68-GT-49

The Society shall not be responsible for. state-

ments or opinions advanced in papers or in dis-
cussion at meetings of the Society .or of its
Divisions or Sections, or printed in its publications.
Discussion is printed only if the paper is published
in an ASME ;ournal or Proceedings.

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$1.50 PER COPY Released for general publication upon presentation

TO ASME MEMBERS
Copyright © 1968 by ASME

From Millivolts to Megawatts - Control of Large

Gas Turbines
J. 0. JOHNSON J. S. WILLIAMSON
Supervisor-Service Engineering, Assistant Project Engineer,
Hamilton Standard Division, Hamilton Standard Division,
United Aircraft Corp., United Aircraft Corp.,
Electronics Department, Electronics Department,
Windsor [ocks, Conn. Windsor Locks, Conn.

K. I. FETTERHOFF
Applications Engineer,
Ha-milton Standard Division,
United Aircraft Corp.,
Electronics Department,
Windsor Locks, Conn.

The adaptation of high power aircraft gas turbines to the ground applications of
pumping gas, generating electricity, or chemical processing has led to the develop-
ment of a- completely electronic fuel control system. The control system is versatile,
presently encompassing single- and multiengine applications in a range from 3000
hp to 240,000 hp. Optimum acceleration and power limiting features are provided
as well as sa.feguard functions for automatic remote engine operation over the total
load range. The service experience accumulated in the past seven years on over 100
controllers is also discussed.

Contributed by the Gas Turbine Division of The American Society of Mechanical Engineers
for presentation at the Gas Turbine Conference & Products Show, Washington, D. C.,
March 17-21, 1968. Manuscript received at ASME Headquarters, January 23, 1968.
Copies will be available until January 1, 1969.

MERICAN SOCIETY OF MECHANICAL ENGINEERS, UNITED ENGINEERING CENTER, 345 EAST 47th STREET, NEW YORK, N.Y. 10017
 rom Millivolts to Megawatts - Control of large
Gas Turbines
J, O. JOHNSON K. I. fETTERHOff
In 1959 the potential application of the
jet engine as a hot gas generator, power-
turbines for utility and industrial ap-
plications established requirements for a new line
of electronic engine fuel controls. These control
systems have been in use for the past seven years
and have demonstrated superior performance and re-
liability. In recent years the additional require-
ments established by the utility companies has led
to a redesign and refinement of this system to
meet the versatile needs of many applications in a
broad power spectrum. The newest of these elec-
tronic control systems is discussed in this paper.
To date, the application of these controls
nas been with Pratt & Whitney Gas Turbine Engines
(also referred to as gas generators) in three gen-
eral power classifications from 3000 hp to 30,000
np for single-engine applications. Typical in-
stallations are shown in Figs.l and 2. The en-
gines are matched with free turbines manufactured
by several companies who act as system managers
for the application of peak power generation,
pumping gas, or combinations of power generation
and waste heat recovery. Multiengine applications
in pairs are available to produce up to 160-Mw for
a typical eight-engine installation. The control
system is versatile and can be applied in general
to many gas turbine applications.
Fig.l 140 Megawatt electrical power station
1
J. S, WILLIAMSON
STATION CONTROL REQUIREMENTS
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The control system for automatically start-
ing, regulating, and shutting down a remote, unat-
tended gas pumping or electrical generation sta-
tion is basically divided into two electrical sub-
systems. The first is an Engine Control System
designed to meter fuel to the gas generator within
safe operating limits. This system works in con-
junction with the Station Sequencer which performs
specific timing, speed point measuring, and syn-
chronizing functions to allow the installation to
automatically respond to remote command. The en-
gine control system will be described in this paper.
GAS GENERATOR CONTROL SYSTEM REQUIREMENTS
A primary design consideration for the en-
gine control system was to make the system com-
pletely versatile encompassing a broad engine
horsepower/speed range and to include multiengine
performance for a variety of applications. The de-
sign specification, therefore, may list a number
of requirements ranging from (a) simply running
the gas generator, to (b) providing power as a
prime mover for gas pumping, to (c) the complexi-
ties of generating electric power as a single or
multiengine isolated source.
Aside from the aforementioned design flexi-
bility, basic requirements of an engine control
system may be grouped and are, in general, desir-
able characteristics of all engine control systems.
These include high reliability, fast response, sta-
Fig.2 First aircraft gas turbine pumping station
 GENERATOR

