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SECTION 1
Introduction

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Model Number Designation Example: 7LM2500-PE-MGW

Since April of 1983 all LM2500 7LM = Prefix
engines have been identified by 2500 = Engine family
a numbering system consisting designation
of a prefix, engine family PE = Type code
designation, type code, and
configuration code. Engines MGW = Configuration code
manufactured before April 1983
retain the old numbering system
and it is not anticipated that
they will be updated with the
new model numbers.

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The prefix “7LM” is a GE
company designation for a
mechanical, aero derivative
(non-aircraft) gas turbine or gas
generator. The “7” is the
department number for the
Marine & Industrial section of
the GE Aircraft Engine
Company, “L” stands for land
and “M” for Marine.
The Engine family designation
is determined by taking the
nominal brake horsepower
rating and dividing it by 10. The
LM2500 had an initial design
rating of 25,000 bhp, dividing
this by 10 gives an engine
family designation of 2500.
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The type code is always
comprised of two letters. If the
first letter is a “G” it would mean
that the engine is a gas
generator only, it was not
intended to be coupled to a GE
power turbine. The above
example indicates that the unit
is a gas turbine, by virtue of
the “P”. The second letter in the
type code indicates the design
differences of the unit.
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The configuration code NOx Suppression

identifies major physical A = Steam NOx with steam
characteristics of the engine in power enhancement
terms of utilization. Codes are
assigned as follows: B = Water NOx with steam
power enhancement
HPT Blade Coatings C = Steam power
M = Marinized enhancement only
N = Non-Marinized D = Dry low Emission
S = Steam NOx only
Fuel System W = Water NOx only
G = Natural Gas X = NOx Suppressed with
L = Liquid Fuel water or steam (old
D = Dual Fuel (both convention)
types)

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Accessories are considered to

be bolt on components which
could be added or deleted from
the engine anytime. Because of
this they are not included in the
model designation of the
engine. Accessories are
identified by kit identification
numbers given on model lists or
purchase documents.

The following table illustrates

the difference between the
various gas turbine model
designations and provides a
correlation between the old and
new numbering systems.

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A Brief History
The LM2500 is an aero-
derivative gas turbine. At GE
this means that the basic
design has proven itself
successful initially as an aircraft
engine, with possibly several
years and and the experience
of in-the-field production
engines to draw from. The
LM2500 is the most successful
aero-derivative in its field. But, it
was not the first, or even in the
first generation.
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1959
The GE aero-derivative engine
makes its debut when proven
aircraft engine designs are
adapted for use in two
experimental hydrofoils. A wide
variety of applications in
marine, industrial, electric utility
and other fields soon follow.
The following are the pioneering
derivatives and their uses.
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LM100
Derivation:
T58 – Helicopter Turboshaft
engine
Applications:
V – 169 Locomotive
HS Denison, Hydrofoil
HS Victoria, Hydrofoil
USS President Van Buren
Hamilton Class USCG
Cutter
100 ton ore hauling trucks
Bell SK –5 Air Cushion
Vehicle
LM1500
Derivation:
J79 – Airplane Turbojet
engine
Applications:
Portable aircraft catapult
USS Plainview, Hydrofoil
HS Denison, Hydrofoil
PG84 Class Gunboat

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1961
With the support of the U.S.
Navy, a long range program
was initiated to solve the
specific problems encountered
with operating in a marine
environment. This marinization
program included the
laboratory development and
testing of new materials,
protective coatings and control
devices that would operate
properly at sea. Through-out
the 1960’s this technology was
proven at sea and in industry.
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1965
The U.S. Air Force awarded
General Electric a contract to
develop an engine for their new
super sized air transport, the
Lockheed C-5 Galaxy. This
engine, designated the TF39,
proved so successful that a
commercial version called the
CF6-6 was developed almost
immediately.
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LM2500 GAS TURBINE AND TF39 TURBOFAN

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1968
The basic design of the TF39
(now in its second generation)
was used in conjunction with
the marinization program to
create the LM2500.
1971
The first engines were delivered
to industrial systems suppliers
Dresser-Rand and Cooper
Energy Systems for natural gas
compression applications.

1969
The first production LM2500
engine replaced one of two
development engines installed
aboard the GTS Adm. William
W. Callahan, a roll on/roll off
(Ro-Ro) cargo ship with a GWT
of 24,000 tons, and a cruising
speed of 26 knots.

