changes in load or am-
protection, and sequencing systems. A generator bient conditions, the control modulates the flow of
drive gas turbine is used as the reference. fuel to the gas turbine. For example, if the exhaust
temperature tends to exceed its allowable value for a
CONTROL SYSTEM given operating condition, the temperature control
system reduces the fuel supplied to the turbine and
Basic Design thereby limits the exhaust tempera-
Control of the gas turbine is done by the startup, ac- ture.
TO CRT DISPLAY
FUEL
TEMPERATURE
TO CRT DISPLAY
FSR
FUEL
SPEED MINIMUM SYSTEM
VALUE
SELECT
LOGIC
ACCELERATION
RATE TO TURBINE
TO CRT
DISPLAY
START
UP
SHUT
DOWN
MANUAL
id0043
Figure 1 Simplified Control Schematic
Operating conditions of the turbine are sensed and modes of acceleration, manual FSR, and shutdown
utilized as feedback signals to the SPEEDTRONIC operate in a similar manner.
control system. There are three major control loops –
startup, speed, and temperature – which may be in Fuel Stroke Reference (FSR) is the command signal
control during turbine operation. The output of these for fuel flow. The minimum value select gate con-
control loops is connected to a minimum value gate nects the output signals of the six control modes to
circuit as shown in Figure 1. The secondary control the FSR controller; the lowest FSR output of the six
Fund_Mk_VI 1 FUNDAMENTALS OF SPEEDTRONIC
GE Power Systems
LOGIC FSRSU <R><S><T>

START-UP
CQTC CONTROL
<R><S><T>
FSR FSRACC ACCELERATION
TNHAR CONTROL
LOGIC TNH
TNH TNHAR
FSRMIN
FSRSU FSR
<R><S><T>
LOGIC FSRMAN MANUAL FSR FSRACC
FSRC FSRMAN
FSRSD FSR
MIN
FSRN GATE
FSRT
LOGIC FSRSD
<R><S><T>
FSRC SHUTDOWN
TNHCOR FSRMIN CONTROL
FSR
CQTC
FSRMIN
SPEED CONTROL <R><S><T>

LOGIC
TTUR
VTUR
TNH
77NH PR/D FSRN
LOGIC TNR
TNR
LOGIC TNRI ISOCHRONOUS

TNRI ONLY
TEMPERATURE CONTROL
LOGIC TTRX
TBAI
VAIC <R><S><T>
96CD A/D
TTRX FSRT
FSR
LOGIC
<R><S><T>
FSR
TBTC TTXM
VTCC
TTXD <R><S><T> TTXM
TTXD A/D
MEDIAN
id0038V
Figure 2 Block Diagram – Control Schematic
FUNDAMENTALS OF SPEEDTRONIC 2 Fund_Mk_VI

GE Power Systems
control loops is allowed to pass through the gate to The following speed detectors and speed relays are
the fuel control system as the controlling FSR. The typically used:
controlling FSR will establish the fuel input to the
–L14HR Zero–Speed (approx. 0% speed)
turbine at the rate required by the system which is in
control. Only one control loop will be in control at –L14HM Minimum Speed (approx. 16%
any particular time and the control loop which is speed)
controlling FSR will be displayed on the <HMI>.
–L14HA Accelerating Speed (approx. 50%
Figure 2 shows a more detailed schematic of the speed)
control loops. This can be referenced during the ex- –L14HS Operating Speed (approx. 95%
planation of each loop to show the interfacing. speed)
The zero–speed detector, L14HR, provides the sig-
Start–up/Shutdown Sequence and Control nal when the turbine shaft starts or stops rotating.
When the shaft speed is below 14HR, or at zero–
Start–up control brings the gas turbine from zero speed, L14HR picks–up (fail safe) and the permis-
speed up to operating speed safely by providing sive logic initiates turning gear or slow–roll
proper fuel to establish flame, accelerate the turbine, operation during the automatic start–up sequence of
and to do it in such a manner as to minimize the low the turbine.
cycle fatigue of the hot gas path parts during the se- The minimum speed detector L14HM indicates that
quence. This involves proper sequencing of com- the turbine has reached the minimum firing speed
mand signals to the accessories, starting device and and initiates the purge cycle prior to the introduction
fuel control system. Since a safe and successful of fuel and ignition. The dropout of the L14HM
start–up depends on proper functioning of the gas minimum speed relay provides several permissive
turbine equipment, it is important to verify the state functions in the restarting of the gas turbine after
of selected devices in the sequence. Much of the shutdown.
control logic circuitry is associated not only with ac-
The accelerating speed relay L14HA pickup indi-
tuating control devices, but enabling protective cir-
cates when the turbine has reached approximately
cuits and obtaining permissive conditions before
50 percent speed; this indicates that turbine start–up
proceeding.
is progressing and keys certain protective features.
The gas turbine uses a static start system whereby The high–speed sensor L14HS pickup indicates
the generator serves as a starting motor. A turning when the turbine is at speed and that the accelerating
gear is used for rotor breakaway. sequence is almost complete. This signal provides
General values for control settings are given in this the logic for various control sequences such as stop-
description to help in the understanding of the oper- ping auxiliary lube oil pumps and starting turbine
ating system. Actual values for control settings are shell/exhaust frame blowers.
given in the Control Specifications for a particular Should the turbine and generator slow during an un-
machine. derfrequency situation, L14HS will drop out at the
under–frequency speed setting. After L14HS drops
Speed Detectors out the generator breaker will trip open and the Tur-
bine Speed Reference (TNR) will be reset to
An important part of the start–up/shutdown se- 100.3%. As the turbine accelerates, L14HS will
quence control of the gas turbine is proper speed again pick up; the turbine will then require another
sensing. Turbine speed is measured by magnetic start signal before the generator will attempt to auto–
pickups and will be discussed under speed control. synchronize to the system again.
GE Power Systems
The actual settings of the speed relays are listed in OR LOWER” allows manual adjustment of FSR
the Control Specification and are programmed in the setting between FSRMIN and FSRMAX.
<RST> processors as EEPROM control constants.
While the turbine is at rest, electronic checks are
made of the fuel system stop and control valves, the
accessories, and the voltage supplies. At this time,
START–UP CONTROL “SHUTDOWN STATUS” will be displayed on the
<HMI>. Activating the Master Operation Switch
The start–up control operates as an open loop con- (L43) from “OFF” to an operating mode will acti-
trol using preset levels of the fuel command signal vate the ready circuit. If all protective circuits and
FSR. The levels are: “ZERO”, “FIRE”, “WARM– trip latches are reset, the “STARTUP STATUS” and
UP”, “ACCELERATE” and “MAX”. The Control “READY TO START” messages will be displayed,
Specifications provide proper settings calculated for indicating that the turbine will accept a start signal.
the fuel anticipated at the site. The FSR levels are set Clicking on the “START” Master Control Switch
as Control Constants in the SPEEDTRONIC Mark (L1S) and “EXECUTE” will introduce the start sig-
VI start–up control. nal to the logic sequence.
Start–up control FSR signals operate through the The start signal energizes the Master Control and
minimum value gate to ensure that other control Protection circuit (the “L4” circuit) and starts the
functions can limit FSR as required. necessary auxiliary equipment. The “L4” circuit
permits pressurization of the trip oil system. With
The fuel command signals are generated by the the “L4” circuit permissive and starting clutch auto-
SPEEDTRONIC control start–up software. In addi- matically engaged, the starting device starts turning.
tion to the three active start–up levels, the software Startup status message “STARTING” will be dis-
sets maximum and minimum FSR and provides for played on the <HMI>. See point “A” on the Typical
manual control of FSR. Clicking on the targets for Start–up Curve Figure
“MAN FSR CONTROL” and “FSR GAG RAISE 3.
SPEED – %
100
80
ACCELERATE
IGNITION &
CROSSFIRE WARMUP
60 IGV – DEGREES
START 1 MIN
AUXILIARIES &
DIESEL WARMUP
Tx – °F/10
40 PURGE COAST
DOWN
20
FSR – %
0
A B D
APPROXIMATE TIME – MINUTES id0093
Figure 3 Mark VI Start-up Curve

GE Power Systems
The starting clutch is a positive tooth type overrun- eration. This is done by programming a slow rise in
ning clutch which is self–engagifng in the break- FSR. See point “C” on Figure 3. As fuel is increased,
away mode and overruns whenever the turbine rotor the turbine begins the acceleration phase of start–up.
exceeds the turning gear speed. The clutch is held in as long as the turning gear pro-
vides torque to the gas turbine. When the turbine
When the turbine ‘breaks away’ the turning gear will overruns the turning gear, the clutch will disengage,
rotate the turbine rotor from 5 to 7 rpm. As the static shutting down the turning gear. Speed relay L14HA
starter begins it’s sequence, and accelerates the rotor indicates the turbine is accelerating.
the starting clutch will automatically disengage the
turning gear from the turbine rotor. The turbine The start–up phase ends when the unit attains full–
speed relay L14HM indicates that the turbine is turn- speed–no–load (see point “D” on Figure 3). FSR is
ing at the speed required for proper purging and igni- then controlled by the speed loop and the auxiliary
tion in the combustors. Gas fired units that have systems are automatically shut down.
exhaust configurations which can trap gas leakage
The start–up control software establishes the maxi-
(i.e., boilers) have a purge timer, L2TV, which is ini-
mum allowable levels of FSR signals during start–
tiated with the L14HM signal. The purge time is set
up. As stated before, other control circuits are able to
to allow three to four changes of air through the unit
reduce and modulate FSR to perform their control
to ensure that any combustible mixture has been
functions. In the acceleration phase of the start–up,
purged from the system. The starting means will
FSR control usually passes to acceleration control,
hold speed until L2TV has completed its cycle.
which monitors the rate of rotor acceleration. It is
Units which do not have extensive exhaust systems
possible, but not normal, to reach the temperature
may not have a purge timer, but rely on the starting
control limit. The <HMI> display will show which
cycle and natural draft to purge the system.
parameter is limiting or controlling FSR.
The L14HM signal or completion of the purge cycle
(L2TVX) ‘enables’ fuel flow, ignition, sets firing Fired Shutdown
level FSR, and initiates the firing timer L2F. See
point “B” on Figure 3. When the flame detector out- A normal shutdown is initiated by clicking on the
put signals indicate flame has been established in the “STOP” target (L1STOP) and “EXECUTE”; this
combustors (L28FD), the warm–up timer L2W will produce the L94X signal. If the generator break-
starts and the fuel command signal is reduced to the er is closed when the stop signal is initiated, the Tur-
“WARM–UP” FSR level. The warm–up time is pro- bine Speed Reference (TNR) counts down to reduce
vided to minimize the thermal stresses of the hot gas load at the normal loading rate until the reverse pow-
path parts during the initial part of the start–up. er relay operates to open the generator breaker; TNR
then continues to count down to reduce speed. When
If flame is not established by the time the L2F timer the STOP signal is given, shutdown Fuel Stroke Ref-
times out, typically 60 seconds, fuel flow is halted. erence FSRSD is set equal to FSR.
The unit can be given another start signal, but firing
will be delayed by the L2TV timer to avoid fuel ac- When the generator breaker opens, FSRSD ramps
cumulation in successive attempts. This sequence from existing FSR down to a value equal to
occurs even on units not requiring initial L2TV FSRMIN, the minimum fuel required to keep the
purge. turbine fired. FSRSD latches onto FSRMIN and de-
creases with corrected speed. When turbine speed
At the completion of the warm–up period (L2WX), drops below a defined threshold (Control Constant
the start–up control ramps FSR at a predetermined K60RB) FSRSD ramps to a blowout of one flame
rate to the setting for “ACCELERATE LIMIT”. The detector. The sequencing logic remembers which
start–up cycle has been designed to moderate the flame detectors were functional when the breaker
highest firing temperature produced during accel- opened. When any of the functional flame detectors
GE Power Systems
senses a loss of flame, FSRMIN/FSRSD decreases Speed/Load Reference

at a higher rate until flame–out occurs, after which
fuel flow is stopped. The speed control software will change FSR in pro-
Fired shut down is an improvement over the former portion to the difference between the actual turbine–
fuel shut off at L14HS drop out. By maintaining generator speed (TNH) and the called–for speed
flame down to a lower speed there is significant re- reference (TNR).
duction in the strain developed on the hot gas path The called–for–speed, TNR, determines the load of
parts at the time of fuel shut off. the turbine. The range for generator drive turbines is
normally from 95% (min.) to 107% (max.) speed.
The start–up speed reference is 100.3% and is preset
SPEED CONTROL when a “START” signal is given.
The Speed Control System controls the speed and TNR MAX. HIGH SPEED STOP
107
load of the gas turbine generator in response to the
actual turbine speed signal and the called–for speed
reference. While on speed control the control mode 104
message “SPEED CTRL”will be displayed.
Speed Signal
REFERENCE % (TNR)
SPEED
“FSNL”
Three magnetic sensors are used to measure the 100
speed of the turbine. These magnetic pickup sensors

FULL SPEED NO LOAD FSR
RATED FSR
(77NH–1,–2,–3) are high output devices consisting
of a permanent magnet surrounded by a hermetically
MINIMUM FSR
sealed case. The pickups are mounted in a ring
MAX FSR
around a 60–toothed wheel on the gas turbine com-
pressor rotor. With the 60–tooth wheel, the frequen-
LOW SPEED STOP
cy of the voltage output in Hertz is exactly equal to 95
TNR MIN.
the speed of the turbine in revolutions per minute. FUEL STROKE REFERENCE (LOAD)
(FSR)
id0044
The voltage output is affected by the clearance be- Figure 4 Droop Control Curve
tween the teeth of the wheel and the tip of the mag-
netic pickup. Clearance between the outside
diameter of the toothed wheel and the tip of the mag- The turbine follows to 100.3% TNH for synchro-
netic pickup should be kept within the limits speci- nization. At this point the operator can raise or lower
fied in the Control Specifications (approx. 0.05 inch TNR, in turn raising or lowering TNH, via the
or 1.27 mm). If the clearance is not maintained with- 70R4CS switch on the generator control panel or by
in the specified limits, the pulse signal can be dis- clicking on the targets on the <HMI>, if required.
torted. Turbine speed control would then operate in Refer to Figure 4. Once the generator breaker is
response to the incorrect speed feedback signal. closed onto the power grid, the speed is held
constant by the grid frequency. Fuel flow in excess
The signal from the magnetic pickups is brought into of that necessary to maintain full speed no load will
the Mark VI panel, one mag pickup to each control- result in increased power produced by the generator.
ler <RST>, where it is monitored by the speed con- Thus the speed control loop becomes a load control
trol software. loop and the speed reference is a convenient control
GE Power Systems
of the desired amount of load to be applied to the tur- units have the same droop, all will share a load in-
bine–generator unit. crease equally. Load sharing and system stability are
the main advantages of this method of speed control.
Droop speed control is a proportional control,
changing FSR in proportion to the difference be- Normally 4% droop is selected and the setpoint is
tween actual turbine speed and the speed reference. calibrated such that 104% setpoint will generate a
Any change in actual speed (grid frequency) will speed reference which will produce an FSR result-
cause a proportional change in unit load. This pro- ing in base load at design ambient temperature.
portionality is adjustable to the desired regulation or
When operating on droop control, the full–speed–
“Droop”. The speed vs. FSR relationship is shown
no–load FSR setting calls for a fuel flow which is
on Figure 4.
sufficient to maintain full speed with no generator
If the entire grid system tends to be overloaded, grid load. By closing the generator breaker and raising
frequency (or speed) will decrease and cause an FSR TNR via raise/lower, the error between speed and
increase in proportion to the droop setting. If all reference is increased. This error is multiplied by a
<RST>
SPEED CONTROL
FSNL
TNR
SPEED
REFERENCE
+ ERROR + FSRN
+
– SIGNAL
TNH
SPEED
DROOP
<RST>
SPEED CHANGER LOAD SET POINT
MAX. LIMIT
L83SD
RATE
MEDIAN
L70R SELECT
RAISE
L70L
LOWER
L83PRES TNR
PRESET SPEED
LOGIC REFERENCE
PRESET
OPERATING
L83TNROP MIN.
MIN. SELECT LOGIC
START-UP
OR SHUTDOWN
id0040
Figure 5 Speed Control Schematic

GE Power Systems
gain constant dependent on the desired droop setting start–up control can drive FSR to zero and are not in-
and added to the FSNL FSR setting to produce the fluenced by FSRMIN.
required FSR to take more load and thus assist in
holding the system frequency. Refer to Figures 4 and
5. Synchronizing
The minimum FSR limit (FSRMIN) in the SPEED- Automatic synchronizing is accomplished using
TRONIC Mark VI system prevents the speed con- synchronizing algorithms programmed into <RST>
trol circuits from driving the FSR below the value and <VPRO> software. Bus and generator voltage
which would cause flameout during a transient signals are input to the <VPRO> core which con-
condition. For example, with a sudden rejection of tains isolation transformers, and are then paralleled
load on the turbine, the speed control system loop to <RST>. <RST> software drives the synch check
would want to drive the FSR signal to zero, but the and synch permissive relays, while <VPRO> pro-
minimum FSR setting establishes the minimum fuel vides the actual breaker close command. See Figure
level that prevents a flameout. Temperature and/or 6.
<XYZ>
AUTO SYNCH
<RST>
AUTO SYNCH
PERMISSIVE
CALCULATED PHASE WITHIN LIMITS AND
GEN VOLTS A CALCULATED SLIP WITHIN LIMITS

A>B L25
REF B AND L83AS BREAKER
AUTO SYNCH CLOSE
CALCULATED ACCELERATION
PERMISSIVE
LINE VOLTS
A
A>B CALCULATED BREAKER LEAD TIME
REF B
id0048V
Figure 6 Synchronizing Control Schematic
There are three basic synchronizing modes. These For synchronizing, the unit is brought to 100.3%
may be selected from external contacts, i.e., genera- speed to keep the generator “faster” than the grid, as-
tor panel selector switch, or from the SPEEDTRON- suring load pick–up upon breaker closure. If the sys-
IC Mark VI <HMI>. tem frequency has varied enough to cause an
unacceptable slip frequency (difference between
1. OFF – Breaker will not be closed by SPEED- generator frequency and grid frequency), the speed
TRONIC Mark VI control matching circuit adjusts TNR to maintain turbine
speed 0.20% to 0.40% faster than the grid to assure
2. MANUAL – Operator initiated breaker closure
the correct slip frequency and permit synchronizing.
when permissive synch check relay 25X is satis-
fied
For added protection a synchronizing check relay is
3. AUTO – System will automatically match volt- provided in the generator panel. It is used in series
age and speed and then close the breaker at the with both the auto synchronizing relay and the
appropriate time to hit top dead center on the manual breaker close switch to prevent large out–
synchroscope of–phase breaker closures.
GE Power Systems
ACCELERATION CONTROL turbine occurs in the flame zone of the combustion

chambers. The combustion gas in that zone is di-
Acceleration control compares the present value of luted by cooling air and flows into the turbine sec-
the speed signal with the value at the last sample tion through the first stage nozzle. The temperature
time. The difference between these two numbers is a of that gas as it exits the first stage nozzle is known as
measure of the acceleration. If the actual accelera- the “firing temperature” of the gas turbine; it is this
tion is greater than the acceleration reference, temperature that must be limited by the control sys-
FSRACC is reduced, which will reduce FSR, and tem. From thermodynamic relationships, gas tur-
consequently the fuel to the gas turbine. During bine cycle performance calculations, and known site
start–up the acceleration reference is a function of conditions, firing temperature can be determined as
turbine speed; acceleration control usually takes a function of exhaust temperature and the pressure
over from speed control shortly after the warm–up ratio across the turbine; the latter is determined from
period and brings the unit to speed. At “Complete the measured compressor discharge pressure (CPD).
Sequence”, which is normally 14HS pick–up, the The temperature control system is designed to mea-
acceleration reference is a Control Constant, nor- sure and control turbine exhaust temperature rather
mally 1% speed/second. After the unit has reached than firing temperature because it is impractical to
100% TNH, acceleration control usually serves only measure temperatures directly in the combustion
to contain the unit’s speed if the generator breaker chambers or at the turbine inlet. This indirect control
should open while under load. of turbine firing temperature is made practical by
utilizing known gas turbine aero– and thermo–dy-
namic characteristics and using those to bias the ex-
haust temperature signal, since the exhaust
temperature alone is not a true indication of firing
ISOTHERMAL
temperature.
Firing temperature can also be approximated as a

function of exhaust temperature and fuel flow (FSR)
and as a function of exhaust temperature and genera-
tor output (DWATT). Either FSR or megawatt ex-
haust temperature control curves are used as
back–up to the primary CPD–biased temperature
control curve.
These relationships are shown on Figures 7 and 8.
The lines of constant firing temperature are used in
the control system to limit gas turbine operating
COMPRESSOR DISCHARGE PRESSURE (CPD)
id0045 temperatures, while the constant exhaust tempera-
Figure 7 Exhaust Temperature vs.
ture limit protects the exhaust system during start–
Compressor Discharge Pressure up.
Exhaust Temperature Control Hardware

TEMPERATURE CONTROL
Chromel–Alumel exhaust temperature thermocou-
The Temperature Control System will limit fuel ples are used and, typically 27 in number. These
flow to the gas turbine to maintain internal operating thermocouples circumferentially inside the exhaust
temperatures within design limitations of turbine diffuser. They have individual radiation shields that
hot gas path parts. The highest temperature in the gas allow the radial outward diffuser flow to pass over
GE Power Systems
tive exhaust temperature value, compares this value

with the setpoint, and then generates a fuel com-
mand signal to the analog control system to limit ex-
haust temperature.
ISOTHERMAL
Temperature Control Command Program

The temperature control command program

compares the exhaust temperature control setpoint
with the measured gas turbine exhaust temperature
as obtained from the thermocouples mounted in the
exhaust plenum; these thermocouples are scanned
and cold junction corrected by programs described
later. These signals are accessed by <RST>. The
temperature control command program in <RST>
FUEL STROKE REFERENCE (FSR) (Figure 9) reads the exhaust thermocouple tempera-
id0046
ture values and sorts them from the highest to the
Figure 8 Exhaust Temperature vs. Fuel lowest. This array (TTXD2) is used in the combus-
Control Command Signal
tion monitor program as well as in the Temperature
these 1/16” diameter (1.6mm) stainless steel Control Program. In the Temperature Control Pro-
sheathed thermocouples at high velocity, minimiz- gram all exhaust thermocouple inputs are monitored
ing the cooling effect of the longer time constant, and if any are reading too low as compared to a
cooler plenum walls. The signals from these individ- constant, they will be rejected. The highest and low-
ual, ungrounded detectors are sent to the SPEED- est values are then rejected and the remaining values
TRONIC Mark VI control panel through shielded are averaged, that average being the TTXM signal.
thermocouple cables and are divided amongst con- If a Controller should fail, this program will ignore
trollers <RST>. the readings from the failed Controller. The TTXM
signal will be based on the remaining Controllers’
Exhaust Temperature Control Software thermocouples and an alarm will be generated.
The TTXM value is used as the feedback for the ex-
The software contains a series of application pro- haust temperature comparator because the value is
grams written to perform the exhaust temperature not affected by extremes that may be the result of
control and monitoring functions such as digital and faulty instrumentation. The temperature–control–
analog input scan. A major function is the exhaust command program in <RST> compares the exhaust
temperature control, which consists of the following temperature control setpoint (calculated in the tem-
programs: perature–control–bias program and stored in the
computer memory) TTRXB to the TTXM value to
1. Temperature control command determine the temperature error. The software pro-
2. Temperature control bias calculations gram converts the temperature error to a fuel stroke
reference signal, FSRT.
3. Temperature reference selection
The temperature control software determines the Temperature Control Bias Program
cold junction compensated thermocouple readings,
selects the temperature control setpoint, calculates Gas turbine firing temperature is determined by the
the control setpoint value, calculates the representa- measured parameters of exhaust temperature and
GE Power Systems
<RST>
.
TO
COMBUSTION
TTXDR TTXD2 MONITOR
TTXDS SORT
HIGHEST
TO
TTXDT LOWEST
REJECT REJECT
HIGH AVERAGE TTXM
LOW
TC’s AND REMAINING
QUANTITY LOW
OF TC’s USED
<RST> <RST>
TEMPERATURE TEMPERATURE CONTROL

CORNER CONTROL
REFERENCE
FSRMIN
CPD
FSRMAX
SLOPE
TTRXB
MIN MEDIAN
SELECT SELECT FSRT
SLOPE
TTXM
+
FSR +
GAIN
CORNER
FSR
ISOTHERMAL
id0032V
Figure 9 Temperature Control Schematic
compressor discharge pressure (CPD) or exhaust

temperature and fuel consumption (proportional to DIGITAL
COMPUTER
INPUT
FSR). In the computer, firing temperature is limited DATA MEMORY
by a linearized function of exhaust temperature and

CPD backed up by a linearized function of exhaust
temperature and FSR (See Figure 8). The tempera- SELECTED TEMPERATURE
ture control bias program (Figure 10) calculates the TEMPERATURE CONTROL COMPUTER
REFERENCE BIAS MEMORY
TABLE
exhaust temperature control setpoint TTRXB based PROGRAM
on the CPD data stored in computer memory and

constants from the selected temperature–reference
table. The program calculates another setpoint based CONSTANT
STORAGE
on FSR and constants from another temperature–
id0023
reference table.
Figure 10 Temperature Control Bias
Figure 11 is a graphical illustration of the control set- perature setpoint. The constants TTKn_K (FSR bias
points. The constants TTKn_C (CPD bias corner) corner) and TTKn_M (FSR bias slope) are used with
and TTKn_S (CPD bias slope) are used with the the FSR data to determine the FSR bias exhaust tem-
CPD data to determine the CPD bias exhaust temperature setpoint. The values for these constants are
GE Power Systems
given in the Control Specifications–Control System Temperature Reference Select Program

Settings drawing. The temperature–control–bias
program also selects the isothermal setpoint
TTKn_I. The program selects the minimum of the The exhaust temperature control function selects
three setpoints, CPD bias, FSR bias, or isothermal control setpoints to allow gas turbine operation at
for the final exhaust temperature control reference. various firing temperatures. The temperature–refer-
During normal operation with gas or light distillate ence–select program (Figure 12) determines the op-
fuels, this selection results in a CPD bias control erational level for control setpoints based on digital
with an isothermal limit, as shown by the heavy lines input information representing temperature control
on Figure 11. The CPD bias setpoint is compared requirements. Three digital input signals are de-
with the FSR bias setpoint by the program and an coded to select one set of constants which define the
alarm occurs when the CPD setpoint is higher. For control setpoints necessary to meet those require-
units operating with heavy fuel, FSR bias control ments. A typical digital signal is “BASE SELECT”,
will be selected to minimize the effect of turbine selected by clicking on the appropriate target on the
nozzle plugging on firing temperature. The FSR bias operator interface <HMI>.
setpoint will then be compared with the CPD bias
setpoint and an alarm will occur when the FSR set-
point exceeds the CPD setpoint. A ramp function is FUEL CONTROL SYSTEM
provided in the program to limit the rate at which the
setpoint can change. The maximum and minimum The gas turbine fuel control system will change fuel
change in ramp rates (slope) are programmed in flow to the combustors in response to the fuel stroke
constants TTKRXR1 and TTKRXR2. Consult the reference signal (FSR). FSR actually consists of two
Control Sequence Program (CSP) and the Control separate signals added together, FSR1 being the
Specifications drawing for the block diagram il- called–for liquid fuel flow and FSR2 being the
lustration of this function and the value of the called–for gas fuel flow; normally, FSR1 + FSR2 =
constants. Typical rate change limit is 1.5°F per se- FSR. Standard fuel systems are designed for opera-
cond. The output of the ramp function is the exhaust tion with liquid fuel and/or gas fuel. This chapter
temperature control setpoint which is stored in the will describe a dual fuel system. It starts with the ser-
computer memory. vo drive system, where the setpoint is compared
with the feedback signal and converted to a valve
position. It will describe liquid, gas and dual fuel op-
eration and how the FSR from the control systems
previously described is conditioned and sent as a set
point to the servo system.
EXHAUST TEMPERATURE
TTKn_K
TTKn_I ISOTHERMAL
TTKn_C
TEMPERATURE SELECTED
DIGITAL REFERENCE TEMPERATURE
INPUT DATA SELECT REFERENCE
TABLE
CONSTANT
CPD STORAGE
FSR
id0054
id0106
Figure 11 Exhaust Temperature Control Setpoints
Figure 12 Temperature Reference Select Program

GE Power Systems
Servo Drive System actuator. If the hydraulic actuator has spring return,
hydraulic oil will be ported to one side of the cylin-
The heart of the fuel system is a three coil electro– der and the other to drain. A feedback signal pro-
hydraulic servovalve (servo) as shown in Figure 13. vided by a linear variable differential transformer
The servovalve is the interface between the electri- (LVDT, Figure 13) will tell the control whether or
cal and mechanical systems and controls the direc- not it is in the required position. The LVDT outputs
tion and rate of motion of a hydraulic actuator based an AC voltage which is proportional to the position
on the input current to the servo. of the core of the LVDT. This core in turn is con-
nected to the valve whose position is being con-
3-COIL TORQUE MOTOR
trolled; as the valve moves, the feedback voltage
TORQUE changes. The LVDT requires an exciter voltage
MOTOR TORQUE
ARMATURE MOTOR which is provided by the VSVO card.
N N
Figure 14 shows the major components of the servo

JET TUBE
FORCE
positioning loops. The digital (microprocessor sig-
FEEDBACK
SPRING
S S
nal) to analog conversion is done on the VSVO card;
FAIL
this represents called–for fuel flow. The called–for
SAFE
BIAS fuel flow signal is then compared to a feedback rep-
SPRING
resenting actual fuel flow. The difference is ampli-
fied on the VSVO card and sent through the TSVO
Â
P R P card to the servo. This output to the servos is moni-
1 2 tored and there will be an alarm on loss of any one of
the three signals from <RST>.
SPOOL VALVE FILTER
DRAIN PS
1350 PSI Liquid Fuel Control
HYDRAULIC
The liquid fuel system consists of fuel handling
ACTUATOR
components and electrical control components.
Some of the fuel handling components are: primary
TO <RST> LVDT
fuel oil filter, fuel oil stop valve, three fuel pumps,
ABEX Servovalve id0029 fuel bypass valve, fuel pump pressure relief valve,
Figure 13 Electrohydraulic Servovalve flow divider, combined selector valve/pressure
The servovalve contains three electrically isolated gauge assembly, false start drain valve, fuel lines,
coils on the torque motor. Each coil is connected to and fuel nozzles. The electrical control components
one of the three Controllers <RST>. This provides are: liquid fuel pressure switch (upstream) 63FL–2,
redundancy should one of the Controllers or coils fuel oil stop valve limit switch 33FL, liquid fuel
fail. There is a null–bias spring which positions the pump bypass valve servovalve 65FP, flow divider
servo so that the actuator will go to the fail safe posi- magnetic speed pickups 77FD–1, –2, –3 and
tion should ALL power and/or control signals be SPEEDTRONIC control cards TSVO and VSVO. A
lost. diagram of the system showing major components is
shown in Figure 15.
If the hydraulic actuator is a double–action piston,
the control signal positions the servovalve so that it The fuel bypass valve is a hydraulically actuated
ports high–pressure oil to either side of the hydraulic valve with a linear flow characteristic. Located

POSTION FEEDBACK
LVDT
<R>
TSVO VSVO TSVO

3.2KHZ
EXCITATION
REF
D/A
Figure 14 Servo Positioning Loops
FUEL
<S>
SERVO
VSVO 3.2KHZ VALVE
REF
D/A TORQUE
MOTOR
14
HYDRAULIC
ACTUATOR
HIGH
<T> PRESSURE
OIL
VSVO 3.2KHZ
EXCITATION
REF
D/A
GE Power Systems
POSTION FEEDBACK
LVDT
Fund_Mk_VI
id0026
GE Power Systems
between the inlet (low pressure) and discharge (high fuel necessary to meet the control system fuel de-
pressure) sides of the fuel pump, this valve bypasses mand. It is positioned by servo valve 65FP, which
excess fuel delivered by the fuel pump back to the receives its signal from the controllers.
fuel pump inlet, delivering to the flow divider the
<RST>
FSR1 FQ1 <RST>
FQROUT <RST>
TSVO
TNH
L4 VSVO
L20FLX PR/A
BY-PASS VALVE ASM.
P R 65FP TYPICAL
40µ DIFFERENTIAL FLOW FUEL NOZZLES
PRESSURE GUAGE DIVIDER
77FD-1
63FL-2 OH
HYDRAULIC COMBUSTION
SUPPLY CHAMBER
OFV
FUEL
STOP
VALVE VR4
OF AD
FUEL PUMP
(QTY 3)
33FL
M FALSE START
OLT- DRAIN VALVE
CONTROL CHAMBER OFD
OIL 77FD-2
TO DRAIN
77FD-3
id0031V
Figure 15 Liquid Fuel Control Schematic
The flow divider divides the single stream of fuel VSVO card modulates servovalve 65FP based on
from the pump into several streams, one for each inputs of turbine speed, FSR1 (called–for liquid fuel
combustor. It consists of a number of matched high flow), and flow divider speed (FQ1).
volumetric efficiency positive displacement gear
pumps, again one per combustor. The flow divider is Fuel Oil Control – Software
driven by the small pressure differential between the
When the turbine is run on liquid fuel oil, the control
inlet and outlet. The gear pumps are mechanically
system checks the permissives L4 and L20FLX and
connected so that they all run at the same speed,
does not allow FSR1 to close the bypass valve unless
making the discharge flow from each pump equal.
they are ‘true’ (closing the bypass valve sends fuel to
Fuel flow is represented by the output from the flow
the combustors). The L4 permissive comes from the
divider magnetic pickups (77FD–1, –2 & –3). These
Master Protective System (to be discussed later) and
are non–contacting magnetic pickups, giving a
L20FLX becomes ‘true’ after the turbine vent timer
pulse signal frequency proportional to flow divider
times out. These signals control the opening and
speed, which is proportional to the fuel flow deliv-
closing of the fuel oil stop valve.
ered to the combustion chambers.
The FSR signal from the controlling system goes
The TSVO card receives the pulse rate signals from through the fuel splitter where the liquid fuel re-
77FD–1, –2, and –3 and outputs an analog signal quirement becomes FSR1. The FSR1 signal is mul-
which is proportional to the pulse rate input. The tiplied by TNH, so fuel flow becomes a function of
GE Power Systems
speed – an important feature, particularly while the Gas Fuel Control

unit is starting. This enables the system to have bet-
ter resolution at the lower, more critical speeds The dry low NOx II (DLN–2) control system regu-
where air flow is very low. This produces the lates the distribution of gas fuel to a multi–nozzle
FQROUT signal, which is the digital liquid fuel combustor arrangement. The fuel flow distribution
flow command. At full speed TNH does not change, to each fuel nozzle assembly is a function of com-
therefore FQROUT is directly proportional to FSR. bustion reference temperature (TTRF1) and IGV
temperature control mode. By a combination of fuel
FQROUT then goes to the VSVO card where it is staging and shifting of combustion modes from dif-
changed to an analog signal to be compared to the fusion at ignition through premix at higher loads,
feedback signal from the flow divider. As the fuel low nitrous oxide (NOx) emissions are achieved.
flows into the turbine, speed sensors 77FD–1, –2, Fuel gas is controlled by the gas stop/speed ratio
and –3 send a signal to the TSVO card, which in turn valve (SRV), the primary, secondary and quaternary
outputs the fuel flow rate signal (FQ1) to the VSVO gas control valves (GCV) , and the premix splitter
card. When the fuel flow rate is equal to the called– valve (PMSV). The premix splitter valve controls
for rate (FQ1 = FSR1), the servovalve 65FP is the split between secondary and tertiary gas flow.
moved to the null position and the bypass valve re- All valves are servo controlled by signals from the
mains “stationary” until some input to the system SPEEDTRONIC control panel (Figure 16).
changes. If the feedback is in error with FQROUT,
the operational amplifier on the VSVO card will It is the gas control valve which controls the desired
change the signal to servovalve 65FP to drive the by- gas fuel flow in response to the command signal
pass valve in a direction to decrease the error. FSR. To enable it to do this in a predictable manner,
the speed ratio valve is designed to maintain a prede-
The flow divider feedback signal is also used for termined pressure (P2) at the inlet of the gas control
valve as a function of gas turbine speed.
system checks. This analog signal is converted to
digital counts and is used in the controller’s software There are three main DLN–2 combustion modes:
to compare to certain limits as well as to display fuel Primary, Lean–Lean, and Premix.
flow on the <HMI>. The checks made are as fol-
Primary mode exists from light off to 81% corrected
lows:
speed, fuel flow to primary nozzles only. Lean–
Lean is from 81% corrected speed to a preselected
L60FFLH:Excessive fuel flow on start–up combustion reference temperature, with fuel to the
primary and tertiary nozzles. In Premix operation
L3LFLT1:Loss of LVDT position feedback
fuel is directed to secondary, tertiary and quaternary
nozzles. Minimum load for this operation is set by
L3LFBSQ:Bypass valve is not fully open when
combustion reference temperature and IGV posi-
the stop valve is closed.
tion.
L3LFBSC:Servo current is detected when the The fuel gas control system consists primarily of the
stop valve is closed. following components: gas strainer, gas supply
pressure switch 63FG, stop/speed ratio valve assem-
L3LFT:Loss of flow divider feedback bly, fuel gas pressure transducer(s) 96FG, gas fuel
vent solenoid valve 20VG, control valve assembly,
If L60FFLH is true for a specified time period (nom- LVDT’s 96GC–1, –2, –3, –4, –5, –6, 96SR–1, –2, 96
inally 2 seconds), the unit will trip; if L3LFLT1 PS–1, –2, electro–hydraulic servovalves 90SR,
through L3LFT are true, these faults will trip the unit 65GC and 65PS, dump valve(s) VH–5, three pres-
during start–up and require manual reset. sure gauges, gas manifold with ‘pigtails’ to respec-
GE Power Systems
tive fuel nozzles, and SPEEDTRONIC control cards tion is contained in subsequent para-
TBQB and TCQC. The components are shown graphs.
schematically in Figure 17. A functional explana-
DLN–2 GAS FUEL SYSTEM
SGCV T
SRV PMSV S SINGLE

