Welcome to the

Presentation
On
Frame 9e Gas Turbine
Paradip Refinery Project (PDRP)

A Sunrise Project for a Sunshine Future

 COVERAGE

➢FUNDAMENTALS
➢FUNCTIONAL DESCRIPTION
➢SUPPORT SYSTEM
➢OPERATION
➢PROTECTIONS
 FUNDAMENTALS

▪ Air enters the compressor at ambient conditions

▪ Air is compressed in compressor, temperature of air rises because of
compression
▪ Air leaving the compressor has high Temp & Pressure
▪ Air enters combustion chamber, where fuel is added and
combustion takes place
▪ Combustion mixture leaves the combustion system and enters
Turbine at high temperature
▪ In Turbine energy of hot gases is converted into useful work
 3

COMB
2 COMB 3
2
TURB P
T R
E E
M COMP TURB
4 S
P S
COMP
U
COOLING R
1 E

1 COOLING 4

ENTROPY
VOLUME
 Combined Cycle Power Plant

HRSG Steam
Turbine

ST Generator
Exhaust
Gas
Compressed
Gas
Air Turbine

Bypass GT Generator
Stack
HSD/
Naphtha /
Natural Gas
 Combined Cycle Power Plant
HRSG
15%
Exhaust gas To
Process
Gas Turbine
Steam Units

33% G

Condensor Steam 16%

Air Fuel
Turbine
100%
Input

Cooling 36%
Tower
 ATOM FUEL AIR
AIR PUMP FILTER
COMP
FUEL
TURNING
GEAR COMB
MOTOR &
STARTING
CLUTCH TURB GEN EXC
MOTOR
ASSEM.
Accessory
Gear Box
INPUT GEAR
BOX MAIN COMP
& TORQUE
CONVERTER DIVERTER
DAMPER
BY PASS
MOP MHOP STACK
HRSG
 INLET AND EXHAUST SYSTEM

STACK

INLET DUCT
INLET FILTER SILENCER
HOUSE
SILENCER

ACC. COMP TUR.COMP HRSG

INLET PLENUM EXHAUT

PLENUM
 INLET & EXHAUST SYSTEM

• Gas turbine compressor sucks fresh & clean air from inlet
air filter system through inlet plenum.

•Hot exhaust gases produced as the result of combustion in

turbine is released to atmosphere through exhaust plenum.

•The noise generated during gas turbine operation is

attenuated by means of absorptive silencing material and
devices built in the inlet and exhaust plenum.
 COMPRESSOR

▪Axial flow type with 17th stages.

▪Each stage consist of rotating row of blades that increases

the velocity of incoming air raising it kinetic energy, followed
by a stationary row of blades that act as diffusers
converting K.E to pressure increase.
 Compressor air is used for following purposes

➢Combustion of fuel in the combustion

chamber.
➢Cooling of various TURBINE Parts.
➢Sealing of oil in the bearings.
➢Atomization of liquid fuel
➢Purging of Turbine hot gas path
 Combustion Section
▪The combustion system is the reverse flow type.
▪The high-pressure air from the compressor reverses its
path in the transition pieces and then moves to the
annular spaces that surround each of the ten combustion
chambers.
▪The airflow through the combustion chamber has three
functions:
➢ To oxidize the fuel.
➢ To cool the metal parts.
➢ To dilute the extremely hot product of combustion to
the desired turbine inlet temperature.
 Each combustion chamber has the
following main parts:

➢ Nozzle flow sleeve

➢ Liner
➢ Transition piece
➢ Cross fire tube
➢ Spark plugs (2 nos.)
➢ Flame detectors (4nos)
 Reverse flow combustion system
Retractable
Dilution zone
Spark plug
Reaction Cooling air
zone Mixing zone Combustion
liners

Transition piece

To Turbine
Fuel nozzle
nozzle

Air from
compressor

Cross fire tubes

i) TRANSITION PIECES
It directs the hot gases from the liners to the turbine
nozzle.
ii) NOZZLES
It disperses and mixes the fuel with proper amount of
combustion air.

iii) CROSS FIRE TUBES

A passage to propagate the flame from one combustion
chamber to another after the initiation of fire by spark
plug.

iv) COOLING OF LINER WALL

A film of main compressor discharge air shields the liner
wall from the hot combustion gases.
v) COMBUSTION CHAMBER