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The LM2500 has been in
production for over 35 years,
with a basic design that is now
over 40 years old. The engine
although originally specified and
designed for marine use, has
found industrial applications on
oil platforms, natural gas
compression stations, power
generation and cogeneration
plants, and pipeline pumping
stations.
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Today the engine is available in
several different configurations.
Either as a gas generator, or
gas turbine. Fueled by gaseous
or liquid fuels, or both. And may
have its power output
augmented by the injection of
steam that was produced by the
heat from its own exhaust gas.
Also can be configured in DLE
for emission reduction. This
material will be discussed in
greater detail later.
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GLOSSARY Assy - Assembly

A Ave - Avenue
ABS - Absolute @ - at
ac - alternating current Alarms - predetermined
parametric values at
ACCEL - Acceleration which an automatic
Ac-dc - alternating current to warning is executed
direct current B
ACT - Actuator Butt - Flanges that lie flat
AGB - Accessory Gearbox against each other
B/E - Base/Enclosure
ALF - Aft Looking forward
bhp - brake horsepower
amp - amplifier, ampere, or
BSI - Borescope Inspection
amperage
Btu - British thermal unit
AOA - Angle of Attack
Blade - Rotating airfoil
AR - As Required

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C CIT (T2) - Compressor Inlet

°C - Degrees Centigrade Temperature
(Celsius) cm - centimeter
cc - cubic centimeter CMD - Command
CCW - Counterclockwise Co - Company
CDP - Compressor CO2 - Carbon Dioxide
Discharge Pressure
Cont - Continued
CFF - Compressor Front
Corp - Corporation
Frame
CRF - Compressor Rear
Chan - Channel
Frame
Check - Inspection
CW - Clockwise
off
CIP - Compressor Inlet
(PT2) Total Pressure

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D F
dc - direct current °F - Degree Fahrenheit
distal - viewing lens in line fig - figure
lens with object to be FIR - Full Indicated Runout
viewed flex - flexible
DOD - Domestic Object FMP - Fuel Manifold
Damage Pressure
DLE - Dry Low Emissions FOD - Foreign Object
DVM - Digital Voltmeter Damage. That
damage which occurs to gas
dwg - drawing
turbine internal airflow path
E surfaces
EEA - Electronic Enclosure Frame - Establishes the
Assembly rotational axis (houses
bearing sumps)

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Ft - foot (0.3048 meter) or solutioning, re-

feet solutioning, stress-
FWD - Forward reliving, or aging of repair
weld.)
G
GT - Gas Turbine
gal - gallon (3.785 liters)
H
GE - General Electric
Company Hg - Mercury
GG - Gas Generator H2O - Water
gpm - gallons per minute HPT - High Pressure Turbine
Green - Repair weld on a weld hr - hour
(previously) fully heat HSCS - High Speed Coupling
treated part, not Shaft
subjected to heat Hz - Hertz (cycles per
treatment before second)
welding. (No re- quirement for HPTN - High Pressure Turbine
Nozzle (vanes)

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I kPa - kilopascal
id - inside diameter kw - kilowatt
IGB - inlet Gearbox L
IGV - Inlet Guide Vane L or l - Liter
in - inch lb - pound
insp - inspection
Lb ft - pound foot
I/O - Input/Output
Lb in - pound inch
IP - Idle Position
K LH - Left Hand
kg - kilogram LS & CA- Lube Storage and
kg cm - kilogram centimeter Conditioning
Assembly
kg m - kilogram meter
kg/sq cm - kilogram per LSP - Lube Supply Pressure
square centimeter

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M N
m - meter NGG (N1) - Gas Generator
ma - milliampere Speed
max - maximum No. - Number
MCU - Manual Control Unit Nom - Nominal
MFC - Main Fuel Control Nozzle - Turbine Stators
Mfg - Manufacturer NPT (N2) – Power Turbine
mils - 0.001 inc Speed
min - minimum or minute O
ml - milliliter OAT - Outside Air
mm millimeter Temperature
mv - millivolt OD - Outside Diameter
Mw, - Mega watt OGV - Outlet Guide Vane
MW or Meg OS - Overspeed
OT - Overtorque

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P Psid - pounds per square

para - paragraph (ΔP) inch differential
pressure
PLA - Power Lever Angle
psig - pounds per square
PN(s) - Part Number(s) inch gage pressure
pot - potentiometer PS3 - Compressor
pph - pounds per hour Discharge Pressure,
PPM - Parts per Million Static
press - pressure PT - Power Turbine
psi - pounds per square PT2 -Compressor Inlet
inch pressure (CIP) Total Pressure
psia - pounds per square PT5.4, - Power Turbine Inlet
inch absolute PT4.8 Total Pressure
pressure