Liquid
Mod ELECTRONIC
Gos Valve CONTROLLER
Mod Engine Control
Valve

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Equipment
1 - - - -,...__-_-_-_-_-_-,__- - -Stotio;;- Co~tr~I- -

ENGINE I
STATION
Gos !+-----+-----'----SEQUENCER Permissives
Shutoff L,----~i-- Start up S. Shut-
Volve down Logic
Fuel Status
Command
Fuel Annunciation Input
Fig.3 System block diagram
bility, fail-safe features, black start (battery
power) capability, and completely remote, unmanned
operation. Specific control requirements for the
application of gas pumping or power generation may
be further listed and defined as follows. These
are listed in the order required for their appli-
cation, first as gas pumping, followed by elec-
trical generation.
1 Gas generator speed (Ng) governing over
the speed range.
2 A constant maximum horsepower of the gas
generator over the ambient operating range,
3 Free turbine speed (Nf) governing over
the speed range.
4 Remote speed setting capability for Ng
and Nf controls.
5 Readout of the controlling function (Ng'
Nf) for sequencing purposes.
6 Controlled acceleration schedule.
7 Automatic resetting of Nf speed reference
at 75 rpm above Ng speed governing for protection
in event of loss of free turbine load.
8 Safety shutdown features:
(a) Overpressure of the gas generator.
(b) Overtemperature of GG turbine: 750
F below idle, 1200 F above idle rpm.
(c) Nf overspeed.
(d) Loss of either speed signal to the
control.
(e) Loss of exhaust gas temperature
(EGT) sensor signal.
(f) Loss of valve feedback signal.
(g) Flame out (Ng speed below a preset
level).
In addition for the electrical generating
applications, further refinement to the control
Equipment
Engine /Station Fig.4 Public Service of New Jersey sequencer
system is required to achieve full capability ~f
the prime mover; these include:
9 Precise governing of Nf for stable 5~00
rpm into an isolated load.
10 Droop - Power load sense with correcrJnd-
ing increase in N3 governing error,
11 Maximum acceleration ability based :n
actual turbine temperature (EGT) as a functic r; Jf
inlet temperature.
12 Three independent limiting horsepower'
outputs based on inlet temperature schedules.
13 Liquid and gas dual fuel switchover· capa-
bility while generating power.
14 Adjustable free turbine (Nf) inlet te::1-
perature limiting.
For multiengine single generator installa-
tions where engines are paired to drive free tur-
bines coupled to a single output shaft, it is nec-
essary to isolate the Nf function. The Nf speed
signal is fed to a selected master and this con-
troller supplies the required signals to its [JS
generator as well as the other gas generators that
are operating. It is then necessary to provide:
15 Light-off sensing to assure both enr~nes
of a turbine pair are supplying power to their
common free turbine.
16 Load sharing between individual gas
generators.
The aforementioned list of control func'·i·;ns
is incorporated into the Model SPC-2A control •hat
is designated for the standard electrical
ing application. Installations not requirinf: 'tll
the functions may be selected at an economic
vantage by eliminating any option. Before dsccrib-
ing the functional operation of the controlle~,
the necessary system hardware will be described.
HARDWARE
The block diagram in Fig.3 shows the func-

2
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tional relationship of this equipment with respect
to the engine. It will be seen that the controller Fig.6 Gas modulating valve
is fed signals of gas generator speed, free turbine
speed, inlet temperature signal, exhaust gas tem-
perature signal, and electrical generator output.
The controller provides driving power to a liquid
or gas modulating valve. The station sequencer
provides the commands and monitors the overall en~
gine system. In each of these assemblies, relia-
bility and long life are primary design criteria.