In the combustion chamber, hot gases from the reaction

zone passes to the dilution zone where additional amount of
air is mixed to bring the temperature of hot gases to the
desired level.
vi) SPARK PLUG
Combustion is initiated by the spark plugs provided in the
two combustion chambers where the firing command is
given by mark-VIe. the spark plug operates at the voltage of
11 kV and this high voltage is supplied by ignition
transformer. Spark plugs are installed in combustion
chamber no-13 and 14 only. At the time of firing, spark plug
ignites the fuel in the combustion chamber and fire in the
remaining chambers is ignited through crossfire tubes. The
spark plug are spring injected and pressure retracted type.
As the rotor speed increases, chamber pressure causes the
spark plugs to retract and the electrodes are removed from
combustion zone. As the rotor speed increases, chambers
are ignited through crossfire tubes only.
vii) ULTRA VIOLET FLAME DETECTORS
During the starting sequence, it is essential that indication
of the presence or absence of flame in the combustion
chambers be transmitted to the mark-V. The four nos. flame
detectors are provided in combustion chamber 4,5,10 and
11 to meet the purpose.

viii) FUEL NOZZLES

Each combustion chamber has one nozzle and each nozzle
has four inlets for Natural Gas, Liquid Fuel, Purge Air, and
Atomizing air. The liquid fuel is atomized by means of
atomizing air. The swirl tip in the nozzle imparts a swirl in
the combustion air for complete combustion and resulting in
the smoke free operation of the unit.
 GAS TURBINE SUPPORT SYSTEM
➢ Lube Oil System
➢ Trip Oil System
➢ Hydraulic Supply System
➢ Liquid Fuel System
➢ Atomizing Air System
➢ Cooling and Sealing Air System
➢ Starting System
➢ Cooling Water System
➢ Heating and Ventilation System
➢ Fire Protection System
➢ Inlet Air Filtration System
 LUBRICATION SYSTEM
The lube oil system meets the lubrication requirements
of the gas turbine and performs cooling of various parts
by absorption of heat load. The lube oil is circulated
through the following turbine parts

❑Three main turbine bearings

❑Generator bearings
❑Turbine accessory gear
❑Control fluid for hydraulic control devices
❑Trip Oil devices
 Lubrication system major components includes:

• Lube oil tank in the turbine base

• Main lube oil pump (shaft driven from accessory
gear)
• Auxiliary lube oil pump
• Emergency lube oil pump
• Pressure relief valve VR1 in the main pump
discharge
• Lube fluid heat exchangers
• Main lube filters
• Bearing header pressure regulator VPR2
GT LUBE OIL SYSTEM F-1 TRIP OIL
VPR-2

LUBE OIL
HEADER
F-2 OR-2

JOP
CW CW
OR-1 OR-3

AG C T G ME

To MOP

JB

OR-1 TO MHOP
AOP Mist
EOP OR-2 TO ST.MEANS Eliminator
OR-3 TO AHOP
LO TANK
 HYDRAULIC SYSTEM
Hydraulic supply system provides the pressurized hydraulic oil
required for operating the control components ( stop valve &
control valve) of the GT fuel firing system and variable IGV
mechanism.

HYDRAULIC SYSTEM MAJOR COMPONENT INCLUDES:

•Main hydraulic oil pump

•Auxiliary hydraulic oil pump
•System filter
•Transfer valve & Hydraulic supply manifold assembly
•LFBV actuator
•Inlet guides vane control valve & actuator
 GT HYDRAULIC SUPPLY
AIR RELIEF VALVE AIR RELIEF VALVE

MHOP AHOP

OR-1 PR.RELIEF VALVE

PR.RELIEF VALVE OR-3

ACC GEAR

TO LIQUID FUEL
OH-3

TO IGV
OH-4

HYD
ACCUMULATORS

HYD FILTER
ASSEMBLY
 TRIP OIL SYSTEM
Lube oil from the GT bearing header is used for trip
functions (abnormal & emergency shutdown of the
turbine) and normal start-up/shutdown thus the oil is
called Trip oil.
The trip oil is supplied to the inlet guide vane trip device 20TV-
1, and to the GT fuel stop valve arrangement 20 FL-1. The
turbine shutdown initiated by the trip system occurs due to the
depressurisation of trip oil header, which is caused by draining
of oil from the system. When oil in the trip oil line is dumped,
the central pressure acting on the fuel stop valve by the
hydraulic oil is relieved and in turn the valve gets close by
spring action. In the absence of Trip Oil pressure IGV opening
also falls to minimum position.
TRIP OIL STSTEM

20FL-1

2.36 mm
OIL From LO orfice To Liquid
Hdr fuel system

20TV-1

4.7 mm To IGV
orfice system
Off Base Lube Oil(Warren Pump) System
 COOLING WATER SYSTEM
Tur.legs
Lube oil H.E
Flame detectors

VTR-1

Water to
water H.E
Warren pump oil
cooler

CW Out CW IN
 LIQUID FUEL SYSTEM
The liquid fuel system provides fuel oil to the gas turbine in response
to the speed and load demands and within temperature limitations of
the turbine.