PGCV
BURNING
ZONE
P 5 BURNERS
QGCV
*
Q
GAS SKID TURBINE COMPARTMENT
SRV SPEED/RATIO VALVE T TERTIARY MANIFOLD, 1 NOZ. PREMIX ONLY

PGCV GAS CONTROL, PRIMARY S SECONDARY MANIFOLD, 4 NOZ. PREMIX INJ.
SGCV GAS CONTROL, SECONDARY P PRIMARY MANIFOLD, 4 NOZ. DIFFUSION INJ.
QGCV GAS CONTROL, QUATERNARY Q QUAT MANIFOLD, CASING. PREMIX ONLY
PMSV PREMIX SPLITTER VALVE
* PURGE AIR (PCD AIR SUPPLY)
Figure 16 DLN–2 Gas Fuel System

GE Power Systems
VSVO
FPRG TSVO POS1 VSVO TSVO
POS2 GAS CONTROL GAS CONTROL

SPEED RATIO FSR2 VALVE SERVO VALVE POSITION
VALVE CONTROL FEEDBACK
FPG
TBAI 96FG-2A TSVO

VAIC
96FG-2B
96FG-2C 20VG
TRANSDUCERS
VENT
COMBUSTION
CHAMBER
63FG-3
STOP/ GAS
RATIO CONTROL
VALVE VALVE
GAS
P2
Electrical
Connection GAS
MANIFOLD
Hydraulic LVDT’S LVDT’S
Piping 96SR-1,2 96GC-1,2
Gas Piping
VH5-1 DUMP
RELAY
TRIP
90SR SERVO
65GC SERVO
HYDRAULIC
SUPPLY id0059V
Figure 17 Gas Fuel Control System

GE Power Systems
Gas Control Valves then output to the servo valve through the TSVO
The position of the gas control valve plug is intended card. The gas control valve stem position is sensed
to be proportional to FSR2 which represents called– by the output of a linear variable differential trans-
for gas fuel flow. Actuation of the spring–loaded gas former (LVDT) and fed back through the TSVO card
control valve is by a hydraulic cylinder controlled by to an operational amplifier on the VSVO card where
an electro–hydraulic servovalve. it is compared to the FSROUT input signal at a sum-
ming junction. There are two LVDTs providing
When the turbine is to run on gas fuel the permis- feedback ; two of the three controllers are dedicated
sives L4, L20FGX and L2TVX (turbine purge com- to one LVDT each, while the third selects the highest
plete) must be ‘true’, similar to the liquid system. feedback through a high–select diode gate. If the
This allows the Gas Control Valve to open. The feedback is in error with FSROUT, the operational
stroke of the valve will be proportional to FSR. amplifier on the VSVO card will change the signal
FSR goes through the fuel splitter (to be discussed in to the hydraulic servovalve to drive the gas control
the dual fuel section) where the gas fuel requirement valve in a direction to decrease the error. In this way
becomes FSR2, which is then conditioned for offset the desired relationship between position and FSR2
and gain. This signal, FSROUT, goes to the VSVO is maintained and the control valve correctly meters
card where it is converted to an analog signal and the gas fuel. See Figure 18.
<RST>
OFFSET
GAIN
<RST>
FSR2 +
TBQC
+
HIGH
SELECT
L4
L3GCV
FSROUT
ANALOG
I/O
GAS CONTROL VALVE
GAS
P2
ÎÎ
GAS CONTROL VALVE
POSITION LOOP
ÎÎ
CALIBRATION
ÎÎ
POSITION
LVDT
LVDT’S
ELECTRICAL CONNECTION 96GC-1, -2
GAS PIPING
SERVO
HYDRAULIC PIPING VALVE FSR
id0027V
Figure 18 Gas Control Valve Control Schematic

GE Power Systems
<RST>
TNH
<RST>
GAIN
VSVO
+ FPRG
OFFSET + D
A
L4
FPG
L3GRV
HIGH POS2
SELECT
96FG-2A
96FG-2B
96FG-2C
SPEED RATIO VALVE
GAS
VAIC
ÎÎÎ
96SR-1,2
LVDT’S
OPERATING
CYLINDER
PISTON
ÎÎÎ
ÎÎÎ TBAI
TRIP OIL DUMP

RELAY
TSVO
SERVO
VALVE
LEGEND
HYDRAULIC
ELECTRICAL OIL
CONNECTION
GAS PIPING
HYDRAULIC
PIPING P2
DIGITAL or PRESSURE
CONTROL VOLTAGE
TNH
Speed Ratio Valve Pressure Calibration
id0058V
Figure 19 Stop/Speed Ratio Valve Control Schematic

GE Power Systems
The plug in the gas control valve is contoured to pro- The stop/speed ratio valve provides a positive stop
vide the proper flow area in relation to valve stroke. to fuel gas flow when required by a normal shut–
The gas control valve uses a skirted valve disc and down, emergency trip, or a no–run condition. Hy-
venturi seat to obtain adequate pressure recovery. draulic trip dump valve VH–5 is located between the
High pressure recovery occurs at overall valve pres- electro–hydraulic servovalve 90SR and the hydrau-
sure ratios substantially less than the critical pres- lic actuating cylinder. This dump valve is operated
sure ratio. The net result is that flow through the by the low pressure control oil trip system. If permis-
control valve is independent of valve pressure drop. sives L4 and L3GRV are ‘true’ the trip oil (OLT) is at
Gas flow then is a function of valve inlet pressure P2 normal pressure and the dump valve is maintained in
and valve area only. a position that allows servovalve 90SR to control the
cylinder position. When the trip oil pressure is low
As before, an open or a short circuit in one of the ser- (as in the case of normal or emergency shutdown),
vo coils or in the signal to one coil does not cause a the dump valve spring shifts a spool valve to a posi-
trip. Each GCV has two LVDTs and can run correct- tion which dumps the high pressure hydraulic oil
ly on one. (OH) in the speed ratio/stop valve actuating cylinder
to the lube oil reservoir. The closing spring atop the
valve plug instantly shuts the valve, thereby shutting
Stop/Speed Ratio Valve off fuel flow to the combustors.
In addition to being displayed, the feedback signals
The speed ratio/stop valve is a dual function valve. It and the control signals of both valves are compared
serves as a pressure regulating valve to hold a de- to normal operating limits, and if they go outside of
sired fuel gas pressure ahead of the gas control valve these limits there will be an alarm. The following are
and it also serves as a stop valve. As a stop valve it is typical alarms:
an integral part of the protection system. Any emer-
gency trip or normal shutdown will move the valve L60FSGH: Excessive fuel flow on start–up
to its closed position shutting off gas fuel flow to the L3GRVFB: Loss of LVDT feedback on the SRV
turbine. This is done either by dumping hydraulic oil
L3GRVO: SRV open prior to permissive to open
from the Stop/Speed Ratio Valve VH–5 hydraulic
trip relay or driving the position control closed elec- L3GRVSC: Servo current to SRV detected prior
trically. to permissive to open
L3GCVFB: Loss of LVDT feedback on the
The stop/speed ratio valve has two control loops. GCV
There is a position loop similar to that for the gas
control valve and there is a pressure control loop. L3GCVO: GCV open prior to permissive to
See Figure 19. Fuel gas pressure P2 at the inlet to the open
gas control valve is controlled by the pressure loop L3GCVSC: Servo current to GCV detected
as a function of turbine speed. This is done by pro- prior to permissive to open
portioning it to turbine speed signal TNH, with an
L3GFIVP: Intervalve (P2) pressure low
offset and gain, which then becomes Gas Fuel Pres-
sure Reference FPRG. FPRG then goes to the The servovalves are furnished with a mechanical
VSVO card to be converted to an analog signal. P2 null offset bias to cause the gas control valve or
pressure is measured by 96FG which outputs a volt- speed ratio valve to go to the zero stroke position
age proportional to P2 pressure. This P2 signal (fail safe condition) should the servovalve signals or
(FPG) is compared to the FPRG and the error signal power be lost. During a trip or no–run condition, a
(if any) is in turn compared with the 96SR LVDT positive voltage bias is placed on the servo coils
feedback to reposition the valve as in the GCV loop. holding them in the ‘valve closed’ position.
GE Power Systems
Premix Splitter Valve <RST>

FUEL SPLITTER
L84TG
A=B
TOTAL GAS
The Premix splitter valve (PMSV) regulates the split A=B
L84TL
TOTAL LIQUID
MAX. LIMIT
of secondary/tertiary gas fuel flow between the sec-
MIN. LIMIT
ondary and tertiary gas fuel manifolds. The valve is MEDIAN
L83FZ SELECT
referenced to the secondary fuel passages, i.e. 0% PERMISSIVES
valve stroke corresponds to 0% secondary fuel flow. RAMP
Unlike the SRV and GCV’s the flow through the RATE
L83FG
splitter valve is not linear with valve position.The GAS SELECT
L83FL
control system linearizes the fuel split setpoint and LIQUID SELECT
the resulting valve position command FSRXPOUT FSR FSR1
LIQUID REF.
is used as the position reference.
FSR2
GAS REF.
id0034
Dual Fuel Control Figure 20 Fuel Splitter Schematic
Turbines that are designed to operate on both liquid Fuel Transfer – Liquid to Gas
and gaseous fuel are equipped with controls to pro-
vide the following features:
If the unit is running on liquid fuel (FSR1) and the
1.Transfer from one fuel to the other on com- “GAS” target on the <HMI> screen is selected the
mand. following sequence of events will take place, pro-
viding the transfer and fuel gas permissives are true
2. Allow time for filling the lines with the type of (refer to Figure 21):
fuel to which turbine operation is being trans-
ferred. FSR1 will remain at its initial value, but FSR2 will
step to a value slightly greater than zero, usually
3. Operation of liquid fuel nozzle purge when 0.5%. This will open the gas control valve slightly to
operating totally on gas fuel. bleed down the intervalve volume. This is done in
case a high pressure has been entrained. The pres-
4. Operation of gas fuel nozzle purge when oper-
ence of a higher pressure than that required by the
ating totally on liquid fuel.
speed/ratio controller would cause slow response in
The software diagram for the fuel splitter is shown in initiating gas flow.
Figure 20.
After a typical time delay of thirty seconds to bleed
down the P2 pressure and fill the gas supply line, the
Fuel Splitter software program ramps the fuel commands, FSR2
to increase and FSR1 to decrease, at a programmed
As stated before FSR is divided into two signals, rate through the median select gate. This is complete
FSR1 and FSR2, to provide dual fuel operation. See in thirty seconds.
Figure 20.
When the transfer is complete logic signal L84TG
FSR is multiplied by the liquid fuel fraction FX1 to (Total Gas) will de–energize the liquid fuel forward-
produce the FSR1 signal. FSR1 is then subtracted ing pump, close the fuel oil stop valve by de–ener-
from the FSR signal resulting in FSR2, the control gizing the liquid fuel dump valve 20FL, and initiate
signal for the secondary fuel. the purge sequence.
GE Power Systems
Fuel Transfer – Gas to Liquid

Transfer from Full Gas to Full Distillate
FSR2 Transfer from gas to liquid is essentially the same se-
quence as previously described, except that gas and
UNITS
liquid fuel command signals are interchanged. For

FSR1
PURGE
instance, at the beginning of a transfer, FSR2 re-
SELECT DISTILLATE
TIME
mains at its initial value, but FSR1 steps to a value
slightly greater than zero. This will command a
Transfer from Full Distillate to Full Gas
small liquid fuel flow. If there has been any fuel leak-
FSR1
age out past the check valves, this will fill the liquid
fuel piping and avoid any delay in delivery at the be-
UNITS
ginning of the FSR1 increase.

FSR2
The rest of the sequence is the same as liquid–to–
PURGE
TIME
SELECT GAS gas, except that there is usually no purging se-
quence.
Transfer from Full Distillate to Mixture
Gas Fuel Purge
FSR1
UNITS
Primary gas fuel purge is required during premix

steady state and liquid fuel operation. This system
FSR2
PURGE
involves a double block and bleed arrangement,
TIME
SELECT GAS SELECT MIX wherby two purge valves (VA13–1, –2) are shut
id0033
when primary gas is flowing and intervalve vent so-
Figure 21 Fuel Transfer lenoid (20VG–2) is open to bleed any leakage across
the valves. The purge valves are air operated through
solenoid valves 20PG–1, –2. When there is no pri-
Liquid Fuel Purge mary gas flow, the purge valves open and allow com-
pressor discharge air to flow through the primary
fuel nozzle passages. Secondary purge is required
To prevent coking of the liquid fuel nozzles while for the secondary and tertiary nozzles when second-
operating on gas fuel, some atomizing air is diverted ary and tertiary fuel flow is reduced to zero and when
through the liquid fuel nozzles. The following se- operating on liquid fuel. This is a block and bleed ar-
quence of events occurs when transfer from liquid to rangement similar to the primary purge with two
gas is complete. purge valves (VA13–3, –4), intervalve vent solenoid
(20VG–3), and solenoid valves 20PG–3, –4.
Air from the atomizing air system flows through a
cooler (HX4–1), through the fuel oil purge valve
(VA19–3) and through check valve VCK2 to each
fuel nozzle.
MODULATED INLET GUIDE VANE
The fuel oil purge valve is controlled by the position SYSTEM
of a solenoid valve 20PL–2 . When this valve is en-
ergized , actuating air pressure opens the purge oil The Inlet Guide Vanes (IGVs) modulate during the
check valve, allowing air flow to the fuel oil nozzle acceleration of the gas turbine to rated speed, load-
purge check valves. ing and unloading of the generator, and deceleration
of the gas turbine. This IGV modulation maintains
proper flows and pressures, and thus stresses, in the
GE Power Systems
compressor, maintains a minimum pressure drop bined cycle application, maintains high exhaust
across the fuel nozzles, and, when used in a com- temperatures at low loads.
<RST>
<RST>
CSRGV
VSVO
CSRGV IGV REF CSRGVOUT
D/A
HIGH
SELECT
TSVO
CLOSE
HM3-1
HYD.
SUPPLY R P OPEN
IN FH6 OUT
–1
90TV-1
2 1
A
96TV-1,2
OLT-1
TRIP OIL
C1
VH3-1
D C2
ORIFICES (2)
OD
id0030
Figure 23 Modulating Inlet Guide Vane Control Schematic
Guide Vane Actuation Operation
During start–up, the inlet guide vanes are held fully

The modulated inlet guide vane actuating system is closed, a nominal 27 degree angle, from zero to
comprised of the following components: servovalve 83.5% corrected speed. Turbine speed is corrected
90TV, LVDT position sensors 96TV–1 and to reflect air conditions at 27° C (80° F); this com-
96TV–2, and, in some instances, solenoid valve pensates for changes in air density as ambient condi-
20TV and hydraulic dump valve VH3. Control of tions change. At ambient temperatures greater than
90TV will port hydraulic pressure to operate the 80° F, corrected speed TNHCOR is less than actual
variable inlet guide vane actuator. If used, 20TV and speed TNH; at ambients less than 27° C (80° F),
VH3 can prevent hydraulic oil pressure from flow- TNHCOR is greater than TNH. After attaining a
ing to 90TV. See Figure 23. speed of approximately 83.5%, the guide vanes will
GE Power Systems
modulate open at about 6.7 degrees per percent in-

crease in corrected speed. When the guide vanes FULL OPEN (MAX ANGLE)
reach the minimum full speed angle, nominally 54°,
IGV ANGLE – DEGREES (CSRGV)

they stop opening; this is usually at approximately
91% TNH. By not allowing the guide vanes to close SIMPLE CYCLE
COMBINED
CYCLE
(CSKGVSSR) (TTRX)
to an angle less than the minimum full speed angle at
100% TNH, a minimum pressure drop is maintained MINIMUM FULL SPEED ANGLE
across the fuel nozzles, thereby lessening combus- ROTATING
STALL STARTUP
tion system resonance. Solenoid valve 20CB is usu- REGION PROGRAM
ally opened when the generator breaker is closed; REGION OF NEGATIVE

5TH STAGE EXTRACTION
this in turn closes the compressor bleed valves. FULL CLOSED
(MIN ANGLE)
PRESSURE
0 100
As the unit is loaded and exhaust temperature in- CORRECTED SPEED–%
(TNHCOR) 0 100
LOAD–%
creases, the inlet guide vanes will go to the full open FSNL BASE LOAD
EXHAUST TEMPERATURE
position when the exhaust temperature reaches one id0037
of two points, depending on the operation mode se- Figure 24 Variable Inlet Guide Vane Schedule
lected. For simple cycle operation, the IGVs move to
the full open position at a pre–selected exhaust tem-
perature, usually 371° C (700° F). For combined PROTECTION SYSTEMS
cycle operation, the IGVs begin to move to the full
open position as exhaust temperature approaches The gas turbine protection system is comprised of a
the temperature control reference temperature; nor- number of sub–systems, several of which operate
mally, the IGVs begin to open when exhaust temper- during each normal start–up and shutdown. The oth-
ature is within 17° C (30° F) of the temperature er systems and components function strictly during
control reference. emergency and abnormal operating conditions. The
most common kind of failure on a gas turbine is the
During a normal shutdown, as the exhaust tempera- failure of a sensor or sensor wiring; the protection
ture decreases the IGVs move to the minimum full systems are set up to detect and alarm such a failure.
speed angle; as the turbine decelerates from 100% If the condition is serious enough to disable the
TNH, the inlet guide vanes are modulated to the ful- protection completely, the turbine will be tripped.
ly closed position. When the generator breaker Protective systems respond to the simple trip signals
opens, the compressor bleed valves will be opened. such as pressure switches used for low lube oil pres-
sure, high gas compressor discharge pressure, or
In the event of a turbine trip, the compressor bleed similar indications. They also respond to more com-
valves are opened and the inlet guide vanes go to the plex parameters such as overspeed, overtempera-
fully closed position. The inlet guide vanes remain ture, high vibration, combustion monitor, and loss of
fully closed as the turbine continues to coast down. flame. To do this, some of these protection systems
and their components operate through the master
For underspeed operation, if TNHCOR decreases control and protection circuit in the SPEEDTRON-
below approximately 91%, the inlet guide vanes IC control system, while other totally mechanical
modulate closed at 6.7 degrees per percent decrease systems operate directly on the components of the
in corrected speed. In most cases, if the actual speed turbine. In each case there are two essentially inde-
decreases below 95% TNH, the generator breaker pendent paths for stopping fuel flow, making use of
will open and the turbine speed setpoint will be reset both the fuel control valve (FCV) and the fuel stop
to 100.3%. The IGVs will then go to the minimum valve (FSV). Each protective system is designed in-
full speed angle. See Figure 24. dependent of the control system to avoid the possi-
GE Power Systems
bility of a control system failure disabling the

protective devices. See Figure 25.
MASTER
PRIMARY PROTECTION GCV GAS FUEL
OVERSPEED CIRCUIT SERVOVALVE CONTROL VALVE
<RST>
OVERTEMP
SRV GAS FUEL

VIBRATION SERVOVALVE SPEED RATIO/
STOP VALVE
COMBUSTION
MONITOR
RELAY
VOTING 20FG
MODULE
LOSS
of
FLAME
MASTER
PROTECTION
SECONDARY CIRCUIT BYPASS
<XYZ> VALVE
OVERSPEED FUEL
SERVOVALVE PUMP
RELAY LIQUID
VOTING 20FL FUEL STOP
MODULE VALVE
id0036V
Figure 25 Protective Systems Schematic
Trip Oil Inlet Orifice
An orifice is located in the line running from the

A hydraulic trip system called Trip Oil is the primary bearing header supply to the trip oil system. This ori-
protection interface between the turbine control and fice is sized to limit the flow of oil from the lube oil
protection system and the components on the tur- system into the trip oil system. It must ensure ade-
bine which admit, or shut–off, fuel. The system con- quate capacity for all tripping devices, yet prevent
tains devices which are electrically operated by reduction of lube oil flow to the gas turbine and other
SPEEDTRONIC control signals as well as some to- equipment when the trip system is in the tripped
tally mechanical devices. state.
Besides the tripping functions, trip oil also provides Dump Valve
a hydraulic signal to the fuel stop valves for normal
start–up and shutdown sequences. On gas turbines Each individual fuel branch in the trip oil system has
equipped for dual fuel (gas and oil) operation the a solenoid dump valve (20FL for liquid, 20FG for
system is used to selectively isolate the fuel system gas). This device is a solenoid–operated spring–re-
not required. turn spool valve which will relieve trip oil pressure
only in the branch that it controls. These valves are
Significant components of the Hydraulic Trip Cir- normally energized–to–run, deenergized–to–trip.
cuit are described below. This philosophy protects the turbine during all nor-
GE Power Systems
mal situations as well as that time when loss of dc

power occurs.
PROTECTIVE MASTER
SIGNALS PROTECTION
L4
CIRCUITS
LIQUID
FUEL
LIQUID FUEL
STOP VALVE
20FG 20FL
ORIFICE AND
CHECK VALVE
NETWORK
63HL
INLET ORIFICE
GAS FUEL
GAS SPEED RATIO/
FUEL STOP VALVE
WIRING 63HG
PIPING
GAS FUEL
DUMP RELAY
VALVE
OH
id0056
Figure 26 Trip Oil Schematic – Dual Fuel
Check Valve & Orifice Network dividual fuel stop valve may be selectively closed by
dumping the flow of trip oil going to it. Solenoid
At the inlet of each individual fuel branch is a check valve 20FL can cause the trip valve on the liquid fuel
valve and orifice network which limits flow out of stop valve to go to the trip state, which permits clo-
that branch. This network limits flow into each sure of the liquid fuel stop valve by its spring return
branch, thus allowing individual fuel control with- mechanism. Solenoid valve 20FG can cause the trip
out total system pressure decay. However, when one valve on the gas fuel speed ratio/stop valve to go to
of the trip devices located in the main artery of the the trip state, permitting its spring–returned closure.
system, e.g., the overspeed trip, is actuated, the The orifice in the check valve and orifice network
check valve will open and result in decay of all trip permits independent dumping of each fuel branch of
pressures. the trip oil system without affecting the other
branch. Tripping all devices other than the individu-
Pressure Switches al dump valves will result in dumping the total trip
oil system, which will shut the unit down.
Each individual fuel branch contains pressure
switches (63HL–1,–2,–3 for liquid, 63HG–1,–2,–3 During start–up or fuel transfer, the SPEEDTRON-
for gas) which will ensure tripping of the turbine if IC control system will close the appropriate dump
the trip oil pressure becomes too low for reliable op- valve to activate the desired fuel system(s). Both
eration while operating on that fuel. dump valves will be closed only during fuel transfer
or mixed fuel operation.
Operation
The dump valves are de–energized on a “2–out–
The tripping devices which cause unit shutdown or of–3 voted” trip signal from the relay module. This
selective fuel system shutdown do so by dumping helps prevent trips caused by faulty sensors or the
the low pressure trip oil (OLT). See Figure 26. An in- failure of one controller.
GE Power Systems
The signal to the fuel system servovalves will also <RST> <XYZ>
HIGH PRESSURE OVERSPEED TRIP
be a “close” command should a trip occur. This is
TNH HP SPEED
done by clamping FSR to zero. Should one control- A
A>B
L12H TO MASTER
PROTECTION
TRIP SETPOINT SET
ler fail, the FSR from that controller will be zero. TNKHOS B AND
AND ALARM
MESSAGE
LATCH
The output of the other two controllers is sufficient TNKHOST
TEST
to continue to control the servovalve. TEST

RESET
LH3HOST PERMISSIVE
By pushing the Emergency Trip Button, 5E P/B, the L86MR1 MASTER RESET
P28 vdc power supply is cut off to the relays control- SAMPLING RATE = 0.25 SEC
ling solenoid valves 20FL and 20FG, thus de–ener- id0060
gizing the dump valves. Figure 27 Electronic Overspeed Trip
Overtemperature Protection
Overspeed Protection
The overtemperature system protects the gas turbine
The SPEEDTRONIC Mark VI overspeed system is against possible damage caused by overfiring. It is a
designed to protect the gas turbine against possible backup system, operating only after the failure of the
damage caused by overspeeding the turbine rotor. temperature control system.
Under normal operation, the speed of the rotor is
controlled by speed control. The overspeed system TTKOT1 TRIP
would not be called on except after the failure of oth-
er systems.
The overspeed protection system consists of a pri-

EXH TEMP
mary and secondary electronic overspeed system.

The primary electronic overspeed protection system
resides in the <RST> controllers. The secondary TTRX
electronic overspeed protection system resides in TRIP MARGIN

TTKOT2
the <XYZ> controllers (in <VPRO>). Both systems ALARM MARGIN
TTKOT3
consist of magnetic pickups to sense turbine speed,
speed detection software, and associated logic cir- CPD/FSR
id0053
cuits and are set to trip the unit at 110% rated speed.
Figure 29 Overtemperature Protection
Electronic Overspeed Protection System Under normal operating conditions, the exhaust
temperature control system acts to control fuel flow
The electronic overspeed protection function is per- when the firing temperature limit is reached. In cer-
formed in both <RST> and <XYZ> as shown in Fig- tain failure modes however, exhaust temperature
ure 27. The turbine speed signal (TNH) derived from and fuel flow can exceed control limits. Under such
the magnetic pickup sensors (77NH–1,–2, and –3) is circumstances the overtemperature protection sys-
compared to an overspeed setpoint (TNKHOS). tem provides an overtemperature alarm about 14° C
When TNH exceeds the setpoint, the overspeed trip (25° F) above the temperature control reference. To
signal (L12H) is transmitted to the master protective avoid further temperature increase, it starts unload-
circuit to trip the turbine and the “OVERSPEED ing the gas turbine. If the temperature should in-
TRIP” message will be displayed on the <HMI>. crease further to a point about 22° C (40° F) above
This trip will latch and must be reset by the master the temperature control reference, the gas turbine is
reset signal L86MR. tripped. For the actual alarm and trip overtempera-
GE Power Systems
ture setpoints refer to the Control Specifications. will be tripped through the master protection circuit.
See Figure 29. The trip function will be latched in and the master re-
set signal L86MR1 must be true to reset and unlatch
Overtemperature trip and alarm setpoints are deter-
the trip.
mined from the temperature control setpoints
derived by the Exhaust Temperature Control soft-
ware. See Figure 30. Flame Detection and Protection System
<RST> The SPEEDTRONIC Mark VI flame detectors per-

OVERTEMPERATURE
TTXM
TRIP AND ALARM form two functions, one in the sequencing system
A
ALARM
A>B
L30TXA
ALARM
TO ALARM and the other in the protective system. During a nor-
TTKOT3 B MESSAGE
AND SPEED
SETPOINT mal start–up the flame detectors indicate when a
LOWER
flame has been established in the combustion cham-
TTRXB
bers and allow the start–up sequence to continue.
A
A>B Most units have four flame detectors, some have
TTKOT2 B
OR
two, and a very few have eight. Generally speaking,
A if half of the flame detectors indicate flame and half
A>B
TTKOT1
TRIP ISOTHERMAL
B
SET
AND
L86TXT
TRIP
TO MASTER
PROTECTION
(or less) indicate no–flame, there will be an alarm
LATCH
L86MR1
AND ALARM
MESSAGE but the unit will continue to run. If more than half in-
RESET
SAMPLING RATE: 0.25 SEC. dicate loss–of–flame, the unit will trip on “LOSS OF
id0055
FLAME.” This avoids possible accumulation of an
Figure 30 Overtemperature Trip and Alarm explosive mixture in the turbine and any exhaust
heat recovery equipment which may be installed.
Overtemperature Protection Software The flame detector system used with the SPEED-
TRONIC Mark VI system detects flame by sensing
ultraviolet (UV) radiation. Such radiation results
Overtemperature Alarm (L30TXA)
from the combustion of hydrocarbon fuels and is
The representative value of the exhaust temperature more reliably detected than visible light, which va-
thermocouples (TTXM) is compared with alarm and ries in color and intensity.
trip temperature setpoints. The “EXHAUST TEM- The flame sensor is a copper cathode detector de-
PERATURE HIGH” alarm message will be dis- signed to detect the presence of ultraviolet radiation.
played when the exhaust temperature (TTXM) The SPEEDTRONIC control will furnish +24Vdc
exceeds the temperature control reference (TTRXB) to drive the ultraviolet detector tube. In the presence
plus the alarm margin (TTKOT3) programmed as a of ultraviolet radiation, the gas in the detector tube
Control Constant in the software. The alarm will au- ionizes and conducts current. The strength of the
tomatically reset if the temperature decreases below current feedback (4 – 20 mA) to the panel is a pro-
the setpoint. portional indication of the strength of the ultraviolet
radiation present. If the feedback current exceeds a
Overtemperature Trip (L86TXT) threshold value the SPEEDTRONIC generates a
logic signal to indicate ”FLAME DETECTED” by
An overtemperature trip will occur if the exhaust
the sensor.
temperature (TTXM) exceeds the temperature con-
trol reference (TTRXB) plus the trip margin The flame detector system is similar to other protec-
(TTKOT2), or if it exceeds the isothermal trip set- tive systems, in that it is self–monitoring. For exam-
point (TTKOT1). The overtemperature trip will ple, when the gas turbine is below L14HM all
latch, the “EXHAUST OVERTEMPERATURE channels must indicate “NO FLAME.” If this condi-
TRIP” message will be displayed, and the turbine tion is not met, the condition is annunciated as a
GE Power Systems
“FLAME DETECTOR TROUBLE” alarm and the and the turbine will continue to run. More than half
turbine cannot be started. After firing speed has been the flame detectors must indicate “NO FLAME” in
reached and fuel introduced to the machine, if at order to trip the turbine.
least half the flame detectors see flame the starting
Note that a short–circuited or open–circuited detec-
sequence is allowed to proceed. A failure of one de-
tor tube will result in a “NO FLAME” signal.
tector will be annunciated as “FLAME DETECTOR
TROUBLE” when complete sequence is reached
SPEEDTRONIC Mk VI Flame Detection
Turbine
Protection
Logic
28FD
UV Scanner
28FD
UV Scanner Analog Flame <HMI>
I/O Detection Display
28FD Logic
UV Scanner TBAI
VAIC
28FD
UV Scanner
Turbine
Control
Logic
NOTE: Excitation for the sensors and signal processing is

performed by SPEEDTRONIC Mk VI circuits
Figure 31 SPEEDTRONIC Mk VI Flame Detection ido115
Vibration Protection ceeded, the vibration protection system trips the tur-
bine and annunciates to indicate the cause of the trip.
The vibration protection system of a gas turbine unit Each channel includes one vibration pickup (veloc-
is composed of several independent vibration chan- ity type) and a SPEEDTRONIC Mark VI amplifier
nels. Each channel detects excessive vibration by circuit. The vibration detectors generate a relatively
means of a seismic pickup mounted on a bearing low voltage by the relative motion of a permanent
housing or similar location of the gas turbine and the magnet suspended in a coil and therefore no excita-
driven load. If a predetermined vibration level is ex- tion is necessary. A twisted–pair shielded cable is
GE Power Systems
used to connect the detector to the analog input/out- Combustion Monitoring

put module.
The pickup signal from the analog I/O module is in- The primary function of the combustion monitor is
putted to the computer software where it is to reduce the likelihood of extensive damage to the
compared with the alarm and trip levels pro- gas turbine if the combustion system deteriorates.
grammed as Control Constants. See Figure 32. The monitor does this by examining the exhaust
When the vibration amplitude reaches the pro- temperature thermocouples and compressor dis-
grammed trip set point, the channel will trigger a trip charge temperature thermocouples. From changes
signal, the circuit will latch, and a “HIGH VIBRA- that may occur in the pattern of the thermocouple
TION TRIP” message will be displayed. Removal readings, warning and protective signals are gener-
of the latched trip condition can be accomplished ated by the combustion monitor software to alarm
only by depressing the master reset button and/or trip the gas turbine.
(L86MR1) when vibration is not excessive. This means of detecting abnormalities in the com-
<RST> bustion system is effective only when there is in-
L39TEST
complete mixing as the gases pass through the
39V
turbine; an uneven turbine inlet pattern will cause an
FAULT
OR
L39VF
uneven exhaust pattern. The uneven inlet pattern
A
AB
ALARM B
L39VA The usefulness and reliability of the combustion
monitor depends on the condition of the exhaust
SET TRIP
TRIP
A
A>B
VT AND
L39VT AND thermocouples. It is important that each of the ther-
LATCH
TRIP B
RESET
mocouples is in good working condition.
AUTO OR MANUAL RESET Combustion Monitoring Software

L86AMR
id0057
The controllers contain a series of programs written
Figure 32 Vibration Protection to perform the monitoring tasks (See Combustion
When the “VIBRATION TRANSDUCER FAULT” Monitoring Schematic Figure 33). The main moni-
message is displayed and machine operation is not tor program is written to analyze the thermocouple
interrupted, either an open or shorted condition may readings and make appropriate decisions. Several
be the cause. This message indicates that mainte- different algorithms have been developed for this
nance or replacement action is required. With the depending on the turbine model series and the type
<HMI> display, it is possible to monitor vibration of thermocouples used. The significant program
levels of each channel while the turbine is running constants used with each algorithm are specified in
without interrupting operation. the Control Specification for each unit.