Station Sequencer - Fig.4

The sequencer provides the necessary switch-
ing and monitoring functions to automatically pro-
gram an electrical generating station. The se-
quencer performs the following functions:
1 The pre-start check and activation of en-
gine support equipment.
2 The initiation and monitoring of engine
startup sequence.
3 The monitoring of engine and support sys-
tems performance during acceleration at pre-set
speed points.
4 Regulation of engine speed by pulse sig-
nal during automatic synchronizing.
5 Emergency shutdown in the event of a
major malfunction.
6 The monitoring of normal engine shutdown
and cooldown requirements.
Inlet Air Temperature Sensor - Fig.5 (Center)
Engine air inlet temperature is sensed by a
dual thermistor unit located in the engine inlet
duct. An increase in inlet air temperature causes
a decrease in resistance of each element.
Speed Transducers - Fig.5 (Left or Right)
Engine (Ng) and free turbine (Nf) speed are
sensed by electromagnetic transducers mounted in
proximity to the face of a special gear driven by
the respective shafts. The transducer provides
Fig.7 Gas shutoff valve
the controller with an ac voltage of 2 to 8 v.
The frequency is proportional to the speed of the
respective turbine.
Gas Modulating Valve Assembly - Fig.6
The flow of natural gas at 300 psi to the
engine is controlled by a specially designed but-
terfly valve. The valve serves three functio"ns:
(1) for engine starting, a minimum flow is main-
tained by means of an adjustable bypass orifice
and by a proportional positioning of the butterfly
disk; (2) for governing, the butterfly disk is
modulated through a gear train by a 400-cycle, 2-
phase servomotor; and (3) for low pressure appli-
cations (100 psi) a solenoid bypass is provided to
allow the engine to start and apply bootstrap com-
pressor operation. A linear potentiometer is
coupled to the butterfly output shaft to provide

3
,....--
Fig.8 Electronic controller
Fig.9 Electronic controller without cover
valve feedback signal. Also included is a visual
indicator of valve position, and a sequencing
switch, actuated when the valve is closed.
Liquid Modulating Valve - (Not Pictured)
The liquid valve utilizes an actuator which
is identical to the one used on the gas modulating
valve. Fuel modulation is accomplished with a
rotating sleeve type valve modulating across a con-
stant differential pressure.
Shutoff Valve - Fig,7
The shutoff valves are de servo operated
poppett type valves and function to shut off fuel
to the engine while static or when shutdown fea-
tures in the controller or sequencer dictate. Re-
action time to close the valve is less ~han 100
4
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Fig.10 Electronic controller details
millisec. For safety reasons, two are used in
series.
SPC-2A Controller
The SPC-2A controller as shown in Fip .8, 9,
and 10 is comprised of five printed circ11i t: func-
tion cards, two drive motor assemblies, a uro-cns
inverter and a power supply card. The chas=io is
a standard rack mount unit with a printed circ1it
board harness interconnecting the subassemtlies.
The function cards are separated by function as
Ng, Nf, EGT, and Servo Card. They are int e;"-
changeable between controls of the same configura-
tion. All customer trims are accessible tts'OcJ['h
the top cover and are marked by function. ~-c
speed set assemblies are gear reduced de mctos·::;
each driving a speed set and read out linear no-
tentiometer. The power supply and inverter are
removable as subassemblies.
SPC-2A FUNCTIONAL DESCRIPTION
A simplified functional block diagram the
controller is presented in Fig.11. The ser-,·o O(;C-
tion will first be discussed and the three
ing functions will be described separately.
Servo System
One winding of the two phase servomot
the actuator is energized by a 400-cps 115-~
shifted reference source; the other windinf --
controlled by the output from the servo amrlifier.
Opening and closing of the actuator is achieved,
in a conventional manner, by reversing the sc:e
input to the servo amplifier which is amplifi
and fed to the servomotor. Steady-state c_ :vl
is accomplished around null in which mil'ir:nu•1
 gL=
POWER SCHEDULE A, I\ C
MV

SPEED N
~---------!AMP>------ SET g

"r.r-

SERVO

~I '------------"'-lliin~
AMPLIFIER

~I Ng

_,.,---1

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EGT .......__ ~~~~SATION VALVE FEEDBACK

I
I
N
f
SPEED
SET
o--1
I Nf Precfae J
I
I
--,----i'AMP and
COMPENSATION
AM >---I I
I I