Fuel is supplied at a positive pressure through the primary filter and

the stop valve to the on base fuel pump inlet by the fuel forwarding
system.

The fuel pump is a positive displacement pump with a bypass

arrangement.

The servo valve controls the bypass valve stroke according to the
difference between the requirement and the sensed flow &
accordingly bypass valve closed to increase fuel flow to turbine or
vice-versa.
The Fuel oil flow to turbine is proportional to flow divider speed
hence the fuel flow is sensed by the magnetic pickups 77FD 1.2 and
3 which are mounted on the flow divider. This flow gives a feed
back to bypass valve servo system.

The purpose of the flow divider is to equally divide the fuel oil to
each of the fuel nozzles of the turbine. The flow divider consists of
a series of small positive displacement gear pumps. The pumps
are driven by fuel pressure at the inlet of the gears of each pump;
and this equally divides fuel flow.

The selector valve pressure gauge assembly is provided to

monitor the fuel pressure of individual nozzle inlet line. The
position of the selector valve determines the nozzles pressure
of the selected line.
 GT HSD FORWARDING SYSTEM

From HSD pumps

PCV 25 µ 6µ
Filter Filter
LR PCV
To GT
3 Way Valve

From Naphtha pumps

PCV 25 µ 6µ
Filter Filter
LR PCV
GT False Start Drain

2m3 HSD Drain Tank

Slope Tank
GT Purge Drain

2m3 Naphtha Drain Tank

 SCHEME FOR LIQUID FUEL SYSTEM
Hyd. oil OH-3

Servo valve
Selector assembly

Control
valve Typical for
14 nozzles
PG
PS

Conn. for
purge air
Fuel inlet

Stop valve
Fuel pump
Flow divider
magnetic pickup
Hydraulic oil
Drain manifold
Limit switch
 SEALING AND COOLING SYSTEM
CPD
AD-3: APU AD-4
AD-2: False start drain
AD-8: AA AD-8
AD-5: Brg Sealing
VA2-2

AD-3
AE-11

88TK-1
AD-2

EXHAUST
BRG#1 COMP BRG#2
TURB
PLENUM
AD -1
AE-11
AE-5

88TK-2

VA2-1
 INLET AIR FILTER UNIT
REQUIREMENT

•To provide protection against effects of contaminated

air that may degrade GT performance.

•To avoid GT life reduction by erosion, corrosion,

fouling, plugging of cooling passages.

•To avoid particles impact on internals of GT &

consequent removal of metals particularly on leading &
trailing edges of compressor blades.

•Size-20 micron & above are most erosive

•Size-20 micron & below are much erosive
 ATOMISING & PURGE AIR SYSTEM

Atomizing air is required to break the fuel jet coming out

of the fuel nozzle into a fine mist by impinging the air on
it & this helps in the combustion of the fuel at an
increased efficiency.

The purge air system is necessary to prevent the

accumulation of oil fuel in the oil fuel nozzle
passage and fouling of nozzles during the gas fuel
operation as a result of oil fuel cooking thus
keeping the oil fuel nozzles clean and ready for oil
fuel operation.
 Combustion
To liquid fuel nozzles
chamber

Purge air Atom. air

20PL manifold manifold
Copm. disch Typical for
10 nozzles

20AA VA19

VA18

Atomizing Accessory gear

VA22
Air drive
Pre Cooler Booster
Compressor
Motor
drive
20AB
SCHEME FOR ATOMIZING AIR
 CIRCULATING DM WATER SYSTEM

DM Water IN
Surge Tank

CW Out
AA IN
VTR-2
AA Out
Water to Water H.E Atomizing Air Pre Cooler

CW IN

DM Circulating Pumps
SCHEME FOR IGV SYSTEM HM3-1
INLET
HIGH P GUIDE
INDICATOR VANE
RING
B3

IN

OUT SERVO
R P
OLT-1
FH6-1
OLT-5
TRIP
OIL
2 1 90TV-1 CLOSE

TRIP RELAY OPEN

VH3-1

96TV-1,2

OH-4

HYDRAULIC SUPPLY
 VENTILATING SYSTEM
The ventilating capabilities have been incorporated into the
turbine accessory & Load Tunnel compartments with each using
thermally insulated side panels and roof.

