81-GT-32

THE AMERICAN SOCIETY OF MECHANICAL ENGINEERS

345 E 47 St., New York, N.Y. 10017
The Society shall not be responsible for statements or opinions advanced in papers or
in discussion at meetings of the Society or of its Divisions or Sechons or printed in
Its publications Discussron is printed only fl the paper rs published In an ASME
Journal or Proceedings Released for general putt upon presentation. Full
credit should be given to ASME. the Technical Division, and the authert.S).

Copyright © 1981 by ASME

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A. J. Scalzo

The Westinghouse 501D

Manager,
Engine Design & Development

P. C. Holden
Manager,
Combustion Turbine Engine
Heat Transfer & Cooling
The Westinghouse 501D combustion turbine engine is the latest in a long line of
G. S. Howard Westinghouse designed and manufactured large single shaft heavy duty gas turbines
designed especially for 60 Hz utility or industrial service. This 100 MW engine is
Manager, described along with the design techniques utilized and the evolutionary changes
Aerodynamic Design & Performance made from previous engines. Also described are the component, shop, and field test
Combustion Turbine Systems Division, conducted to bring the engine to fruition.
Westinghouse Electric Corp.,
Concordville, PA

INTRODUCTION ENGINE DESCRIPTION

The Westinghouse 501D combustion turbine engine
is a 3600 RPM, single shaft, simple cycle, heavy-duty
gas turbine. It's present 98 MW ISO rating makes it
the largest 60 Hz single shaft engine in the world.
The current production engine represents the latest
evolutionary changes which are the result of thorough
testing and world-wide field experience from approxi-
mately 120 engines with more than 2 million operating
hours of power generation. These changes lead to
improved performance, reliability, and maintaina-
bility for both simple and combined cycle applications.
The W501D engine currently in production is shown
in Figure 1. All casings are horizontally split to
promote field maintenance with the rotor in place.
The single shaft, two bearing rotor, shown in
Figure 2, is made up of the compressor and turbine
components joined by a center coupling. The bearing
span is 285 inches. The compressor rotor is a single
forging with discs shrunk on. The turbine rotor is
made of discs bolted together by using curvic clutches,
which consist of toothed connection arms that extend
from adjacent discs and interlock when the discs are

Fig. 1 - Longitudinal section of W501D engine

bolted together. The two journal bearings are of the

Contributed by the Gas Turbine Division of THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS for presentation at the Gas Turbine Conference &
Products Show, March 9-12, 1981, Houston, Texas. Manuscript received at
ASME Headquarters December 5, 1980.
Copies will be available until December 1, 1981.
tilting pad type. The thrust bearing is a double
acting, tilting shoe type.
The air inlet system, which contains a silencer,
delivers air to the compressor via a plenum-bell
mouth and houses the inlet and main journal and thrust
bearings.
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accommodate relative thermal growth without clearance
increases.
The turbine cooling system is shown in Figure 4.
Compressor discharge air is bled from the combustor
Fig. 2 - W501D compressor - turbine rotor shell and directed to an air-to-air cooler and filter
prior to being supplied to the rotor for cooling
purposes. Besides being used for spanwise hole cool-
The compressor is a 19 stage design with a pres-
ing of the stage 1 and 2 blades, this air provides a
sure ratio of 14/1. The inlet guide vanes are
cool environment for the entire turbine rotor and
variable to facilitate starting and to control exhaust
serves to cool the discs. Cooling air is transmitted
temperature for heat recovery applications. Three
through stage 2, 3 and 4 vane segments to supply the
axi-symmetric bleeds in stages 6, 11 and 14, provide
interstage seal leakage requirements. This serves to
cooling air for turbine stages 4, 3, and 2. The 6th
keep the rotor seal arms cool. Stage 1 and 2 vane
and 11th stage bleeds are also used to avoid surge
segments are cooled using inserts.
during starting. The compressor rotating blades have
pinned, half ball type roots to facilitate field re-
placement. The compressor stationary vane assembly is
of diaphragm construction with an inner shroud band
for maximum strength, having a four point stepped
labyrinth interstage seal to minimize leakage losses.
The combustion system incorporates 14 combustors,
each supplying a transition duct that directs combus-
tion gases into the turbine. Ignition is provided by
spark plugs in each of two combustors, one of which is
redundant for reliability. Cross-flame tubes are pro-
vided to propagate flame to those combustors which do
not contain spark plugs. A combustor, transition
piece, and cross-flame tube can be seen in Figure 3.
The atomization provided by the pressure atomizing
liquid fuel nozzles is assisted during early phases of
starting by use of atomizing air supplied by an
auxiliary blower. The combustors are designed to
accommodate low Btu gas as well as natural gas and
liquid fuels ranging from number 2 distillate to
residual oil. The presence or absence of flame and
the uniformity of distribution of fuel flow between
combustors are monitored by thermocouples located
downstream of the last stage turbine blades. These
can also detect combustor malfunctions. The exhaust cylinder utilizes six, equally
The four rows of cast stationary turbine vane spaced, tangential struts to support the aft end
segments are supported in individual blade rings bearing housing. Air-foil shaped covers protect the
which roll out to permit field replacement of parts support struts from the blade path gases and support
with the rotor in place. These also support invest- the inner and outer diffuser cones. The struts re-
ment cast ring segments, which form the outer-shroud spond slowly during transients and maintain alignment
over the rotating blades. The interstage labyrinth of the bearing housing by rotating it as required to
seals are housed in rings that are supported from the accommodate differential expansions. The exhaust
vane segments by centrally located, radially oriented bearing cavity is ventilated by air drawn in through
keys. access ports by the aspirating action of the turbine
This construction permits the seal rings to diffuser, which maintains a sub-atmospheric pressure
expand independently of the blade rings and vane seg- at the turbine exit.
ments during transients and allows very close running The turbine diffuser-axial exhaust system is
clearances during steady state operation. Leakage highly efficient in reducing the turbine leaving loss
past the first stage vane segment inner shroud is by allowing a large reduction in exhaust gas velocity
minimized by use of spring loaded seal segments which before it enters the stack or heat recovery boiler.