~
AC POWER ....l'A"-!---1 VDC
SENSE POWER SENSE

Fig.11 SPC2A controller - simplified block diagram

voltage of either phase is delivered to the control shown that turbine temperature is related directly
winding of the servomotor. Valve negative rate to gas generator inlet temperature (air density)
feedback is provided to the input to the servo am- as a function of engine speed. The constant horse-
plifier to assure maximum breakaway torque while power can be related as a function of engine speed
limiting overtravel once the actuator is in motion. and ambient temperature in the safe operating
Additional feedback is provided to the EGT circuit range of the gas generator. The base curve in
to limit valve speed to preset limits, presently Fig.12 shows the relationship of Tt2 versus Ng for
22 deg per sec. a typical gas generator. This function is gener-
ated as a limiting maximum speed (or horsepower)
Selector Circuit parameter within the control, and is standard for
The selector circuit at the input to the a particular model of engine. Maximum station
servo amplifier functions to select one of the trim of the engine is accomplished by adjusting a
three governing functions - Ng, Nf' or EGT. The potentiometer within the control until the trim
selector circuit operates to select the parameter point is achieved. The trim point is defined at
calling for the least fuel flow and provides this 80 F for the individual engine by the engine data
signal to the servo amplifier to correct for any plate. Trimming raises or lowers the total curve
governing error. The selection is accomplished by until the point is reached. During· operation the
gating diodes and adequate function gain is pro- maximum speed that the engine will run is de-
vided to allow clean switchover between functions creased as ambient temperature drops. For example,
without interaction. maximum Ng speed at 0 F is approximately 6 percent
slower than at 80 F •
.Ng Governing In the application of gas turbine engines
Speed governing is accomplished by convert- for industrial usage, life warranties are specified
ing the speed signal to a linear volts per rpm as a power versus time relationship. For example,
voltage ramp and comparing this signal to a refer- the engine warranty is longer if the engine is
ence which is a combination of speed setting paten- used at a lower power level than at higher· power
tiometer signal and inlet temperature schedule levels. Therefore, three independent temperature
signal. The resultant de signal is amplified and schedules are provided so that utilities can
fed to the selector circuit. select: base, peak, and maximum peaking. These
Present applications of the system at base are selectable by relay contact closure and result
power levels call for constant horsepower over the in two additional independent and different sets
ambient range of the gas generator. It can be of curves as shown in Fig.12.

5
 1500
TURBIN~ INLET LIMITER-----.
+3% 1400 VARIABLE

+2% 1300
/)
z
I- +I % 1200 /
0
a. 0 1100 / /
1-
V _,,_/v
~ ovY
w
(/)-I 0/o
x
<t.
::!:-2 %
.
!;:: 1000

I- 900
!..
X'
-Q'?'

"'
Z-33
LL
I!)

w BOO
Tr 2 ·120T/
/
~ -4 01o /

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700
::!: TT 2 •-20"F /
:E-5 % 600
LL

&-6%
z
<t.
;J-7 % 5000 6000 7000 8000 9000 10000
::!: Ng SPEED ( R PM)
a.
n: -a o/o 1- TRIM POINT
I
Fig.13 Typical Ng versus EGT acceleration schedule

40 0 40 80 120
INLET TEMPERATURE ( °F)
allow absolute limiting of free turbine temperature
TT2
at any operating speed in the range of from 15oc F
Fig.12 Typical Ng versus TT 2 schedule for single to 800 F. This feature may be used at the systems
engine managers discretion to protect his free turbine.

EGT Limiting and Governing
The exhaust gas temperature (EGT) signal is
provided by an engine mounted thermocouple array
and is used for limiting during accelerations and
if required at power. The temperature limiting
schedule during maximum accelerations is required
to prevent engine stall and/or over temperature of
the turbine, Fig.13 shows the allowable relation-
ship of EGT to turbine speed over the speed range.
Note that the function is a governing one, and
that the control will reduce fuel flow so as to
not allow turbine temperatures to exceed the indi-
cated temperatures. Acceleration schedules are
varied as indicated to allow optimum accelerations
for the ambient operating temperature.
The EGT controlling function is generated by
using the low millivolt signal from the thermo-
couple harness. This signal is altered to compen-
sate for line loss and for cold junction compensa-
tion. The signal is then amplified and compared
to the schedule. The resultant signal is again
amplified and fed through the valve rate limiting
circuit to the selector circuit. Compensation is
provided within the control which allows for the
time constant of the thermocouple. This compensa-
tion is adjustable so that a variety of thermo-
couples may be matched.
An additional noteworthy feature provided by
this circuit is that EGT can be made to be the
controlling parameter for free turbine inlet tem-
perature. An adjustment is provided that will
EGT Shutdown
Two independent shutdown limits are provided
to shut down the engine in event of over tempera-
ture. If the temperature exceeds 750 F (adjust-
able) below idle, the engine will shut down.
Above idle if it exceeds 1205 F (adjustable), it
will shut down on over temperature. These limits
are independent of the EGT governing functions.
l:!f Governor
Free turbine governing is accomplished by
comparing a de signal proportional to speed with
the speed set signal and feeding this signal to the
selector circuit. When the free turbine is syn-
chronized to the line below peaking power, it is
on Nf control and an error must be provided within
Nf control band to increase output power. The
droop circuit provides the additional Nf speed
error. This is accomplished by sensing electrical
generator output with a current transformer on cne
phase of the output power. A voltage proportional
to generator output is provided to the control and
added to the Nf speed signal. The droop signal
can be trimmed and is usually 4 percent above the
synchronous speed setting.
For isolated operation a means must be pro-
vided to maintain 3600 rpm isochronous governing,
called Nf precise. This is accomplished by sub-
stituting a preset voltage level for the N speed
3
set within the control. The governing will then
remain at the preset 3600 rpm over the load range
of the machine.