Gravity operated dampers are used in the system to

automatically provide a tight enclosure when the fire protection
system is activated.

The gravity closing outlet dampers are normally held open by

fire extinguishing agent pressure operated latches, which must
be manually reset after damper release.

When the agent is discharged, pressure on the latch forces a

lever, which release the latch allowing the damper to close.
 VENTILATING AND HEATING SYSTEM
88NS Air Intake
88EX-1,2 88VG-1,2
88BT-1,2 CO2
Dampers
88BA-1,2

Acc.. Turbine
Compt Compt.
Exh. Load
Compt. Tunnel
Compt.

Air Intake Air Intake Air Intake

•At GT speed > 8.4 % (430 RPM), Load gear compartment vent fan will start.
• With flame established Turbine compartment vent fan and Accessory compartment vent fan will
start.
 COOLING WATER SYSTEM
In gas turbine, the cooling water system circulates water as a
cooling medium to perform following functions:

a) Heat dissipation requirement of lubrication system.(Lube oil

heat exchangers)
b) Turbine support legs cooling.
d) Flame detectors cooling.
e) Warren pump oil cooler.

The cooling water is supplied at a pressure of 2.0 - 2.5 kg/cm2.

In the heat exchanger, cooling water flows through tubes and
lube oil through shell. The water flow through the heat
exchanger is regulated by a temperature-actuated valve VTR1,
which has a sensor, installed in the lube oil header downstream
from the heat exchangers.
 INLET & EXHAUST SYSTEM

• Gas turbine compressor sucks fresh & clean air from inlet
air filter system through inlet plenum.

•Hot exhaust gases produced as the result of combustion in

turbine is released to atmosphere through exhaust plenum.

•The noise generated during gas turbine operation is

attenuated by means of absorptive silencing material and
devices built in the inlet and exhaust plenum.
ACCESSORY GEAR BOX
 INLET SYSTEM
Why Air filtration?
• Erosion of compressor & hot gas path components
• Compressor Fouling
• Compressor corrosion by wet deposits of sea salts
& acids
• Cooling passage plugging

⚫ Typical Air flows

⚫ Fr-5 123 kg/s
⚫ Fr-6 137 kg/s
⚫ Fr-9 475 kg/s
 INLET SYSTEM

➢Static-barrier (Multi stage)

➢Self cleaning

Environments:
Clean – Rural - Static
Dusty – Urban –Static + Pre filter or Self cleaning
Contaminated – Sea coasts, Chemical, cement, smokes – Static +
Pre filter or Self cleaning
Desert – Sand - Self cleaning
 PRESSURE DROP EFFECTS

4 INCHES H2O INLET DROP RESULTS IN:

• 1.50% POWER OUTPUT LOSS
• 0.50 % HEAT RATE INCREASE
• 1.2 DEG.F EXHAUST TEMP. INCREASE
 INLET SYSTEM
Air filtration systems Suitable for ..

Desert

Marine

Clean

.. All environments, Desert, Marine and Clean

Inlet Air Filtration System- Paradip Frame 9E Gas Turbine

Two stage filtrations

•1st stage –Non woven bag filters

•2nd stage –Glass fibre

Advantages:

•No Pulsation cleaning required

•Suitable for desert/marine
application
2nd stage fine filter
1st Stage Pre filter
 EXHAUST SYSTEM

• Receives the exhaust gases exiting from the side of the

exhaust plenum & leads to stack
• Internally insulated exhaust duct
• Exhaust silencer in Bypass stack

Configurations:

Straight up Axial Horizontal

 PRESSURE DROP EFFECTS

4 INCHES H2O EXHAUST DROP RESULTS IN :

• 0.50 % POWER OUTPUT LOSS

• 0.50 % HEAT RATE INCREASE
• 1.2 DEG.F EXHAUST TEMP. INCREASE
 EXHAUST SYSTEM

⚫ Carbon steel outer shell

⚫ Insulation: ceramic fiber
⚫ Lagging: SS - ASTM A176 TY409
⚫ Silencer panels: SSASTM A 176 TY409
➢ Perforated covering
➢ Mineral wool fill
⚫ Self supported stack, emission ports,
platforms & ladders
 EXHAUST SYSTEM
• Suitable to any lay out
• Internally insulated

• Diverter dampers
• Guillotine dampers
• By-Pass stacks
• Exhaust Silencers
Design features:
➢ Low pressure drop
➢ Parallel baffle absorptive silencer
➢ Low heat loss
➢ Low exterior surface temperatures
 DIVERTER DAMPER