2
In simple cycle installations the exhansit gases
leaving the diffuser pass through a transition to the
base of the vertical° exhaust stack. The gases are
guided through a 90 turn at constant velocity into a
silencer. In combined cycle applications, the gases
pass through the exhaust heat recovery system before
entering the stack.
AERODYNAMIC DESIGN AND PERFORMANCE IMPROVEMENTS
A major part of the W501D Development Program
was an improvement in engine performance. Data from
shop and field tests were thoroughly analyzed to
identify areas for potential improvement. This
analysis was accomplished by the use of three
Westinghouse developed computer programmed analytical
models:
1 A turbine streamline curvature flow field
analysis and loss model, the inputs of which are the
turbine geometry and measured flow conditions at each
blade row.
2 A program similar to (1) above for the com-
pressor.
3 An overall engine and component performance
analysis, the inputs of which are the measured flow
conditions at each component's inlet and exhaust
station, and the fuel input and generator power out-
put.
The above Westinghouse programs are quite
sophisticated and their loss models are based upon
many previous tests. They consider such things as:
o the thermodynamic properties of the particular
fluid at each station
o coolant momentum mixing and temperature
irreversibility losses
o blading losses due to shocks, friction,
trailing edge thickness, turning, secondary flows,
incidence, and tip leakage.
The results of the analysis showed that several
areas of the engine could be improved. While the
compressor efficiency was quite high it could be
improved by:
o lower leakage seals
o slight matching improvement of the front end
stages
o improved vane surface finish
o matching the turbine and compressor at a
higher cycle pressure which is nearer the efficiency
"bullseye"
o axisymmetric bleed slots for lower flow losses.
The W501 turbine had undergone many evolutionary
blading design changes from its original, while
the engine flow had been increased considerably the
annular flow areas still remained the same. As a
result the leaving velocity was quite high and the
consequent loss excessive. Additional areas for
improvement were indicated to be blade and vane inci-
dence and reduction of last stage loading. Therefore,
the turbine was re-designed with:
o a last stage blade annulus area increase of
about 20 percent to reduce the leaving velocity loss
o new blades and vanes for no incidence loss at
the design point and improved stage work distribution
o lower trailing edge blockage by reducing the
number of blades and vanes.
An additional performance adder is the use of
lowest pressure source cooling air for vane cooling
and turbine interstage seal barrier air. The W501
performance improvements result in a conservative
engine rating as shown below:
ISO - OIL FUEL - BASE LOAD
Power 98,620 KW
Heat Rate 10,509 BTU/KW-HR
Inlet Flow 814 LBS/SEC
Pressure Ratio 14.5:1
°
Turbine Inlet Temperature 1985 F
MECHANICAL DESIGN IMPROVEMENTS
Several design changes have been made in the
compressor to improve reliability and maintenance.
The constant section, rolled airfoil vanes of stages
3, 4 and 5 were changed to a forged, variable
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thickness design producing an improved airfoil-shroud
joint which increased by 40% the margin of safety of
these stages to possible damage from flow connected
excitation during starting. Also, the four point
diaphragm seal inner shroud construction provides
improved rigidity. Compressor bleed slots have been
made axi-symmetric to minimize excitation. Borescope
openings are provided at five key locations in the
compressor for inspection purposes. In addition, a
provision has been added to verify concentricity of
the compressor rotor with the casing, which can be
used during maintenance for diagnostic purposes. The
main coupling of the rotor has been redesigned to
increase margin against thermally caused transient
rotor vibration.
Two material changes have been introduced to
improve reliability and maintenance. The combustor
transition material has been changed to INCO-617.
While maintaining good creep and oxidation properties
this material permits field weld repairs by eliminating
the need for heat treatment. Turbine blade material
provides an improved long-term impact strength and
reduces the potential for damage from foreign objects.
The first stage vane is now a single vane segment.
This permits easy replacement without a cover lift and
its construction also substantially reduces vane-shroud
junction stresses. In addition, the level of cooling
has been increased to improve creep life and corrosion
resistance.
Reliable operation of the vanes and other turbine
components is enhanced by advancement of mechanical
design and cooling technologies. These will be dis-
cussed in some depth in the following sections.
MECHANICAL DESIGN TECHNOLOGY
Turbine vane metal temperature requirements for
early W501 frames were based on gross structural
stress and deflection criteria. Beam and plate
bending stresses were determined from pressure distri-
bution information and material properties were
applied at the average metal temperature for the
section in question. The validity of this approach
for the purpose intended has been borne out by
experience. No gross structural failures have
occurred.
A mode of distress that was not encountered on
earlier engines was experienced on early W501B models.
This manifested itself as a myriad of fine surface
cracks, as shown in Figure 5. They tended to occur on
vanes located in central portions of a combustion
chamber, where gas stream hot spots are present, and
were not found in cooler regions. An extensive inves-
tigation that included metallurgical, heat transfer,
and stress analysis indicated that the mode of
failure was a creep mechanism due to a relatively high
3