GE Power Systems
<RST>
COMBUSTION MONITOR ALGORITHM

CTDA
MAX TTKSPL1 MEDIAN

SELECT
MIN TTKSPL2 CALCULATE

ALLOWABLE MEDIAN TTXSPL
SPREAD SELECT
TTXM
MAX TTKSPL5
MIN TTKSPL7
CONSTANTS
A L60SP1
A>B
TTXD2 B
CALCULATE A L60SP2
ACTUAL A>B
SPREADS B
A L60SP3
A<B
B
A L60SP4
A<B
B
id0049
Figure 33 Combustion Monitoring Function Algorithm (Schematic)
The most advanced algorithm, which is standard for a. SPREAD #1 (S1): The difference between the
gas turbines with redundant sensors, makes use of highest and the lowest thermocouple reading
the temperature spread and adjacency tests to differ- b. SPREAD #2 (S2): The difference between the
entiate between actual combustion problems and highest and the 2nd lowest thermocouple
thermocouple failures. The behavior is summarized reading
by the Venn diagram (Figure 34) where:
c. SPREAD #3 (S3): The difference between the
highest and the 3rd lowest thermocouple
reading
VENN DIAGRAM ALSO TRIP IF:
S2 S1
The allowable spread will be between the limits
S
allow S
allow
uK
1 TTKSPL7 and TTKSPL6, usually 17° C 〈30° F) and
53° C (125° F). The values of the combustion moni-
TRIP IF S1 & S2
OR S2 & S3 COMMUNICATIONS
ARE ADJACENT FAILURE
TYPICAL K1 = 1.0
K2 = 5.0
tor program constants are listed in the Control Speci-
TRIP IF S1 & S2
K3
ARE ADJACENT
K3 = 0.8
fications.
MONITOR TC ALARM
ALARM S1 The various controller processor outputs to the
K1 K2 S
allow
id0050
<HMI> cause alarm message displays as well as ap-
Figure 34 Exhaust Temperature Spread Limits
propriate control action. The combustion monitor
outputs are:
Sallow is the “Allowable Spread”, based on aver- Exhaust Thermocouple Trouble Alarm
age exhaust temperature and compressor dis- (L30SPTA)
charge temperature.
If any thermocouple value causes the largest spread
S1, S2 and S3 are defined as follows: to exceed a constant (usually 5 times the allowable
GE Power Systems
spread), a thermocouple alarm (L30SPTA) is pro- If any of the trip conditions exist for 9 seconds, the
duced. If this condition persists for four seconds, the trip will latch and “HIGH EXHAUST TEMPERA-
alarm message “EXHAUST THERMOCOUPLE TURE SPREAD TRIP” message will be displayed.
TROUBLE” will be displayed and will remain on The turbine will be tripped through the master pro-
until acknowledged and reset. This usually indicates tective circuit. The alarm and trip signals will be dis-
a failed thermocouple, i.e., open circuit. played until they are acknowledged and reset.
Combustion Trouble Alarm (L30SPA)

Monitor Enable (L83SPM)
A combustion alarm can occur if a thermocouple
value causes the largest spread to exceed a constant The protective function of the monitor is enabled
(usually the allowable spread). If this condition per- when the turbine is above 14HS and a shutdown sig-
sists for three seconds, the alarm message “COM- nal has not been given. The purpose of the “enable”
BUSTION TROUBLE” will be displayed and will signal (L83SPM) is to prevent false action during
remain on until it is acknowledged and reset. normal start–up and shutdown transient conditions.
When the monitor is not enabled, no new protective
High Exhaust Temperature Spread Trip actions are taken. The combustion monitor will also
(L30SPT) be disabled during a high rate of change of FSR. This
prevents false alarms and trips during large fuel and
A high exhaust temperature spread trip can occur if:
load transients.
“COMBUSTION TROUBLE” alarm exists, the
second largest spread exceeds a constant (usual- The two main sources of alarm and trip signals being
ly 0.8 times the allowable spread), and the low- generated by the combustion monitor are failed ther-
est and second lowest outputs are from adjacent mocouples and combustion system problems. Other
thermocouples causes include poor fuel distribution due to plugged
or worn fuel nozzles and combustor flameout due,
“EXHAUST THERMOCOUPLE TROUBLE”
for instance, to water injection.
alarm exists, the second largest spread exceeds a
constant (usually 0.8 times the allowable The tests for combustion alarm and trip action have
spread), and the second and third lowest outputs been designed to minimize false actions due to failed
are from adjacent thermocouples thermocouples. Should a controller fail, the thermo-
the third largest spread exceeds a constant (usu- couples from the failed controller will be ignored
ally the allowable spread) for a period of five (similar to temperature control) so as not to give a
minutes false trip.


One River Road
Tab 22
Heavy-Duty Gas Turbine Operating and
Maintenance Considerations
David Balevic
GE Energy
Atlanta, GA
Robert Burger
GE Energy
Atlanta, GA
David Forry
GE Energy
Greenville, SC
© 2004 General Electric Company. GER-3620K (12/04)

All Rights Reserved
Heavy-Duty Gas Turbine Operating and Maintenance Considerations
CONTENTS
Introduction ....................................................................................................................................................................1
Maintenance Planning ..................................................................................................................................................1
Gas Turbine Design Maintenance Features ..............................................................................................................3
Borescope Inspections ....................................................................................................................................................4
Major Factors Influencing Maintenance and Equipment Life ..................................................................................4
Starts and Hours Criteria ................................................................................................................................................5
Service Factors ................................................................................................................................................................6
Fuel ..................................................................................................................................................................................6
Firing Temperatures ........................................................................................................................................................9
Steam/Water Injection....................................................................................................................................................10
Cyclic Effects ..................................................................................................................................................................11
Hot Gas Path Parts ........................................................................................................................................................11
Rotor Parts ....................................................................................................................................................................13
Combustion Parts ..........................................................................................................................................................16
Off-Frequency Operation ..............................................................................................................................................17
Air Quality ......................................................................................................................................................................19
Lube Oil Cleanliness......................................................................................................................................................20
Moisture Intake ..............................................................................................................................................................21
Maintenance Inspections............................................................................................................................................22
Standby Inspections ......................................................................................................................................................22
Running Inspections ......................................................................................................................................................22
Load vs. Exhaust Temperature......................................................................................................................................23
Vibration Level ..............................................................................................................................................................23
Fuel Flow and Pressure ................................................................................................................................................23
Exhaust Temperature and Spread Variation ................................................................................................................23
Start-Up Time ................................................................................................................................................................24
Coast-Down Time ..........................................................................................................................................................24
Rapid Cool-Down ..........................................................................................................................................................24
Combustion Inspection ..................................................................................................................................................24
Hot Gas Path Inspection................................................................................................................................................25
Major Inspection ............................................................................................................................................................28
Parts Planning..............................................................................................................................................................30
Inspection Intervals ....................................................................................................................................................32
Hot Gas Path Inspection Interval ..................................................................................................................................32
Rotor Inspection Interval................................................................................................................................................33
Combustion Inspection Interval ....................................................................................................................................35
GE Energy | GER-3620K (12/04) i

Manpower Planning ....................................................................................................................................................36

Conclusion....................................................................................................................................................................37
References....................................................................................................................................................................37
Acknowledgments ......................................................................................................................................................38
Appendix ......................................................................................................................................................................39
Revision History ..........................................................................................................................................................52
List of Figures ..............................................................................................................................................................53
GE Energy | GER-3620K (12/04) ii

INTRODUCTION maintenance and inspection provides direct benefits

in reduced forced outages and increased starting
Maintenance costs and availability are two of the
reliability, which in turn can also reduce unscheduled
most important concerns to a heavy-duty gas turbine
repairs and downtime. The primary factors that affect
equipment owner. Therefore, a well thought out
the maintenance planning process are shown in
maintenance program that optimizes the owner’s
Figure 1 and the owners’ operating mode and
costs and maximizes equipment availability should
practices will determine how each factor is weighted.
be instituted. For this maintenance program to be
effective, owners should develop a general Parts unique to a gas turbine requiring the most
understanding of the relationship between the careful attention are those associated with the
operating plans and priorities for the plant, the skill combustion process together with those exposed
level of operating and maintenance personnel, and to high temperatures from the hot gases discharged
all equipment manufacturer’s recommendations from the combustion system. They are called the
regarding the number and types of inspections, spare combustion section and hot gas path parts and will
parts planning, and other major factors affecting include combustion liners, end caps, fuel nozzle
component life and proper operation of the equipment. assemblies, crossfire tubes, transition pieces,
turbine nozzles, turbine stationary shrouds and
In this paper, operating and maintenance practices
turbine buckets.
for heavy-duty gas turbines will be reviewed, with
emphasis placed on types of inspections plus An additional area for attention, though a longer-term
operating factors that influence maintenance concern, is the life of the compressor and turbine rotors.
schedules. A well-planned maintenance program
The basic design and recommended maintenance of
will result in maximum equipment availability and
GE heavy-duty gas turbines are oriented toward:
optimization of maintenance costs.
■ Maximum periods of operation between
Note:
inspection and overhauls
■ The operation and maintenance practices ■ In-place, on-site inspection and maintenance
outlined in this document are based on full
■ Use of local trade skills to disassemble, inspect
utilization of GE approved parts, repairs, and
and re-assemble
services.
■ The operating and maintenance discussions In addition to maintenance of the basic gas turbine,
presented in this paper are generally applicable the control devices, fuel metering equipment, gas
to all GE heavy-duty gas turbines; i.e., MS3000, turbine auxiliaries, load package, and other station
5000, 6000, 7000 and 9000. For purposes of auxiliaries also require periodic servicing.
illustration, the MS7001EA was chosen. Specific
It is apparent from the analysis of scheduled outages
questions on a given machine should be
and forced outages (Figure 2) that the primary
directed to the local GE Energy representative.
maintenance effort is attributed to five basic systems:
controls and accessories, combustion, turbine,
MAINTENANCE PLANNING generator and balance-of-plant. The unavailability of
Advanced planning for maintenance is a necessity for controls and accessories is generally composed of
utility, industrial, independent power producers and short-duration outages, whereas conversely the other
cogeneration plant operators in order to minimize four systems are composed of fewer, but usually
downtime. Also the correct implementation of planned longer-duration outages.
GE Energy | GER-3620K (12/04) 1

Manufacturer’s
Recommended Cost of
Design Features Duty Cycle
Maintenance Downtime
Program
Diagnostics &
Type of Fuel
Expert Systems
Maintenance
Planning Replacement
Parts
Reliability Need
Availability/
Investment
On-Site Reserve
Maintenance Utilization Need Environment Requirements
Capability
Figure 1. Key factors affecting maintenance planning
The inspection and repair requirements, outlined in Operations and Maintenance Manual, assures
the Operations and Maintenance Manual provided to optimum installation, operation and maintenance of
each owner, lend themselves to establishing a pattern the turbine. Many of the Technical Information Letters
of inspections. In addition, supplementary information contain advisory technical recommendations to help
is provided through a system of Technical Information resolve issues (as they become known) and to help
Letters. This updating of information, contained in the improve the operation, maintenance, safety, reliability
Total S.C. Plant

Gas Turbine
– Turbine Section
– Combustion Section
– Compressor Section
– Bearings
Controls & Accessories
Generator
Balance of S.C. Plant
1 2 3 4 5 6 7
FOF = Forced Outage
SOF = Scheduled Outage
Figure 2. Plant level – top five systems contribution to downtime
GE Energy | GER-3620K (12/04) 2

or availability of the turbine. The recommendations ■ All turbine buckets are moment-weighed and
contained in Technical Information Letters should be computer charted in sets for rotor spool assembly
reviewed and factored into the overall maintenance so that they may be replaced without the need to
planning program. remove or rebalance the rotor assembly.
■ All bearing housings and liners are split on the
For a maintenance program to be effective, from both
a cost and turbine availability standpoint, owners horizontal centerline so that they may be
must develop a general understanding of the inspected and replaced, when necessary. The
relationship between their operating plans and lower half of the bearing liner can be removed
priorities for the plant and the manufacturer’s without removing the rotor.
recommendations regarding the number and types of ■ All seals and shaft packings are separate from
inspections, spare parts planning, and other major the main bearing housings and casing structures
factors affecting the life and proper operation of the and may be readily removed and replaced.
equipment. Each of these issues will be discussed as ■ On most designs, fuel nozzles, combustion liners
follows in further detail. and flow sleeves can be removed for inspection,
maintenance or replacement without lifting any
GAS TURBINE DESIGN casings. All major accessories, including filters and
MAINTENANCE FEATURES coolers, are separate assemblies that are readily
The GE heavy-duty gas turbine is designed to accessible for inspection or maintenance. They
withstand severe duty and to be maintained onsite, may also be individually replaced as necessary.
with off-site repair required only on certain
Inspection aid provisions have been built into GE
combustion components, hot-gas-path parts and rotor
heavy-duty gas turbines to facilitate conducting
assemblies needing specialized shop service. The
several special inspection procedures. These special
following features are designed into GE heavy-duty
procedures provide for the visual inspection and
gas turbines to facilitate on-site maintenance:
clearance measurement of some of the critical
■ All casings, shells and frames are split on internal turbine gas-path components without removal
machine horizontal centerline. Upper halves may of the gas turbine outer casings and shells. These
be lifted individually for access to internal parts. procedures include gas-path borescope inspection
■ With upper-half compressor casings removed, and turbine nozzle axial clearance measurement.
all stator vanes can be slid circumferentially out A GE gas turbine is a fully integrated design
of the casings for inspection or replacement consisting of stationary and rotating mechanical,
without rotor removal. On most designs, the fluid, thermal, and electrical systems. The turbine’s
variable inlet guide vanes (VIGVs) can be performance, as well as the performance of each
removed radially with upper half of inlet component within the turbine, is dependent upon
casing removed. the operating inter-relationship between internal
■ With the upper-half of the turbine shell lifted, components. GE’s tollgated engineering process
each half of the first stage nozzle assembly can evaluates the impacts of design changes or repairs
be removed for inspection, repair or replacement on the interaction between components and systems.
without rotor removal. On some units, upper-half, This design, evaluation, testing, and approval
later-stage nozzle assemblies are lifted with the process is predicated upon assuring the proper
turbine shell, also allowing inspection and/or balance and interaction between all components and
removal of the turbine buckets. systems for safe, reliable, and economical operation.
GE Energy | GER-3620K (12/04) 3

Whether a part is new, repaired, or modified, only when it is necessary to repair or replace parts.
failure to evaluate the full system impact may have Figure 4 provides a recommended interval for a
unquantifiable negative impacts on the operation and planned borescope inspection program following
reliability of the entire system. The use of non-GE initial base line inspections. It should be recognized
approved parts, repairs, and maintenance practices that these borescope inspection intervals are based
represent a significant risk. Pursuant to the governing on average unit operating modes. Adjustment of
terms and conditions, warranties and performance these borescope intervals may be made based on
guarantees are conditioned upon proper storage, operating experience and the individual unit mode
installation, operation, and maintenance, as well as of operation, the fuels used and the results of
conformance to GE approved operating instruction previous borescope inspections.
manuals and repair/modification procedures.
At Combustion Inspection
Gas and Distillate
or Annually, Whichever
Borescope Inspections Fuel Oil
Occurs First
GE heavy-duty gas turbines incorporate provisions in Borescope
At Combustion Inspection
both compressor casings and turbine shells for gas- Heavy Fuel Oil or Semiannually,
Whichever Occurs First
path visual inspection of intermediate compressor
rotor stages, first, second and third-stage turbine Figure 4. Borescope inspection programming
buckets and turbine nozzle partitions by means of the

The application of a monitoring program utilizing a
optical borescope. These provisions, consisting of
borescope will allow scheduling outages and pre-
radially aligned holes through the compressor
planning of parts requirements, resulting in lower
casings, turbine shell and internal stationary turbine
maintenance costs and higher availability and
shrouds, are designed to allow the penetration of an
reliability of the gas turbine.
optical borescope into the compressor or turbine flow
path area, as shown in Figure 3. Boroscope
inspection access locations for F Class gas turbines MAJOR FACTORS INFLUENCING
can be found in Appendix E. MAINTENANCE AND EQUIPMENT LIFE
An effective borescope inspection program can result There are many factors that can influence equipment
in removing casings and shells from a turbine unit life and these must be understood and accounted for
in the owner’s maintenance planning. As indicated in
Figure 5, starting cycle, power setting, fuel and level of
steam or water injection are key factors in determining
the maintenance interval requirements as these factors
directly influence the life of critical gas turbine parts.
• Cyclic Effects
• Firing Temperature
• Fuel
• Steam/Water Injection
Figure 5. Maintenance cost and equipment life are influenced by

Figure 3. MS7001E gas turbine borescope inspection
key service factors
access locations
GE Energy | GER-3620K (12/04) 4

In the GE approach to maintenance planning, a this figure, the inspection interval recommendation
gas fuel unit operating continuous duty, with no water is defined by the rectangle established by the starts
or steam injection, is established as the baseline and hours criteria. These recommendations for
condition which sets the maximum recommended inspection fall within the design life expectations
maintenance intervals. For operation that differs from and are selected such that components verified to
the baseline, maintenance factors are established be acceptable for continued use at the inspection
that determine the increased level of maintenance point will have low risk of failure during the
that is required. For example, a maintenance factor subsequent operating interval.
of two would indicate a maintenance interval that is
An alternative to the GE approach, which is
half of the baseline interval.
sometimes employed by other manufacturers,
converts each start cycle to an equivalent number
Starts and Hours Criteria
of operating hours (EOH) with inspection intervals
Gas turbines wear in different ways for different
based on the equivalent hours count. For the
service-duties, as shown in Figure 6. Thermal
reasons previously stated, GE does not agree with
mechanical fatigue is the dominant limiter of life
this approach. This logic can create the impression
for peaking machines, while creep, oxidation,
of longer intervals; while in reality more frequent
and corrosion are the dominant limiters of life for
maintenance inspections are required. Referring again
continuous duty machines. Interactions of these
to Figure 7, the starts and hours inspection “rectangle”
mechanisms are considered in the GE design criteria,
is reduced in half as defined by the diagonal line from
but to a great extent are second order effects. For
the starts limit at the upper left hand corner to the
that reason, GE bases gas turbine maintenance
hours limit at the lower right hand corner. Midrange
requirements on independent counts of starts and
duty applications, with hours per start ratios of 30-50,
hours. Whichever criteria limit is first reached
are particularly penalized by this approach.
determines the maintenance interval. A graphical
display of the GE approach is shown in Figure 7. In This is further illustrated in Figure 8 for the example of
an MS7001EA gas turbine operating on gas fuel, at
• Continuous Duty Application base load conditions with no steam or water injection
– Rupture or trips from load. The unit operates 4000 hours and
– Creep Deflection 300 starts per year. Following GE’s recommendations,
– High-Cycle Fatigue the operator would perform the hot gas path
– Corrosion inspection after four years of operation, with starts
– Oxidation being the limiting condition. Performing maintenance
– Erosion on this same unit based on an equivalent hours
– Rubs/Wear criteria would require a hot gas path inspection after
– Foreign Object Damage 2.4 years. Similarly, for a continuous duty application
• Cyclic Duty Application operating 8000 hours and 160 starts per year, the GE
– Thermal Mechanical Fatigue recommendation would be to perform the hot gas path
– High-Cycle Fatigue inspection after three years of operation with the
– Rubs/Wear operating hours being the limiting condition for this
– Foreign Object Damage case. The equivalent hours criteria would set the hot
gas path inspection after 2.1 years of operation for
Figure 6. Causes of wear – hot gas path components this application.
GE Energy | GER-3620K (12/04) 5

Figure 7. GE bases gas turbine maintenance requirements on independent counts of starts and hours
Figure 8. Hot gas path maintenance interval comparisons. GE method vs. EOH method
Service Factors profile, the hot-gas-path maintenance “rectangle” that

While GE does not ascribe to the equivalency of describes the specific maintenance criteria for this
starts to hours, there are equivalencies within a wear operation is reduced from the ideal case, as illustrated
mechanism that must be considered. As shown in in Figure 10. The following discussion will take a closer
Figure 9, influences such as fuel type and quality, firing look at the key operating factors and how they can
temperature setting, and the amount of steam or water impact maintenance intervals as well as parts
injection are considered with regard to the hours-based refurbishment/replacement intervals.
criteria. Startup rate and the number of trips are
considered with regard to the starts-based criteria. Fuel
In both cases, these influences may act to reduce Fuels burned in gas turbines range from clean natural
the maintenance intervals. When these service or gas to residual oils and impact maintenance, as
maintenance factors are involved in a unit's operating illustrated in Figure 11. Heavier hydrocarbon fuels
GE Energy | GER-3620K (12/04) 6

Typical Max Inspection Intervals (MS6B/MS7EA) Maintenance Factors Reduce Maintenance Interval
Hot Gas Path Inspection 24,000 hrs or 1200 starts
1,400
Major Inspection 48,000 hrs or 2400 starts
1,200
Criterion is Hours or Starts (Whichever Occurs First) Starts Factors • Trips
1,000 • Fasts Starts
Factors Impacting Maintenance
Starts
800
Hours Factors
• Fuel Gas 1 600
Distillate 1.5 Hours Factors
400
Crude 2 to 3 • Firing Temperature
• Steam/Water Injection
Residual 3 to 4 200 • Fuel Type
• Peak Load
• Water/Steam Injection 0
Dry Control 1 (GTD-222) 0 4 8 12 16 20 24 28
Wet Control 1.9 (5% H2O GTD-222) Thousands of Fired Hours
Starts Factors Figure 10. GE maintenance interval for hot-gas inspections

• Trip from Full Load 8
• Fast Load 2 performance and can lead to a need for more
• Emergency Start 20
frequent maintenance.
Figure 9. Maintenance factors – hot gas path (buckets and nozzles)
Distillates, as refined, do not generally contain high
have a maintenance factor ranging from three to four
levels of these corrosive elements, but harmful
for residual fuel and two to three for crude oil fuels.
contaminants can be present in these fuels when
These fuels generally release a higher amount of
delivered to the site. Two common ways of
radiant thermal energy, which results in a subsequent
contaminating number two distillate fuel oil are:
reduction in combustion hardware life, and frequently
salt water ballast mixing with the cargo during sea
contain corrosive elements such as sodium,
transport, and contamination of the distillate fuel
potassium, vanadium and lead that can lead to
when transported to site in tankers, tank trucks or
accelerated hot corrosion of turbine nozzles and
pipelines that were previously used to transport
buckets. In addition, some elements in these fuels
contaminated fuel, chemicals or leaded gasoline.
can cause deposits either directly or through
From Figure 11, it can be seen that GE’s experience
compounds formed with inhibitors that are used to
with distillate fuels indicates that the hot gas path
prevent corrosion. These deposits impact
maintenance factor can range from as low as one
Figure 11. Estimated effect of fuel type on maintenance
GE Energy | GER-3620K (12/04) 7

(equivalent to natural gas) to as high as three. ■ Providing a regular fuel quality sampling and
Unless operating experience suggests otherwise, it is analysis program. As part of this program, an
recommended that a hot gas path maintenance factor online water in fuel oil monitor is recommended,
of 1.5 be used for operation on distillate oil. Note also as is a portable fuel analyzer that, as a
that contaminants in liquid fuels can affect the life of minimum, reads vanadium, lead, sodium,
gas turbine auxiliary components such as fuel pumps potassium, calcium and magnesium.
and flow dividers. ■ Providing proper maintenance of the fuel
As shown in Figure 11, gas fuels, which meet GE treatment system when burning heavier fuel
specifications, are considered the optimum fuel with oils and by providing cleanup equipment for
regard to turbine maintenance and are assigned no distillate fuels when there is a potential
negative impact. The importance of proper fuel for contamination.
quality has been amplified with Dry Low NOx (DLN) In addition to their presence in the fuel, contaminants
combustion systems. Proper adherence to GE fuel can also enter the turbine via the inlet air and from the
specifications in GEI-41040 and GEI-41047 is steam or water injected for NOx emission control or
required to allow proper combustion system power augmentation. Carryover from evaporative
operation, and to maintain applicable warranties. coolers is another source of contaminants. In some
Liquid hydrocarbon carryover can expose the hot gas cases, these sources of contaminants have been
path hardware to severe overtemperature conditions found to cause hot-gas-path degradation equal to that
and can result in significant reductions in hot gas seen with fuel-related contaminants.GE specifications
path parts lives or repair intervals. Owners can define limits for maximum concentrations of
control this potential issue by using effective gas contaminants for fuel, air and steam/water.
scrubber systems and by superheating the gaseous
fuel prior to use to provide a nominal 50°F (28°C) of In addition to fuel quality, fuel system operation is also
superheat at the turbine gas control valve connection. a factor in equipment maintenance. Liquid fuel may
Integral to the system, coalescing filters installed remain unpurged and in contact with hot combustion
upstream of the performance gas heaters is a best components after shutdown, as well as stagnate in the
practice and ensures the most efficient removal of fuel system when strictly gas fuel is run for an extended
liquids and vapor phase constituents. time. To minimize varnish and coke accumulation, dual
fuel units (gas and liquid capable) should be shut down
The prevention of hot corrosion of the turbine buckets running gas fuel whenever possible. Likewise, during
and nozzles is mainly under the control of the owner. extended operation on gas, regular transfers from gas
Undetected and untreated, a single shipment of to liquid are recommended to exercise the system
contaminated fuel can cause substantial damage to components and minimize coking.
the gas turbine hot gas path components. Potentially
high maintenance costs and loss of availability can Contamination and build-up may prevent the system
be minimized or eliminated by: from removing fuel oil and other liquids from the
combustion, compressor discharge, turbine, and
■ Placing a proper fuel specification on the fuel exhaust sections when the unit is shutdown or during
supplier. For liquid fuels, each shipment should startup. Liquid fuel oil trapped in the system piping also
include a report that identifies specific gravity, creates a safety risk. Correct functioning of the false start
flash point, viscosity, sulfur content, pour point drain system (FSDS) should be ensured through proper
and ash content of the fuel. maintenance and inspection per GE procedures.
GE Energy | GER-3620K (12/04) 8

Firing Temperatures It is also important to recognize that a reduction in

Significant operation at peak load, because of the load does not always mean a reduction in firing
higher operating temperatures, will require more temperature. In heat recovery applications, where
frequent maintenance and replacement of hot-gas- steam generation drives overall plant efficiency, load
path components. For an MS7001EA turbine, each is first reduced by closing variable inlet guide vanes
hour of operation at peak load firing temperature to reduce inlet airflow while maintaining maximum
(+100°F/56°C) is the same, from a bucket parts life exhaust temperature. For these combined cycle
standpoint, as six hours of operation at base load. applications, firing temperature does not decrease
This type of operation will result in a maintenance until load is reduced below approximately 80% of
factor of six. Figure 12 defines the parts life effect rated output. Conversely, a turbine running in simple
corresponding to changes in firing temperature. It cycle mode maintains full open inlet guide vanes
should be noted that this is not a linear relationship, during a load reduction to 80% and will experience
as a +200°F/111°C increase in firing temperature over a 200°F/111°C reduction in firing temperature at
would have an equivalency of six times six, or 36:1. this output level. The hot-gas-path parts life effects
for these different modes of operation are obviously
100 quite different. This turbine control effect is illustrated
in Figure 13. Similarly, turbines with DLN combustion
systems utilize inlet guide vane turndown as well as
Maintenance Factor
E Class
inlet bleed heat to extend operation of low NOx
premix operation to part load conditions.
10
6 Firing temperature effects on hot gas path
F Class E Class
maintenance, as described above, relate to clean
Peak Rating
Life Factor 6x burning fuels, such as natural gas and light distillates,
where creep rupture of hot gas path components is
1
0 50 100 150 the primary life limiter and is the mechanism that
Delta Firing Temperature determines the hot gas path maintenance interval
Figure 12. Bucket life firing temperature effect impact. With ash-bearing heavy fuels, corrosion and
deposits are the primary influence and a different
Higher firing temperature reduces hot-gas-path parts
lives while lower firing temperature increases parts
lives. This provides an opportunity to balance the
negative effects of peak load operation by periods of
operation at part load. However, it is important to
recognize that the nonlinear behavior described
above will not result in a one for one balance for
equal magnitudes of over and under firing operation.
Rather, it would take six hours of operation at
–100°F/56°C under base conditions to compensate
for one hour operation at +100°F/56°C over base
load conditions.
Figure 13. Firing temperature and load relationship – heat recovery vs.
simple cycle operation
GE Energy | GER-3620K (12/04) 9

relationship with firing temperature exists. Figure 14 Parts life impact from steam or water injection is
illustrates the sensitivity of hot gas path maintenance directly impacted by the way the turbine is controlled.
factor to firing temperature for a heavy fuel operation. The control system on most base load applications
It can be seen that while the sensitivity to firing reduces firing temperature as water or steam is
temperature is less, the maintenance factor itself is injected. This is known as dry control curve
higher due to issues relating to the corrosive operation, which counters the effect of the higher
elements contained in these fuels. heat transfer on the gas side, and results in no net
impact on bucket life. This is the standard
configuration for all gas turbines, both with and
without water or steam injection. On some
installations, however, the control system is designed
to maintain firing temperature constant with water or
steam injection level. This is known as wet control
curve operation, which results in additional unit
output, but decreases parts life as previously
described. Units controlled in this way are generally
in peaking applications where annual operating hours
are low or where operators have determined that
Figure 14. Heavy fuel maintenance factors reduced parts lives are justified by the power
advantage. Figure 16 illustrates the wet and dry
Steam/Water Injection control curve and the performance differences that
Water or steam injection for emissions control or result from these two different modes of control.
power augmentation can impact parts lives and
maintenance intervals even when the water or steam
meets GE specifications. This relates to the effect of
the added water on the hot-gas transport properties.
Higher gas conductivity, in particular, increases the
heat transfer to the buckets and nozzles and can
lead to higher metal temperature and reduced parts
life as shown in Figure 15.
Figure 16. Exhaust temperature control curve – dry vs. wet control
MS7001EA
An additional factor associated with water or steam

injection relates to the higher aerodynamic loading on
the turbine components that results from the injected
water increasing the cycle pressure ratio. This
additional loading can increase the downstream
deflection rate of the second- and third-stage
Figure 15. Steam/water injection and bucket/nozzle life
GE Energy | GER-3620K (12/04) 10

nozzles, which would reduce the repair interval for quickly than the thicker bulk section of the airfoil. At
these components. However, the introduction of full load conditions, the bucket reaches its maximum
GTD-222, a new high creep strength stage two and metal temperature and a compressive strain
three nozzle alloy, has minimized this factor. produced from the normal steady state temperature
gradients that exist in the cooled part. At shutdown,
Maintenance factors relating to water injection for
the conditions reverse where the faster responding
units operating on dry control range from one (for
edges cool more quickly than the bulk section, which
units equipped with GTD-222 second-stage and third-
results in a tensile strain at the leading edge.
stage nozzles) to a factor of 1.5 for units equipped
with FSX-414 nozzles and injecting 5% water. For
wet control curve operation, the maintenance factor is
approximately two at 5% water injection for GTD-222
and four for FSX-414.
Cyclic Effects
In the previous discussion, operating factors that
impact the hours-based maintenance criteria were
described. For the starts-based maintenance criteria,
operating factors associated with the cyclic effects
Figure 17. Turbine start/stop cycle – firing temperature changes
produced during startup, operation and shutdown of
the turbine must be considered. Operating conditions
other than the standard startup and shutdown
sequence can potentially reduce the cyclic life of the
hot gas path components and rotors, and, if present,
will require more frequent maintenance and parts
refurbishment and/or replacement.
Hot Gas Path Parts

Figure 17 illustrates the firing temperature changes
occurring over a normal startup and shutdown cycle.
Light-off, acceleration, loading, unloading and
shutdown all produce gas temperature changes that
produce corresponding metal temperature changes. Figure 18. First stage bucket transient temperature distribution
For rapid changes in gas temperature, the edges of

the bucket or nozzle respond more quickly than the Thermal mechanical fatigue testing has found that the
thicker bulk section, as pictured in Figure 18. These number of cycles that a part can withstand before
gradients, in turn, produce thermal stresses that, cracking occurs is strongly influenced by the total
when cycled, can eventually lead to cracking. Figure strain range and the maximum metal temperature
19 describes the temperature strain history of an experienced. Any operating condition that significantly
MS7001EA stage 1 bucket during a normal startup increases the strain range and/or the maximum metal
and shutdown cycle. Light-off and acceleration temperature over the normal cycle conditions will act
produce transient compressive strains in the bucket to reduce the fatigue life and increase the starts-
as the fast responding leading edge heats up more based maintenance factor. For example, Figure 20
GE Energy | GER-3620K (12/04) 11

Figure 19. Bucket low cycle fatigue (LCF)
Figure 20. Low cycle fatigue life sensitivities – first stage bucket
compares a normal operating cycle with one that As a result, a trip from peak load has a maintenance
includes a trip from full load. The significant increase factor of 10:1. Trips are to be assessed in addition
in the strain range for a trip cycle results in a life to the regular startup/shutdown cycles (as starts
effect that equates to eight normal start/stop cycles, adders). As such, in the factored starts equation of
as shown. Trips from part load will have a reduced Figure 44, one is subtracted from the severity factor
impact because of the lower metal temperatures at so that the net result of the formula (Figure 44) is the
the initiation of the trip event. Figure 21 illustrates that same as that dictated by the increased strain range.
while a trip from between 80% and 100% load has an For example, a startup and trip from base load would
8:1 maintenance factor, a trip from full speed no load count as eight total cycles (one cycle for startup to
has a maintenance factor of 2:1. Similarly, overfiring base load plus 8-1=7 cycles for trip from base load),
of the unit during peak load operation leads to just as indicated by the 8:1 maintenance factor.
increased component metal temperatures.
GE Energy | GER-3620K (12/04) 12