▪ Electrically operated
▪ Toggle arm type
▪ Flap movement by toggle lever
mechanism
▪ Duplex seals
▪ Sealing efficiency:
▪ 99.98%with out pressurization
▪ 100% with pressurization)
▪ Seal material :Super alloy INCONEL
625
▪ Ceramic wool Insulation (128kg/m3)
thk250mm
▪ 2x100% Seal air fans
DIVERTER DAMPER
Major Components
• Actuator
• Gear Box
• Toggle arm
• Sealing arrangement
• Damper body
• Flap
• Seal air fans
• Isolation valves
DIVERTER DAMPER
Seal arrangement

Insulation fixing detail

 GUILLOTINE DAMPER

▪ Electrically operated
▪ Rack and Pinion drive
▪ Bonnet construction
▪ Blade Assembly
▪ 2x100% Seal air fans
▪ Seal material :Super alloy INCONEL
625
▪ Ceramic wool Insulation (128kg/m3)
thk250mm
GUILLOTINE DAMPER
Major Components

• Actuator
• Gear Box
• Rack & pinion
• Bonnet
• Damper blade
• Seal air fans
• Isolation valve
 ACOUSTIC ENCLOSURES
For Noise attenuation , Thermal protection

• Noise containment
• Thermal protection
• Fixed volume for fire protection
• Exterior appearance for package
• Support live and dead loads

..and Safety for the equipment

 ACOUSTIC ENCLOSURES

• ON BASE
• OFF BASE

Noise attenuation
On base enclosure - 93dBA

Off base enclosure - 85dBA

 VENTILATION SYSTEM
To maintain safe temperature within enclosure

⚫ Heat dissipation to maintain safe temperature within enclosure .

Types of ventilation
➢Induced draft ventilation
➢Positive ventilation

• 2 x 100% vent fans for GT enclosure

• 2 x 100 % vent fans for load Tunnel
compartment
• Ventilation air exhausts to
atmosphere (top of enclosure)
• Louvered dampers for enclosure
openings
 FIRE PROTECTION SYSTEM
Total Flooding type as per NFPA12

• CO2
• Clean Agent (FM-200)
 FIRE PROTECTION SYSTEM

• Fire extinguishing methods

– Total flooding system
– Local application system
– Hand hose line system
– Standpipe system and mobile supply

• Total Flooding System

– Fire fighting for fixed volume and enclosed space
– Supply of CO2 arranged to discharge into and fill to the
proper concentration.
– Leakage of CO2 from the enclosure to be kept at
minimum and any leakage to be compensated with
extra Co2 supply
 FIRE PROTECTION
Total Flooding type as per NFPA12
SYSTEMS
• Co2 based fire protection system for GTG
• Initial & extended discharge for GT
• Main & standby discharge for generator
• Heat rise detectors mounted inside enclosures
• Co2 cylinder bank in an off-base enclosure
• Co2 operated latches for dampers
• Microprocessor based addressable control panel
 FIRE PROTECTION SYSTEM
PRINCIPLE OF WORKING
⚫ Initially a quantity of CO2 greater than 34% of the compartment volume
is discharged in one minute
⚫ Oxygen concentration is reduced from 21% to less than 15% in the
enclosure
⚫ Extended discharge to maintain the required concentration for a period
of 20 to 40 minutes to minimize the re-flash condition
⚫ Automatic shut down of all ventilation fans and ventilation dampers are
actuated by CO2 latches
FIRE PROTECTION SYSTEM
 EXHAUST FRAME BLOWERS
To cool the exhaust frame
• Two motor driven centrifugal Blowers
• Inlet screen & silencer
• Air to turbine shell, exhaust frame via
strut passages (Annular space)

⚫ For a typical Fr 9E
⚫ Flow: 12400 CFM with two fans in
operation
⚫ Emergency:620 CFM with one fan in
operation
⚫ Motor rating :100HP
 NOx ABATEMENT SYSTEMS
In harmony with nature..

• Water Injection

• Steam Injection
 WATER INJECTION SYSTEM
• Provides water to the combustion system
of Gas turbine to limit the level of
nitrogen oxides (Nox )in the turbine
exhaust.
• Schedules water flow to the turbine as a
function of total fuel flow, relative
humidity and ambient temperature.
• Supplies treats water at the required
flow rate and pressure to the combustion
system of GT.

Water is injected into the combustion reaction zone, reducing the

peak flame temperature , thus controlling NOx emissions.

Power output increase due to increase in mass flow rate.