Fig. 5 - W501B row 1 vane segment
thermal stress arising from temperature gradients in
the wall. It thus became evident that a more sophis-
ticated design approach was required if the life of
highly cooled parts was to be accurately predicted.
Since the two and three-dimensional heat transfer
computer programs in use for calculation of metal
temperatures accurately predicted thermal gradients,
the main improvement required is in the structural
model in order to translate these gradients into
thermal stresses. Since thermal stresses relax with
time due to the creep mechanism, material properties
data taking this into account was also needed.
WECAN, a Westinghouse developed, general struc-
tural analysis, finite element computer program, was
selected as the stress analysis tool. The first step
in the modeling process is to divide the vane into
small elements, as shown in Figure 6. The element by
element temperature distribution is imposed on the
model along with the pressure distribution along sur-
faces and suitable boundary conditions at points of
restraint. Thermal stresses and deformations and
those due to aerodynamic forces are determined in-
dependently at each element of the model. These
must be superimposed properly in order to ascertain
the creep life. In order to do this it is necessary
to determine the degree of relaxation of the thermal
stress. This is done utilizing low cycle fatigue
Fig. 6 - WECAN model of single vane
4
hold time data from tests conducted at the Westinghouse
R&D Metallurgical Laboratories. As shown by the
typical test data in Figure 7, these reveal that,
although initial relaxation is rapid, thirty to forty
percent of the initial thermal stress is retained for
an appreciable time and must, therefore, be considered
when predicting parts life. These data have been used
to develop a combined stress theory for determination
of effective stresses along the surface of the vane.
These stresses and the corresponding temperatures are
used along with material properties data to estimate
life. This improved analysis procedure has agreed
well with experience both in predicting crack location
and vane life.
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0.9
eA 0.8
C
w
cc
_1 0.7
Z 0.6
LL.
0
2
0 0.5
LL 0.4
0.3
0 2 4 6 9 10 10 20 30 40 50 59
TIME IN MINUTES
Fig. 7 - Typical stress relaxation at constant strain
The WECAN analysis was used to quantify the
vane-shroud junction stress reduction offered by the
current single row 1 vane segment design compared to
its three vane segment predecessor. The subject
stress is reduced to 25 percent of the value for the
three vane segment. This should essentially eliminate
the junction crack problem.
In addition to localized creep prediction, the
WECAN method is also being used to improve the analysis
of thermal stress for the determination of low cycle
fatigue life. Knowledge of the maximum effective
stress and maximum temperature at the vane surface
provides the necessary factors for determining the low
cycle fatigue life of the various critical areas.
The WECAN procedures described are still approxi-
mate since the inelastic material behavior is simulated
using hold time low cycle fatigue test data; however,
it is an order of magnitude more precise than the
older beam/plate methods. Further improvements
utilizing the full potential of WECAN including in-
elastic phenomena, complex loading histories and
influence of environment will be possible when more
complete material behavior laws and test data are
available.
Although this discussion has focused on the first
turbine vane, the type of analysis described has been
applied to other parts of the engine where thermal
stress is important or where geometry or load distri-
bution is complicated.