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Q S
QAD - Quick Accessory SC - Signal Conditioner
Disconnect SCP - Ship’s Control Panel
Qt - quart sec - second
Qty - quantity
SFC - Specific Fuel
R Consumption
Rabbet - Overlapping flange or (lbs/bhp-hr)
joint
SG - Specific Gravity
Ref - Reference
SIG - Signal
Req - Required
SN - Serial Number
Rpm - revolutions per minute
Req’d - Required SST - Signal Shank Turbine
Blade
RTD - Resistance
Temperature Detector Stall - A disruption of the
normally smooth airflow
Run on - The torque required to
Torque bring a fastener to a
through the gas turbine
sealed position

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Std Day- Standard Day59 deg T

29.92”hg,0%hum,Sea Tabs - small protrusions
level
(for attachment or
alignment)
Stator - Casing which Tach - tachometer
Case houses internal
located vanes Tangs - alignment tabs (fit into
slots or sockets)
Station - Location of a point on
an imaginary line TBD - to be determined
through a T/C - Thermocouple
turbine engine from front to Temp - Temperature
rear identifying TGB - Transfer Gearbox
specific parts or TM - Torque Motor
sections in Arabic
numerals TMF - Turbine Mid Frame
Sys - System TNH - High Speed Turbine
Speed

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TNL - Low Speed Turbine Vac -volts, alternating

Speed current
TST - Twin Shank Turbine Vane - stationary airfoils
Blade
Vdc - volts, direct current
T2 - Compressor Inlet
(CIT) Temperature VSV - Variable Stator Vane
T5.4,4.8- Power Turbine Inlet W
T54,48 -Temperature W - Watt
U WP - Work Package
US - United States X
USA - United States of
X - By
America
V X DCR- Transducer
V - Volt
VA - Voltamps

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SECTION 2
Engine Overview

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All references to location or

position on the LM2500 are
based on the assumption that
the individual is standing behind
the engine and looking forward.
This is true in all cases unless
stated otherwise.
Unless otherwise stated, all
views in this training manual are
from the left side of the engine,
with the intake on the observers
left and the exhaust on the
right.

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Aerodynamic Stations Actual aerodynamic station

Various instrumentation points numbers range from 0 to 9, but
along the main gas path are only military aircraft applications
require this many numbers to
identified with “aerodynamic
describe the main gas path.
station numbers” for monitoring
LM2500 applications require
temperature and pressure
only three numbers.
characteristics of the main gas
flow.
Station 2 (Compressor Inlet)
The system used to identify
these instrumentation points is Station 3 (Compressor
Discharge)
mainly intended for use by
various engineering functions in Station 5.4 (4.8)
the design phase and (Power Turbine
production testing of the engine. Inlet)
However, some of terminology
has spread into the field.

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Combining the monitored T5.4 (4.8) (Power Turbine

parameters with the station Inlet Temperature)
numbers produces the following Pt5.4 (4.8) (Power Turbine
terminology.
Inlet Temperature)

T2 (Compressor Inlet
Temperature or CIT)
Pt2 (Compressor Inlet
Total Pressure)
T3 (Compressor
Discharge
Temperature)
Ps3 (Compressor
Discharge Static
Pressure or CDP)

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LM2500 AIRSTATIONS

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Gas Turbine Assembly

The LM2500 gas turbine is a
simple cycle, two-shaft, internal
combustion engine consisting of
the following:

1. Inlet Components
2. Gas Generator.
3. Power Turbine
4. Exhaust Components
5. High Speed Coupling
Shaft

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Inlet Components Centerbody

The inlet components direct air
into the inlet of the gas
generator to provide for smooth,
non-turbulent airflow into the
compressor.
These components consist of:
1. Inlet duct
2. Centerbody
The centerbody is a flow divider
bolted to the front of the gas
generator. The centerbody is
sometimes known as the
bulletnose, and is made of a
graphite reinforced fiberglass
composite.

Inlet Duct P= P0 vs. P1

The inlet duct is constructed of
aluminum and shaped like a 1” H2O= Alarm
bellmouth. The inlet duct is
painted white, and must be
maintained in the painted 2”H2O=S/D
condition.

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unpainted
Keep clean
Room clean!

Inlet has minimum of

200 lbs/sec airflow
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Gas Generator
The gas generator is composed
of:

1. Compressor section
2. Combustor
3. High Pressure Turbine
4. Accessory Drive System

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Frames Each of these frames is an

The LM2500 has 4 frames: assembly consisting of a central
hub connected to an outer
1. Compressor Front casing through the use of
Frame (CFF) hollow struts which provide
2. Compressor Rear access for engine services.
Frame (CRF)
3. Turbine Mid Frame
(TMF)
4. Turbine Rear Frame
(TRF)

Frames are rigid, non-moving,

engine structural elements. The
primary purpose of a frame is to
provide support.