 WATER INJECTION SYSTEM

• Water injection skid(off-base)

• Multi stage water pump (motor
driven)
• Flow meter for flow control
• Shut off valve
• DM water requirement
• System suitable for NOX target
42ppm for natural gas
65ppm for distillate #2
 COMPRESSOR WATER WASH SYSTEM

• Off & On line water wash system

• Water wash on a skid located off-base
• Water storage tank and heating
• Water pumping system
• Detergent storage and pumping
system
• Common skid for each site

• For heavy fuels turbine washing envisaged

• Use of detergent for cleaning
• On-line washing reduces need for frequent
 Off-line
manifold and
nozzles

Detergent
tank

Detergent
pump

Water
tank
On-line
manifolds and
water pump nozzles

WATER WASH SYSTEM:

 MIST ELIMINATOR

➢ High speed rotating machinery: High temperature and

shearing action in bearings generates a large volume of
very fine oil mist (droplets) plus a considerable amount of
vapor – Always maintain MOT Vacuum at -50mmWC at
Base load operation of Gas turbine
➢ Oil mist and oil vapor is vented from the lube oil tank, it
causes a visible plume
➢ Stringent environmental laws and regulations at all
government levels
➢ Coalescers combine small aerosols through the filter
media to form large droplets.
 MIST ELIMINATOR
•
➢ Removes oil mist entrained in the
LO vapor
➢ Demister pads-SS316 wire mesh
➢ Coalescing filter element(99.97%
for droplets and particles
0.3micron and larger)
➢ Outlet oil content not more than
5ppm by weight
➢ Centrifugal blowers (2 No’s) and
motors
 OPERATION

• Pre Startup Checks:

• AC Lube Oil Pumps “ON” in Auto & Turning Gear
motor operation is OK.
• EOP is tested
• All MCC modules are switched ‘ON' and are kept on
Auto’
• Main Oil Tank Lube Oil Level is OK & Oil temp.
normal
• Visual Inspection of Machine is OK
 CHECKS DURING STARTUP
• Firing is Established in all Flame Scanners
• Exhaust Temperatures are uniform
• Acceleration is Smooth and Time taken is in line with
start up curves
• Rise in Exhaust Temperature is Uniform
• Exhaust Temperature profile is OK
• Spread Values are within Limits
• Rise in Wheelspace Temperature is Uniform
• Vibrations are within Limits and as per earlier values
• Bearing Oil Drain Temperatures are Normal
 PARAMETERS
Pressure Temperatures
• Lube Oil • Lube Oil Header
• Hydraulic Oil • Brg. Drains
• Trip Oil • Comp. Inlet
• Comp. Discharge • Comp. Discharge
• Inlet Air Filter DP • Exhaust
• Cooling water • Wheelspace
Others • Cooling Water Outlet
• Vibrations Generator
• Noise, Rubs • Voltage
• Startup Time • Current
• Coast Down Time • Load
• Fired Starts • Stator Temperatures
• Fired Hours
 MACHINE DO’S & DONT’S

• Do not Force any Logic for Startup

• Do not attempt Subsequent Starts Without
Troubleshooting if M/C trips during Startup
• Record the trends & Analyze present Operation
>>Load Vs Exhaust Temperatures
>>Load Vs CPD
>>Load Vs FSR
>>Load Vs Vibration
• Use Vast Data from Mark VIe to Notice incipient Problems
 STANDBY INSPECTION
When Unit is not run for a long time

• Run the AOP once in a week along with

Turning Gear operation
• Crank the Turbine once in a Fortnight to
drive away Moisture
• Check Battery system, Oil levels etc.
 Normal Start up/ Shut Down
CHECK LIST FOR STARTUP OF GAS TURBINE
• Ensure that all the work permits taken are returned.
• Check that no personal is working in the GT enclosure.
• Check for power supply to all the motors given from MCC.
• Check healthiness of Fire Protection System.
• Switch ON the supply of MARK-VIe panel.
• Check for all alarms coming on the screen and acknowledge
accordingly.
• Check for any logic forcing, if it is there inform to concerned
engineer.
• Come to UNIT DISPLAY MENU on MARK-V and RESET the Unit
by executing the command.
• Switch ON seal air fan and open its damper towards diverter
damper.
• Check the oil level at Turning gear motor gear and Booster
compressor casing
• Put the machine in ON COOLDOWN mode. AOP and Turning
gear Operation will come in service.
• Check for lube oil flow to each bearing; lube oil header
pressure (1.8 kg/cm2), check for any leakage during oil
circulation and check for rotation of the shaft continuously at
3 RPM. Check the vapour mist fan for its normal operation.
• Check AUTO start of EOP by stopping the AOP. Note down the
Lube oil header pressure (1.8 kg/cm2).
• Check AUTO start of EOP by stopping the AOP. Note down the
Lube oil header pressure (1.8 kg/cm2).
• Again start AOP and normalize the system.
• Charge cooling water to lube oil cooler and to flame
detectors/ Turbine aft legs
• Keep the machine on Turning Gear for at least 12hrs. Before
CRANK/FSNL.
• Check at HSD/NAPH day tank all the concerned valves are in
opened conditions. For HSD tank suction valve to forwarding
skid, short & long recirculation valves, centrifuge inlet &
outlet valves should be in opened condition.