AIRFOIL COOLING
The cooling of the W501D row 1 vane has been
increased to improve creep life and permit operation
on heavy fuels with low corrosion at full base load
turbine inlet temperature. The cooled airfoil, shown
in Figure 8 consists of two cavities which operate at
FILM COOLING
FULL IMPINGEMENT
INSERT
FULL IMPINGEMENT
I NSERT
FILM COOLING
PIN FINS
Fig. 8 - W501D row 1 vane
different pressure levels to promote efficient use of
cooling air. Each cavity contains a full impingement
insert. Heat transfer in the trailing edge region is
augmented by pin fins, and film cooling is employed
to augment heat transfer on both the pressure and
suction surfaces. The heat transfer design for this
vane is predicted on a strong analytical and experi-
mental base which is described in the following
section.
COOLING TECHNOLOGY
Numerous field and laboratory tests have con-
firmed that the analytical techniques used for
determination of hot side heat transfer coefficient
are well in hand. The boundary layer analysis used
is embodied in a computer program which is under con-
stant refinement as new test data becomes available.
The analysis incorporates the effects of surface
velocity distribution, surface curvature and surface
temperature variation on heat transfer coefficient
distribution. Addition of discrete jet film cooling
is in its final stages.
Parametric design information on the various vane
internal cooling features was generated in atmospheric
pressure rigs, with the geometry scaled up to effect
Reynolds number simulation. All the models, shown
schematically on Figures 9, 10, 12, and 14, work on
the same principle. The vane surface is simulated by
an array of aluminum blocks each heated by a separate
electric heater. In operation, the power to each
surface element is adjusted to provide uniform temp-
erature from block to block, thus eliminating
chord-wise conduction heat flow. Knowledge of
electrical power, surface area, and gas and metal
temperature permits determination of heat transfer
coefficient distribution along the surface. Tests are
run over a wide range of flows.
ELECTRICALLY HEATED ALUMINUM BLOCKS
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I MPINGEMENT HOLES
I NSERT NOSE
Fig. 9 - Leading edge heat transfer test rig
The insert nose in the leading edge heat transfer
rig, shown in Figure 9, can be replaced so as to vary
target distance, radius, and hole array. Actual
leading edge cooling geometries have been tested as
well as a range of geometries for the generation of
parametric design information.
Geometry variables for the impingement cooling
rig, shown on Figure 10, were selected to systemat-
ically determine the effect of passage width and jet
spacing on heat transfer and pressure loss. Eight
rows of jets are incorporated in the model and the
variation in heat transfer from row to row is deter-
mined. This is of particular importance for narrow,
high flow passages where there is an effect of cross-
flow as the spent impingement flow proceeds toward the
X y
0 0 . . 0 0 a 0
0 0 0 0 0 0 0 0-
0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0
0 0 0 0 0 0 0
0„.. cc&
l
0 0 0 0 0 0
I MPINGEMENT HOLES, DIAMETER D
NEM
ELECTRICALLY HEATED
ALUMINUM BLOCKS
Fig. 10 - impingement cooled heat transfer test rig
trailing edge of the vane. This can be seen in the
sampling of data shown on Figure 11, where row by row
Nusselt number is plotted at several Reynolds numbers.
As the flow proceeds from row to row, the heat trans-
fer falls off due to the effect of crossflow. At the
lowest Reynolds number, the heat transfer coefficient
starts to increase again at row 8. This is probably
5
because the forced convection contribution of the X/D = YID = 4
channel crossflow is becoming a predominating effect.
15
S/D = 1