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TMF
TMF

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Compressor Front Frame The outer portion of the frame is

The compressor front frame supported by 5 equally spaced
(CFF) is an assembly made struts that radiate axially from
from a single casting of the hub. The struts are hollow to
stainless steel. provide services to and from the
engine, and are shaped like
The CFF supports the forward
stub shaft of the compressor airfoils to provide a turbulent
free airflow path for compressor
rotor through the use of a roller
bearing, called the #3R, which inlet air. Engine data plate is
located at the 11:00 o’clock
is situated in the hub of the
position of the CFF.
frame, the walls of which form
the “A” bearing sump. The CFF
also supports the forward
portion of the compressor
stator, inlet duct, centerbody,
and the front of the gas turbine.

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FRONT FRAME

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#3R bearing

FRONT FRAME

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Compressor Section
The compressor is a 16 stage,
high pressure ratio, axial flow
design.
Air, taken in through the
compressor front frame, is
forced by rotating airfoils called
blades to pass into a
successively smaller area.
Passing through the 16th and
final stage results in a
compression ratio of
approximately 18:1.
The primary purpose of the
compressor is to provide high
volumes of compressed air to
support combustion;
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however some air is extracted
for cooling purposes and
customer use.
The major components of the
compressor are:
1. Compressor Front Frame
(CFF)
2. Compressor Rotor
3. Compressor Stator
4. Compressor Rear Frame
(CRF)
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Compressor Rotor The compressor rotor is an

Close rotor-to-stator clearances assembly consisting of the
are obtained through the use of a following:
metal spray rub coating sprayed
onto the outer surface of the 1.Disks.
compressor rotor. The ends of 2.Spools.
the stator vanes have a section 3.Blades.
called a squealer tip. This
squealer tip is allowed to come in
contact with the metal spray rub
coating; abrasive action wears
away a tiny portion of the
squealer tip and prevents
excessive rub while maintaining
the rotor-to-stator clearances.

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Disks
Disks are major structural
elements providing strength and
rigidity to the assembly-and
contain only a single stage of
blades.
Spools
Spools span the distance
between disks, or are
suspended from disks. A spool
will contain more than one
stage of blades and allows for
weight and material reduction.
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Blades
Blades are airfoils retained by
axial dovetail grooves in stages
1 and 2, and by circumferential
dovetail grooves-in stages 3
through 16.
Due to their long length the
stage one blades are stiffened
by mid span platforms to reduce
blade tip vibration.
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Forward looking AFT

ZERO INDEXING OF HPC ROTOR AND HPT ROTOR

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CIRCUMFERENCIAL DOVETAIL SLOT BLADE RETENTION STAGES 3-16

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Compressor Stator
The airfoils in the compressor
stator are called vanes. The
purpose of the vanes is to
prevent turbulence in the
compressor by directing the
airflow straight through the
compressor.
Close rotor-to-stator clearances
are obtained through use of a
metal spray rub coating sprayed
onto the inner surface of the
compressor Stator. The ends of
the rotor blades have a section
called a squealer tip.
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This squealer tip is allowed to come
in contact with the metal spray rub
coating; abrasive action wears
away a tiny portion of the squealer
tip and prevents excessive rub
while maintaining the rotor to-stator
clearances.
Borescope ports are provided in the
casing at several stages to permit
the internal inspection of the
compressor.
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The compressor stator consists

of:

1. 7 sets of variable vanes

2. 10 sets of stationary vanes
3. Compressor Front Case
(CFC)
4. Compressor Rear Case
(CRC)

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SECTION 3
VSV Systems

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Variable Stator Vane System

Three sub-groups for VSV control:
• Hydro-mechanical – One-piece control
• Electro-mechanical – IEC
• Main Engine Control – MEC

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IGV, VSV VARIABLE GEOMETRY SYSTEM

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Vanes are made

Of A286

Aluminum
extrusions

IGV, VSV STAGE 1 & 2 INNER SHROUDS

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VSV MECHANISM ONE PIECE CONTROL