10
Base
aT – Trip Severity Factor
8
F Class and E Class
units with Inlet
Bleed Heat
6
Units Without
Inlet Bleed Heat
4
Note:
2 • For Trips During Start-up Accel Assume aT=2
FSNL • For Trips from Peak Load Assume aT=10
0
Figure 22. Maintenance factor – effect of start cycle maximum
0 20 40 60 80 100 load level
% Load
ramped up to base load for the last ten minutes, then
Figure 21. Maintenance factor – trips from load the unit’s total operation would be described as a
base load start/stop cycle.
Similarly to trips from load, emergency starts and fast
loading will impact the starts-based maintenance
Rotor Parts
interval. This again relates to the increased strain
In addition to the hot gas path components, the rotor
range that is associated with these events.
structure maintenance and refurbishment requirements
Emergency starts where units are brought from
are impacted by the cyclic effects associated with
standstill to full load in less than five minutes will
startup, operation and shutdown, as well as loading
have a parts life effect equal to 20 additional cycles
and off-load characteristics. Maintenance factors
and a normal start with fast loading will have a parts
specific to an application’s operating profile and rotor
life effect equal to 2 additional cycles. Like trips, the
design must be determined and incorporated into the
effects of a fast start or fast loading on the machine
operators maintenance planning. Disassembly and
are considered separate from a normal cycle and
inspection of all rotor components is required when the
their effects must be tabulated in addition to the
accumulated rotor starts or hours reach the inspection
normal start/stop cycle. However, there is no -1
limit. (See Figure 45 and Figure 46 in the Inspection
applied to these factors, so an emergency start to
Intervals Section.)
base load would have a total impact of 21 cycles.
Refer to Appendix A for factored starts examples. For the rotor, the thermal condition when the start-up
sequence is initiated is a major factor in determining
While the factors described above will decrease the
the rotor maintenance interval and individual rotor
starts-based maintenance interval, part load
component life. Rotors that are cold when the startup
operating cycles would allow for an extension of the
commences develop transient thermal stresses as
maintenance interval. Figure 22 is a guideline that
the turbine is brought on line. Large rotors with their
could be used in considering this type of operation.
longer thermal time constants develop higher thermal
For example, two operating cycles to maximum load
stresses than smaller rotors undergoing the same
levels of less than 60% would equate to one start to a
startup time sequence. High thermal stresses will
load greater than 60% or, stated another way, would
reduce thermal mechanical fatigue life and the age
have a maintenance factor of 5. Factored starts
for inspection.
calculations are based upon the maximum load
achieved during operation. Therefore, if a unit is The steam turbine industry recognized the need to
operated at part load for three weeks, and then adjust startup times in the 1950 to 1970 time period
GE Energy | GER-3620K (12/04) 13

when power generation market growth led to larger increase thermal gradients and are more severe duty
and larger steam turbines operating at higher for the rotor. Trips from load and particularly trips
temperatures. Similar to the steam turbine rotor size followed by immediate restarts reduce the rotor
increases of the 1950s and 1960s, gas turbine rotors maintenance interval as do hot restarts within the first
have seen a growth trend in the 1980s and 1990s as hour of a hot shutdown. Figure 23 lists recommended
the technology has advanced to meet the demand for operating factors that should be used to determine
combined cycle power plants with high power density the rotor’s overall maintenance factor for PG7241
and thermal efficiency. and PG9351 design rotors. The factors to be used for
other models are determined by applicable Technical
With these larger rotors, lessons learned from both
Information Letters.
the steam turbine experience and the more recent
gas turbine experience should be factored into the
7241/9351* Designs
start-up control for the gas turbine and/or
Rotor Maintenance Factors
maintenance factors should be determined for an
Fast Start Normal Start
application's duty cycle to quantify the rotor life
Hot Start Factor 1.0 0.5
reductions associated with different severity levels. (1–4 Hrs. Down)
The maintenance factors so determined are used to Warm 1 Start Factor 1.8 0.9
adjust the rotor component inspection, repair and (4–20 Hrs. Down)
replacement intervals that are appropriate to that Warm 2 Start Factor 2.8 1.4
particular duty cycle. (20–40 Hrs. Down)
Cold Start Factor 4.0 2.0

Though the concept of rotor maintenance factors is (>40 Hrs. Down)
applicable to all gas turbine rotors, only F Class Trip from Load Factor 4.0 4.0
rotors will be discussed in detail. The rotor
Hot Start Factor 4.0 2.0
maintenance factor for a startup is a function of the (0–1 Hr. Down)
downtime following a previous period of operation. As
*Other factors may apply to early 9351 units
downtime increases, the rotor metal temperature • Factors Are a Function of Machine Thermal Condition
approaches ambient conditions and thermal fatigue at Start-Up
impact during a subsequent start-up increases. As • Trips from Load, Fast Starts and >20-hour Restarts
Reduce Maintenance Intervals
such, cold starts are assigned a rotor maintenance
factor of two and hot starts a rotor maintenance factor Figure 23. Operation-related maintenance factors
of less than one due to the lower thermal stress
The significance of each of these factors to the
under hot conditions. This impact varies from one
maintenance requirements of the rotor is dependent
location in the rotor structure to another. Since the
on the type of operation that the unit sees. There are
most limiting location determines the overall rotor
three general categories of operation that are typical
impact, the rotor maintenance factor indicates the
of most gas turbine applications. These are peaking,
upper bound locus of the rotor maintenance factors at
cyclic and continuous duty as described below:
these various features.
■ Peaking units have a relatively high starting
Rotor starting thermal condition is not the only
frequency and a low number of hours per start.
operating factor that influences rotor maintenance
Operation follows a seasonal demand. Peaking
intervals and component life. Fast starts and fast
units will generally see a high percentage of
loading, where the turbine is ramped quickly to load,
cold starts.
GE Energy | GER-3620K (12/04) 14

■ Cyclic duty units start daily with weekend gear/ratchet scenarios and operation guidelines (See
shutdowns. Twelve to sixteen hours per start is Appendix). Relevant operating instructions and TILs
typical which results in a warm rotor condition should be adhered to where applicable. After a
for a large percentage of the starts. Cold starts shutdown, turning of the warm rotor is essential to
are generally seen only following a startup after avoid bow, which could lead to high vibrations and
a maintenance outage or following a two day excessive rubs if a start is initiated with the rotor in a
weekend outage. bowed condition. As a best practice, units should
■ Continuous duty applications see a high remain on turning gear or ratchet following a planned
number of hours per start and most starts are shutdown until wheelspace temperatures have
cold because outages are generally stabilized at near ambient temperature. If the unit is
maintenance driven. While the percentage of to see no further activity for 48 hours after cool-down
cold starts is high, the total number of starts is is completed, then it may be taken off of turning gear.
low. The rotor maintenance interval on
Peaking – Cyclic – Continuous
continuous duty units will be determined by
Peaking Cyclic Continuous
service hours rather than starts.
Hot Start (Down <4 Hr.) 3% 1% 10%
Figure 24 lists operating profiles on the high end of Warm 1 Start (Down 4-20 hr.) 10% 82% 5%
Warm 2 Start (Down 20-40 Hr.) 37% 13% 5%
each of these three general categories of gas turbine Cold Start (Down >40 Hr.) 50% 4% 80%
applications. Hours/Start 4 16 400
Hours/Year 600 4800 8200
As can be seen in Figure 24, these duty cycles have Starts per Year 150 300 21
Percent Trips 3% 1% 20%
different combinations of hot, warm and cold starts
Number of Trips per Year 5 3 4
with each starting condition having a different impact Typical Maintenance Factor 1.7 1.0 NA
on rotor maintenance interval as previously (Starts Based)
discussed. As a result, the starts based rotor • Operational Profile is Application Specific
maintenance interval will depend on an applications • Inspection Interval is Application Specific
specific duty cycle. In a later section, a method will

Figure 24. FA gas turbine typical operational profile
be described that allows the turbine operator to
determine a maintenance factor that is specific to the
Baseline Unit
operation’s duty cycle. The application’s integrated Cyclic Duty
maintenance factor uses the rotor maintenance 6 Starts/Week
16 Hours/Start
factors described above in combination with the
4 Outage/Year Maintenance
actual duty cycle of a specific application and can be 50 Weeks/Year
used to determine rotor inspection intervals. In this 4800 Hours/Year
300 Starts/Year
calculation, the reference duty cycle that yields a
0 Trips/Year
starts based maintenance factor equal to one is 1 Maintenance Factor
defined in Figure 25. Duty cycles different from the
12 Cold Starts/Year (down >40 Hr.) 4%
Figure 25 definition, in particular duty cycles with 39 Warm 2 Starts/Year (Down 20-40 Hr.) 13%
more cold starts, or a high number of trips, will have 246 Warm Starts/Year (Down 4-20 Hr.) 82%
a maintenance factor greater than one. 3 Hot Starts per Year 1%
Turning gear or ratchet operation after shutdown, and Baseline Unit Achieves Maintenance Factor = 1
before starting/restarting is a crucial part of normal
operating procedure. Figure F-1 describes turning Figure 25. Baseline for starts-based maintenance factor definition
GE Energy | GER-3620K (12/04) 15

Further guidelines exist for hot restarts and cold these factors is operating mode, which describes the
starts. It is recommended that the rotor be placed on applied fueling pattern. The use of low load operating
turning gear for one hour prior to restart following a modes at high loads can reduce the maintenance
trip from load, trip from full speed no load, or normal interval significantly. An example of this is the use of
shutdown. This will allow transient thermal stresses to DLN 1 extended lean-lean mode at high loads, which
subside before superimposing a startup transient. If results in a maintenance factor of 10. Likewise, a
the machine must be restarted in less than one hour, maintenance factor of 10 should be applied to lean-
then cold start factors will apply. Longer periods of lean operation on the DLN 2.0 units. Another factor
turning gear operation may be necessary prior to a that can impact combustion system maintenance is
cold start or hot restart if the presence of bow is acoustic dynamics. Acoustic dynamics are pressure
detected. Vibration data taken while at crank oscillations generated by the combustion system,
speed can be used to confirm that rotor bow is at which, if high enough in magnitude, can lead to
acceptable levels and the start sequence can be significant wear and cracking. GE practice is to tune
initiated. Users should reference the Operation and the combustion system to levels of acoustic dynamics
Maintenance Manual and appropriate TILs for specific low enough to ensure that the maintenance practices
instructions and information for their units. described here are not compromised.
Combustion maintenance is performed, if required,

Combustion Parts following each combustion inspection (or repair)
A typical combustion system contains transition interval. Inspection interval guidelines are included
pieces, combustion liners, flow sleeves, head-end in Figure 42. It is expected and recommended that
assemblies containing fuel nozzles and cartridges, intervals be modified based on specific experience.
end caps and end covers, and assorted other Replacement intervals are usually defined by a
hardware including cross-fire tubes, spark plugs and recommended number of combustion (or repair)
flame detectors. In addition, there can be various fuel intervals and are usually combustion component
and air delivery components such as purge or check specific. In general, the replacement interval as a
valves and flex hoses. GE provides several types of function of the number of combustion inspection
combustion systems including standard combustors, intervals is reduced if the combustion inspection
Multi-Nozzle Quiet Combustors (MNQC), Integrated interval is extended. For example, a component
Gasification Combined Cycle (IGCC) combustors having an 8,000 hour combustion inspection (CI)
and Dry Low NOx (DLN) combustors. Each of interval and a 6(CI) or 48,000 hour replacement
these combustion systems have unique operating interval would have a replacement interval of 4(CI)
characteristics and modes of operation with differing if the inspection interval were increased to 12,000
responses to operational variables affecting hours to maintain a 48,000 hour replacement interval.
maintenance and refurbishment requirements.
For combustion parts, the base line operating
The maintenance and refurbishment requirements of conditions that result in a maintenance factor of unity
combustion parts are impacted by many of the same are normal fired start-up and shut-down to base load
factors as hot gas path parts including start cycle, on natural gas fuel without steam or water injection.
trips, fuel type and quality, firing temperature and use Factors that increase the hours-based maintenance
of steam or water injection for either emissions factor include peaking duty, distillate or heavy fuels, and
control or power augmentation. However, there are steam or water injection with dry or wet control curves.
other factors specific to combustion systems. One of Factors that increase starts-based maintenance factor
GE Energy | GER-3620K (12/04) 16

include peaking duty, fuel type, steam or water

injection, trips, emergency starts and fast loading.
47 Frequency ~ Hz 49.5 50.5
100% of Active
Power Output
Off-Frequency Operation
GE heavy-duty single shaft gas turbines are designed
to operate over a 95% to 105% speed range.
However, operation at other than rated speed has the
potential to impact maintenance requirements. 95% of Active
Depending on the industry code requirements, the Power Output
specifics of the turbine design and the turbine control
Figure 26. The NGC requirement for output versus frequency
philosophy employed, operating conditions can result capability over all ambients less than 25°C (77°F)
that will accelerate life consumption of hot gas path
to 104% speed can be continuous but operation
components. Where this is true, the maintenance
between 94% and 95% is limited to 20 seconds for
factor associated with this operation must be
each event. These conditions must be met up to a
understood and these speed events analyzed and
maximum ambient temperature of 25°C (77°F).
recorded so as to include in the maintenance plan for
this gas turbine installation. Under-frequency operation impacts maintenance to
the degree that nominally controlled turbine output
Generator drive turbines operating in a power system
must be exceeded in order to meet the specification
grid are sometimes required to meet operational
defined output requirement. As speed decreases, the
requirements that are aimed at maintaining grid
compressor airflow decreases, reducing turbine
stability under conditions of sudden load or capacity
output. If this normal output fall-off with speed results
changes. Most codes require turbines to remain on
in loads less than the defined minimum, power
line in the event of a frequency disturbance. For
augmentation must be applied. Turbine overfiring is
under-frequency operation, the turbine output
the most obvious augmentation option but other
decrease that will normally occur with a speed
means such as utilizing gas turbine water wash have
decrease is allowed and the net impact on the turbine
some potential as an augmentation action.
as measured by a maintenance factor is minimal. In
some grid systems, there are more stringent codes Ambient temperature can be a significant factor in the
that require remaining on line while maintaining load level of power augmentation required. This relates to
on a defined schedule of load versus grid frequency. compressor operating margin that may require inlet
One example of a more stringent requirement is guide vane closure if compressor corrected speed
defined by the National Grid Company (NGC). In the reaches limiting conditions. For an FA class turbine,
NGC code, conditions under which frequency operation at 0°C (32°F) would require no power
excursions must be tolerated and/or controlled are augmentation to meet NGC requirements while
defined as shown in Figure 26. operation at 25°C (77°F) would fall below NGC
requirements without a substantial amount of power
With this specification, load must be maintained
augmentation. As an example, Figure 27 illustrates
constant over a frequency range of +/- 1% (+/- 0.5Hz
the output trend at 25°C (77°F) for an FA class gas
in a 50 Hz grid system) with a one percent load
turbine as grid system frequency changes and where
reduction allowed for every additional one percent
no power augmentation is applied.
frequency drop down to a minimum 94% speed.
Requirements stipulate that operation between 95%
GE Energy | GER-3620K (12/04) 17

In Figure 27, the gas turbine output shortfall at the

Output versus Grid Frequency
low frequency end (47.5 Hz) of the NGC continuous Tamb = 25°C (77°F)
operation compliance range would require a 160°F 1.100
increase over base load firing temperature to be in

NGC Requirement
compliance. At this level of over-fire, a maintenance
Normalized Output
1.000
factor exceeding 100x would be applied to all time
Output
spent at these conditions. Overfiring at this level Shortfall
0.900
would have implications on combustion operability Without Constant Tf
Overfiring Output Trend
and emissions compliance as well as have major
0.800
impact on hot gas path parts life. An alternative
power augmentation approach that has been utilized
in FA gas turbines for NGC code compliance utilizes 0.700
46 47 48 49 50 51 52
water wash in combination with increased firing Frequency
temperature. As shown in Figure 28, with water wash
Figure 27. Turbine output at under-frequency conditions
on, 50°F overfiring is required to meet NGC code for
operating conditions of 25°C (77°F) ambient
temperature and grid frequency at 47.5 Hz. Under
these conditions, the hours-based maintenance factor
would be 3x as determined by Figure 12. It is
important to understand that operation at over-
frequency conditions will not trade one-for-one for
periods at under-frequency conditions. As was
discussed in the firing temperature section above,
operation at peak firing conditions has a nonlinear
logarithmic relationship with maintenance factor.
As described above, the NGC code limits operation

to 20 seconds per event at an under-frequency
condition between 94% to 95% speed. Grid events
that expose the gas turbine to frequencies below the
Figure 28. NGC code compliance TF required – FA class
minimum continuous speed of 95% introduce
additional maintenance and parts replacement Over-frequency or high speed operation can also
considerations. Operation at speeds less than 95% introduce conditions that impact turbine maintenance
requires increased over-fire to achieve compliance, and part replacement intervals. If speed is increased
but also introduces an additional concern that relates above the nominal rated speed, the rotating
to the potential exposure of the blading to excitations components see an increase in mechanical stress
that could result in blade resonant response and proportional to the square of the speed increase. If
reduced fatigue life. Considering this potential, a firing temperature is held constant at the overspeed
starts-based maintenance factor of 60x is assigned to condition, the life consumption rate of hot gas path
every 20 seconds of excursion for grid frequencies rotating components will increase as illustrated in
less than 95% speed. Figure 29 where one hour of operation at 105%
speed is equivalent to two hours at rated speed.
GE Energy | GER-3620K (12/04) 18

If overspeed operation represents a small fraction of percent droop would pick up 20% load in response to
a turbine’s operating profile, this effect on parts life a .5 Hz (1%) grid frequency drop.
can sometimes be ignored. However, if significant
The rate at which the turbine picks up load in
operation at overspeed is expected and rated firing
response to an under-frequency condition is
temperature is maintained, the accumulated hours
determined by the gas turbine design and the
must be recorded and included in the calculation of
response of the fuel and compressor airflow control
the turbine’s overall maintenance factor and the
systems, but would typically yield a less than ten-
maintenance schedule adjusted to reflect the
second turbine response to a step change in grid
overspeed operation. An option that mitigates this
frequency. Any maintenance factor associated with
effect is to under fire to a level that balances the
this operation depends on the magnitude of the load
overspeed parts life effect. Some mechanical drive
change that occurs. A turbine dispatched at 50% load
applications have employed that strategy to avoid a
that responded to a 2% frequency drop would have
maintenance factor increase.
parts life and maintenance impact on the hot gas
Over Speed Operation path as well as the rotor structure. More typically,
Constant Tfire however, turbines are dispatched at closer to rated
10.0 load where maintenance factor effects may be less
Maintenance Factor
severe. The NGC requires 10% plant output in 10

seconds in response to a .5 Hz (1%) under frequency
(MF)
MF = 2 condition. In a combined cycle installation where the

gas turbine alone must pick up the transient loading,
a load change of 15% in 10 seconds would be
1.0
1.00 1.01 1.02 1.03 1.04 1.05 required to meet that requirement. Maintenance
% Speed
factor effects related to this would be minimal for the
hot gas path but would impact the rotor maintenance
Figure 29. Maintenance factor for overspeed operation ~constant TF
factor. For an FA class rotor, each frequency
The frequency-sensitive discussion above describes excursion would be counted as an additional factored
code requirements related to turbine output capability start in the numerator of the maintenance factor
versus grid frequency, where maintenance factors calculation described in Figure 45. A further
within the continuous operating speed range are requirement for the rotor is that it must be in hot
hours-based. There are other considerations related running condition prior to being dispatched in
to turbines operating in grid frequency regulation frequency regulation mode.
mode. In frequency regulation mode, turbines are
dispatched to operate at less than full load and stand Air Quality
ready to respond to a frequency disturbance by Maintenance and operating costs are also influenced
rapidly picking up load. NGC requirements for units in by the quality of the air that the turbine consumes.
frequency regulation mode include being equipped In addition to the deleterious effects of airborne
with a fast-acting proportional speed governor contaminants on hot-gas-path components,
operating with an overall speed droop of 3-5%. With contaminants such as dust, salt and oil can also
this control, a gas turbine will provide a load increase cause compressor blade erosion, corrosion and
that is proportional to the size of the grid frequency fouling. Twenty-micron particles entering the
change. For example, a turbine operating with five compressor can cause significant blade erosion.
GE Energy | GER-3620K (12/04) 19

Fouling can be caused by submicron dirt particles

entering the compressor as well as from ingestion of
oil vapor, smoke, sea salt and industrial vapors.
Corrosion of compressor blading causes pitting of

the blade surface, which, in addition to increasing the
surface roughness, also serves as potential sites for
fatigue crack initiation. These surface roughness and
blade contour changes will decrease compressor
airflow and efficiency, which in turn reduces the
gas turbine output and overall thermal efficiency.
Generally, axial flow compressor deterioration is

the major cause of loss in gas turbine output and
efficiency. Recoverable losses, attributable to
compressor blade fouling, typically account for 70 to
85 percent of the performance losses seen. As Figure Figure 30. Deterioration of gas turbine performance due to
compressor blade fouling
30 illustrates, compressor fouling to the extent that
airflow is reduced by 5%, will reduce output by 13%
and increase heat rate by 5.5%. Fortunately, much Lube Oil Cleanliness
can be done through proper operation and Contaminated or deteriorated lube oil can cause wear
maintenance procedures to minimize fouling type and damage on bearing Babbitt surfaces. This can
losses. On-line compressor wash systems are lead to extended outages and costly repairs. Routine
available that are used to maintain compressor sampling of the turbine lube oil for proper viscosity,
efficiency by washing the compressor while at chemical composition and contamination is an
load, before significant fouling has occurred. essential part of a complete maintenance plan.
Off-line systems are used to clean heavily fouled
Lube oil should be sampled and tested per GEK-
compressors. Other procedures include maintaining
32568, “Lubricating Oil Recommendations for Gas
the inlet filtration system and inlet evaporative coolers
Turbines with Bearing Ambients Above 500°F
as well as periodic inspection and prompt repair of
(260°C).” Additionally, lube oil should be checked
compressor blading.
periodically for particulate and water contamination
There are also non-recoverable losses. In the as outlined in GEK-110483, “Cleanliness
compressor, these are typically caused by Requirements for Power Plant Installation,
nondeposit-related blade surface roughness, erosion Commissioning and Maintenance.” At a minimum, the
and blade tip rubs. In the turbine, nozzle throat area lube oil should be sampled on a quarterly basis;
changes, bucket tip clearance increases and however, monthly sampling is recommended.
leakages are potential causes. Some degree of
unrecoverable performance degradation should be Moisture Intake
expected, even on a well-maintained gas turbine. One of the ways some users increase turbine output
The owner, by regularly monitoring and recording unit is through the use of inlet foggers. Foggers inject a
performance parameters, has a very valuable tool for large amount of moisture in the inlet ducting,
diagnosing possible compressor deterioration. exposing the forward stages of the compressor
GE Energy | GER-3620K (12/04) 20

to potential water carry-over. Operation of a material strength reduced to 40% of its virgin value.
compressor in such an environment may lead to This condition is surplused by downtime in humid
long-term degradation of the compressor due to environments, affecting wet corrosion.
corrosion and erosion, fouling, and material property
Uncoated GTD-450 material is relatively resistant to
degradation. Experience has shown that depending
corrosion while uncoated 403SS is quite susceptible.
on the quality of water used, the inlet silencer and
Relative susceptibility of various compressor blade
ducting material, and the condition of the inlet
materials and coatings is shown in Figure 32. As noted
silencer, fouling of the compressor can be severe
in GER-3569F, Al coatings are susceptible to erosion
with inlet foggers. Similarly, carry-over from
damage leading to unprotected sections of the blade.
evaporative coolers and excessive water washing
Because of this, the GECC-1 coating was created to
can degrade the compressor. Figure 31 shows the
combine the effects of an Al coating to prevent
long-term material property degradation resulting
corrosion and a ceramic topcoat to prevent erosion.
from operating the compressor in a wet environment.
The water quality standard that should be adhered to
GTD-450 Bare
is found in GEK-101944B, “Requirements for
Water/Steam Purity in Gas Turbines.” Al Slurry Coatings
NiCd+ Topcoats
Corrosion Due to Environment Aggravates Problem
• Reduces Vane Material Endurance Strength AISI 403 Ceramic
• Pitting Provides Localized Stress Risers

NiCd
Fatigue Sensitivity to Environment Bare

Sound Blade RT
Alternating Stress Ratio
1.0 0 2 4 6 8 10
Sound Blade 200°F
Worst Best
0.9
Relative Corrosion Resistance
0.8 Wet Steam RT
0.7 Acid H2O 180°F
0.6 Figure 32. Susceptibility of compressor blade materials and coatings
0.5 Pitted in Air
0.4
0.3
Water droplets will cause leading edge erosion on the
0.2 first few stages of the compressor. This erosion, if
0.1
0.0 sufficiently developed, may lead to blade failure.
Estimated Fatigue Strength (107 Cycles) Additionally, the roughened leading edge surface
for AISI 403 Blades
lowers the compressor efficiency and unit performance.
Figure 31. Long term material property degradation in a wet
Utilization of inlet fogging or evaporative cooling may
environment
also introduce water carry-over or water ingestion into
For turbines with 403SS compressor blades, the the compressor, resulting in R0 erosion. Although the
presence of water carry-over will reduce blade fatigue design intent of evaporative coolers and inlet foggers
strength by as much as 30% and increases the crack should be to fully vaporize all cooling water prior to its
propagation rate in a blade if a flaw is present. The ingestion into the compressor, evidence suggests that,
carry-over also subjects the blades to corrosion. on systems that were not properly commissioned, the
Such corrosion might be accelerated by a saline water may not be fully vaporized (e.g., streaking
environment (see GER-3419). Further reductions discoloration on the inlet duct or bell mouth). If this is the
in fatigue strength will result if the environment is case, then the unit should be inspected and maintained
acidic and if pitting is present on the blade. Pitting per instruction, as presented in applicable TILs.
is corrosion-induced and blades with pitting can see
GE Energy | GER-3620K (12/04) 21

MAINTENANCE INSPECTIONS The Operations and Maintenance Manual, as well

as the Service Manual Instruction Books, contain
Maintenance inspection types may be broadly
information and drawings necessary to perform these
classified as standby, running and disassembly
periodic checks. Among the most useful drawings in
inspections. The standby inspection is performed
the Service Manual Instruction Books for standby
during off-peak periods when the unit is not operating
maintenance are the control specifications, piping
and includes routine servicing of accessory systems
schematic and electrical elementaries. These
and device calibration. The running inspection is
drawings provide the calibrations, operating limits,
performed by observing key operating parameters
operating characteristics and sequencing of all
while the turbine is running. The disassembly
control devices. This information should be used
inspection requires opening the turbine for inspection
regularly by operating and maintenance personnel.
of internal components and is performed in varying
Careful adherence to minor standby inspection
degrees. Disassembly inspections progress from the
maintenance can have a significant effect on
combustion inspection to the hot gas path inspection
reducing overall maintenance costs and maintaining
to the major inspection as shown in Figure 33. Details
high turbine reliability. It is essential that a good
of each of these inspections are described below.
record be kept of all inspections made and of the
maintenance work performed in order to ensure
Standby Inspections
establishing a sound maintenance program.
Standby inspections are performed on all gas
turbines but pertain particularly to gas turbines
used in peaking and intermittent-duty service
Running Inspections
Running inspections consist of the general and
where starting reliability is of primary concern.
continued observations made while a unit is
This inspection includes routinely servicing the
operating. This starts by establishing baseline
battery system, changing filters, checking oil and
operating data during initial startup of a new unit and
water levels, cleaning relays and checking device
after any major disassembly work. This baseline then
calibrations. Servicing can be performed in off-peak
serves as a reference from which subsequent unit
periods without interrupting the availability of the
deterioration can be measured.
turbine. A periodic startup test run is an essential
part of the standby inspection.
Figure 33. MS7001EA heavy-duty gas turbine – shutdown inspections
GE Energy | GER-3620K (12/04) 22

Data should be taken to establish normal equipment an indicator of deterioration of internal parts, excessive
start-up parameters as well as key steady state leaks or a fouled air compressor. For mechanical drive
operating parameters. Steady state is defined as applications, it may also be an indication of increased
conditions at which no more than a 5°F/3°C change in power required by the driven equipment.
wheelspace temperature occurs over a 15-minute time
period. Data must be taken at regular intervals and Vibration Level
should be recorded to permit an evaluation of the The vibration signature of the unit should be
turbine performance and maintenance requirements as observed and recorded. Minor changes will occur
a function of operating time. This operating inspection with changes in operating conditions. However, large
data, summarized in Figure 34, includes: load versus changes or a continuously increasing trend give
exhaust temperature, vibration, fuel flow and pressure, indications of the need to apply corrective action.
bearing metal temperature, lube oil pressure, exhaust
gas temperatures, exhaust temperature spread Fuel Flow and Pressure
variation and startup time. This list is only a minimum The fuel system should be observed for the general
and other parameters should be used as necessary. A fuel flow versus load relationship. Fuel pressures
graph of these parameters will help provide a basis for through the system should be observed. Changes in
judging the conditions of the system. Deviations from fuel pressure can indicate the fuel nozzle passages
the norm help pinpoint impending trouble, changes in are plugged, or that fuel metering elements are
calibration or damaged components. damaged or out of calibration.
Load vs. Exhaust Temperature Exhaust Temperature and Spread Variation

The general relationship between load and exhaust The most important control function to be observed is
temperature should be observed and compared to the exhaust temperature fuel override system and the
previous data. Ambient temperature and barometric back-up over temperature trip system. Routine
pressure will have some effect upon the absolute verification of the operation and calibration of these
temperature level. High exhaust temperature can be functions will minimize wear on the hot-gas-path parts.
• Speed • Pressures
• Load – Compressor Discharge
• Fired Starts – Lube Pump(s)
• Fired Hours – Bearing Header
• Site Barometric Reading – Cooling Water
• Temperatures – Fuel
– Inlet Ambient – Filters (Fuel, Lube, Inlet Air)
– Compressor Discharge • Vibration Data for Power Train
– Turbine Exhaust • Generator
– Turbine Wheelspace – Output Voltage – Field Voltage
– Lube Oil Header – Phase Current – Field Current
– Lube Oil Tank – VARS – Stator Temp.
– Bearing Metal – Load – Vibration
– Bearing Drains • Start-Up Time
– Exhaust Spread • Coast-Down Time
Figure 34. Operating inspection data parameters
GE Energy | GER-3620K (12/04) 23

The variations in turbine exhaust temperature spread requires immediate compartment inspection—which
should be measured and monitored on a regular requires that the doors be opened. Cool-down times
basis. Large changes or a continuously increasing should not be accelerated by opening the
trend in exhaust temperature spread indicate compartment doors or lagging panels, since uneven
combustion system deterioration or fuel distribution cooling of the outer casings may result in excessive
problems. If the problem is not corrected, the life of case distortion and blade rubs that could potentially
downstream hot-gas-path parts will be reduced. lead to tip distress if the rubs are significant.
Start-Up Time Combustion Inspection

Start-up time is an excellent reference against which The combustion inspection is a relatively short
subsequent operating parameters can be compared disassembly shutdown inspection of fuel nozzles,
and evaluated. A curve of the starting parameters of liners, transition pieces, crossfire tubes and retainers,
speed, fuel signal, exhaust temperature and critical spark plug assemblies, flame detectors and
sequence bench marks versus time from the initial combustor flow sleeves. This inspection concentrates
start signal will provide a good indication of the on the combustion liners, transition pieces, fuel
condition of the control system. Deviations from nozzles and end caps which are recognized as being
normal conditions help pinpoint impending trouble, the first to require replacement and repair in a good
changes in calibration or damaged components. maintenance program. Proper inspection,
maintenance and repair (Figure 35) of these items
Coast-Down Time will contribute to a longer life of the downstream
Coast-down time is an excellent indicator of bearing parts, such as turbine nozzles and buckets.
alignment and bearing condition. The time period
Figure 33 illustrates the section of an MS7001EA unit
from when the fuel is shut off on a normal shutdown
that is disassembled for a combustion inspection. The
until the rotor comes to turning gear speed can be
combustion liners, transition pieces and fuel nozzle
compared and evaluated.
assemblies should be removed and replaced with
Close observation and monitoring of these operating new or repaired components to minimize downtime.
parameters will serve as the basis for effectively The removed liners, transition pieces and fuel
planning maintenance work and material requirements nozzles can then be cleaned and repaired after the
needed for subsequent shutdown periods. unit is returned to operation and be available for the
next combustion inspection interval. Typical
Rapid Cool-Down combustion inspection requirements for
Prior to an inspection, it may be necessary to force MS6001B/7001EA/9001E machines are:
cool the unit to speed the cool-down process and
■ Inspect and identify combustion chamber
shorten outage time. Force cooling involves turning
components.
the unit at crank speed for an extended period of time
■ Inspect and identify each crossfire tube, retainer
to continue flowing ambient air through the machine.
This is permitted, although a natural cool-down cycle and combustion liner.
on turning gear or ratchet is preferred for normal ■ Inspect combustion liner for TBC spallation, wear
shutdowns when no outage is pending. Opening the and cracks. Inspect combustion system and
compartment doors during any cool-down operation, discharge casing for debris and foreign objects.
however, is prohibited unless an emergency situation ■ Inspect flow sleeve welds for cracking.
GE Energy | GER-3620K (12/04) 24

Combustion Inspection
Key Hardware: Inspect for: Potential Actions:
• Combustion Liners • Foreign Objects
}
• Combustion End Covers • Abnormal Wear
• Fuel Nozzles • Cracking
• End Caps • Liner Cooling Hole Plugging
• Transition Pieces • TBC Coating Condition
• Cross Fire Tubes • Oxidation/Corrosion/Erosion
• Flow Sleeves • Hot Spots/Burning
• Purge Valves • Missing Hardware
• Check Valves • Clearance Limits
• Spark Plugs • Borescope Compressor and Turbine
• Flame Detectors
• Flex Hoses
Availability of On-Site
Criteria Inspection Methods
Spares Is Key to
• Op. & Instr. Manual • Visual
Minimizing downtime
• TIL’s • LP
• GE Field Engineer • Borescope
Figure 35. Combustion inspection – key elements
■ Inspect transition piece for wear and cracks. ■ Verify proper operation of purge and check
■ Inspect fuel nozzles for plugging at tips, erosion valves. Confirm proper setting and calibration of
of tip holes and safety lock of tips. the combustion controls.
■ Inspect all fluid, air, and gas passages in nozzle After the combustion inspection is complete and the
assembly for plugging, erosion, burning, etc. unit is returned to service, the removed combustion
■ Inspect spark plug assembly for freedom from liners and transition pieces can be bench inspected
binding; check condition of electrodes and and repaired, if necessary, by either competent on-site
insulators. personnel, or off-site at a qualified GE Combustion
Service Center. The removed fuel nozzles can be
■ Replace all consumables and normal wear-and-
cleaned on-site and flow tested on-site, if suitable test
tear items such as seals, lockplates, nuts, bolts,
facilities are available. For F Class gas turbines it is
gaskets, etc.
recommended that repairs and fuel nozzle flow testing
■ Perform visual inspection of first-stage turbine be performed at qualified GE Service Centers.
nozzle partitions and borescope inspect (Figure
3) turbine buckets to mark the progress of wear Hot Gas Path Inspection
and deterioration of these parts. This inspection The purpose of a hot gas path inspection is to
will help establish the schedule for the hot-gas- examine those parts exposed to high temperatures
path inspection. from the hot gases discharged from the combustion
process. The hot gas path inspection outlined in
■ Perform borescope inspection of compressor.
Figure 36 includes the full scope of the combustion
■ Enter the combustion wrapper and observe the inspection and, in addition, a detailed inspection of
condition of blading in the aft end of axial-flow the turbine nozzles, stator shrouds and turbine
compressor with a borescope. buckets. To perform this inspection, the top half of the
■ Visually inspect the compressor inlet and turbine turbine shell must be removed. Prior to shell removal,
exhaust areas, checking condition of IGVs, IGV proper machine centerline support using mechanical
bushings, last-stage buckets and exhaust jacks is necessary to assure proper alignment of rotor
system components.
GE Energy | GER-3620K (12/04) 25