• Run the HSD centrifuge at least for 4hrs. in a shift.

• Receive Raw HSD if tank level is below 40% by opening its

receiving valve & coordinate with UCR. Fill the Clean HSD day
tanks max. up to 90% as HSD is the back up fuel and need in
emergency during fuel changeover.
• Check all the valves on suction, discharge and recirculation
lines of liquid fuel forwarding pump, it should be in opened
condition, check all pressure & temperature gauges on local
panel.
• Check at fine filter skid for opening of all necessary valves( CV
inlet & outlet and long recirculation valves).
• Check all the drains before starting the pump, it should be in
closed condition.
• Start the forwarding pump from DCS and maintain pump
discharge pressure 7 -kg/cm2 and CV outlet pressure 4
kg/cm2 by giving set point.
• Check for DP of both fine filters, if it is more than 1.5 kg/cm2
then changeover to stand by filter
• Check for AUTO start of standby forwarding fuel pump.
• Start DMCW pump and check its discharge pressure, maintain
3.5 – 4.0 kg/cm2.
• Check for AUTO start of DMCW pump in case of either of the
pump stops.
• Open the liquid fuel manual isolation valve, which is just
before Stop Valve.
• Check the IR value of starting motor. Ensure the breaker is
tested in Test position and put it in service position and its
spring is Charged.
• Start the seal air fan of diverter damper and ensure that
diverter damper is opened towards bypass stack.
• At this point of time there should be good communication
between the startup engineer and the observer at the
machine. Be careful not to use radio transmitters (walkie-
talkie sets) too close to speedtronic panels.
• Execute MASTER RESET and acknowledge/reset all alarms in
Alarm Display.
• Select AUTO mode on MARK-VIe panel and give START
command.
• CRANK HT motor starts and will run on 750 RPM speed for 1
minutes for warm-up and then cranking starts i.e. 10% speed
is attained, purging is done for 2 minutes at this speed.
• Check OFF Base lube oil system, its pressure in supply &
return line, oil tank level & temperature, charge CW to its oil
cooler if line temperature goes beyond 50 0C. maintain lube
oil temperature 45 to 50 0C.
• After purging time completes firing starts, ensure the
flame indication on MARK-VIe is established. Check that
false start drain solenoid is closed & ensure that there is
no gas coming out from the drain and Check for spark
plug retracting at around 80% speed. If they do not do,
pull them out manually because, the tip, which is spot-
welded, may come out and damage the turbine blades.

• Check DP of HP filter which is after Warren pump inside

the GT skid, it shouldn’t be more than 1 kg/cm2
• Trip immediately in case of any abnormality. If machine
trips ensure that AOP starts and Turning Gear operation
comes automatically after zero speed.
• Record fuel nozzle pressure with the help of selector
valve downstream of flow divider.
• Ensure normal burning of all combustors within short
period after initial firing. This can be noticed by the more
or less equal temperatures in all the exhaust
thermocouples.
• Ensure that there are no leaks.
• Observe for a gradual rise in exhaust temperatures up to
about 480 0C. Check that rapid rises or surges or a drop in
exhaust temperature are not occurring.
• Check that all exhaust & wheel space thermocouples
indicate a raise in temperature.
• Check for any rubs on machine or unusual noise.
• Check for starting means shut down: Generally occurs at 60%
speed (14HA). Clutch disengages and starting device goes to
cool down cycle and after 15 minutes it stops, if it does not
stops the Motor manually .
• Check the main lube oil pump takes over at about 60% speed
and aux. Lube oil pump stops after pressure is build up at 95%
speed.
• Check that compressor bleed valves are closed.
• At FULL SPEED NO LOAD check the following check Lube oil
pressure and temperature at all the brg., Brg. Drain
temperatures, Uniformity in exhaust temperatures records
the spread, Leaks in turbine compartment, Vibration on all
bearings, All wheel space temperatures, FSR value of fuel
system stability.
• Atomizing air temperatures and pressure after pre cooler,
maintain its temp. at 107 deg c through VTR-1.Position of
compressor bleeds valves, Hydraulic oil pressure with main
pump in line, Check for fuel system stability at FSNL. The
speed of the machine should not vary bearings. Check brg.
Header temperatures and adjust lube cooling water
control (VTR 1). The ideal lube oil header temperature is
from 42o C to 54o C.
• Record all field parameters at FSNL.