6
 While detail of the electronics was not
stressed, some of the design featurBs are import-
ant from a long life standpoint. Previous genera-
tions of controllers (SPC-1 and SPC-2) utilized
discrete solid-state components on several circuit
boards. The complex analog functions were formed
by ac logic in these circuits. The SPC-2A con-
troller uses integrated circuits as operational
amplifiers, and de signals are used in the majority
of the control functions. Gains and compensation
for these high gain operational amplifiers are
computed and held by precision resistors and com-
ponents to maintain controller precision over a
temperature range of -40 F to +130 F. All compo-
nents in the control are used in the derated sense
to assure long life.
SYSTEM OPERATION
In operation, the aforementioned governing
parameters will override one another to provide
continuous control of the gas turbine. A typical
operating cycle of a single engine installation
would be as follows: The engine is cranked and at
ignition speed, fuel shutoff valves are opened
allowing fuel to pass through a bypass and step-
start position of the modulating valve. The step-
start position is a fixed angle position of the
valve to allow ignition and acceleration to idle,
and is removed as soon as governing is achieved.
Safety speed checks and fade in of the control
functions occurs during this interval. To go
above idle the Ng speed set is advanced increasing
the power until Nf reaches 3550 rpm. At this
speed the synchronizing equipment pulses the Nf
speed set up to synchronize on the line at 3600
rpm. As additional Nf speed is demanded by ad-
vancing the Nf speed set, the droop circuit pro-
vides the circuit error to provide increased power.
The power will be increased until Ng governiQg (as
n
biased by the ambient temperature signal) takes
over. This will be the maximum power available
from the machine. Subsequent changes in ambient
1
temperature will change Ng speed in order to main-
te
tain the maximum power output schedule. The fore-
.1 going sequence from start initiation to peak power
td is accomplished in less than 3 min.
Typical dynamic operation of a 30,000-hp gas
generator is shown by the response diagram of Fig.
14. For this engine run, an orifice in the output
of the gas generator simulated the free turbine,
and the control was operated with Ng in control.
Maximum acceleration from 6000 rpm to 8500 rpm as
shown was accomplished by deenergizing the idle
clamp which permits full Ng speed error. It will
be noted that Tt7 acted to limit fuel flow and
slow the acceleration in the 6500 rpm region and
1200
1000
800
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600
400
5500 6000 6500 7000 7500 8000 8500
Ng SPEED (RPM)
Fig.14 Typical engine response
in the 7500 rpm region to keep the engine away from
stall conditions. Effects of ambient temperature
simulation change on acceleration can be seen be-
tween curves A and B. Curve A shows the maximum
governing speed, as 8500 rpm, for the warm day in-
let condition to the control. Curve B, for a
cooler day, shows lower acceleration limiting
throughout the schedule and approximately 8450 rpm
as the limiting speed for the cool day condition,
Deceleration, shown on the Curves C, D, E, and F,
was created by rapidly throttling back to the min-
imum flow condition and re-accelerating to maximum
speed. This was done in approximately 500 rpm
steps as shown by the family of curves. These
curves are repeatable. Curve G shows the effect
on acceleration of free turbine temperature limit-
ing, when EGT limit was adjusted downward to 800
F. The dip in this curve is due to the use of
longer time constant test thermocouples on the
test engine. Thermocouple time constant compensa-
tion is easily adjusted in the control. For the
example shown by Curve G, the long term limiting
temperature to the free turbine would remain at
800 F and the other gas generator governing param-
eters would not be in control. An acceleration
time span is shown across the top of the diagram
for reference and shows acceleration time of 6 sec
from idle to maximum power. Power is not indicated
on the diagram, but it is interesting to note that
over 50 percent of the power capability wou1d be
gained in the last couple seconds of the acceler-
ation.
DUAL FUEL OPERATION
Dual fuel operation of the control system is