Hot Gas Path Inspection

Combustion Inspection Work Scope – Plus:
• Nozzles (1,2,3) • Foreign Object Damage Repair/Refurbishment/Replace
}
• Buckets (1,2,3) • Oxidation/Corrosion/Erosion • Nozzles
• Stator Shrouds • Cracking Weld Repair
• IGVs & Bushings • Cooling Hole Plugging Reposition
• Compressor Blading • Remaining Coating Life Recoat
(Borescope) • Nozzle Deflection/Distortion
• Buckets
• Abnormal Deflection/Distortion
Strip & Recoat
• Abnormal Wear
Weld Repair
• Missing Hardware
Blend
• Clearance Limits
Creep Life Limit
Top Shroud Deflection
• Op. & Instr. Manual • Visual Availability of On-Site
• TIL’s • LP Spares Is Key to
• GE Field Engineer • Borescope Minimizing downtime
Figure 36. Hot gas path inspection – key elements
Figure 37. Stator tube jacking procedure – MS7001EA
to stator, obtain accurate half-shell clearances and Similarly, repair action is taken on the basis of part
prevent twisting of the stator casings. The MS7001EA number, unit operational history, and part condition.
jacking procedure is illustrated in Figure 37. Repairs including (but not limited to) strip, chemical
clean, HIP, heat treat, and recoat may also be
Special inspection procedures may apply to specific
necessary to ensure full parts life. Weld repair will be
components in order to ensure that parts meet their
recommended when necessary, typically as
intended life. These inspections may include, but are
determined by visual inspection and NDT. Failure to
not limited to, dimensional inspections, Fluorescent
perform the required repairs may lead to retirement of
Penetrant Inspection (FPI), Eddy Current Inspection
the part before its life potential is fulfilled. In contrast,
(ECI) and other forms of non-destructive testing
unnecessary repairs are an unneeded expenditure of
(NDT). The type of inspection required for specific
time and resources. To verify the types of inspection
hardware is determined on a part number and
and repair required, contact your service
operational history basis, and can be attained from a
representative prior to an outage.
service representative.
GE Energy | GER-3620K (12/04) 26

For inspection of the hot gas path (Figure 33), all compressor. Pay specific attention to IGVs,
combustion transition pieces and the first-stage looking for corrosion, bushing wear evidenced
turbine nozzle assemblies must be removed. by excessive clearance and vane cracking.
Removal of the second- and third-stage turbine ■ Enter the combustion wrapper and, with a
nozzle segment assemblies is optional, depending borescope, observe the condition of the blading
upon the results of visual observations, clearance in the aft end of the axial flow compressor.
measurements, and other required inspections.
■ Visually inspect the turbine exhaust area for any
The buckets can usually be inspected in place.
signs of cracking or deterioration.
Fluorescent penetrant inspection (FPI) of the bucket
vane sections may be required to detect any cracks. The first-stage turbine nozzle assembly is exposed
In addition, a complete set of internal turbine radial to the direct hot-gas discharge from the combustion
and axial clearances (opening and closing) must process and is subjected to the highest gas
be taken during any hot gas path inspection. temperatures in the turbine section. Such conditions
Re-assembly must meet clearance diagram frequently cause nozzle cracking and oxidation and,
requirements to ensure against rubs and to in fact, this is expected. The second- and third-stage
maintain unit performance. Typical hot gas-path nozzles are exposed to high gas bending loads,
inspection requirements for all machines are: which in combination with the operating
temperatures, can lead to downstream deflection
■ Inspect and record condition of first-, second-
and closure of critical axial clearances. To a degree,
and third-stage buckets. If it is determined that
nozzle distress can be tolerated and criteria have
the turbine buckets should be removed, follow
been established for determining when repair is
bucket removal and condition recording
required. These limits are contained in the Operations
instructions. Buckets with protective coating
and Maintenance Manuals previously described.
should be evaluated for remaining coating life.
However, as a general rule, first stage nozzles will
■ Inspect and record condition of first-, second- require repair at the hot gas path inspection. The
and third-stage nozzles. second- and third-stage nozzles may require
■ Inspect and record condition of later-stage refurbishment to re-establish the proper axial
nozzle diaphragm packings. clearances. Normally, turbine nozzles can be repaired
■ Check seals for rubs and deterioration of several times to extend life and it is generally repair
clearance. cost versus replacement cost that dictates the
replacement decision.
■ Record the bucket tip clearances.
■ Inspect bucket shank seals for clearance, rubs Coatings play a critical role in protecting the buckets
and deterioration. operating at high metal temperatures to ensure that
the full capability of the high strength superalloy is
■ Check the turbine stationary shrouds for
maintained and that the bucket rupture life meets
clearance, cracking, erosion, oxidation, rubbing
design expectations. This is particularly true of cooled
and build-up.
bucket designs that operate above 1985°F (1085°C)
■ Check and replace any faulty wheelspace firing temperature. Significant exposure of the base
thermocouples. metal to the environment will accelerate the creep rate
■ Enter compressor inlet plenum and observe the and can lead to premature replacement through a
condition of the forward section of the combination of increased temperature and stress and
GE Energy | GER-3620K (12/04) 27

Figure 38. Stage 1 bucket oxidation and bucket life
a reduction in material strength, as described in as nozzle-deflection measurements will allow the

Figure 38. This degradation process is driven by operator to monitor distress patterns and progression.
oxidation of the unprotected base alloy. In the past, This makes part-life predictions more accurate and
on early generation uncooled designs, surface allows adequate time to plan for replacement or
degradation due to corrosion or oxidation was refurbishment at the time of the hot-gas-path
considered to be a performance issue and not a factor inspection. It is important to recognize that to avoid
in bucket life. This is no longer the case at the higher extending the hot gas path inspection, the necessary
firing temperatures of current generation designs. spare parts should be on site prior to taking the unit
out of service.
Given the importance of coatings, it must be
recognized that even the best coatings available will
Major Inspection
have a finite life and the condition of the coating will
The purpose of the major inspection is to examine all
play a major role in determining bucket replacement
of the internal rotating and stationary components
life. Refurbishment through stripping and recoating is
from the inlet of the machine through the exhaust. A
an option for extending bucket life, but if recoating is
major inspection should be scheduled in accordance
selected, it should be done before the coating is
with the recommendations in the owner’s Operations
breached to expose base metal. Normally, for
and Maintenance Manual or as modified by the
turbines in the MS7001EA class, this means that
results of previous borescope and hot gas path
recoating will be required at the hot gas path
inspection. The work scope shown in Figure 39
inspection. If recoating is not performed at the hot
involves inspection of all of the major flange-to-flange
gas path inspection, the runout life of the buckets
components of the gas turbine, which are subject
would generally extend to the major inspection, at
to deterioration during normal turbine operation.
which point the buckets would be replaced. For F
This inspection includes previous elements of the
class gas turbines recoating of the first stage buckets
combustion and hot gas path inspections, in addition
is recommended at each hot gas path inspection.
to laying open the complete flange-to-flange gas
Visual and borescope examination of the hot gas turbine to the horizontal joints, as shown in Figure 40.
path parts during the combustion inspections as well
GE Energy | GER-3620K (12/04) 28

Major Inspection
Hot Gas Path Inspection Scope – Plus:
• Compressor Blading • Foreign Object Damage • Repair/Refurbishment/Replace
}
• Compressor and Turbine • Oxidation/Corrosion/Erosion • Stator Shrouds
Rotor Dovetails • Cracking Cracking/Oxidation/Erosion
• Journals and Seal Surfaces • Leaks • Buckets
• Bearing, Seals • Abnormal Wear Coating Deterioration
• Exhaust System • Missing Hardware FOD/Rubs/Cracking
• Clearance Limits Tip Shroud Deflection
Creep Life Limit
• Nozzles
Severe Deterioration
• IGV Bushings
• Op. & Instr. Manual • Visual
Wear
• TIL’s • LP
• Bearings/Seals
• GE Field Engineer • Ultrasonics
Scoring/Wear
• Borescope
• Compressor Blades
Corrosion/Erosion
Rubs/FOD
• Rotor Inspection
Figure 39. Gas turbine major inspection – key elements
Figure 40. Major inspection work scope
Removal of all of the upper casings allows access to Typical major inspection requirements for all
the compressor rotor and stationary compressor machines are:
blading, as well as to the bearing assemblies. Prior to
■ All radial and axial clearances are checked
removing casings, shells and frames, the unit must be
against their original values (opening and
properly supported. Proper centerline support using
closing).
mechanical jacks and jacking sequence procedures
■ Casings, shells and frames/diffusers are
are necessary to assure proper alignment of rotor to
stator, obtain accurate half shell clearances and to inspected for cracks and erosion.
prevent twisting of the casings while on the half shell. ■ Compressor inlet and compressor flow-path are
inspected for fouling, erosion, corrosion and
GE Energy | GER-3620K (12/04) 29

leakage. The IGVs are inspected, looking for PARTS PLANNING

corrosion, bushing wear and vane cracking.
Lack of adequate on-site spares can have a major
■ Rotor and stator compressor blades are effect on plant availability; therefore, prior to a
checked for tip clearance, rubs, impact damage, scheduled disassembly type of inspection, adequate
corrosion pitting, bowing and cracking. spares should be on site. A planned outage such as a
■ Turbine stationary shrouds are checked for combustion inspection, which should only take two to
clearance, erosion, rubbing, cracking, and five days, could take weeks. GE will provide
build-up. recommendations regarding the types and quantities
■
of spare parts needed; however, it is up to the owner
Seals and hook fits of turbine nozzles and
to purchase these spare parts on a planned basis
diaphragms are inspected for rubs, erosion,
allowing adequate lead times.
fretting or thermal deterioration.
■ Turbine buckets are removed and a non- Early identification of spare parts requirements
destructive check of buckets and wheel ensures their availability at the time the planned
dovetails is performed (first stage bucket inspections are performed. There are two documents
protective coating should be evaluated for which support the ordering of gas turbine parts by
remaining coating life). Buckets that were not catalog number. The first is the Renewal Parts
recoated at the hot gas path inspection should Catalog – Illustrations and Text. This document
be replaced. Wheel dovetail fillets, pressure contains generic illustrations which are used for
faces, edges, and intersecting features must be identifying parts. The second document, the Renewal
closely examined for conditions of wear, galling, Parts Catalog Ordering Data Manual, contains unit
cracking or fretting. site-specific catalog ordering data.
■ Rotor inspections recommended in the Additional benefits available from the renewal parts
maintenance and inspection manual or by catalog data system are the capability to prepare
Technical Information Letters should be recommended spare parts lists for the combustion,
performed. hot-gas-path and major inspections as well as capital
■ Bearing liners and seals are inspected for and operational spares.
clearance and wear.
Furthermore, interchangeability lists may be prepared
■ Inlet systems are inspected for corrosion, for multiple units. The information contained in the
cracked silencers and loose parts. Catalog Ordering Data Manual can be provided as a
■ Exhaust systems are inspected for cracks, computer printout, on microfiche or on a computer
broken silencer panels or insulation panels. disc. As the size of the database grows, and as
■
generic illustrations are added, the usefulness of this
Check alignment – gas turbine to generator/gas
tool will be continuously enhanced.
turbine to accessory gear.
Typical expectations for estimated repair cycles
Comprehensive inspection and maintenance
for some of the major components are shown in
guidelines have been developed by GE and are
Appendix D. These tables assume that operation
provided in the Operations and Maintenance Manual
of the unit has been in accordance with all of the
to assist users in performing each of the inspections
manufacturer’s specifications and instructions.
previously described.
Maintenance inspections
GE Energy | GER-3620K (12/04) 30

and repairs are also assumed to be done in intervals (as a function of the number of repair
accordance with the manufacturer's specifications and intervals) than those shown in Appendix D. See your
instructions. The actual repair and replacement cycles GE representative for details on a specific system.
for any particular gas turbine should be based on the
It should be recognized that, in some cases, the
user’s operating procedures, experience, maintenance
service life of a component is reached when it is no
practices and repair practices. The maintenance
longer economical to repair any deterioration as
factors previously described can have a major impact
opposed to replacing at a fixed interval. This is
on both the component repair interval and service life.
illustrated in Figure 41 for a first stage nozzle, where
For this reason, the intervals given in Appendix D
repairs continue until either the nozzle cannot be
should only be used as guidelines and not certainties
restored to minimum acceptance standards or the
for long range parts planning. Owners may want to
repair cost exceeds or approaches the replacement
include contingencies in their parts planning.
cost. In other cases, such as first-stage buckets,
The expected repair and replacement cycle values repair options are limited by factors such as
reflect current production hardware. irreversible material damage. In both cases, users
should follow GE recommendations regarding
To achieve these lives, current production parts with
replacement or repair of these components.
design improvements and newer coatings are required.
With earlier production hardware, some of these lives While the parts lives shown in Appendix D are
may not be achieved. Operating factors and experience guidelines, the life consumption of individual parts
gained during the course of recommended inspection within a parts set can have variations. The repair
and maintenance procedures will be a more accurate versus replacement economics shown in Figure 41
predictor of the actual intervals. may lead to a certain percentage of “fallout,” or
scrap, of parts being repaired. Those parts that
Appendix D shows expected repair and replacement
fallout during the repair process will need to be
intervals based on the recommended inspection
replaced by new parts. The amount of fallout of parts
intervals shown in Figure 42. The application of
depends on the unit operating environment history,
inspection (or repair) intervals other than those
the specific part design, and the current state-of-the-
shown in Figure 42 can result in different replacement
art for repair technology.
Figure 41. First-stage nozzle wear-preventive maintenance gas fired – continuous dry – base load
GE Energy | GER-3620K (12/04) 31

Factored Hours / Factored Starts

Type of Combustion MS5001PA/
Inspection System MS3002K MS5002C,D MS6B MS7E/EA MS9E MS6FA MS7F/FA/FA+ MS7FA+e MS9F/FA/FA+ MS9FA+e MS7FB
Non-DLN 24,000/400 12,000/800(1)(3) 12,000/1,200(2)(3) 8,000/900(3) 8,000/900(3) – – – – – –
Combustion
DLN – 8,000/400 12,000/450 12,000/450 12,000/450 8,000/450 8,000/450 12,000/450 8,000/450 8,000/450 8,000/450
Hot Gas Path 24,000/1,200 Eliminated/1,200 24,000/1,200 24,000/1,200 24,000/900 24,000/900 24,000/900 24,000/900 24,000/900 24,000/900 24,000/900
Major 48,000/2,400 48,000/2,400 48,000/2,400 48,000/2,400 48,000/2,400 48,000/2,400 48,000/2,400 48,000/2,400 48,000/2,400 48,000/2,400 48,000/2,400
Factors That Can Reduce Maintenance Intervals

• Fuel • Trips
• Load Setting • Start Cycle
• Steam/water injection • Hardware Design
• Peak Load TF Operation
(1) Units with Lean Head End liners have a 400 starts combustion inspection interval.
(2) Machines with 6581 and 6BeV combustion hardware have a 12,000/600 combustion inspection interval.
(3) Multiple Non-DLN configurations exist (Standard, MNQC, IGCC). The most limiting case is shown, however different quoting limits
may exist on a machine and hardware basis. Contact a GE Energy representative for further information.
NOTE: Factored Hours/Starts intervals include an allowance for nominal trip maintenance factor effects.
Hours/Starts intervals for Major Inspection are quoted in Actual Hours and Actual Starts.
Figure 42. Base line recommended inspection intervals: base load – gas fuel – dry
INSPECTION INTERVALS used to determine application specific hot gas path

and major inspection intervals.
Figure 42 lists the recommended combustion, hot-
gas-path and major inspection intervals for current
production GE turbines operating under ideal
Hot Gas Path Inspection Interval
The hours-based hot gas path criterion is determined
conditions of gas fuel, base load, and no water or
from the equation given in Figure 43. With this
steam injection. Considering the maintenance factors
equation, a maintenance factor is determined that
discussed previously, an adjustment from these
is the ratio of factored operating hours and actual
maximum intervals may be necessary, based on the
operating hours. The factored hours consider the
specific operating conditions of a given application.
specifics of the duty cycle relating to fuel type, load
Initially, this determination is based on the expected
setting and steam or water injection. Maintenance
operation of a turbine installation, but this should be
factors greater than one reduce the hot gas path
reviewed and adjusted as actual operating and
inspection interval from the 24,000 hour ideal case
maintenance data are accumulated. While reductions
for continuous base load, gas fuel and no steam or
in the maximum intervals will result from the factors
water injection. To determine the application specific
described previously, increases in the maximum
maintenance interval, the maintenance factor is
interval can also be considered where operating
divided into 24,000, as shown in Figure 43.
experience has been favorable. The condition of the
hot-gas-path parts provides a good basis for The starts-based hot-gas-path criterion is determined
customizing a program of inspection and from the equation given in Figure 44. As with the
maintenance; however, the condition of the hours-based criteria, an application specific starts-
compressor and bearing assemblies is the key driver based hot gas path inspection interval is calculated
in planning a Major Inspection. from a maintenance factor that is determined from
the number of trips typically being experienced, the
GE can assist operators in determining the
load level and loading rate.
appropriate maintenance intervals for their particular
application. Equations have been developed that As previously described, the hours and starts
account for the factors described earlier and can be operating spectrum for the application is evaluated
GE Energy | GER-3620K (12/04) 32

against the recommended hot gas path intervals for

Hours-Based HGP Inspection
starts and for hours. The limiting criterion (hours or
Maintenance Interval = 24000 starts) determines the maintenance interval. An
(Hours) Maintenance Factor
example of the use of these equations for the hot
Where: gas path is contained in Appendix A.
Factored Hours
Maintenance Factor =
Actual Hours
Factored Hours = (K + M x I) x (G + 1.5D + AfH + 6P) Rotor Inspection Interval
Actual Hours = (G + D + H + P)
G = Annual Base Load Operating hours on Gas Fuel Like HGP components, the unit rotor has a
D = Annual Base Load Operating hours on maintenance interval involving removal, disassembly
Distillate Fuel
H = Annual Operating Hours on Heavy Fuel and thorough inspection. This interval indicates the
Af = Heavy Fuel Severity Factor serviceable life of the rotor and is generally
(Residual Af = 3 to 4, Crude Af = 2 to 3)
P = Annual Peak Load Operating Hours considered to be the teardown inspection and
I = Percent Water/Steam Injection Referenced to
Inlet Air Flow
repair/replacement interval for the rotor. Customers
M&K = Water/Steam Injection Constants should contact GE when their rotor has reached the
M K Control Steam Injection N2/N3 Material
end of its serviceable life for technical advisement.
0 1 Dry <2.2% GTD-222/FSX-414
0 1 Dry >2.2% GTD-222 The starts-based rotor maintenance interval is
.18 .6 Dry >2.2% FSX-414 determined from the equation given in Figure 45.
.18 1 Wet >0% GTD-222
Adjustments to the rotor maintenance interval are
.55 1 Wet >0% FSX-414
determined from rotor-based operating factors as
Figure 43. Hot gas path maintenance interval: hours-based criterion were described previously. In the calculation for the
starts-based rotor maintenance interval, equivalent
starts are determined for cold, warm, and hot starts
Starts-Based HGP Inspection
Maintenance Interval S
=
(Starts) Maintenance Factor
Where:
Factored Starts
Actual Starts η
Factored Starts = 0.5NA + NB + 1.3NP + 20E + 2F + Σ (aTi – 1) Ti
i=1
Actual Starts = (NA + NB + NP)
S = Maximum Starts-Based Maintenance Interval (Model Size Dependent)
NA = Annual Number of Part Load Start/Stop Cycles (<60% Load)
NB = Annual Number of Base Load Start/Stop Cycles
NP = Annual Number of Peak Load Start/Stop Cycles (>100% Load)
E = Annual Number of Emergency Starts
F = Annual Number of Fast Load Starts
T = Annual Number of Trips
aT = Trip Severity Factor = f(Load) (See Figure 21)
η = Number of Trip Categories (i.e.Full Load, Part Load, etc.)
Model Series S Model Series S

MS6B/MS7EA 1,200 MS9E 900
MS6FA 900 7/9 F Class 900
Figure 44. Hot gas path maintenance interval: starts-based criterion
GE Energy | GER-3620K (12/04) 33

Starts-Based Rotor Inspection

5000 (1) (Not to exceed 5000 starts)
Rotor Maintenance Interval = Maintenance Factor MF>=1
Fh · N h + Fw1 · N w1 + Fw2 · Nw2 + Fc · Nc + Ft · Nt

Nh + N w1 + N w2 + Nc
Number of Starts
Nh = Number of hot starts
Nw1 = Number of Warm1 starts
N w2 = Number of Warm2 starts
Nc = Number of cold starts
Nt = Number of trips
Start Factors
Fh = Hot start factor (Down 1-4 hr)*
Fw1 = Warm1 start factor (Down 4-20 hr)
Fw2 = Warm2 start factor (Down 20-40 hr)
Fc = Cold start factor (Down >40 hr)
Ft = Trip from load factor
(1) F class
Note: Start factors for 7/9 FA+e machines are tabulated in Figure 23.
For other F Class machines, refer to applicable TILs.
Figure 45. Rotor maintenance interval: starts-based criterion
over a defined time period by multiplying the both the compressor and turbine can be performed.
appropriate cold, warm and hot start operating factors It should be expected that some rotor components
by the number of cold, warm and hot starts will require replacement at this inspection point, and
respectively. In this calculation, the classification of depending on the extent of refurbishment and part
start is key. Additionally, equivalent starts for trips replacement, subsequent inspections may be
from load are added. The total equivalent starts are required at a reduced interval.
divided by the actual number of starts to yield the
As with major inspections, the rotor repair interval
maintenance factor. The rotor starts-based
should include thorough dovetail inspections for wear
maintenance interval for a specific application is
and cracking. The baseline rotor life is predicated
determined by dividing the baseline rotor
upon sound inspection results at the majors.
maintenance interval of 5000 starts by the calculated
maintenance factor. As indicated in Figure 45, the The baseline intervals of 144,000 hours and 5000
baseline rotor maintenance interval is also the Hours-Based Rotor Inspection
maximum interval, since calculated maintenance
144000 (1)
factors less than one are not considered. Rotor Maintenance Interval =
Maintenance Factor
Figure 46 describes the procedure to determine the H + 2*P (2)

hours-based maintenance criterion. Peak load H+P
operation is the primary maintenance factor for the F Where:
H ~ Base load hours
class rotors and will act to increase the hours-based P ~ Peak load hours
maintenance factor and to reduce the rotor (1) F class
(2) For E-class, MF = (H + 2*P + 2*TG) / (H + P), where TG is
maintenance interval. hours on turning gear.
Note: To diminish potential turning gear impact, Major
When the rotor reaches the limiting inspection interval
Inspections must include a thorough visual examination
determined from the equations described in Figures of the turbine dovetails for signs of wearing, galling,
45 and 46, a disassembly of the rotor is required so fretting, or cracking.
that a complete inspection of the rotor components in Figure 46. Rotor maintenance interval: hours-based criterion
GE Energy | GER-3620K (12/04) 34

starts in Figures 45 and 46 pertain to F class rotors. An hours-based combustion maintenance factor can
For rotors other than F class, rotor maintenance be determined from the equations given in Figure 47
should be performed at intervals recommended by as the ratio of factored-hours to actual operating
GE through issued Technical Information Letters hours. Factored-hours considers the effects of fuel
(TILs). Where no recommendations have been made, type, load setting and steam or water injection.
rotor inspection should be performed at 5,000 Maintenance factors greater than one reduce
factored starts or 200,000 factored hours. recommended combustion inspection intervals from
those shown in Figure 42 representing baseline
Combustion Inspection Interval operating conditions. To obtain a recommended
Equations have been developed that account for the inspection interval for a specific application, the
earlier mentioned factors affecting combustion maintenance factor is divided into the recommended
maintenance intervals. These equations represent a base line inspection interval.
generic set of maintenance factors that provide general
A starts-based combustion maintenance factor can
guidance on maintenance planning. As such, these
be determined from the equations given in Figure 48
equations do not represent the specific capability of
and considers the effect of fuel type, load setting,
any given combustion system. They do provide,
emergency starts, fast loading rates, trips and
however, a generalization of combustion system
steam or water injection. An application specific
experience. See your GE Energy representative for
recommended inspection interval can be determined
maintenance factors and limitations of specific
from the baseline inspection interval in Figure 42 and
combustion systems. For combustion parts, the base
the maintenance factor from Figure 48.
line operating conditions that result in a maintenance
factor of unity are normal fired start-up and shut-down Appendix B shows six example maintenance factor
(no trip) to base load on natural gas fuel without steam calculations using the above hours and starts
or water injection. Application of the Extendor™ maintenance factors equations.
Combustion System Wear Kit has the potential to
significantly increase maintenance intervals.
Maintenance Factor = (Factored Hours)/(Actual Hours)

Factored Hours = ∑ (Ki x Afi x Api x ti), i = 1 to n Operating Modes
Actual Hours = ∑ (ti), i = 1 to n Operating Modes
Where:
i = Discrete Operating mode (or Operating Practice of Time Interval)
ti = Operating hours at Load in a Given Operating mode
Api = Load Severity factor
Ap = 1.0 up to Base Load
Ap = exp(0.018 x Peak Firing Temp Adder in deg F) for Peak Load
Afi = Fuel Severity Factor (dry)
Af = 1.0 for Gas Fuel (1)
Af = 1.5 for Distillate Fuel, Non-DLN (2.5 for DLN)
Af = 2.5 for Crude (Non-DLN)
Af = 3.5 for Residual (Non-DLN)
Ki = Water/Steam Injection Severity Factor
(% Steam Referenced to Inlet Air Flow, w/f = Water to Fuel Ratio)
K = Max(1.0, exp(0.34(%Steam – 2.00%))) for Steam, Dry Control Curve
K = Max(1.0, exp(0.34(%Steam – 1.00%))) for Steam, Wet Control Curve
K = Max(1.0, exp(1.80(w/f – 0.80))) for Water, Dry Control Curve
K = Max(1.0, exp(1.80(w/f – 0.40))) for Water, Wet Control Curve
(1) Af = 10 for DLN 1 extended lean-lean and DLN 2.0 lean-lean operating modes.
Figure 47. Combustion inspection hours-based maintenance factors
GE Energy | GER-3620K (12/04) 35

Maintenance Factor = (Factored starts)/(Actual Starts)

Factored Starts = ∑ (Ki x Afi x Ati x Api x Asi x Ni), i = 1 to n Start/Stop Cycles
Actual Starts = ∑ (Ni), i = 1 to n Start/Stop Cycles
Where:
i = Discrete Start/Stop Cycle (or Operating Practice)
Ni = Start/Stop Cycles in a Given Operating Mode
Asi = Start Type Severity Factor
As = 1.0 for Normal Start
As = 1.2 for Start with Fast Load
As = 3.0 for Emergency Start
Api = Load Severity Factor
Ap = 1.0 up to Base Load
Ap = exp(0.009 x Peak Firing Temp Adder in deg F) for Peak Load
Ati = Trip Severity Factor
At = 0.5 + exp(0.0125*%Load) for Trip
Afi = Fuel Severity Factor (Dry, at Load)
Af = 1.0 for Gas Fuel
Af = 1.25 for Non-DLN (or 1.5 for DLN) for Distillate Fuel
Af = 2.0 for Crude (Non-DLN)
Af = 3.0 for Residual (Non-DLN)
Ki = Water/Steam Injection Severity Factor
(%Steam Referenced to Inlet Air Flow, w/f = Water to Fuel Ratio)
K = Max(1.0, exp(0.34(%Steam – 1.00%))) for Steam, Dry Control Curve
K = Max(1.0, exp(0.34(%Steam – 0.50%))) for Steam, Wet Control Curve
K = Max(1.0, exp(1.80(w/f – 0.40))) for Water, Dry Control Curve
K = Max(1.0, exp(1.80(w/f – 0.20))) for Water, Wet Control Curve
Figure 48. Combustion inspection starts-based maintenance factors
MANPOWER PLANNING combustion inspection with minimum downtime can

be achievable based on the above factors. Contact
It is essential that advanced manpower planning be
your local GE Energy representative for the specific
conducted prior to an outage. It should be understood
man-hours and recommended crew size for your
that a wide range of experience, productivity and
specific unit.
working conditions exist around the world. However,
based upon maintenance inspection man-hour Depending upon the extent of work to be done during
assumptions, such as the use of an average crew of each maintenance task, a cooldown period of 4 to 24
workers in the United States with trade skill (but not hours may be required before service may be
necessarily direct gas turbine experience), with all performed. This time can be utilized productively for
needed tools and replacement parts (no repair time) job move-in, correct tagging and locking equipment
available, an estimate can be made. These estimated out-of-service and general work preparations. At the
craft labor man-hours should include controls and conclusion of the maintenance work and systems
accessories and the generator. In addition to the craft check out, a turning gear time of two to eight hours is
labor, additional resources are needed for technical normally allocated prior to starting the unit. This time
direction of the craft labor force, specialized tooling, can be used for job clean-up and arranging for any
engineering reports, and site mobilization/de- repairs required on removed parts.
mobilization.
Local GE field service representatives are available
Inspection frequencies and the amount of downtime to help plan your maintenance work to reduce
varies within the gas turbine fleet due to different duty downtime and labor costs. This planned approach will
cycles and the economic need for a unit to be in a outline the renewal parts that may be needed and the
state of operational readiness. It can be projected work scope, showing which tasks can be
demonstrated that an 8000-hour interval for a accomplished in parallel and which tasks must be
GE Energy | GER-3620K (12/04) 36

sequential. Planning techniques can be used to program have a direct impact on equipment reliability
reduce maintenance cost by optimizing lifting and availability. Therefore, a rigorous maintenance
equipment schedules and manpower requirements. program which optimizes both maintenance cost and
Precise estimates of the outage duration, resource availability is vital to the user. A rigorous maintenance
requirements, critical-path scheduling, recommended program will minimize overall costs, keep outage
replacement parts, and costs associated with the downtimes to a minimum, improve starting and
inspection of a specific installation may be obtained running reliability and provide increased availability
from the local GE field services office. and revenue earning ability for GE gas turbine users.
CONCLUSION REFERENCES
GE heavy-duty gas turbines are designed to have an Jarvis, G., “Maintenance of Industrial Gas Turbines,”
inherently high availability. To achieve maximum gas GE Gas Turbine State of the Art Engineering
turbine availability, an owner must understand not Seminar, paper SOA-24-72, June 1972.
only the equipment, but the factors affecting it. This
Patterson, J. R., “Heavy-Duty Gas Turbine
includes the training of operating and maintenance
Maintenance Practices,” GE Gas Turbine Reference
personnel, following the manufacturer’s
Library, GER-2498, June 1977.
recommendations, regular periodic inspections and
the stocking of spare parts for immediate Moore, W. J., Patterson, J.R, and Reeves, E.F.,
replacement. The recording of operating data, and “Heavy-Duty Gas Turbine Maintenance Planning and
analysis of these data, are essential to preventative Scheduling,” GE Gas Turbine Reference Library,
and planned maintenance. A key factor in achieving GER-2498; June 1977, GER 2498A, June 1979.
this goal is a commitment by the owner to provide
Carlstrom, L. A., et al., “The Operation and
effective outage management and full utilization of
Maintenance of General Electric Gas Turbines,”
published instructions and the available service
numerous maintenance articles/authors reprinted
support facilities.
from Power Engineering magazine, General Electric
It should be recognized that, while the manufacturer Publication, GER-3148; December 1978.
provides general maintenance recommendations, it is
Knorr, R. H., and Reeves, E. F., “Heavy-Duty Gas
the equipment user who has the major impact upon
Turbine Maintenance Practices,” GE Gas Turbine
the proper maintenance and operation of equipment.
Reference Library, GER-3412; October 1983; GER-
Inspection intervals for optimum turbine service are
3412A, September 1984; and GER-3412B,
not fixed for every installation, but rather are
December 1985.
developed through an interactive process by each
user, based on past experience and trends indicated Freeman, Alan, “Gas Turbine Advance Maintenance
by key turbine factors. In addition, through application Planning,” paper presented at Frontiers of Power,
of a Contractual Service Agreement to a particular conference, Oklahoma State University, October 1987.
turbine, GE can work with a user to establish a
Hopkins, J. P, and Osswald, R. F., “Evolution of the
maintenance program that may differ from general
Design, Maintenance and Availability of a Large
recommendations but will be consistent with
Heavy-Duty Gas Turbine,” GE Gas Turbine Reference
contractual responsibilities.
Library, GER-3544, February 1988 (never printed).
The level and quality of a rigorous maintenance
Freeman, M. A., and Walsh, E. J., “Heavy-Duty Gas
GE Energy | GER-3620K (12/04) 37

Turbine Operating and Maintenance Considerations,” ACKNOWLEDGMENTS

GE Gas Turbine Reference Library, GER-3620A.
Tim Lloyd and Michael Hughes dedicated many
GEI-41040E, “Fuel Gases for Combustion in Heavy- hours to the detailed development of this document
Duty Gas Turbines.” and their hard work is sincerely appreciated. Keith
Belsom, Durell Benjamin, Mark Cournoyer, Richard
GEI-41047K, “Gas Turbine Liquid Fuel Specifications.”
Elliott, Tom Farrell, Jeff Hamilton, Steve Hartman,
GEK-101944B, “Requirements for Water/Steam Jack Hess, Bob Hoeft, Patrick Mathieu, Stephen
Purity in Gas Turbines.” Norcross, Eric Smith, and Bert Stuck are also
acknowledged for significant contributions.
GER-3419A, “Gas Turbine Inlet Air Treatment.”
GER-3569F, “Advanced Gas Turbine Materials

and Coatings.”
GEK-32568, “Lubricating Oil Recommendations

for Gas Turbines with Bearing Ambients Above
500°F (260°C).”
GEK-110483, “Cleanliness Requirements for Power

Plant Installation, Commissioning and Maintenance.”
GE Energy | GER-3620K (12/04) 38

APPENDIX For this particular unit, the second and third-stage

nozzles are FSX-414 material. The unit operates on
A.1) Example 1 – Hot Gas Path Maintenance
“dry control curve.”
Interval Calculation
From Figure 43, at a steam injection rate of 2.4%, the
An MS7001EA user has accumulated operating data
value of “M” is .18, and “K” is .6.
since the last hot gas path inspection and would like
to estimate when the next one should be scheduled. From the hours-based criteria, the maintenance
The user is aware from GE publications that the factor is determined from Figure 43.
normal HGP interval is 24,000 hours if operating on
MF = [K + M(I)] x [G + 1.5(D) + Af(H) + 6(P)]
natural gas, with no water or steam injection, and at
(G + D + H + P)
base load. It is also understood that the nominal
starts interval is 1200, based on normal startups, no MF = [.6 + .18(2.4)] x [3200 + 1.5(350) + 0 + 6(120)]
trips, no emergency starts. The actual operation of (3200 + 350 + 0 + 120)
the unit since the last hot gas path inspection is much
MF = 1.25
different from the GE “baseline case.”
The hours-based adjusted inspection interval
Annual hours on natural gas, base load
is therefore,
= G = 3200 hr/yr
H = 24,000/1.25
Annual hours on light distillate H = 19,200 hours [Note, since total annual
= D = 350 hr/yr operating hours is 3670, the
estimated time to reach 19,200
Annual hours on peak load
hours is 5.24 years
= P = 120 hr/yr
(19,200/3670).]
Steam injection rate
From the starts-based criteria, the maintenance factor
= I = 2.4%
is determined from Figure 44.
Also, since the last hot gas path inspection,
The total number of part load starts is
140 Normal start-stop cycles: NA = 40/yr
40 Part load The total number of base load starts is

NB = 100 + 2 + 5 + 20 = 127/yr
100 Base load
The total number of peak load starts is
0 Peak load
NP = 0/yr
In addition,
n
Σ(a
E = 2 Emergency Starts w / ramp to
TI – 1) Ti
MF = [0.5 (NA)+(NB)+1.3(NP)+20(E)+2(F) +
base load i=1
NA + NB + NP
F = 5 Fast loads ending in a normal shut
down from base load MF = 0.5(40)+(127)+1.3(0)+20(2)+2(5)+(8–1)20
40+127+0
T = 20 Starts with trips from base load
(aTi = 8) MF = 2
GE Energy | GER-3620K (12/04) 39

The adjusted inspection interval based on starts is In addition,
S = 1200/2.0 3 Emergency Starts w / ramp to base load:

S = 600 starts [Note, since the total annual
2 ended in a trip from full load
number of starts is 167, the
estimated time to reach 600 starts 1 ended in a normal shutdown
is 600/167 = 3.6 years.]
4 Fast loads:
In this case, the starts-based maintenance factor is
1 tripped during loading at 50% load
greater than the hours maintenance factor and
therefore the inspection interval is set by starts. The hot 3 achieved base load and ended in
gas path inspection interval is 600 starts (or 3.6 years).
a normal shutdown
A.2) Example 2 – Hot Gas Path Factored Total Starts

Starts Calculation
Part Load, NA = 40 + 1 = 41
An MS7001EA user has accumulated operating data
Base Load, NB = 60 + 3 + 3 = 66
for the past year of operation. This data shows
number of trips from part, base, and peak load, as Peak Load, NP = 50
well as emergency starting and fast loading. The user Total Trips
would like to calculate the total number of factored
starts in order to plan the next HGP outage. Figure 1. 50% load (aT1=6.5), T1 = 5 + 1 = 6
44 is used to calculate the total number of factored 2. Full load (aT2=8), T2 = 35 + 2 = 37
starts as shown below.
3. Peak load (aT3=10), T3 = 10
Operational history:
Additional Cycles
150 Start-stop cycles per year:
Emergency starting, E = 3
40 Part load
Fast loading, F = 4
60 Base load
From the starts-based criteria, the total number of
50 Peak load factored starts is determined from Figure 44.
n
50 ending in trips: FS = 0.5(NA)+(NB)+1.3(NP)+20(E)+2(F)+ Σ(a
i=1
TI – 1) Ti
10 from 105% load FS = 0.5(41)+(66)+1.3(50)+20(3)+2(4)+[(6.5–1)6+

5 from 50% load (part load) (8–1)37+(10–1)10]=601.50
35 from 65% load (base load) AS = 41 + 66 + 50 = 157

601.5
MF = = 3.8
157
GE Energy | GER-3620K (12/04) 40

B) Examples – Combustion Maintenance Interval Calculations (reference Figures 47 and 48)
7EA DLN 1 Peaking Duty with Power Augmentation 7EA Standard Combustor Baseload on Crude Oil
+50F Tfire Increase Gas Fuel No Tfire Increase Crude Oil Fuel
3.5% Steam Augmentation 6 Hours/Start 1.0 Water/Fuel Ratio 220 Hours/Start
Start with Fast Load Wet Control Curve Normal Start and Load Dry Control Curve
Normal Shut Down (No Trip) Normal Shut Down (No Trip)
Factored Hours = Ki * Afi * Api * ti = 34.5 Hours Factored Hours = Ki * Afi * Api * ti = 788.3 Hours
Hours Maintenance Factor = (34.5/6) 5.8 Hours Maintenance Factor = (788.3/220) 3.6
Where Ki = 2.34 Max(1.0, exp(0.34(3.50-1.00))) Wet Where Ki = 1.43 Max(1.0, exp(1.80(1.00-0.80))) Dry
Afi = 1.00 Gas Fuel Afi = 2.50 Crude Oil, Std (Non-DLN)
Api = 2.46 exp(0.018(50)) Peaking Api = 1.00 Baseload
ti = 6.0 Hours/Start ti = 220.0 Hours/Start
Factored Starts = Ki * Afi * Ati * Api * Asi * Ni = 5.2 Starts Factored Starts = Ki * Afi * Ati * Api * Asi * Ni = 5.9 Starts
Starts Maintenance Factor = (5.2/1) 5.2 Starts Maintenance Factor = (5.9/1) 5.9
Where Ki = 2.77 Max(1.0, exp(0.34(3.50-0.50))) Wet Where Ki = 2.94 Max(1.0, exp(1.80(1.00-0.40))) Dry
Afi = 1.00 Gas Fuel Afi = 2.00 Crude Oil, Std (Non-DLN)
Ati = 1.00 No Trip at Load Ati = 1.00 No Trip at Load
Api = 1.57 exp(0.009(50)) Peaking Api = 1.00 Baseload
Asi = 1.20 Start with Fast Load Asi = 1.00 Normal Start
Ni = 1.0 Considering Each Start Ni = 1.0 Considering Each Start
7FA+e DLN 2.6 Baseload on Distillate 7FA+e DLN 2.6 Baseload on Gas with Trip @ Load
No Tfire Increase Distillate Fuel No Tfire Increase Gas Fuel
1.1 Water/Fuel Ratio 220 Hours/Start No Steam/Water Injection 168 Hours/Start
Normal Start Dry Control Curve Normal Start and Load Dry Control Curve
Normal Shut Down (No Trip) Trip @ 60% Load
Factored Hours = Ki * Afi * Api * ti = 943.8 Hours Factored Hours = Ki * Afi * Api * ti = 168.0 Hours
Where Ki = 1.72 Max(1.0, exp(1.80(1.10-0.80))) Dry Where Ki = 1.00 No Injection
Afi = 2.50 Distillate Fuel, DLN Afi = 1.00 Gas Fuel
Api = 1.00 Baseload Api = 1.00 Baseload
Where Ki = 3.53 Max(1.0, exp(1.80(1.10-0.40))) Dry Where Ki = 1.00 No Injection
Ati = 1.00 No Trip at Load Ati = 2.62 0.5+exp(0.0125*60) for Trip
Api = 1.00 Baseload Api = 1.00 Baseload
Asi = 1.00 Normal Start Asi = 1.00 Normal Start
7EA DLN 1 Combustor Baseload on Distillate 7FA+e DLN 2.6 Peak Load on Gas with Emergency Starts
No Tfire Increase Distillate Fuel +35F Tfire Increase Gas Fuel
0.9 Water/Fuel Ratio 500 Hours/Start 3.5% Steam Augmentation 4 Hours/Start
Normal Start Dry Control Curve Emergency Start Dry Control Curve
Normal Shut Down (No Trip) Normal Shut Down (No Trip)
Factored Hours = Ki * Afi * Api * ti = 1496.5 Hours Factored Hours = Ki * Afi * Api * ti = 12.5Hours
Where Ki = 1.20 Max(1.0, exp(1.80(0.90-0.80))) Dry Where Ki = 1.67 Max(1.0, exp(0.34(3.50-2.00)))
Afi = 2.50 Distillate Fuel, DLN 1 Afi = 1.00 Gas Fuel
Api = 1.00 Partload Api = 1.88 exp(0.018(35)) Peaking
Where Ki = 2.46 Max(1.0, exp(1.80(0.90-0.40))) Dry Where Ki = 2.34 Max(1.0, exp(0.34(3.50-1.00))) Dry
Ati = 1.00 No Trip at Load Ati = 1.00 No Trip at Load
Api = 1.00 Part Load Api = 1.37 exp(0.009(35)) Peaking
Asi = 1.00 Normal Start Asi = 3.00 Emergency Start
Figure B-1. Combustion maintenance interval calculations
GE Energy | GER-3620K (12/04) 41

C) Definitions Equivalent Availability: Probability of a multi-shaft

combined-cycle power plant being available for power
Reliability: Probability of not being forced out of
generation — independent of whether the unit is
service when the unit is needed — includes forced
needed — includes all unavailable hours — includes
outage hours (FOH) while in service, while on
the effect of the gas and steam cycle MW output
reserve shutdown and while attempting to start
contribution to plant output; units are %.
normalized by period hours (PH) — units are %.
Equivalent Availability =
Reliability = (1-FOH/PH) (100)
GT UH HRSG UH ST UH
FOH = total forced outage hours [1 – [ GT PH + B( GT PH
+
ST PH
)]x 100]
PH = period hours
GT UH = Gas Turbine Unavailable Hours
Availability: Probability of being available,
independent of whether the unit is needed – includes GT PH = Gas Turbine Period Hours
all unavailable hours (UH) – normalized by period
HRSG UH = HRSG Total Unavailable Hours
hours (PH) – units are %:
ST UH = Steam Turbine Unavailable Hours
Availability = (1-UH/PH) (100)
ST PH = Steam Turbine Forced
UH = total unavailable hours (forced outage,
Outage Hours
failure to start, scheduled maintenance
hours, unscheduled mainte nance hours) B = Steam Cycle MW Output
Contribution (normally 0.30)
PH = period hours
MTBF–Mean Time Between Failure: Measure of
Equivalent Reliability: Probability of a multi-shaft
probability of completing the current run. Failure
combined-cycle power plant not being totally forced
events are restricted to forced outages (FO) while in
out of service when the unit is required includes the
service – units are service hours.
effect of the gas and steam cycle MW output
contribution to plant output – units are %. MTBF = SH/FO
Equivalent Reliability = SH = Service Hours
GT FOH
[1 – [ GT PH +B (HRSGB PHFOH + STSTFOH
PH
)]x 100] FO = Forced Outage Events from a Running
(On-line) Condition
Service Factor: Measure of operational use, usually

GT FOH = Gas Turbine Forced Outage Hours
expressed on an annual basis – units are %.
GT PH = Gas Turbine Period Hours
SF = SH/PH x 100
HRSG FOH = HRSG Forced Outage Hours
SH = Service Hours on an annual basis
B PH = HRSG Period Hours
PH = Period Hours (8760 hours per year)
ST FOH = Steam Turbine Forced Outage Hours
ST PH = Steam Turbine Period Hours
B = Steam Cycle MW Output

Contribution (normally 0.30)
GE Energy | GER-3620K (12/04) 42

Operating Duty Definition:
Fired
Duty Service Factor Hours/Start
Stand-by < 1% 1 to 4
Peaking 1% – 17% 3 to 10
Cycling 17% – 50% 10 to 50
Continuous > 90% >> 50
GE Energy | GER-3620K (12/04) 43

D) Repair and Replacement Cycles
MS3002K Parts
Repair Interval Replace Interval (Hours) Replace Interval (Starts)
Combustion Liners CI 2 (CI) 4 (CI)
Transition Pieces CI, HGPI 2 (CI) 2 (HGPI)
Stage 1 Nozzles HGPI 2 (HGPI) 2 (HGPI)
Stage 2 Nozzles MI 2 (MI) 2 (MI)
Stage 1 Shrouds MI 2 (MI) 2 (MI)
Stage 1 Bucket – 1 (MI)(1) 3 (HGPI)
Stage 2 Bucket – 1 (MI) 3 (HGPI)
Note: Repair/replace cycles reflect current production hardware, unless otherwise noted,
and operation in accordance with manufacturer specifications.
CI = Combustion Inspection Interval
HGPI = Hot Gas Path Inspection Interval
MI = Major Inspection Interval
(1) GE approved repair at 24,000 hours may extend life to 72,000 hours.
Figure D-1. Estimated repair and replacement cycles
MS5001PA / MS5002C,D Parts

Combustion Liners CI 4 (CI) 3 (CI) / 4 (CI)(1)
Transition Pieces CI, HGPI 4 (CI)(2) 2 (HGPI)
Stage 1 Nozzles HGPI, MI 2 (MI) 2 (HGPI)
Stage 2 Nozzles HGPI, MI 2 (MI) 2 (HGPI) / 2 (MI)(3)
Stage 2 Shrouds – 2 (MI) 2 (MI)
Stage 1 Bucket – 1 (MI)(4) 3 (HGPI)
Stage 2 Bucket – 1 (MI) 3 (HGPI)
CI = Combustion Inspection Interval
MI = Major Inspection Interval
(1) 3 (CI) for non-DLN units, 4 (CI) for DLN units
(2) Repair interval is every 2 (CI)
(3) 2 (HGPI) for MS5001PA, 2 (MI) for MS5002C, D
(4) GE approved repair at 24,000 hours will extend life to 72,000 hours
GE Energy | GER-3620K (12/04) 44

PG6541-61 (6B)
Stage 1 Shrouds HGPI 2 (HGPI) 2 (HGPI)
Stage 1 Bucket HGPI 2 (HGPI)(1) / 3 (HGPI)(2) 3 (HGPI)
Stage 2 Bucket HGPI 3 (HGPI)(3) 4 (HGPI)
Stage 3 Bucket HGPI 3 (HGPI) 4 (HGPI)
(1) 2 (HGPI) with no repairs at 24k hours.
(2) 3 (HGPl) with Strip, HIP Rejuvenation, and Re-coat at 24k hours.
(3) May require meeting tip shroud engagement criteria at prior HGP repair intervals.
3 (HGPI) for current design only. Consult your GE Energy representative for
replace intervals by part number.
PG6571-81 (6BU) / 6BeV Parts

Combustion Liners Cl 4 (Cl) 4 (Cl) / 5 (Cl) (1)
Caps Cl 4 (Cl) 5 (Cl)
Transition Pieces Cl 4 (Cl) 4 (Cl) / 5 (Cl) (1)
Fuel Nozzles Cl 2 (Cl) 2 (Cl) / 3 (Cl) (2)
Crossfire Tubes Cl 2 (Cl) 2 (Cl) / 3 (Cl) (2)
Flow Divider (Distillate) Cl 3 (Cl) 3 (Cl)
Fuel Pump (Distillate) Cl 3 (Cl) 3 (Cl)
Stage 1 Bucket HGPI 3 (HGPI)(3) / 2 (HGPI)(4) 3 (HGPI)
Cl = Combustion Inspection Interval
(1) 4 (Cl) for non-DLN / 5 (Cl) for DLN
(2) 2 (Cl) for non-DLN / 3 (Cl) for DLN
(3) 3 (HGPI) for 6BU with strip & recoat at first HGPI
(4) 2 HGPI for 6BeV
(5) 3 (HGPI) for current design only. Consult your GE Energy representative for
replace intervals by part number.
GE Energy | GER-3620K (12/04) 45

PG7001(EA) / PG9001(E) Parts

Combustion Liners Cl 3 (Cl) / 5 (Cl)(1) 5 (Cl)
Transition Pieces Cl 4 (Cl) / 6 (Cl)(2) 6 (Cl)
Fuel Nozzles Cl 2 (Cl) / 3 (Cl)(3) 3 (Cl)
Crossfire Tubes Cl 2 (Cl) / 3 (Cl)(3) 3 (Cl)
Flow Divider (Distillate) Cl 3 (Cl) 3 (Cl)
Fuel Pump (Distillate) Cl 3 (Cl) 3 (Cl)
Stage 1 Bucket HGPI 3 (HGPI)(4)(5) 3 (HGPI)
(1) 3 (Cl) for DLN / 5 (Cl) for non-DLN
(4) Strip and Recoat is required at first HGPI to achieve 3 HGPI replace interval for all E-Class.
(5) Uprated 7EA machines (2055 Tfire) require HIP rejuvenation at first HGPI to achieve 3 HGPI
replace interval.
(6) 3 (HGPI) interval requires meeting tip shroud engagement criteria at prior HGP repair intervals.
Consult your GE Energy representative for details.
PG6101(FA) Parts
Combustion Liners Cl 5 (Cl) 5 (Cl)
Transition Pieces Cl 5 (Cl) 5 (Cl)
Fuel Nozzles Cl 3 (Cl) 3 (Cl)
Crossfire Tubes Cl 2 (Cl) 2 (Cl)
End Covers 6 (Cl) 3 (Cl)
Exhaust Diffuser HGPI
Stage 1 Bucket HGPI 2 (HGPI) 2 (HGPI)(1)
Stage 2 Bucket HGPI 1 (HGPI)(3) 3 (HGPI)(2)
(1) GE approved repair operations may be needed to meet expected life. Consult your GE Energy
representative for details.
(2) With welded hardface on shroud, recoating at 1st HGPI is required to achieve replacement life.
(3) Repair may be required on non-scalloped-from-birth parts. Redesigned bucket is capable of
3 (HGPI).
GE Energy | GER-3620K (12/04) 46

PG7211(F) / PG9301(F) Parts

Crossfire Tubes Cl 1 (Cl) / 2 (Cl)(1) 1 (Cl) / 2 (Cl)(1)
(1) 2 (CI) for 7211 / 1 (CI) for 9301.
(2) With welded hardface on shroud, recoating at 1st HGPI is required to achieve replacement life.
PG7221(FA) / PG9311(FA) Parts

Crossfire Tubes Cl 1 (Cl) / 2 (Cl)(1) 1 (Cl) / 2 (Cl)(1)
Stage 1 Bucket HGPI 2 (HGPI) 2 (HGPI) (2)
(1) 2 (CI) for 7221 / 1 (CI) for 9311.
(2) GE approved repair operations may be needed to meet expected life. Consult your GE Energy
(3) With welded hardface on shroud, recoating at 1st HGPI may be required to achieve
replacement life.
GE Energy | GER-3620K (12/04) 47

PG7231(FA) Parts
Stage 1 Bucket HGPI 2 (HGPI) 2 (HGPI)(1)
(1) Periodic inspections are recommended within each HGPI. GE approved repair operations may
be needed to meet 2 (HGPI) replacement. Consult your GE Energy representative for
details on both.
(2) Interval can be increased to 2 (HGPI) by performing a repair operation. Consult your GE Energy
(3) Recoating at 1st HGPI may be required to achieve 3 HGPI replacement life.
PG7241(FA) Parts
(1) 3 (HGPI) for current design. Consult your GE Energy representative for replacement
intervals by part number.
(2) GE approved repair procedure required at first HGPI for designs without platform cooling.
(3) GE approved repair procedure at 2nd HGPI is required to meet 3 (HGPI) replacement life.
(4) 2 (HGPI) for current design with GE approved repair at first HGPI. 3 (HGPI) is possible for
redesigned bucket with platform undercut and cooling modifications.
GE Energy | GER-3620K (12/04) 48

PG9351(FA) Parts
Stage 2 Bucket HGPI 1 (HGPI) 3 (HGPI) (2)
(1) 2 (HGPI) for current design with GE approved repair at first HGPI. 3 (HGPI) is possible for
redesigned bucket with platform undercut and cooling modifications.
(2) Recoating at 1st HGPI may be required to achieve 3 HGPI replacement life.
(3) GE approved repair procedure at 1 (HGPI) is required to meet 2 (HGPI) replacement life.
(4) GE approved repair procedure is required at second HGPI to meet 3 (HGPI) replacement life.
PG7251(FB) Parts
GE Energy | GER-3620K (12/04) 49

E) Boroscope Inspection Ports
Figure E-1. Borescope inspection access locations for 6F machines
Figure E-2. Borescope inspection access locations for 7/9F machines
GE Energy | GER-3620K (12/04) 50

F) Turning Gear/Ratchet Running Guidelines
Scenario Turning Gear (or Ratchet) Duration

Following Shutdown:
Case A.1 – Normal. Restart anticipated for >48 hours Until wheelspace temperatures <150F.(1) Rotor classified as
unbowed. Minimum 24 hours.(2)
Case A.2 – Normal. Restart anticipated for <48 hours Continuously until restart. Rotor unbowed.
Case B – Immediate rotor stop necessary. (Stop >20 minutes) None. Classified as bowed.
Suspected rotating hardware damage or unit malfunction
Before Startup:
Case C – Hot rotor, <20 minutes after rotor stop 0–1 hour(3)
Case D – Warm rotor, >20 minutes & <6 hours after rotor stop 4 hours
Case E.1 – Cold rotor, unbowed, off TG <48 hours 4 hours
Case E.2 – Cold rotor, unbowed, off TG >48 hours 6 hours
Case F – Cold rotor, bowed 8 hours(4)
During Extended Outage:
Case G – When idle 1 hour/day
Case H – Alternative No TG; 1 hour/week at full speed (no load).(5)
(1) Time depends on frame size and ambient environment.

(2) Cooldown cycle may be accelerated using starting device for forced cooldown. Turning gear, however, is recommended method.
(3) 1 hour on turning gear is recommended following a trip, before restarting. For normal shutdowns, use discretion.
(4) Follow bowed rotor startup procedure. See Operation and Maintenance Manual.
(5) Avoids high cycling of lube oil pump during long outages.
Figure F-1. Turning Gear Guidelines
GE Energy | GER-3620K (12/04) 51

Revision History • Trip from peak load maintenance factor added
9/89 Original • Lube Oil Cleanliness section added
8/91 Rev A • Inlet Fogging section updated to

Moisture Intake
9/93 Rev B
• Best practices for turning gear operation added
3/95 Rev C
• Rapid Cool-down section added
• Nozzle Clearances section removed
• Procedural clarifications for HGP
• Steam/Water Injection section added
inspection added
• Cyclic Effects section added
• Added inspections for galling/fretting in
5/96 Rev D
turbine dovetails to major inspection scope
• Estimated Repair and Replacement Cycles
• HGP factored starts calculation updated for
added for F/FA
application of trip factors
11/96 Rev E
• Turning gear maintenance factor removed for
11/98 Rev F F-class hours-based rotor life
• Rotor Parts section added • Removed reference to turning gear impacts
• Estimated Repair and Replace Cycles added on cyclic customers' rotor lives
for FA+E • HGP factored starts example added
• Starts and hours-based rotor maintenance • F-class borescope inspection access
interval equations added locations added
9/00 Rev G • Various HGP parts replacement cycles updated
11/02 Rev H and additional 6B table added
• Estimated Repair and Replace Cycles • Revision History added
updated and moved to Appendix D
• Combustion Parts section added
• Inlet Fogging section added
1/03 Rev J
• Off Frequency Operation section added
10/04 Rev K
• GE design intent and predication upon
proper components and use added
• Added recommendation for coalescing filters
installation upstream of gas heaters
• Added recommendations for shutdown on
gas fuel, dual fuel transfers, and FSDS
maintenance
GE Energy | GER-3620K (12/04) 52

List of Figures
Figure 1. Key factors affecting maintenance planning
Figure 2. Plant level – top five systems contribution to downtime
Figure 3. MS7001E gas turbine borescope inspection access locations
Figure 4. Borescope inspection programming
Figure 5. Maintenance cost and equipment life are influenced by key service factors
Figure 6. Causes of wear – hot-gas-path components
Figure 7. GE bases gas turbine maintenance requirements on independent counts of starts and hours
Figure 8. Hot gas path maintenance interval comparisons. GE method vs. EOH method
Figure 9. Maintenance factors – hot gas path (buckets and nozzles)
Figure 10. GE maintenance interval for hot-gas inspections
Figure 11. Estimated effect of fuel type on maintenance
Figure 12. Bucket life firing temperature effect
Figure 13. Firing temperature and load relationship – heat recovery vs. simple cycle operation
Figure 14. Heavy fuel maintenance factors
Figure 15. Steam/water injection and bucket/nozzle life
Figure 16. Exhaust temperature control curve – dry vs. wet control MS7001EA
Figure 17. Turbine start/stop cycle – firing temperature changes
Figure 18. First stage bucket transient temperature distribution
Figure 19. Bucket low cycle fatigue (LCF)
Figure 20. Low cycle fatigue life sensitivities – first stage bucket
Figure 21. Maintenance factor – trips from load
Figure 22. Maintenance factor – effect of start cycle maximum load level
Figure 23. Operation-related maintenance factors
Figure 24. FA gas turbine typical operational profile
Figure 25. Baseline for starts-based maintenance factor definition
Figure 26. The NGC requirement for output versus frequency capability over all ambients less than 25°C (77°F)
Figure 27. Turbine output at under-frequency conditions
Figure 28. NGC code compliance TF required – FA class
Figure 29. Maintenance factor for overspeed operation ~constant TF
Figure 30. Deterioration of gas turbine performance due to compressor blade fouling
Figure 31. Long term material property degradation in a wet environment
Figure 32. Susceptibility of compressor blade materials and coatings
Figure 33. MS7001EA heavy-duty gas turbine – shutdown inspections
GE Energy | GER-3620K (12/04) 53

Figure 34. Operating inspection data parameters

Figure 35. Combustion inspection – key elements
Figure 36. Hot gas path inspection – key elements
Figure 37. Stator tube jacking procedure – MS7001EA
Figure 38. Stage 1 bucket oxidation and bucket life
Figure 39. Gas turbine major inspection – key elements
Figure 40. Major inspection work scope
Figure 41. First-stage nozzle wear-preventive maintenance gas fired – continuous dry – base load
Figure 42. Base line recommended inspection intervals: base load – gas fuel – dry
Figure 43. Hot gas path inspection: hours-based criterion
Figure 44. Hot gas path inspection starts-based condition
Figure 45. F Class rotor maintenance factor for starts-based criterion
Figure 46. F Class rotor maintenance factor for hours-based criterion
Figure 47. Combustion inspection hours-based maintenance factors
Figure 48. Combustion inspection starts-based maintenance factors
Figure B-1. Combustion maintenance interval calculations
Figure E-1. Borescope inspection access locations for 6F machines
Figure E-2. Borescope inspection access locations for 7/9F machines
Figure F-1. Turning Gear Guidelines
GE Energy | GER-3620K (12/04) 54

GEK 107357A
Revised July 2003
Replaces UOGTF
GE Power Systems
Gas Turbine
Unit Operation/Turbine (Gas)

(Applicability MS7001FA, 9001FA)
GEK 107357A Unit Operation/Turbine (Gas)
TABLE OF CONTENTS
I. REFERENCE DATA AND PRECAUTIONS .............................................................................. 3

A. Operator Responsibility ........................................................................................................... 3
B. General Operating Precautions ................................................................................................ 3
II. PREPARATIONS FOR NORMAL LOAD OPERATION......................................................... 9

A. Standby Power Requirements .................................................................................................. 9
B. Checks Prior to Operation........................................................................................................ 10
C. Checks During Start Up and Initial Operation ......................................................................... 11
III. OPERATING PROCEDURES ..................................................................................................... 16

A. General ..................................................................................................................................... 16
B. Start-Up .................................................................................................................................... 16
C. Synchronizing .......................................................................................................................... 18
D. Normal Load Operation ........................................................................................................... 21
E. Remote Operation .................................................................................................................... 21
F. Shutdown and Cooldown ......................................................................................................... 21
G. Special Operations ................................................................................................................... 22
IV. DESCRIPTION OF PANELS AND TERMS .............................................................................. 29

A. Turbine Control Panel (TCP) ................................................................................................... 29
B. /HMI ................................................................................................................................... 29
C. Definition of Terms .................................................................................................................. 31
D. Generator Control Panel (Typical) ........................................................................................... 31
E. Motor Control Center............................................................................................................... 33
F. Supervisory Remote Equipment .............................................................................................. 33
G. Annunciator System ................................................................................................................. 33
2
I. REFERENCE DATA AND PRECAUTIONS
A. Operator Responsibility
It is essential that the turbine operators be familiar with the information contained in the following op-
eration text, the Control Specification drawings (consult the Control System Settings drawing for the
index of Control Specification drawings), the Piping Schematic drawings including the Device Sum-
mary (consult the Control System Settings Drawing for the index by model list and drawing number
of applicable schematics), the SPEEDTRONIC® control sequence program and the SPEEDTRONIC®
Users’ Manual. The operator must also be aware of the power plant devices which are tied into the gas
turbine mechanically and electrically and could affect normal operation. No starts should be attempted
whether on a new turbine or a newly overhauled turbine until the following conditions have been met:
• Requirements listed under CHECKS PRIOR TO OPERATION have been met.
• Control systems have been functionally checked for proper operation before restarting.
• All GENERAL OPERATING PRECAUTIONS have been noted.
It is extremely important that gas turbine operators establish proper operating practices. We emphasize
adherence to the following:
• Respond to Annunciator Indicators — Investigate and correct the cause of the abnormal condition.
This is particularly true for the protection systems, such as low oil pressure, overtemperature, vi-
bration, overspeed etc.
• Check of Control Systems — After any type of control maintenance is completed, whether repair
or replacement of parts, functionally check control systems for proper operation. This should be
done prior to restart of the turbine. It should not be assumed that reassembly, “as taken apart” is
adequate without the functional test.
• Monitor Exhaust Temperature During All Phases of Startup — The operator is alerted to the fol-
lowing:
CAUTION
Overtemperature can damage the turbine hot gas path parts.
Monitor exhaust temperature for proper control upon first startup and after any turbine maintenance is
performed. Trip the turbine if the exhaust temperature exceeds the normal trip level, or increases at an
unusual rate. A particularly critical period for overtemperature damage to occur is during the startup
phase before the turbine reaches governing speed. At this time air flow is low and the turbine is unable
to accelerate away from excess fuel.
B. General Operating Precautions
1. Temperature Limits
Refer to the Control Specifications for actual exhaust temperature control settings. It is important
to define a “baseline value” of exhaust temperature spread with which to compare future data. This
baseline data is established during steady state operation after each of the following conditions:
3
• Initial startup of unit
• Before and after a planned shut-down
• Before and after planned maintenance
An important point regarding the evaluation of exhaust temperature spreads is not necessarily the
magnitude of the spread, but the change in spread over a period of time. The accurate record-
ing and plotting of exhaust temperatures daily can indicate a developing problem. Consult Control
Specification-Settings Drawings for maximum allowable temperature spreads and wheelspace tem-
perature operating limits.
The wheelspace thermocouples, identified together with their nomenclature, are on the Device
Summary. A bad thermocouple will cause a “High Wheelspace Differential Temperature” alarm.
The faulty thermocouple should be replaced at the earliest convenience.
When the average temperature in any wheelspace is higher then the temperature limit set forth in
the table, it is an indication of trouble. High wheelspace temperature may be caused by any of the
following faults:
1. Restriction in cooling air lines
2. Wear of turbine seals
3. Excessive distortion of the turbine stator
4. Improper positioning of thermocouple
5. Malfunctioning combustion system
6. Leakage in external piping
7. Excessive distortion of exhaust inner diffuser
Check wheelspace temperatures very closely on initial startup. If consistently high, and a check of
the external cooling air circuits reveals nothing, it is permissible to increase the size of the cooling
air orifices slightly. Consult with a General Electric Company field representative to obtain recom-
mendations as to the size that an orifice should be increased. After a turbine overhaul, all orifices
should be changed back to their original size, assuming that all turbine clearances are returned to
normal and all leakage paths are corrected.
CAUTION
Wheelspace temperatures are read on the operators interface. Temperatures in ex-

cess of the maximum are potentially harmful to turbine hot-gas-path parts over
a prolonged period of time. Excessive temperatures are annunciated but will not
cause the turbine to trip. High wheelspace temperature readings must be reported
to the General Electric technical representative as soon as possible.
4
2. Pressure Limits
Refer to the Device Summary for actual pressure switch settings. Lube oil pressure in the bearing
feed header is a nominal value of 25 psig. The turbine will trip at 8 psig. Pressure variations be-
tween these values will result from entrapped particulate matter within the lube oil filtering system.
3. Vibration Limits
The maximum overall vibration velocity of the gas turbine should never exceed 1.0 inch (2.54
cm) per second in either the vertical or horizontal direction. Corrective action should be initiated
when the vibration levels exceed 0.5 inch (1.27 cm) per second as indicated on the control system
/HMI.
If doubt exists regarding the accuracy of the reading or if more accurate and specific vibration
readings are desired a vibration check is recommended using vibration test equipment.
4. Load Limit
The maximum load capability of the gas turbine is given in the control specification. For the upper
limits of generator capability, refer to the Reactive Capability Curve following the GENERATOR
tab.
5. Overloading of Gas Turbine, Facts Involved and Policy
It is General Electric practice to design gas turbines with margins of safety to meet the contract
commitments and to secure long life and trouble-free operation.
So that maximum trouble-free operation can be secured, General Electric designs these machines
with more than ample margins on turbine bucket thermal and dynamic stresses, compressor and
turbine wheel stresses, generator ventilation, coolers, etc. As a result, these machines are designed
somewhat better than is strictly necessary, because of the importance of reliability of these turbines
to our customers and to the electrical industry.
It cannot be said, therefore, that these machines cannot be safely operated beyond the load lim-
its. Such operation, however, always encroaches upon the design margins of the machines with a
consequent reduction in reliability and increased maintenance. Accordingly, any malfunction that
occurs as a result of operation beyond contract limits cannot be the responsibility of the General
Electric Company.
The fact that a generator operates at temperature rises below the 185 F (85 C) for the rotor and
140 F (60 C) for the stator permitted by the AIEE Standards does not mean that it can be properly
run with full safety up to these values by overloading beyond the nameplate rating. These stan-
dards were primarily set up for the protection of insulation from thermal deterioration on small
machines. The imbedded temperature detectors of the stator register a lower temperature than the
copper because of the temperature drop through the insulation from the copper to the outside of
the insulation, where the temperature detectors are located. There are also conditions of conductor
expansion, insulation stress, etc., which impose limitations. These factors have been anticipated
in the “Vee” curves and reactive capability curves which indicate recommended values consistent
with good operating practice. The “Vee” curves and reactive capability curves form part of the
operating instructions for the generator and it is considered unwise to exceed the values given.
5
The gas turbines are mechanically designed so that (within prescribed limits), advantage can be
taken of the increased capability over nameplate rating, which is available at lower ambient tem-
peratures (because of increased air density), without exceeding the maximum allowable turbine
inlet temperature.
The load limit of the gas turbine-generator must not be exceeded, even when the ambient tempera-
ture is lower than that at which the load limit of the gas turbine is reached. Under these conditions,
the gas turbine will operate at this load with a lower turbine inlet temperature and the design stresses
on the load coupling and turbine shaft will not be exceeded.
If the turbine is overloaded so that the turbine exhaust temperature schedule is not followed for
reasons of malfunctioning or improper setting of the exhaust temperature control system, the max-
imum allowable turbine inlet temperature or the maximum allowable exhaust temperature, or both,
will be exceeded and will result in a corresponding increase in maintenance and, in extreme cases,
might result in failure of the turbine parts.
The exhaust temperature control system senses the turbine exhaust temperature and introduces
proper bias to limit the fuel flow so that neither the maximum allowable turbine inlet temperature
nor the maximum allowable turbine exhaust temperature is exceeded.
6. Fire Protection System Operating Precautions
The fire protection system, when actuated, will cause several functions to occur in addition to actu-
ating the media discharge system. The turbine will trip, an audible alarm will sound, and the alarm
message will be displayed on the /HMI. The ventilation openings in the compartments will be
closed by a pressure-operated latch and the damper in the turbine shell cooling discharge will be
actuated.
The annunciator audible alarm may be silenced by clicking on the alarm SILENCE target. The
alarm message can be cleared from the ALARM list on the /HMI after the ACKNOWLEDGE
target and the ALARM RESET target are actuated, but only after the situation causing the alarm
has been corrected.
The fire protection system must be replenished and reset before it can automatically react to another
fire. Reset must be made after each activation of the fire protection system which includes an initial
discharge followed by an extended discharge period of the fire protection media.
Fire protection system reset is accomplished by resetting the pressure switch located on the fire
protection system.
Ventilation dampers, automatically closed by a signal received from the fire protection system,
must be reopened manually in all compartments before restarting the turbine.
CAUTION
Failure to reopen compartment ventilation dampers will severely shorten the ser-
vice life of major accessory equipment. Failure to reopen the load coupling com-
partment dampers will materially reduce the performance of the generator.
6
7. Combustion System Operating Precautions
***WARNING***
SUDDEN EMISSION OF BLACK SMOKE MAY INDICATE A POS-

SIBILITY OF OUTER CASING FAILURE OR OTHER SERIOUS
COMBUSTION PROBLEMS. IN SUCH AN EVENT:
A. IMMEDIATELY SHUT DOWN THE TURBINE.
B. ALLOW NO PERSONNEL INSIDE THE TURBINE COMPART-