• Ensure that Starting HT motor breaker is kept in Test

position after attaining FSNL successfully.

• Give clearance for synchronization/loading the machine.

• Naphtha fuel changeover Procedure: Ensure that electrical load on GT
is at least 5-10 MW. Start and line up the pumps as per the procedure
adopted for HSD pumps. Maintain naphtha pressure after the CV 4.5
to 5 kg/cm2 . Check Hi-Tech level in the tank, it should not be below
20 cm level. Start one hi-tech pump and keep the other one in AUTO.
Now fuel change over may be done. Select Naphtha in FUEL SELECT
and execute the command.
• In case GT trips ensure that it is in ON COOLDOWN Mode & see that
AOP starts in AUTO and machine comes on Turning Gear after zero
speed is reached.
• In case GT trips while running in Naphtha fuel, then before restarting
the machine purging of the fuel line with HSD is necessary. Click EXIT
on CRT and then click Naphtha Purging Display and follow the
procedure of Naphtha purging as displayed on the screen. Before
purging ask the field operator to open all the 10 nos. of naphtha
purge drain valves and ensure that all this drains are closed fully after
completion of purging, then select AUTO in MASTER SELECT on Main
Display Unit.
 Shut Down Operation
Gas turbine Shut Down can be achieved by Two Means
• Normal or Fired Shut Down
• Emergency Shut down
Manual Emergency Shut Down
Protective Emergency Shut Down
Fired Shutdown:
• Normal Shut Down Reduces the Fuel to the Turbine in a
Controlled way (upto 20% of speed and shuts of the Fuel
Totally)so as to Reduce overall Thermal Shock to Turbine
Internals
• It is Executed by using “STOP” Push Button on “Unit Control
Page”
• This is the most Preferred Shut Down Mode
 Emergency Shut Down
• Protective Emergency Shut Down
In case GT trips on Protection this leads to shuts
of the Fuel immediately by closing Fuel Stop
Valves
• Manual Emergency Stop to be used Judiciously
Emergency Push Buttons are Provided on
-Mark VIe Panel/Co2 Control panel
 PROTECTIONS
• PROTECTIVE STATUS TRIP (L4PST):
• PRE-IGNITION TRIP (L4PRET):
• POST-IGNITION TRIP (L4POST):
• STARTING MEANS TRIP (L3SMT):
• IGV TROUBLE TRIP (L4IGVT):
• L86TXT: EXHAUST OVER TEMPERATURE TRIP
• L86TFB: EXHAUST THERMOCOUPLE OPEN TRIP
• L30SPT: HIGH EXHAUST TEMP SPREAD (L30 SPT)
• L28FDT: LOSS OF FLAME TRIP
• L39VT: VIBRATION HIGH TRIP (FIRIED SHUTDOWN)
 PROTECTIONS
• L12H: ELECTRICAL OVER SPEED TRIP-HP
• L63ETX: HIGH EXHAUST PRESSURE TRIP (2oo3
LOGIC)
• L63TFH: INLET AIR FILTER DP HIGH –FIRED
SHUTDOWN (2oo3 LOGIC)
• L63QT: LOW LUBE OIL PRESSURE TRIP. (2oo3 LOGIC)
• L26QT: LUBE OIL HEADER TEMPERATURE HIGH
TRIP(2oo3 LOGIC)
• L63QT: LOW TRIP OIL PRESSURE TRIP. (2oo3 LOGIC)
• L90TKL: EXHAUST FRAME COOLING AIR PRESSURE
LOW (2oo2 LOGIC)
 PROTECTIONS

• L86CBT: COMPRESSOR BLEED VALVE TROUBLE

TRIP
• L4IGVT: IGV CONTROL TROUBLE TRIP
• L2SFT: START UP FUEL FLOW EXCESSIVE TRIP
• L3SMT: STARTING DEVICE TRIP
• L63FLZ: LIQUID FUEL PR. LOW (2oo3 LOGIC)
• LOAD COUPLING COMPARTMENT TEMPERATURE
HIGH
98