possible because of twin-engine manifolds allowing
either liquid or gaseous fuel to enter separate
7
engine nozzles. The manifolds are plumbed, respec-
tively, to a liquid control valve and gas modulat-
ing valve. Both of the control valves are driven
by similar independent actuators which are powered
by independent servo amplifiers within the con-
troller.
Switchover from either liquid to gas, or gas
to liquid may be selected at any speed governing
range including maximum power. It is accomplished
by relay switching of the servo amplifier outputs
between the valves. Feedback signals and driving
signals are compensated so that one valve is driven
closed and the governing valve is driven open at an
identical rate. As the transfer is being accom-
plished, the "new fuel" valve is governed by the
engine parameters and will rapidly correct for any
speed error that is due to the change in fuel.
The switchover is accomplished in less than 4 sec.
Gas generator power change is not audibly detect-
able, although a slight dip in output power can be
expected, Extensive engine testing of this system
has been accomplished.
EXPERIENCE
Gas Pumping
The first gas pumping installation was in-
stalled at Columbia Gulf Gas Transmission, Clements-units at Dow Chemical indicate very favorable con-
ville, Kentucky, station in late 1960. As of Sep-
tember- 1967, this station had accumulated 50, 000
hr of engine operation. Nine other engines on the
Columbia Gulf and on other gas companies' lines
have been accumu1ated over 24,000 hr each since
their .installation. A single engine pumping and
waste heat recovery system installed at Phillips
Petroleum in Dumas, Texas, for gas helium recovery
0
and dis ti lla te salvage has accumulated 35, 800 hr applied to single or multiengine commercial instal-
since installation in ear1y 1963, Approximate
total gas pumping hours as of September 1967 is
summarized, with number of engines indicated.
Total Gas Pumping Operating Time
SPCl-2 (17) 397,000 hr
SPCl-3 (27) 127,000 hr
SPCl-5 _u_l 16,ooo hr
Total (46) 540,000 hr
Electrical Power Generation
Total time on 32 single engine electrical
peaking units, mpst of which have been installed
in the past two years, is 25,000 hr. In addition,
the eight-engine Public Service of New Jersey in-
stallation at Sewaren has accumulated a total
single engine time of 11,200 hr.
Of further significance are three engines
that supply an average of 33-Mw electrical power
to a Dow Chemical Chlorine Process Plant in Pittc-
burg, Calif. The units provide the sole indepen-
dent and isolated source of power to the plant and
also provide, with the addition of fuel, waste
heat recovery to the boilers at the site. The
three engines at this site have accumulated 26,200
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hr since startup in 1966.
Reliability
Reliability of the gas pumping control sys-
tem has been excellent. Actual experience on the
gas pumping installations has shown a mean time
between failure rate in excess of 30,000 hr for
operating time. Actually, these controls have
been energized continuously since installation and
this time has not been taken into account for MTPF.
Calibration checks recently made on controls in
the field for 5 and 6 years show good repeatabil-
ity of original control data.
Experience on the electrical peaking con-
trols has been limited to comparatively low oper-
ating times. However, experience on the high time
trol reliability.
CONCLUSION
The control described offers the gas turbine
industry a versatile control system that can be
adapted to a broad power range of gas turbines as
lations. Gas turbine or free turbine governing is
provided over a broad speed range for each turbine.
Horsepower limiting by ambient temperature simula-
tion or by actual limitation of turbine tempera-
tures has been developed to provide protection dur-
ing acceleration and provide a constant maximum
horsepower output. Safety and overriding control
features assure positive and immediate control of
the large horsepowers available in today's gas tur-
bine engines. Such features as dual fuel switch-
over and free turbine temperature lim_i ting are be-
lieved to be the first of this type ever offered
in a control system. Based on seven years of ex-
perience with this type of system, reliability
and functional availability of the installation
are assured.