X/D = Y/D = 6
S/D = 2

X
120 10
w
100 2
NR 2

80
CO

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cc I—
w Z 5
2 1—
60 (2) v)

0
Z 40 1
(3) 2 3 4 5 6 7 8 9
ROW NUMBER

Fig. 13 - Pin fin heat transfer data

20 I
1
I
2 3
I
4
I
5
i i I t correlation that is attainable from the data is ade-
quate for the first cut design purposes. However,
6 7 8 considering the degree of data scatter, the practice
ROW NUMBER has been followed of running a verification test on an
exact model, as shown on Figure 14, for each trailing
Fig. 11 - Impingement heat transfer data edge configuration prior to finalizing a design.
In addition to low pressure model tests, design
The effect of passage width and pin spacing para- verification tests are run on production vane segments
meters on heat transfer and pressure loss was at full operating temperature and pressure in the vane
systematically explored in the pin fin rig shown on cooling rig shown on Figure 15.
Figure 12. The arrays tested were nine rows deep and
heat transfer variation from row to row was determined.
A portion of the data is shown on Figure 13, where
row by row Stanton number is plotted at several
PINS

—
I'
O0 / \ v
0
Ox ---.-
0
O 0 0 0
0 0 0 0 G-----
0 0
O 0
0
0 0 0 0
O 0 0 0 0
0 0 0 0
0
0 D
O 0 0 0 0 0 Fig. 14 Trailing edge heat transfer test rig
O 0 0 0
—
0
0 0 0 0
O 0 0 0 0 Vane segments are instrumented with thermocouples
—0,
- 0 0 0 0 to explore temperature distribution on both the vane
0 and the inserts. Gas temperature in line with metal
temperature measurement planes is also determined.
Flow is independently metered to each insert in a
ELECTRICALLY HEATED vane segment so that the effect of flow modulation can
ALUMINUM BLOCKS be explored. In addition to providing design veri-
MANISPAIPMAIIMPAIMOPMAPAPAPMAIIPMEIPMMOM fication data, this rig is used for the gathering of
M=ONNIIMOMONIMMINIIMMIN basic film cooling information.
KgrAWARMWAWAVAGIGIWORGOOGIGGOWArdWardECOMORS

Fig. 12 - Pin fin heat transfer test rig COMBUSTOR IMPROVEMENTS

Reynolds numbers. It will be seen that heat transfer An improved, extended inner lip wall cooling con-
increases substantially in the early rows and then figuration has been applied to the present W501D
levels off, no doubt following a similar trend in the engine. The basic combustor construction consists of
turbulence generated by the pins. The degree of a series of cylinders joined together with corrugations

6
 I NSTRUMENTED
VANE TEST SEGMENT

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COMBUSTION
CHAMBER

TRANSITION
DUCT __ RIG
EXHAUST

Fig. 15 - Vane cooling test rig

which periodically admit film cooling air along the
wall. As shown on Figure 16 the design improvement
consists of extension of the inner cylinder downstream
of the corrugation to form a lip. This extra length
provides enough distance to dissipate the wakes behind
the corrugation metal thickness, thus creating essen-
tially an ideal two-dimensional film from a continuous
slot. This reduces the rate of mixing of hot combus-
tion gases with the cooling film as it proceeds along
the wall and reduces wall temperature.
The combustor head end dianter has been increased
in anticipation of burning low Btu gas. This provides
I NITIAL DESIGN
CORRUGATION
[OUTER CYLINDER
space to incorporate the larger fuel nozzles required
for the higher fuel gas volumetric flow and also im-
proves combustion stability to permit greater turn-down
with hydrogen-lean gas compositions. An existing
engine installation can be converted to oxygen-blown,
medium Btu gas simply by changeout of the fuel nozzles.
For air-blown, low Btu gas, the cylinders can readily
be modified to provide air for the coal gasifier.
VERIFICATION TESTING
All new advanced technology parts applied in a
Westinghouse engine are subjected to verifica-
tion tests. These tests qualify a particular component
for engine use. Overall engine improvements for
uprating purposes are verified by engine shop and
field tests. For that purpose the engine was exten-
sively instrumented to measure more than 400 pressures
and 1000 temperatures which were read in both tran-

I I I► COOLING AIR
sient and steady state modes. Data from these tests
yield detail information of component and stage per-
formance which indicate sources of possible future
1• HOT GAS performance improvements. Combustion system and
I NNER CYLINDER turbine first stage vanes metal temperatures are com-
pared with those obtained from combustion and vane
cooling rig results providing data on operation in the
engine environments. Blade and disc temperatures are
transmitted through a slip ring assembly and provide
NEW DESIGN improved insight of the complex heat transfer processes
within and adjacent to the rotor. These tests add to
the ever broadening technology base of Westinghouse
combustion turbines.
5
SUMMARY
EXTENDED LIP
The current production W501D engine has been
Fig. 16 - Combustor cooling improvement described and various areas of design improvement over