MENT UNTIL TURBINE IS SHUT DOWN.
C. CAUTION ALL PERSONNEL AGAINST STANDING IN FRONT

OF ACCESS DOOR OPENINGS INTO PRESSURIZED COMPART-
MENTS.
D. PERFORM A COMPLETE COMBUSTION SYSTEM INSPEC-

TION.
E. TO REDUCE THE POSSIBILITY OF COMBUSTION OUTER

CASING FAILURE, THE OPERATOR SHOULD ADHERE TO THE
FOLLOWING:
F. DURING OPERATION, EXHAUST TEMPERATURES ARE

MONITORED BY THE SPEEDTRONIC® CONTROL SYSTEM.
THE TEMPERATURE SPREAD IS COMPARED TO ALLOW-
ABLE SPREADS WITH ALARMS AND/OR PROTECTIVE TRIPS
RESULTING IF THE ALLOWABLE SPREAD LIMITS ARE
EXCEEDED.
G. AFTER A TRIP FROM 75% LOAD OR ABOVE, OBSERVE

THE EXHAUST ON STARTUP FOR BLACK OR ABNORMAL
SMOKE AND SCAN THE EXHAUST THERMOCOUPLES FOR
UNUSUALLY HIGH SPREADS. RECORD TEMPERATURE
SPREAD DURING A NORMAL STARTUP TO OBTAIN BASE
LINE SIGNATURE FOR COMPARISON. EXCESSIVE TRIPPING
SHOULD BE INVESTIGATED AND ELIMINATED.
H. ADHERE TO RECOMMENDED INSPECTION INTERVALS ON

COMBUSTION LINERS, TRANSITION PIECES AND FUEL NOZ-
ZLES.
OPERATING A TURBINE WITH NON-OPERATIONAL EXHAUST

THERMOCOUPLES INCREASES THE RISK OF TURBINE OVER-
FIRING AND PREVENTS DIAGNOSIS OF COMBUSTION PROB-
LEMS BY USE OF TEMPERATURE DIFFERENTIAL READINGS.
7
To prevent the above described malfunctions the operator should keep the number of non-opera-
tional exhaust thermocouples to a maximum of two but no more than one of any three adjacent
thermocouples.
CAUTION
Operation of the gas turbine with a single faulty thermocouple should not be ne-
glected, as even one faulty thermocouple will increase the risk of an invalid “com-
bustion alarm” and/or “Trip”. The unit should not be shut down just for replace-
ment of a single faulty thermocouple. However, every effort should be made to
replace the faulty thermocouples when the machine is down for any reason.
Adherence to the above criteria and early preventive maintenance should reduce distortions of the
control and protection functions and the number of unnecessary turbine trips.
8. Cooldown/Shutdown Precautions
CAUTION
In the event of an emergency shutdown in which internal damage of any rotating

equipment is suspected, do not turn the rotor after shutdown. Maintain lube oil
pump operation, since lack of circulating lube oil following a hot shutdown will
result in rising bearing temperatures which can result in damaged bearing surfaces.
If the malfunction that caused the shutdown can be quickly repaired, or if a check
reveals no internal damage affecting the rotating parts, reinstate the cooldown cy-
cle.
If there is an emergency shutdown and the turbine is not turned with the rotor turning device, the
following factors should be noted:
1. Within 20 minutes, maximum, following turbine shutdown, the gas turbine may be started
without cooldown rotation. Use the normal starting procedure.
2. Between 20 minutes and 48 hours after shutdown a restart should not be attempted unless the
gas turbine rotor has been turned for minimum four hours.
3. If the unit has been shut down and not turned at all, it must be shut down for approximately
48 hours before it can be restarted without danger of shaft bow.
CAUTION
Where the gas turbine has not been on rotor turning operation after shutdown and a
restart is attempted, as under conditions above, rotor bow restart procedure should
be followed:
Startup procedure for a bowed rotor:
Place the unit on turning gear and rotate at 4 to 6 RPM for a minimum of 4 hours.
Accelerate to crank speed for 15 minutes and monitor bearing seismic vibration levels.
8
If seismic vibration readings for both bearings are less than 0.1 in/sec, the start sequence may be
initiated.
For Generation I, II, or III rotors
If the seismic vibration readings for either bearing equal or exceed 0.1 in/sec, the unit must be
returned to 6 or 60 RPM for an additional 4 hours. Follow steps 2 and 3 before initiating the start
sequence.
For Generation IV rotors
If the seismic vibration readings for either bearing equal or exceed 0.1 in/sec, the unit may continue
at crank speed. Follow step 3 above before initiating the start sequence
If seizure occurs during the turning operation of the gas turbine, the turbine should be shut down
and remain idle for at least 30 hours, or until the rotor is free. The turbine may be rotated at any
time during the 30-hour period if it is free; however, audible checks should be made for rubs.
NOTE
The vibration velocity must be measured at points near the gas turbine bearing
caps.
II. PREPARATIONS FOR NORMAL LOAD OPERATION
A. Standby Power Requirements
Standby AC power insures the immediate startup capability of particular turbine equipment and related
control systems when the start signal is given. Functions identified by asterisk are also necessary for
unit environmental protection and should not be turned off except for maintenance work on that par-
ticular function. Standby AC power is required for:
1. Lube oil heaters, which when used in conjunction with the lube oil pumps, heat and circulate
turbine lube oil at low ambient temperatures to maintain proper oil viscosity.
2. *Control panel heating.
3. *Generator heating.
4. Lube oil pumps. Auxiliary pump should be run at periodic intervals to prevent rust formation in
the lube oil system.
5. Fuel oil heaters, where used. These heaters used in conjunction with the fuel oil pumps, heat and
circulate fuel oil at low ambient temperatures to maintain proper fuel oil viscosity.
6. Compartment heating.
7. *Operation of control compartment air conditioner during periods of high ambient temperature
to maintain electrical equipment insulation within design temperature limits.
8. *Battery charging (where applicable).
9
B. Checks Prior to Operation
The following checks are to be made before attempting to operate a new turbine or an overhauled tur-
bine. It is assumed that the turbine has been assembled correctly, is in alignment and that calibration of
the SPEEDTRONIC® system has been performed per the Control Specifications. A standby inspection
of the turbine should be performed with the lube oil pump operating and emphasis on the following
areas:
1. Check that all piping and turbine connections are securely fastened and that all blinds have been
removed. Most tube fittings incorporate a stop collar which insures proper torquing of the fittings
at initial fitting make up and at reassembly. These collars fit between the body of the fitting and
the nut and contact in tightening of the fitting. The stop collar is similar to a washer and can
be rotated freely on unassembled fittings. During initial assembly of a fitting with a stop collar,
tighten the nut until it bottoms on the collar. The fitting has to be sufficiently tightened until the
collar cannot be rotated by hand. This is the inspection for a proper fitting assembly. For each
remake of the fitting, the nut should again be tightened until the collar cannot be rotated.
2. Inlet and exhaust plenums and associated ducting are clean and rid of all foreign objects. All
access doors are secure.
3. Where fuel, air or lube oil filters have been replaced check that all covers are intact and tight.
4. Verify that the lube oil tank is within the operating level and if the tank has been drained that it
has been refilled with the recommended quality and quantity of lube oil. If lube oil flushing has
been conducted verify that all filters have been replaced and any blinds if used, removed.
5. Check operation of auxiliary and emergency equipment, such as lube oil pumps, water pumps,
fuel forwarding pumps, etc. Check for obvious leakage, abnormal vibration (maximum 3 mils),
noise or overheating.
6. Check lube oil piping for obvious leakage. Also using provided oil flow sights, check visually
that oil is flowing from the bearing drains. The turbine should not be started unless flow is visible
at each flow sight.
7. Check condition of all thermocouples and/or resistance temperature detectors (RTDs) on the
/HMI. Reading should be approximately ambient temperature.
8. Check spark plugs for proper arcing.
***WARNING***
DO NOT TEST SPARK PLUGS WHERE EXPLOSIVE ATMOS-

PHERE IS PRESENT.
If the arc occurs anywhere other than directly across the gap at the tips of the electrodes, or if
by blowing on the arc it can be moved from this point, the plug should be cleaned and the tip
clearance adjusted. If necessary, the plug should be replaced. Verify the retracting piston for free
operation.
9. Devices requiring manual lubrication are to be properly serviced.
10
10. Determine that the cooling water system has been properly flushed and filled with the recom-
mended coolant. Any fine powdery rust, which might form in the piping during short time ex-
posure to atmosphere, can be tolerated. If there is evidence of a scaly rust, the cooling system
should be power flushed until all scale is removed. If it is necessary to use a chemical cleaner,
most automobile cooling system cleaners are acceptable and will not damage the carbon and rub-
ber parts of the pump mechanical seals or rubber parts in the piping.
Refer to “Cooling Water Recommendations for Combustion Gas Turbine Closed Cooling Systems”
included under tab titled Fluid Specifications. Note the following regarding antifreeze.
CAUTION
Do not change from one type antifreeze to another without first flushing the cool-
ing system very thoroughly. Inhibitors used may not be compatible and can cause
formation of gums, in addition to destroying effectiveness as an inhibitor. Consult
the antifreeze vendor for specific recommendations.
Following the water system refill ensure that water system piping, primarily pumps and flexible cou-
plings, do not leak. It is wise not to add any corrosion inhibitors until after the water system is found
to be leak free.
• The Load Commutator Inverter (LCI) should be calibrated and tested as per GEH-6192.
• The use of radio transmitting equipment in the vicinity of open control panels is not recommended.
Prohibiting such use will assure that no extraneous signals are introduced into the control system
that might influence the normal operation of the equipment.
• Check the Cooling and Sealing Air Piping against the assembly drawing and piping schematic, to
ensure that all orifice plates are of designated size and in designated positions.
• At this time all annunciated ground faults should be cleared. It is recommended that units not be
operated when a ground fault is indicated. Immediate action should be taken to locate all grounds
and correct the problems.
C. Checks During Start Up and Initial Operation
The following is a list of important checks to be made on a new or newly overhauled turbine with the
OPERATION SELECTOR switch in various modes. The Control Specifications — Control Systems
Adjustments should be reviewed prior to operating the turbine.
CAUTION
Where an electric motor is used as the starting means refer to the Control Specifi-
cations for maximum operating time.
When a unit has been overhauled those parts or components that have been removed and taken apart
for inspection/repair should be critically monitored during unit startup and operation. This inspection
should include: leakage check, vibration, unusual noise, overheating, lubrication.
11
1. Crank
1. Listen for rubbing noises in the turbine compartment especially in the load tunnel area. A
soundscope or some other listening type device is suggested. Shutdown and investigate if
unusual noise occurs.
2. Check for unusual vibration.
3. Inspect for water system leakage.
12
2. Fire
***WARNING***
DUE TO THE COMPLEXITY OF GAS TURBINE FUEL SYSTEMS,

IT IS IMPERATIVE FOR EVERYONE TO EXERCISE EXTREME
CAUTION IN AND NEAR ANY TURBINE COMPARTMENT, FUEL
HANDLING SYSTEM, OR ANY OTHER ENCLOSURES OR AR-
EAS CONTAINING FUEL PIPING OR FUEL SYSTEM COMPO-
NENTS.
DO NOT ENTER THE TURBINE COMPARTMENT UNLESS AB-

SOLUTELY NECESSARY. WHEN IT IS NECESSARY, EXERCISE
CAUTION WHEN OPENING AND ENTERING THE COMPART-
MENT. BE AWARE OF THE POSSIBILITY OF FUEL LEAKS, AND
BE PREPARED TO SHUT DOWN THE TURBINE AND TAKE AC-
TION IF A LEAK IS DISCOVERED.
AT ANY TIME, IF/WHEN ENTERING THE TURBINE COMPART-

MENT OR WHEN IN THE VICINITY OF THE FUEL HANDLING
SYSTEM OR OTHER LOCATIONS WITH FUEL PIPING, FUEL
SYSTEM COMPONENTS, OR FUEL SYSTEM CONNECTIONS,
WHILE THE TURBINE IS OPERATING, IMPLEMENT THE
FOLLOWING:
• CONDUCT AN ENVIRONMENTAL EVALUATION OF THE

TURBINE COMPARTMENT, FUEL HANDLING SYSTEM, OR
SPECIFIC AREA. PAY PARTICULAR ATTENTION TO ALL
LOCATIONS WHERE FUEL PIPING/COMPONENTS/CON-
NECTIONS EXIST.
• FOLLOW APPLICABLE PROCEDURES FOR LEAK TEST-

ING. IF FUEL LEAKS ARE DISCOVERED, EXIT THE AREA
QUICKLY, SHUT THE TURBINE DOWN, AND TAKE APPRO-
PRIATE ACTIONS TO ELIMINATE THE LEAK(S).
• REQUIRE PERSONNEL ENTERING THE TURBINE COM-

PARTMENT TO BE FITTED WITH THE APPROPRI-
ATE PERSONAL PROTECTIVE EQUIPMENT, I.E., HARD
HAT, SAFETY GLASSES, HEARING PROTECTION, HAR-
NESS/MANLINE (OPTIONAL DEPENDING ON SPACE
CONSTRAINTS), HEAT RESISTANT/FLAME RETARDANT
COVERALLS AND GLOVES.
Warning Continued on next page
13
***WARNING***
• ESTABLISH AN ATTENDANT TO MAINTAIN VISUAL

CONTACT WITH PERSONNEL INSIDE THE TURBINE COM-
PARTMENT AND RADIO COMMUNICATIONS WITH THE
CONTROL ROOM OPERATOR.
DURING THE FIRST START-UP AFTER A DISASSEMBLY,

VISUALLY CHECK ALL CONNECTIONS FOR FUEL LEAKS.
PREFERABLY CHECK THE FITTINGS DURING THE WARM-UP
PERIOD WHEN PRESSURES ARE LOW. VISUALLY INSPECT
THE FITTINGS AGAIN AT FULL SPEED, NO LOAD, AND AT
FULL LOAD. DO NOT ATTEMPT TO CORRECT LEAKAGE
PROBLEMS BY TIGHTENING FITTINGS AND/OR BOLTING
WHILE LINES ARE FULLY PRESSURIZED. NOTE AREA IN
QUESTION AND, DEPENDING ON SEVERITY OF LEAK, RE-
PAIR AT NEXT SHUTDOWN, OR IF REQUIRED SHUT UNIT
DOWN IMMEDIATELY. ATTEMPTS TO CORRECT LEAKAGE
PROBLEM ON PRESSURIZED LINES COULD LEAD TO SUDDEN
AND COMPLETE FAILURE OF COMPONENT AND RESULTING
DAMAGE TO EQUIPMENT AND PERSONNEL INJURY.
Turbine Compartment
1. Bleed fuel oil filters, if appropriate. Then check entire fuel system and the area immediately
around the fuel nozzle for leaks. In particular check for leaks at the following points:
a. Fuel piping/tubing to fuel nozzle
b. Fuel check valves
c. Atomizing air manifold and associated piping (when used)
d. Gas manifold and associated piping (when used)
Accessory Module
• Flow divider (when used)
• Fuel and water pumps
• Filter covers and drains
CAUTION
Elimination of fuel leakage in the turbine compartment is of extreme importance

as a fire preventive measure.
14
2. Monitor FLAME status on the processor to verify all flame detectors are correctly indi-
cating flame.
3. Monitor the turbine control system readings on the processor for unusual exhaust ther-
mocouple temperature, wheelspace temperature, lube oil drain temperature, highest to lowest
exhaust temperature spreads and “hot spots” i.e. combustion chamber(s) burning hotter than
all the others.
4. Listen for unusual noises and rubbing.
5. Monitor for excessive vibration.
3. Automatic, Remote
On initial startup, permit the gas turbine to operate for a 30 to 60 minute period in a full speed, no
load condition. This time period allows for uniform and stabilized heating of the parts and fluids.
Tests and checks listed below are to supplement those recorded in Control Specification — Control
System Adjustments. Record all data for future comparison and investigation.
1. Continue monitoring for unusual rubbing noises and shutdown immediately if noise persists.
2. Monitor lube oil tank, header and bearing drain temperatures continually during the heating
period. Refer to the Schematic Piping Diagram — Summary Sheets for temperature guide-
lines. Adjust VTRs if required.
3. At this time a thorough vibration check is recommended, using vibration test equipment such
as IRD equipment (IRD Mechanalysis, Inc.) or equivalent with filtered or unfiltered readings.
It is suggested that horizontal, vertical and axial data be recorded for the:
a. all accessible bearing covers on the turbine
b. turbine forward compressor casing
c. turbine support legs
d. bearing covers on the load equipment
4. Check wheelspace, exhaust and control thermocouples for proper indication on the /HMI.
Record these values for future reference.
5. Flame detector operation should be tested per the Control Specification — Control System
Adjustments.
6. Utilize all planned shutdowns in testing the Electronic and Mechanical Overspeed Trip Sys-
tem per the Control Specifications — Control System Adjustments. Refer to Special Opera-
tions section of this text.
7. Monitor /HMI display data for proper operation.
15
III. OPERATING PROCEDURES
A. General
The following instructions pertain to the operation of a model series 7001FA or 9001FA gas turbine
unit designed for generator drive application. These instructions are based on use of SPEEDTRONIC®
turbine control panels.
Functional description of the /HMI Main Display follows; however, panel installation, calibration,
and maintenance are not included.
Operational information includes startup and shutdown sequencing in the AUTO mode of operation.
The most common causes of alarm messages can be found in the concluding section.
It is not intended to cover initial turbine operation herein; rather, it will be assumed that initial startup,
calibration and checkouts have been completed. The turbine is in the cooldown or standby mode ready
for normal operation with AC and DC power available for all pumps, motors, heaters, and controls and
all annunciator drops are cleared.
Refer to the Control Specifications (Control and Protection Systems) in this volume, and the previously
furnished Control Sequence Program (CSP) for additional operating sequence information and related
diagrams.
B. Start-Up
1. General
Operation of a single turbine/generator unit may be accomplished either locally or remotely.
The following description lists operator, control system and machine actions or events in starting
the gas turbine.
Reference the section “Description of Panels and Terms — Turbine Control Panel" for description
of turbine panel devices. The following assumes that the unit is off of cooldown, and in a ready to
start condition.
2. Starting Procedure
1. Using the cursor positioning device, select “MAIN” display from the DEMAND DISPLAY
menu.
a. The display will indicate speed, temperature, various conditions etc. Three lines dis-
played on the /HMI will read:
SHUTDOWN STATUS
OFF COOLDOWN
OFF
2. Select “AUTO” and “EXECUTE”
16
a. The /HMI display will change to:
STARTUP STATUS
READY TO START
AUTO
3. Select “START” and “EXECUTE”
a. Unit auxiliaries will be started including a motor driven lube oil pump used to establish
lube oil pressure. The /HMI message SEQ IN PROGRESS will appear.
b. When permissives are satisfied, the master protective logic (L4) will be satisfied. The
/HMI display will change to:
STARTUP STATUS
STARTING
AUTO; START
c. The turbine shaft will begin to rotate on turning gear. The zero speed signal “14HR”
will be displayed. When the unit reaches approximately 6 rpm, the starting device will
be energized and accelerate the unit. The /HMI display will change to START-UP
STATUS/CRANKING.
d. When the unit reaches approximately 15% speed, the minimum speed signal “14HM”
will be displayed on the /HMI. (For machines with cooling water fan motors receiv-
ing power from the generator terminals via the UCAT transformer, field flashing will be
initiated to build up generator voltage to power the fans; otherwise, field flashing to build
up generator voltage will occur at operating speed.)
e. If the unit configuration requires purging of the gas path prior to ignition, the starting
device will crank the gas turbine at purge speed for a period of time determined by the
setting of the purge timer. See Control Specifications-Settings Drawing for purge timer
settings.
f. FSR will be set to firing value. (FSR, Fuel Stroke Reference, is the electrical signal
that determines the amount of fuel delivered to the turbine combustion system.) Ignition
sequence is initiated. The /HMI display will change to START UP STATUS/FIRING.
g. When flame is established, the /HMI display will indicate flame in those combustors
equipped with flame detectors.
h. FSR is set back to warm-up value, and the /HMI display will indicate STARTUP
STATUS/WARMING UP. If the flame goes out during the 60 second firing period, FSR
will be reset to firing value. (At the end of the ignition period, if flame has not been
established, the unit will remain at firing speed. Refer to operation 8 in the Special Op-
erations section for specific operating instructions for DLN 2.0 and DLN 2.6 configured
machines.) At this time the operator may shut the unit down or attempt to fire again. To
17
fire again select CRANK on the Main Display. The purge timer and firing timer are reini-
tialized. The purge timer will begin to time. Reselecting AUTO will cause the ignition
sequence to repeat itself after the purge timer has timed out. If the unit is being operated
remotely and multiple starts capability exists (REMOTE having previously been selected
on the Main Display), and no fire has been established at the end of the ignition period,
the unit will be purged of unburned fuel. At the end of the purge period ignition will
be attempted again. If flame is not established at this time, the starting sequence will be
terminated and the unit will shutdown.
At the end of the warmup period, with flame established, FSR will begin increasing.
The /HMI will indicate STARTUP STATUS/ACCELERATING and the turbine will
increase in speed. At approximately 50% speed, the accelerating speed signal “14HA”
will be displayed on the /HMI.
i. The turbine will continue to accelerate. When it reaches 85-90% speed, the starting de-
vice will disengage and shutdown. The /HMI will indicate the change in status from
STARTUP CONTROL to SPEED CONTROL at approximately 60% speed.
j. When the turbine reaches operating speed, the operating speed signal “14HS” will be
displayed on the /HMI. Field flashing is terminated. If the synchronizing selector
switch (43S) on the generator control panel is in the OFF position and REMOTE is not
selected on the /HMI, as the turbine reaches operating speed, /HMI will now read:
RUN STATUS
FULL SPEED NO LOAD
AUTO; START
If the synchronizing selector switch on the generator panel is in the AUTO position or RE-
MOTE is selected on the /HMI automatic synchronizing is initiated. The /HMI will
read SYNCHRONIZING.
The turbine speed is matched to the system (to less than 1/3 Hz difference) and when the
proper phase relationship is achieved the generator breaker will close. The machine will load
to Spinning Reserve unless a load control point BASE, PEAK or PRESELECTED LOAD
has been selected.
The /HMI will display SPINNING RESERVE, once the unit has reached this load point.
C. Synchronizing
When a gas turbine-driven synchronous generator is connected into a power transmission system, the
phase angle of the generator going on-line must correspond to the phase angle of the existing line
voltage at the moment of its introduction into the system. This is called synchronizing.
18
CAUTION
Before initiating synchronization procedures, be sure that all synchronization

equipment is functioning properly, and that the phase sequence of the incoming
unit corresponds to the existing line phase sequence and the potential transformers
are connected correctly to proper phases. Initial synchronization and checkout
after performing maintenance to synchronizing equipment should be performed
with the breaker racked out.
NOTE
Synchronizing cannot take place unless AUTO or REMOTE has been selected on
the /HMI Main Display and the turbine has reached full speed.
Generator synchronization can be accomplished either automatically or manually. Manual synchro-

nization is accomplished by the following procedure:
1. Manual Synchronization
1. Place the synchronizing selector switch on the generator panel (43S) in the MANUAL posi-
tion.
2. Select AUTO on the /HMI Main Display.
3. Select START and EXECUTE on the /HMI Main Display. This will start the turbine and
accelerate it to full speed as previously described. At this point the CRT will indicate RUN
STATUS, FULL SPEED NO LOAD.
4. Compare the generator voltage with the line voltage. (These voltmeters are located on the
generator control panel.)
5. Make any necessary voltage adjustment by operating the RAISE- LOWER (90R4) switch on
the generator panel until the generator voltage equals the line voltage.
6. Compare the generator and line frequency on the synchroscope (located on the generator con-
trol panel). If the pointer is rotating counterclockwise, the generator frequency is lower than
the line frequency and should be raised by increasing the turbine-generator speed. The bright-
ness of the synchronizing lights will change with the rotation of the synchroscope. When the
lights are their dullest the synchroscope will be at the 12 o’clock position. The lights should
not be used to synchronize but only to verify proper operation of the synchroscope.
7. Adjust the speed until the synchroscope rotates clockwise at approximately five seconds per
revolution or slower.
8. The generator circuit breaker “close” signal should be given when it reaches a point approx-
imately one minute before the 12 o’clock position. This allows for a time lag for the breaker
contacts to close after receiving the close signal.
Automatic synchronization is accomplished by the following steps:
19
2. Automatic Synchronization
1. Place the synchronizing selector switch (43S) in the AUTO position.
2. Select AUTO on the /HMI Main Display.
3. Select START on the /HMI Main Display.
This procedure will start the turbine, and upon attainment of “complete sequence”, match generator
voltage to line voltage (if equipped with optional voltage matching), synchronize the generator to
the line frequency, and load the generator to the preselected value. A “breaker closed” indicator
will actuate when the generator circuit breaker has closed placing the synchronized unit on-line.
Once the generator has been connected to the power system, the turbine fuel flow may be increased
to pick up load, and the generator excitation may be adjusted to obtain the desired KVAR value.
***WARNING***
FAILURE TO SYNCHRONIZE PROPERLY MAY RESULT IN

EQUIPMENT DAMAGE AND/OR FAILURE, OR THE CREATION
OF CIRCUMSTANCES WHICH COULD RESULT IN THE AUTO-
MATIC REMOVAL OF GENERATING CAPACITY FROM THE
POWER SYSTEM.
In those cases where out-of-phase breaker closures are not so serious as to cause immediate equip-
ment failure or system disruption, cumulative damage may result to the on-coming generator. Re-
peated occurrences of out-of-phase breaker closures can eventually result in generator failure be-
cause of the stresses created at the time of closure.
Out-of-phase breaker closure of a magnitude sufficient to cause either immediate or cumulative

equipment damage mentioned above will usually result in annunciator drops to notify the operator
of the problem. The following alarms have been displayed at various occurrences of known gen-
erator breaker malclosures:
3. Alarms associated with breaker malclosures
1. High vibration trip
2. Loss of excitation
3. Various AC undervoltage drops
Out-of-phase breaker closure will result in abnormal generator noise and vibration at the time of
closure. If there is reason to suspect such breaker malclosure, the equipment should be immediately
inspected to determine the cause of the malclosure and for any damage to the generator.
Refer to the “Control and Protection” section of this volume for additional information on the syn-
chronizing system.
20
D. Normal Load Operation
1. Manual Loading
Manual loading is accomplished by clicking on the SPEED SP RAISE/SPEED SP LOWER targets

on the /HMI Main Display.
Manual loading can also be accomplished by means of the governor control switch (70R4/CS) on
the generator control panel. Holding the switch to the right will increase the load; holding it to the
left will decrease the load.
Manual loading beyond the selected temperature control point BASE or PEAK is not possible. The
manual loading rate is shown in the Control Specification-Settings Drawing.
NOTE
When manually loading with the governor control switch (70R4/CS) for load
changes greater than 25% of full load, the operator should not change more than
25% of full load in one minute.
2. Automatic Loading
On startup if no load point is selected, the unit will load to the SPINNING RESERVE load point.
The SPINNING RESERVE load point is slightly greater than no load, typically 8% of base rating.
An intermediate load point, PRE-SELECTED load, and temperature control load points BASE and
PEAK can be selected anytime after a start signal has been given. The selection will be displayed
on the /HMI. The unit will load to the selected load point. PRESELECTED LOAD is a load
point greater than SPINNING RESERVE and less than BASE, typically 50%. The auto loading
rate is shown in Control Specification-Settings Drawing.
E. Remote Operation
To transfer turbine control from the control compartment to remotely located equipment, select RE-
MOTE on the /HMI Main Display. The turbine may then be started, automatically synchronized,
and loaded by the remote equipment.
If manual synchronization is to be performed at the remote location, the synchronizing selector switch
(43S) mounted on the generator control panel must be placed in the OFF/REMOTE position.
F. Shutdown and Cooldown
1. Normal Shutdown
Normal shutdown is initiated by selecting STOP on the /HMI Main Display. The shutdown
procedure will follow automatically through generator unloading, turbine speed reduction, fuel
shutoff at part speed and initiation of the cooldown sequence as the unit comes to rest.
21
2. Emergency Shutdown
Emergency shutdown is initiated by depressing the EMERGENCY STOP pushbutton. Cooldown

operation after emergency shutdown is also automatic provided the permissives for this operation
are met.
3. Cooldown
Immediately following a shutdown, after the turbine has been in the fired mode, the rotor is turned
to provide uniform cooling. Uniform cooling of the turbine rotor prevents rotor bowing, resultant
rubbing and imbalance, and related damage that might otherwise occur when subsequent starts
are attempted without cooldown. The turbine can be started and loaded at any time during the
cooldown cycle.
The cooldown cycle may be accelerated using the starting device; in which case it will be operated
at cranking speed.
A rotor turning device is provided for cooldown rotation. A description of rotor turning operation
and servicing can be found in the Starting System tab.
The minimum time required for turbine cooldown depends mainly on the turbine ambient temper-
ature. Other factors, such as wind direction and velocity in outdoor installations and air drafts in
indoor installations, can have an affect on the time required for cooldown. The cooldown times
recommended in the following paragraphs are the result of General Electric Company operating
experience in both factory and field testing of General Electric gas turbines. The purchaser may
find that these times can be modified as experience is gained in operation of the gas turbine under
his particular site conditions.
Cooldown times should not be accelerated by opening up the turbine compartment doors or the
lagging panels since uneven cooling of the outer casings may result in excessive stress.
The unit must be on rotor turning operation immediately following a shutdown for at least 24 hours
to ensure minimum protection against rubs and unbalance on a subsequent starting attempt. The
General Electric Company, however, recommends that the rotor turning operation continue for 48
hours after shutdown to ensure uniform rotor cooling.
G. Special Operations
1. Fuel Transfer (Gas-Distillate Option)
Fuel transfer is initiated using the Fuel Mixture Display on the /HMI. When transferring from
one fuel to the other, there is a thirty second delay before the transfer begins. For the gas-to-distil-
late transfer, the delay allows for filling the liquid fuel lines. For the distillate-to-gas transfer, the
delay allows time for the speed ratio valve (and gas control valve) to modulate the inter volume
gas pressure before the transfer begins. Once started, fuel transfer takes approximately thirty sec-
onds. The transfer can be stopped at any fuel mixture proportion within limits as specified in the
Control Specification-Settings Drawing by setting the FUEL MIX SETPOINT and then selecting
MIX. Fuel transfer should be initiated prior to ignition or after the unit reaches operating speed.
22
2. Automatic Fuel Transfer On Low Gas Pressure (Gas-Distillate Option)
In the event of low fuel gas pressure the turbine will transfer to liquid fuel. The transfer will occur
with no delay for line filling. To return to gas fuel operation after an automatic transfer, manually
reselect gas fuel.
3. Testing the Emergency DC Lube Pump
The DC emergency pump may be tested using the test pushbutton on the motor starter.
4. Overspeed Trip Checks
Overspeed trip system testing should be performed on an annual basis on peaking and intermittently
used gas turbines. On continuously operated units, the test should be performed at each scheduled
shutdown and after each major overhaul. All units should be tested after an extended shutdown
period of two or more months unless otherwise specified in the Control Specifications-Adjustments
Drawing.
NOTE
The turbine should be operated for at least 30 minutes at rated speed before check-
ing the overspeed settings.
Turbine speed is controlled by the turbine speed reference signal TNR. The maximum speed called
for by TNR is limited by the high speed stop control constant. This value is nominally set at 107%
of rated speed. It will be necessary to select the overspeed test function, which will reprogram
the 107% setpoint to 113%, in order to allow the speed to increase above the electrical overspeed
trip setting. With the high speed stop constant adjusted to be higher than the electrical overspeed
trip speed, raise unit speed gradually by using the SPEED SP RAISE target on the /HMI
Main Display and observe speed at which the unit trips against the value tabulated in the Control
Specifications — Setting drawing. Once the unit trips, the speed setpoint is returned to the 107%
maximum value.
CAUTION
1. Do not exceed the maximum search speed as defined in the Control Specifica-
tions.
2. Return all constants to their normal value after coastdown of unit.
5. Steam Injection Operation (Optional)
Before operating the steam injection system for the first time following an overhaul or periods of
extended shutdown, it is important that the following checks be made:
1. Steam supply is within design parameters
2. Instrument air supply is at required pressure
3. Steam line orifice size is correct
23
Prior to operation, check for the following conditions:
5. /HMI controls are in non-select positions (Steam Injection OFF)
6. Manual stop valve is open
7. All hand valves in line of flow are open
8. All valves to temperature or pressure gauges are open
9. Steam supply pressure and temperature are in operating range
10. Startup
The automatic control system, in conjunction with logic circuits of the microcomputer of
the SPEEDTRONIC® control system, operates the steam injection system control valving
and assures that the proper amount of steam injection is provided to the turbine combustion
system during operation.
To initiate steam injection the operator must first select the Steam Injection Overview Display
on the /HMI. Selecting the STM INJ ON target initiates the steam injection control. At
this point the automatic steam control circuits will take over, initiate the drain and stop valve
sequences and control the system. When steam conditions are correct, the steam control valve
releases steam into the combustion system at the proper steam-to-fuel flow ratio.
The startup and operating sequence of the steam injection system is described and explained
in the Steam Injection control system text of the Control and Protection Tab.
11. Trouble Shooting
The purpose of the system is to provide steam to the turbine combustion system at the desired
pressure, temperature and flow. If this does not happen, the following problems may be the
cause:
a. Steam supply exhausted
b. Insufficient supply pressure
c. Control valve closed
d. Stop valve closed
The following should be checked:
e. Adequate steam supply
f. Check steam supply system
g. Check control valve actuator and drain valve operation
24
h. Check that instrument air supply pressure is sufficient and/or check solenoid control valve
operation.
Alarm and shutdown conditions of the steam injection system are detected by a protection
program built into Control Sequence Program. Alarm and trip indications are displayed on
the /HMI. An alarm condition is initiated by high or low pressure levels and by high or
low temperatures. See Control Specifications for alarm and trip point values.
The computer program is designed to trip the steam stop valve and prevent steam flow if steam
temperature becomes too high or too low. It can trip the system on temperature or pressure to
protect against loss of superheat and carry over of condensate. Steam at too high a pressure
can cause damage to valve stem packing and system seals. A steam injection trip only shuts
down the steam injection system. It does not trip the turbine.
6. DLNx II SYSTEM OPERATION
1. General
The Dry Low Nox II control system regulates the distribution of fuel delivered to multi-noz-
zle combustors located around the gas turbine. This system stages the fuel through multiple
modes of operation to attain the low emissions mode of Premix. DLN-2 has only one burning
zone but multiple nozzles and manifolds.
2. Gas Fuel Operation
There are three basic modes for fuel distribution to the combustor:
a. Primary
Fuel to primary manifold only
b. Lean-Lean
Fuel to primary and tertiary manifolds
c. Premix
In this mode, fuel is in both the secondary and tertiary manifolds. This is the low emission
mode.
3. Valves
There are four main valves in DLN-2:
Primary Gas Control Valve (GCVP)
Secondary Gas Control Valve (GCVS)
Quaternary Gas Control Valve (GCVQ)
Premix Splitter Valve (PMSV)
25
The PMSV is used downstream of the secondary gas control valve. This valve controls the
flow between 4 secondary nozzles and 1 tertiary nozzle (The tertiary nozzle is not used during
Primary mode).
4. Startup and Load Sequence
The gas turbine will startup with fuel going to primary manifold only and will accelerate to
81% corrected speed. At this point fuel flow will be initiated into the tertiary manifold and
Lean-Lean will be established. As the unit is loaded to approximately 60% load (with no
Bleed Heat), or 40% load (with Bleed Heat) a transfer to Premix will be performed. When
transferring to Premix, the primary gas control valve will close, the secondary gas control
valve will open,and the Premix splitter valve will modulate to control the flow between the
tertiary and secondary nozzles. Once the Primary control valve is closed, the Primary Purge
System wil open to purge the primary nozzles.
The sequence of events on an unload is as follows:
a. Premix to Transfer Mode
b. Premix Transfer to Lean-Lean
c. Fired shutdown in Lean-Lean
The mode selection is performed automatically in the control system when the turbine is at
the proper operating conditions.
These conditions must be met before startup; The following valves must be in the closed
position:
Stop/Speed Ratio
Primary Control Valve (GCVP)
Secondary Control Valve (GCVS)
Quaternary Control Valve (GCVQ)
The Premix Splitter Valve (PMSV) should be at 100% split (no secondary flow).
Bleed Heat Valve closed (if applicable)
5. Inlet Guide Vane Operation (IGV)
The DLN-2 combustor emission performance is sensitive to changes in fuel to air ratio. The
DLNx combustor was designed according to the airflow regulation scheme used with IGV
Temperature Control. The IGVs should remain at a fixed minimum value from full speed no
load until the turbine incrases load while on the exhaust temperature contro curve. The IGVs
open from their minimum value as the turbine increases load while on the exhaust temperature
control curve until they reach a maximum at Base Load.
26
IGV Temperature Control is defaulted to be “on”, but the operator should always check
this during startup. The only exception to this rule is when temperature matching is selected
(see Temperature Matching below), or simple cycle IGV control is selected. Simple Cycle
IGV control can be selected between breaker closer and 8 MW, or at Full open IGVs.
6. Inlet Heating
Operation of the gas turbine with reduced minimum IGV settings can be used to extend the
Premix operating region to lower loads. Reducing the minimum IGV angle allows the com-
bustor to operate near a constant firing temperature that is high enough to support Premix
operation while maintaining a sufficient fuel to air ratio.
Inlet heating through the use of recirculated compressor discharge airflow is necessary when
operating with reduced IGV angles in order to protect the turbine compressor. Inlet heating
protects the turbine compressor from stall by relieving discharge pressure and by increasing
the inlet air stream temperature. Also, inlet heating prevents ice formation due to increased
pressure drop across the reduced IGV angle.
The inlet heating system regulates the compressor discharge bleed flow through a control
vlave and into a manifold located in the compressor inlet air stream. The control valve varies
the inlet air flow as a function of the IGV angle, compressor operating and ambient temper-
ature.
7. Temperature Matching
Temperature matching is used when the gas turbine exhaust temperature is to be controlled
to bring on a steam turbine. The operator must select temperature matching "on". Once
selected, the turbine has to be loaded/unloaded to the matching window. Once the unit is in
the matching window, the operator can enable matching. With temperature matching ‘‘ON",
the Gas Turbine Exhaust temperature can be increased using the targets on the Temperature
Matching Control Screen.
8. DLNx II Display Messages
The following display messages will appear on the control panel /HMI in order to inform
the operator of the current combustion mode of operation:
Primary Mode Premix Transfer Mode

Lean-Lean Mode Premix Steady State
Secondary Prefill Tertiary only FSNL Mode
Piloted Premix Mode
7. Water Washing System Operation (Optional)
1. General
Water washing should be scheduled during a normal shutdown, if possible. This will allow
enough time for the internal machine temperature to drop to the required levels for the wash-
ing. The time required to cool the machine can be shortened by maintaining the unit at crank
speed. During this cooling of the turbine, the wash water is to be heated to the proper level.
27
2. Mandatory Precautions
Before water washing of the compressor begins, the turbine blading temperature must be low
enough so that the water does not cause thermal shock.
CAUTION
The differential temperature between the wash water and the interstage wheelspace
temperature must not be greater than 120 F (48.9 C) to prevent thermal shock to
the hot gas parts. For wash water of 180 F (82.2 C), the maximum wheelspace
temperature must be no greater than 300 F (148.9 C) as measured by the digital
thermocouple readout system on the turbine control panel.
To reduce this difference, the wash water may be heated and the turbine kept on crank until
the wheelspace temperatures drop to an acceptable level. The wheelspace temperatures are
read in the control room on the /HMI.
CAUTION
If, during operation, there has been an increase in exhaust temperature spread
above the normal 15 F to 30 F (8.3 C to 16.6 C), the thermocouples in the ex-
haust plenum should be examined. If they are coated with ash, the ash should be
removed.Radiation shields should also be checked.
If they are not radially oriented relative to the turbine, they should be repositioned
per the appropriate drawing. If the thermocouples are coated with ash, or if the
radiation shields are not properly oriented, a correct temperature reading will not
be obtained.
If neither of the above conditions exists and there is no other explanation for the temperature
spread, consult the General Electric Installation and Service Engineering representative.
***WARNING***
THE WATER WASH OPERATION INVOLVES WATER UNDER

HIGH PRESSURE. CAUTION MUST BE EXERCISED TO ENSURE
THE PROPER POSITIONING OF ALL VALVES DURING THIS
OPERATION. SINCE THE WATER MAY ALSO BE HOT, NEC-
ESSARY PRECAUTIONS SHOULD BE TAKEN IN HANDLING
VALVES, PIPES, AND POTENTIALLY HOT SURFACES.
NOTE
Before water washing the compressor, inspect the inlet plenum and gas turbine
bellmouth for large accumulations of atmospheric contaminants which could be
washed into the compressor. These deposits can be removed by washing with a
garden hose.
3. Water Wash Procedures
28
Refer to cleaning publication included in this section for details on procedure.
8. Unit Operation After Failure to Fire on Liquid Fuel (DLN 2.0 or DLN 2.6)
The following only applies to units with DLN 2.0 or DLN 2.6 combustion systems. After every
failure to fire on oil, a STOP command should be given and the unit allowed to decelerate to 2%
speed and operate there for at least 2 minutes before being restarted on gas or liquid fuel. Currently,
this must be done manually. This operation allows excess liquid fuel to drain from liners.
IV. DESCRIPTION OF PANELS AND TERMS
A. Turbine Control Panel (TCP)
The turbine control panel contains the hardware and software required to operate the turbine. A front
elevation view of the panel can be seen in the Hardware Description.
EMERGENCY STOP (5E):

This red pushbutton is located on the front of the TCP. Operation of this pushbutton immediately
shuts off turbine fuel.
BACKUP OPERATOR INTERFACE (BOI):
This interactive display is mounted on the front of the TCP. All operator commands can be issued
from this module. In addition, alarm management can be performed and turbine parameters can
be monitored from the <BOI> (Mark V only).
B. /HMI
The /HMI is a personal computer that directly interfaces to the turbine control panel. This is the
primary operator station. All operator commands can be issued from the /HMI. Alarm management
can be performed and turbine parameters can be monitored. With the proper password, editing can also
be accomplished.
1. Main Display
Operator selector targets and master control selector targets can be actuated from the main display
by using the cursor positioning device (CPD). Operator selector targets include:
OFF:
Inhibits a start signal.
CRANK:
With crank selected, a start signal will bring the machine to purge speed.
FIRE:
With FIRE selected, a START signal will bring the machine to minimum speed and establish flame
in the combustors. Selecting FIRE while the machine is on CRANK will initiate the firing sequence
and establish flame in the combustors.
AUTO:
With AUTO selected, a START signal will bring the machine to operating speed. Changing selec-
tions from FIRE to AUTO will allow the machine to accelerate to operating speed.
REMOTE:
With REMOTE selected, control for the unit is transferred to the remote control equipment.
Master control selector targets include:
29
START:
A START selection will cause the unit to start. With AUTO selected, the unit will load to the
SPINNING RESERVE load point.
FAST START:
A FAST START selection will cause the unit to start. With AUTO selected, the unit will load to
the PRESELECTED load point. The machine will load at the manual loading rate.
STOP:
A STOP selection will cause the unit to initiate a normal shutdown.
All operator selector switches and master control selector targets are green and are located on the
right side of the display. All green targets are the AUTO/EXECUTE type, which means that the
target must be selected with the CPD and then, within three seconds, the EXECUTE target at the
bottom of the display must also be selected in order to actuate that command.
2. Load Control Display
Load selector targets can be actuated from the load control display by using the cursor positioning
device (CPD). Load selector targets include:
PRESEL:
Select the preselected load point.
BASE:
Select base temperature control load point.
*PEAK:
Select peak temperature control load point.
3. *Fuel Mixture Display
Fuel selector targets are used to select the desired fuel by using the cursor positioning device (CPD).
Fuel selector targets include:
GAS SELECT:
100% gas fuel operation.
DIST SELECT:
100% distillate fuel operation.
MIX SELECT:
Selecting MIX while on 100% single fuel will cause the machine to transfer to mixed fuel operation
at a preset mixture (not applicable on DLN units).
4. *Isochronous Setpoint Display
Governor selector targets are used to select the desired type of speed control by using the cursor
positioning device (CPD). Governor selector targets include:
DROOP SELECT:
Used to select droop speed control.
ISOCH SELECT:
Used to select isochronous speed control.
30
5. *Inlet Guide Vane Control Display
The inlet guide vane (IGV) temperature control targets are IGV TEMP CNTL ON and IGV TEMP
CNTL OFF. The IGV AUTO target selects normal operation of the IGVs. The IGV MANUAL
target allows the maximum IGV angle to be manually set by the operator (not normally used while
on-line).
6. Alarm Display
This screen displays the current un-reset alarms, the time when each alarm occurred, the alarm
drop number and a word description of the alarm. An “*” indicates that the alarm has not been
acknowledged. The “*” disappears after the alarm has been acknowledged. For more information,
see the Turbine Control System Users’ Manual.
7. Auxiliary Display
COOLDOWN ON and COOLDOWN OFF can be selected from this display.
8. Manual Reset Target
Selecting the manual reset target resets the Master Reset Lockout function. This target must be
selected so that the unit can be restarted following a trip.
C. Definition of Terms
SPINNING RESERVE:
The minimum load control point based on generator output. The spinning reserve magnitude in
MWs can be found in the control specifications (5-10% of rating is a typical value).
PRESELECTED LOAD:
A load control point based on generator output. The preselected load point is adjustable within a
range designated in the Control Specification. The preseelected load point is normally set below
the base load point (50-60% of rating is a typical value).
BASE LOAD:
This is the normal maximum loading for continuous turbine operation as determined by turbine
exhaust temperature levels.
PEAK LOAD (Optional):
This is the maximum allowable output permitted for relatively long-duration, emergency power
requirement situations consistent with acceptable turbine parts life. Peak loading duration is based
on turbine exhaust temperature levels.
D. Generator Control Panel (Typical)
SYNCHRONIZING LAMPS:
Rough indication of the speed and phase relationship between the generator and the bus.
FREQUENCY METER:
Indicates generator frequency.
INCOMING VOLTMETER:
Indicates generator voltage.
RUN VOLTMETER:
Indicates bus voltage.
31
SYNCHROSCOPE:
Indicates the phase relationship between the generator and bus voltage.
GENERATOR AMMETER:
Indicates generator phase current. The phase current to be read is selected on the three position
ammeter selector switch.
GENERATOR WATTMETER:
Indicates the generator output in megawatts.
GENERATOR VARMETER:
Indicates the generator reactive output in megavars.
EXCITER VOLTMETER:
Indicates generator field voltage (if used).
GENERATOR FIELD AMMETER:
Indicates generator field amperes (if used).
AMMETER SELECTOR SWITCH:
See Generator Ammeter (above).
SYNCHRONIZING SELECTOR SWITCH (43S/CS):
Three position switch used to select the synchronizing mode.
Manual:
Selects manual synchronizing mode. In this position the generator frequency and voltage, bus
voltage, and phase relationship will be displayed to facilitate manual synchronizing.
Off/Remote:
Used when the unit is being controlled from the remote control equipment.
Auto:
Used for local automatic synchronizing.
VOLTMETER SWITCH (VS):
Used to select the phase of the bus voltage to be displayed on the run voltmeter.
VOLTAGE/VAR CONTROL SWITCH (90R4/CS):
Controls generator voltage when the unit is off the line, and controls voltage/vars when the machine
is on the line. (Increase — Right; Decrease — Left; spring return to normal.)
GENERATOR BREAKER CONTROL SWITCH (52G/CS):
Used to open or close the generator breaker. The indicator lights above the switch indicate Open
(Green) and Closed (Red).
NOTE
Using this switch, the generator breaker should be closed only when proper syn-
chronizing techniques are used or when the system onto which the generator is
being brought is not energized.
GENERATOR DIFFERENTIAL LOCK-OUT SWITCH (86G):

Manual reset lockout switch which operates in the event of a generator fault.
GOVERNOR RAISE/LOWER CONTROL SWITCH (70R4/CS):
Used to control turbine speed when the generator is off the line (i.e. for manual synchronizing);
generator load when the generator is on the line; and frequency when the generator is running
isolated and on DROOP speed control.
TRANSFORMER DIFFERENTIAL LOCK-OUT SWITCH (86T):
Manual reset lockout switch which operates in the event of a transformer fault.
WATTHOUR METER:
Measures the watthour output of the generator.
32
E. Motor Control Center
The turbine is provided with a motor control center for the control of the electrical auxiliaries. The
motor control center includes AC and DC distribution systems.
Motor controllers are used for auxiliaries such as motors and heaters. Each motor controller normally
consists of a breaker, control power transformer, control circuit, power contactor, selector switch and
indicator lights. The selector switch is normally left in AUTO. Each motor control center is also pro-
vided with AC and DC distribution panel boards with circuit breakers.
F. Supervisory Remote Equipment
Supervisory equipment is normally functionally the same as the equipment described in the cable con-
nected master panel. However, it may differ somewhat in metering and indications. Refer to the super-
visory manufacturer’s instruction manual for details.
G. Annunciator System
Alarms are displayed on the /HMI when the ALARM Display mode is selected. Before clearing an
alarm, action should be taken to determine the cause and perform the necessary corrective action. The
following is a list of annunciator messages along with suggested operator action.
NOTE
The alarm messages can be categorized as either “trip” or “alarm”. The “trip”
messages contain the word TRIP in the message. The “alarm” messages do not
indicate TRIP. For those alarms associated with permissive to start and trip logics
latched up through the MASTER RESET function, it will be necessary to call up
the /HMI Display with the Master Reset target in order to unlatch and clear
these alarms.
33
GE Power Systems
518 • 385 • 2211 TX: 145354
34
GE Power Systems
GAS TURBINE OPERATOR COMMANDS
INTRODUCTION ET OFF command. If at zero speed, the unit can be

placed “ON COOLDOWN” by using the COOL-
Issuing the command to start a unit generally in- DOWN ON or RATCHET ON command.
volves selecting a fuel, selecting a mode of opera-
tion, initiating a unit start, synchronizing and
loading the unit. After selecting an operating mode “OFF” OPERATING MODE
and initiating a unit start, the unit can be synchro-
nized manually or automatically and loaded manu- The “ OFF” mode is usually selected by the operator
ally or automatically. after a unit stop has been initiated or completed and
there is no anticipated need to start the unit; the OFF
After the unit has reached full speed no load (FSNL),
command prevents “inadvertently” starting of the
the unit may be transferred from operation on one
unit. OFF cannot be selected while the unit is start-
fuel to another. Some units have the option of operat-
ing or running. A unit start cannot be initiated from
ing on a fuel mix, though mixed fuel operation must
the OFF mode; this is an unalarmed start–check per-
be done within certain parameters.
missive. When OFF mode is selected, the status
Before or after the unit has been started, one of sev- message field will display either “ON COOL-
eral automatically controlled load setpoints can be DOWN” or “OFF COOLDOWN”.
selected, e.g., BASE, PEAK, PRE–SELECT.
“CRANK” OPERATING MODE

OPERATING MODE
COMMANDS The “CRANK” mode is usually selected when the
unit is to be rotated at or near its purge speed without
admitting fuel to the combustion chambers. Exam-
MODE OF OPERATION ples of such instances include axial–compressor
OFF cleaning, “forced” cooling of the unit or heat recov-
ery steam generator or shaft rotation after a failure of
CRANK the unit to go on cooldown after a shutdown or trip.
FIRE With the CRANK mode selected and the unit at zero
speed, the status message field will display either
AUTOMATIC “READY TO START” or “NOT READY TO
START”. If the unit is “READY TO START”, a unit
REMOTE
start must be initiated in order for the unit to be
A normal unit shutdown is initiated by selecting the cranked. After a unit start has been initiated, the sta-
STOP command, after which the unit will be un- tus message field will display “CRANKING” while
loaded automatically and decelerated in a manner the unit remains in CRANK mode. CRANK mode
which reduces the turbine’s thermal stresses gradu- cannot be selected any time after the unit has fired.
ally; this is a “fired shutdown”. The unit will then be Exercise caution if it is necessary to crank the unit
placed “ON COOLDOWN” automatically. for extended periods of time or several times in suc-
cession so as not to damage the starting means. After
If desired, the unit can be taken “OFF COOL- starting the unit in CRANK mode it can be acceler-
DOWN” after an appropriate period of time has ated to full speed no load (FSNL) by selecting
passed by using the COOLDOWN OFF or RATCH- AUTO, or FIRE and then AUTO.
A00052 REV A 1 GAS TURBINE OPERATOR COMMANDS
“FIRE” OPERATING MODE “CABLE REMOTE” OPERATING
MODE
The “FIRE” mode is selected when it desired to
“fire” the unit (admit and ignite fuel) but not bring it Selecting the “CABLE REMOTE” mode allows the
to full speed. This may be useful to dry the unit after plant’s central control system (DCS or SCADA) to
a water wash if it is not going to be operated within send certain commands to the SPEEDTRONIC
the next 12 hours, to do start checks, or to straighten Mark V panel. If “CABLE REMOTE” has not been
a bowed rotor. When a unit start is initiated after the selected, the plant control may only monitor the
FIRE mode has been selected, the status message Mark V, not issue commands. Information displayed
field will display “STARTING”, then “FIRING”, in the status message field will be the same as that for
and after flame has been initiated, “WARMING AUTO mode operation. The CABLE REMOTE
UP”. Once flame has been initiated, fuel flow will mode may be selected at any time and operation may
remain at the pre–set warm–up value. Since the unit be switched back and forth from CABLE REMOTE
is not self–sustaining at low speeds, the starting to AUTO while the unit is running. The switching
means will continue to provide torque to the unit. from CABLE REMOTE to AUTO and back must be
Exercise caution if it is necessary to run the unit at done from the local panel. Personnel must remem-
FIRE for extended periods of time so as not to dam- ber that when CABLE REMOTE is selected, the lo-
age the starting means. After starting the unit in cal is still able to issue commands to the control
FIRE mode it can be accelerated to full speed no load panel; control does not transfer to the plant control.
(FSNL) by selecting AUTO.
COOLDOWN CYCLE
“AUTO” OPERATING MODE
COMMANDS
The “AUTO” mode is the normal mode of operation
selected when a unit is to be started from the local TURBINE COOLDOWN
operator interface and brought to full speed. After
selecting the AUTO mode, the status message field
COOLDOWN ON (RATCHET ON)
will display either “READY TO START” or “NOT COOLDOWN OFF (RATCHET OFF)
READY TO START”, indicating whether or not all
the unit start–check permissives have been satisfied.
After a unit start has been initiated, the status mes- “COOLDOWN ON”
sage field will display “STARTING”, “FIRING”,
“WARMING UP”, “ACCELERATING”, and then COOLDOWN ON or RATCHET ON is used during
“FULL SPEED NO LOAD” or “SYNCHRONIZ- unit cooldown to prevent rotor bow. If the rotor was
ING” and “LOADING”, depending on whether au- to remain stationary after being shutdown, the upper
tomatic synchronization has been selected. When half of the rotor would tend to get warmer than the
AUTO is selected and the generator panel is in the lower half and the rotor would bow. This could cause
Auto Synch mode, the unit will crank, fire, acceler- a vibration problem during a subsequent start–up or
ate, synchronize automatically, and load to Spinning might prevent the rotor from turning at all. The larg-
Reserve if no other load command is given. Spin- er units, Model Series 7 and 9, utilize the COOL-
ning Reserve is a pre–selected load level stored as a DOWN ON command which puts the units on “slow
control constant in the SPEEDTRONIC Mk V roll”, a constant rotation at low rpm. Model Series 5
software. Once the unit attains full speed, no mode and 6 units utilize the RATCHET ON command
below AUTO may be selected unless a unit STOP which rotates the shaft 56° every three minutes. The
has been initiated. major difference between the large and small Model
GE Power Systems
Series is the type of torque convertor used. The unit “START” COMMAND
will be on COOLDOWN or RATCHET any time it
is at zero speed, unless COOLDOWN OFF or The START command is used to initiate the starting
RATCHET OFF has been selected. When the 14HR sequence when the CRANK, FIRE, AUTO, or RE-
zero speed relay picks up after a unit shutdown, the MOTE mode is selected. With auto–synch selected
unit goes on slow roll or ratchet automatically, no and the unit in AUTO mode, a START command
operator initiation required. While on slow roll or will bring the unit from zero speed to Spinning Re-
ratchet, the ac–powered lube oil pump will operate, serve with no other operator input; if BASE is se-
providing both lubrication and the “muscle” needed lected, the unit will go from zero speed to base load
for rotor rotation. A unit should remain on the cool- with no other operator input. If the generator breaker
down cycle, slow roll or ratchet, for a minimum of has opened for some reason, automatic synchroniza-
12 hours after a shutdown. It is preferable to leave tion may be re–initiated by selecting START again.
the unit on the cooldown cycle continuously unless a
lengthy shutdown is anticipated. It is suggested the
unit be put on the cooldown cycle prior to a start–up “FAST LOAD START” COMMAND
after an extended period of no rotation.
When a FAST LOAD START is used to start the unit
in AUTO with automatic synchronization selected
at the generator panel, the unit will come up to full
speed at its normal rate of acceleration, but once the
“COOLDOWN OFF” generator breaker closes, the machine is loaded at a
much higher rate than normal, approximately eight
“COOLDOWN OFF” or “RATCHET OFF” will times the automatic loading rate. This makes mega-
terminate the cooldown cycle. Model Series 7 and 9 watts available very quickly but subjects the unit to
will not accept a COOLDOWN OFF until 12–14 high levels of thermal stress. FAST LOAD START
hours after the unit has been shutdown. should be used only when necessary as it has a nega-
tive impact on the machine’s maintenance intervals.
If FAST LOAD START has been selected mistaken-
ly when initiating a start, it may de–selected by se-
lecting the normal START command.
GAS TURBINE UNIT
COMMANDS “FAST START, FAST LOAD”
COMMAND
UNIT START When a FAST START, FAST LOAD is used to start
the unit in AUTO with automatic synchronization
START selected at the generator panel, the unit will come up
FAST LOAD START to full speed at an accelerated rate and, when the
breaker is closed, the machine will load at a higher
FAST START, FAST LOAD rate. The fast start results from a shorter warm–up
(MS5001, MS6001 OPTION) period from the diesel engine starting device, if so
equipped, a shorter warm–up period for the gas tur-
bine after firing and a steeper acceleration curve
UNIT STOP bringing the unit to full speed. The unit then loads at
the fast load rate. The FAST START, FAST LOAD
STOP has even more of a negative impact on the machine’s
maintenance intervals than FAST LOAD START gawatts, that is used by the control system as a refer-
and should be used judiciously. If FAST START, ence in the absence of any other setting. The unit will
FAST LOAD has been selected mistakenly when remain at SPINNING RESERVE until another load
initiating a start, it may de–selected by selecting the command is given or until a RAISE or LOWER load
normal START command. The FAST START, command is given. SPINNING RESERVE is a site–
FAST LOAD is an option available only on Model adjustable setting determined by control constant
Series 5 and 6 machines. LK90SPIN.
LOAD SELECTION
“STOP” COMMAND PRE–SELECT
A “STOP” command will initiate a unit shutdown BASE
sequence. The turbine speed reference will be re- PEAK
duced at the normal automatic loading, and, hence
unloading, rate. This will unload the unit until, in the
case of a generator drive application, the generator PRESELECTED LOAD
breaker opens on “reverse power”. The unit will then
be at approximately 100% speed and a fired shut- When “PRESELECTED LOAD” is selected, the
down sequence will be initiated. A fired shutdown unit will automatically load or unload at the auto-
sequence reduces fuel flow at a set rate and causes matic loading rate until the preselected load output is
the unit to decelerate. The unit is decelerated until attained. The preselected load is a megawatt setting
the flame becomes unstable at which point fuel flow that is site–adjustable by changing control constant
is stopped; this occurs at approximately 30% speed. LK90PSEL. Once the preselected load level is at-
The fired shutdown sequence reduces the thermal tained, fuel flow will be controlled to maintain that
stresses on the unit which would be caused by stop- megawatt output until another load command is giv-
ping fuel flow abruptly. On machines equipped with en or until a RAISE or LOWER load command is
the hydraulic ratchet cooldown, when the rotor given.
reaches zero speed (14HR), the hydraulic ratchet se-
quence is automatically initiated. On machines BASE LOAD
equipped with the slow roll cooldown, when the ro-
tor reaches approximately 30–50 rpm the slow roll When “BASE LOAD” is selected, the unit will load
sequence is automatically initiated. A STOP com- (or unload from PEAK) at the normal loading rate
mand may be aborted prior to high speed relay until the unit goes on exhaust temperature control; at
L14HS drop–out by giving a START command. this point, the unit is at its nominal rated power out-
put for the ambient conditions. When the unit is on
exhaust temperature control, fuel flow is regulated
GAS TURBINE LOAD to provide the maximum power for the ambient
conditions without “overfiring” the machine. It is
COMMANDS important to note that as ambient conditions change,
primarily compressor inlet temperature, the unit’s
In the absence of having selected either of the com- power output will change. Once at BASE LOAD,
mands listed below, if the gas turbine is started in the unit will remain there until another load com-
AUTO with automatic synchronization selected at mand is given or a LOWER load command is given.
the generator panel, the unit will automatically load After selecting BASE LOAD, the automatic loading
to a point known as “SPINNING RESERVE”. This or unloading of the unit may be aborted by giving a
is usually a nominal megawatt setting, e.g., four me- RAISE or LOWER load command.
GE Power Systems
PEAK LOAD LOWER SPEED/LOAD

When selected, a “LOWER” command will decre-
“PEAK LOAD” is an option and, when selected, the ment the turbine speed reference TNR. With the
unit will load at the normal loading rate until the unit generator breaker open, selecting LOWER will de-
goes on peak exhaust temperature control. Similar to crease the unit’s speed. With the generator breaker
operation on BASE, as ambient conditions change, closed and the unit on droop control, selecting
primarily compressor inlet temperature, the unit’s LOWER will decrease the unit’s load. Selecting
power output will change. When operating on LOWER is the manual means of decreasing the
PEAK, the unit is operating at a firing temperature unit’s speed or load.
above its design limit; unit output is increased with a
consequent reduction in the machine’s maintenance
intervals. A rule of thumb is one hour of PEAK op-
eration is equivalent to six hours of BASE operation.
GOVERNOR COMMANDS
Once at PEAK LOAD, the unit will remain there un-
til another load command is given or a LOWER load GOVERNOR
command is given. After selecting PEAK LOAD, DROOP
the automatic loading or unloading of the unit may
be aborted by giving a RAISE or LOWER load com- ISOCH
mand.
DROOP GOVERNOR
“DROOP” control is the usual governor command
SPEED/LOAD CONTROL for most generators connected to a utility grid; this is
COMMANDS a ‘load–sharing’ governor. Droop speed control is a
proportional control, changing called–for fuel flow
(FSR) in proportion to the difference between actual
SPEED/LOAD CONTROL turbine speed and the speed reference. Any change
in actual speed (grid frequency) will cause a propor-
RAISE tional change in unit load. If the entire grid system
LOWER tends to be overloaded, grid frequency (or speed)
will decrease and cause an FSR increase in propor-
tion to the droop setting. If all units have the same
droop, all will share a load increase equally. Load
sharing and system stability are the main advantages
RAISE SPEED/LOAD of this method of speed control.
When selected, a “RAISE” command will incre- ISOCHRONOUS GOVERNOR

ment the turbine speed reference TNR. With the
generator breaker open, selecting RAISE will in- Selecting “ISOCHRONOUS” will force the unit to
crease the unit’s speed. With the generator breaker maintain rated speed/frequency and provide as
closed and the unit on droop control, selecting much power as required up to the turbine’s firing
RAISE will increase the unit’s load. Selecting temperature limit (temperature control). The iso-
RAISE is the manual means of increasing the unit’s chronous governor setpoint is fixed at 100% speed;
speed or load. any deviation will integrate the fuel command in a
direction to reduce the speed error to exactly zero. If There are also applications that use lighter liquid
there were two isochronous governor machines on fuels such as kerosene or naphtha. Kerosene is also
the same system, they would have a tendency to known as 1–D diesel fuel, 1–GT gas turbine fuel or
fight each other as each would attempt to hold a JP5, Jet A and is generally more expensive than the
slightly different speed. The isochronous governor number 2 distillates. Naphtha may also be known as
is a proportional plus reset, or integrating, controller. O–GI gas turbine fuel or JP–4, Jet B and is more vol-
The reset action allows it to integrate out any steady atile than the number 1 and 2 distillates. Naphtha
state speed error, providing a steady state droop of 0 fuel generally requires forwarding equipment or an
percent. additive due to its low lubricity.
Some gas fuel applications may be dual gas applica-
FUEL COMMANDS tions, using some sort of gas generated by an on–site
process as the secondary gas fuel. These applica-
tions are usually in processing plants such as refiner-
FUEL SELECTION ies or chemical plants.
GAS When running a dual–fuel gas/distillate machine,
DIST the machine is able to start on either fuel and switch
to the alternate fuel after full speed has been at-
MIX tained. If running on gas and the gas supply pressure
HEAVY falls below a pre–set level, the control system will
automatically switch to the liquid fuel; the transfer
For single fuel applications, there is obviously no from liquid to gas must always be initiated by the op-
fuel selection needed. However, many machines erator. Many dual–fuel machines can run at “MIX”,
come equipped for dual fuel operation, the dual fuels a combination of the two fuels. This must be done
primarily being natural gas and liquid fuel. The liq- within certain parameters such as being above a
uid fuel is usually a distillate known as Number 2 minimum load and minimum flow requirements for
burner fuel, 2–D diesel fuel, 2–GT gas turbine fuel, either fuel.
high speed diesel, etc. These are the fuels specified
by “GAS” and “DIST”, respectively.
Some applications may use heavier liquid fuels
BACKUP OPERATOR INTERFACE
known as crudes and/or residuals, e.g., 3–GT gas COMMANDS
turbine fuel, 4–D diesel fuel, marine diesel fuel (low
speed diesel), No. 4 burner fuel, light residual oil, STARTING PROCEDURE
No. 6 burner fuel, bunker C, etc. These heavier fuels
require special fuel handling equipment such as
heaters and water wash skids to make the fuel easy to Step 1: Mode Select To “AUTO”
handle and suitable for use in a gas turbine. General-
ly, the higher the fuel number, the less volatile the • Press function key “F1” for MODE SELECT
fuel and the more on–site processing it needs before options.
it is suitable for use. Heavy liquid fuels usually re-
• Use the arrow (< >) keys to point to “AUTO”.
quire that start–up of the gas turbine be done on
another fuel and transfer to “HEAVY” after full • Press the “ENTER” key. An asterisk (*) will ap-
speed has been attained. pear beside “AUTO”.
GE Power Systems
Step 2: Master Control “START” Signal AUXILIARIES CONTROL

• Press function key “F2” for MASTER CON-
TROL options.
• Use arrow (< >) key to point to “START”.
Cooldown On
• Press “ENTER”. An asterisk (*) will appear be-
side “START”.
• Press the “RAISE” key. The signal “L1X” will • Press function key “F15” (press down on the
change to a “1”, indicating the start sequence is “SHIFT” and “F5” keys simultaneously).
in progress.
• Press the “NORMAL” key. Check “TNH” to • Use the arrow (< >) keys to point to “CD_ON”.
confirm that turbine speed is increasing, indicat-
ing shaft rotation. • Press the “ENTER” key. An asterisk (*) will ap-
pear beside “CD_ON”.
Step 3: Load Selection To Base Load
• Press the “RAISE” key. The cooldown sequence
• Press funtion key “F5”. has been initiated. At the appropriate time the
• Use arrow (< >) keys to point to “BASE”. necessary systems (lube oil, hydraulic oil and
• Press the “ENTER” key. An asterisk (*) will ap- starting means systems) will be activated to sup-
pear beside “BASE”. port rotor cooldown activities.
STOP PROCEDURE
Cooldown Off
Normal Stop Command

• Press function key “F15” (press down on the
• Press the function key “F2”. “SHIFT” and “F5” keys simultaneously).
• Use arrow (< >) keys to point to “STOP”.
• Press the “ENTER” key. An asterisk (*) will ap- • Use the arrow (< >) keys to point to “CD_OFF”.
pear beside “STOP”.
• Press the “ENTER” key. An asterisk (*) will ap-
• Press the “RAISE” key. The signal L94X will pear beside “CD_OFF”.
change to a “1”, indicating the stop sequence is
in progress.
• Press the “RAISE” key. Rotor cooldown opera-
The STOP sequence is fully automatic from this tion will now stop and the support systems for
point. No other commands are required. The STOP this cooldown will be shut down automatically.
procedure may be aborted by initiating a START. This includes the lube oil going to the bearings.

One River Road
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GE Energy

Fundamentals of Gas Turbine

The text and the classroom instruction offered with it

They do not purport to be complete nor are they

© 2005 General Electric Company

Fundamentals of Gas Turbine

Tab 1 Gas Turbines, Heavy-Duty and Aeroderivative Products GEA 12985

MS7001EA Cooling Air Passages B00344

Tab 5 Lubricating Oil System

Fundamentals of Gas Turbine Construction and Operation 3

Tab 10 Atomizing Air and Purge Air System

Tab 15 Cooling Water System

Fundamentals of Gas Turbine Construction and Operation 5

Tab 23 Service Manual Overview Handout

Fundamentals of Gas Turbine Construction and Operation 6

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With a total output of 4,000 MW, KEPCO's

Other landmark F technology,

the four 7FA gas turbines installed Station ,equipped with

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6FA application flexibility is

The 6FA is packaged for quick

The MS9001E is capable of economically and

Tokyo Electric’s 2,000 MW Futtsu combined cycle plant’s

GE’s packaged power plant is factory assembled for ease of

the 7EA can accommodate the full

high reliability demonstrated by the economies of scale in unit power, fuel

7EA in power generation. efficiency and space utilization,

GE applies new technologies from advanced

In combined cycle operation, the

Low investment cost, unattended remote control

The Woodside LNG plant in Western

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Utilizing an unequaled Upgrades and Uprates

Model Series 7001EA

Model Series 6001B

Figure 1 – Single-Shaft Heavy-Duty Gas Turbines

GAS TURBINE FUNDAMENTALS

GENERAL There are, however, differences in the details of the

Figure 1 depicts General Electric single–shaft, The Otto Cycle

The Diesel Cycle 4

combustion takes place at a constant pressure (2–3). Figure 4 Brayton Cycle

The Brayton Cycle 2 b 3 4

The gas turbine is based upon the Brayton Cycle, c t GEN

GENERAL DESCRIPTION Compressor Section

The function of the axial flow compressor is to fur-

Combustion System The cylindrical combustion liners connect to arc–

COMPRESSED HOT GASES

Figure 6 Simple–Cycle Gas Turbine Operation

GAS TURBINE FUNDAMENTALS A00137

VIGV HYDRAULIC DIFFUSER

AIR INLET COMPRESSOR TURBINE EXHAUST

AIR INLET COMPRESSOR

VIGVS FUEL TRANSITION

AIR INLET COMPRESSOR

COMBUSTION TURBINE EXHAUST

Gas Turbine Functional Description