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VSV MECHANISM IEC

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VSV MECHANISM MEC

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Shows seal leakage

Cross-bleed
orifice

Safetied to preset length

VSV ACTUATOR/CONTROL

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VSV ACTUATOR

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Variable Vanes
The Inlet Guide Vanes (IGV’s)
and next 6 stages of vanes are
called the Variable Stator Vanes,
or VSV’s. These vanes are all
mechanically ganged together,
and will change their angular
pitch in response to a change in
compressor inlet temperature or
a change in gas generator
speed. The purpose of this is to
provide stall-free operation of
the compressor through-out a
wide range of speed and inlet
temperatures.
Due to their long length the
IGV’s and stages 1 and 2 are
shrouded. The shrouds are
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Aluminum extrusions split into a
matched set of forward and aft
halves. The 1st and 2nd stage
shrouds mate with the
compressor rotor seal teeth.
Stationary Vanes
Stages 7 through 16 are
stationary.
Stage 8 vanes are hollow, and
from the inner annulus of the
vane tip 8th stage bleed air is
extracted. Bleed air is also
extracted from the 9th and 13th
stages through cut-outs in the
base of the vanes.
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VSV FEEDBACK CABLE

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Variable Stator Feedback Cable

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IMPROPER THREAD ENGAGEMENT OF ROD-END BEARING

ON VSV FEEDBACK CABLE

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SECTION 4
Main Engine

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Compressor Front Case
The CFC contains the VSV’s
and the stationary vanes for
stages 7 through 10.
The bleed air manifolds for 8th
and 9th stage air are welded to
the outer surface of the case.
The upper and lower case
halves are different, and will
have different part numbers.
However, both halves of the
CFC are a matched set, and will
share the same serial number.
This means that if one half
needs to be replaced, the entire
CFC must be replaced.
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Compressor Rear Case
The compressor rear case is
made of inconel. The upper
and lower case halves are
different, and will have different
part numbers. However, both
halves of the CRC are a
matched set, and will share the
same serial number. This
means that if one half needs to
be replaced, the entire CRC
must be replaced.
The 13th stage bleed air
manifold is welded to the outer
surface of the CRC.
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8th Stage Parasitic Flows
Primary air extracted at the 8th
stage of compression
pressurizes the engine sump
seals, and provides a cooling
flow to the HSCS shroud.
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A bleed air extraction port on
the CFC lower casing half
supplies the flows. Piping on
the right-hand side of the
engine delivers and distributes
the flows.
A and B Sump seal
pressurization air is delivered
into CFF strut 2; C and D Sump
seal pressurization and HSCS
shroud cooling air is delivered
into TRF strut 4.
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GAS TURBINE EXTERNAL PIPING

(8TH STAGE PARASITIC FLOWS)
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At the CFF, the sump seal
pressurization chamber, then
routed through air installed in
the center bore of the
compressor rotor to the B Sump
pressurization chamber.
At the TRF, pressurizing and
cooling air is first delivered to D
Sump pressurization chamber,
then distributed forward and
aftward.
Air routed forward is distributed
through an air tube in the center
bore of the LPT rotor, and
delivered into the C Sump
pressurization chamber.
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Air distributed aft leaks out
holes in the D Sump
pressurization chamber aft
outer air seal, and flows through
the space between the HSCS
and inner wall of the HSCS
shroud. This air is exhausted
directly into the ships
environment around the aft
coupling adapter.
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9th Stage Parasitic Flows
Primary air extracted at the 9th
stage of compression is
combined with the 13th stage air
for the thrust balancing of the
7B bearing, and also provides
pressurization and cooling
airflows to the TMF and LPT
rotor cavity.
Bleed air extraction ports on the
CFC upper and lower casing
halves supply the flows.
External piping delivers and
distributes the flows.
Upper casing supplies engine
left-hand piping; lower casing
supplies right-hand piping.
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Piping delivers the pressure into
TMF struts 1, 6, 7, and 8, where
it is ported to the hub area, and
distributed through a system of
seals and chambers.
Leakage across seals on the
main gas path prevents hot
combustion gases from
diffusing into the TMF cavity,
and provides a constant cooling
flow through the cavity.
71
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GAS TURBINE EXTERNAL PIPING

(9TH STAGE PARASITIC FLOWS)
05/28/19 GE Proprietary Infor 72
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GAS TURBINE EXTERNAL PIPING

(9TH STAGE PARASITIC FLOWS)
05/28/19 GE Proprietary Infor 73

A revent seal mounted to the
TMF inner hub forms an
isolation chamber around the C
Sump. Leakage across the
revent seal to Frame Vent
provides a cooling around the
sump, and prevents fouling of
the LPT rotor cavity in the event
of a sump seal failure.
Holes in the forward and aft
shafts provide a constant
cooling flow through the LPT
rotor cavity.
05/28/19 GE Proprietary Infor
Return to TOC
13th Stage Parasitic Flows
Primary Air extracted at the 13th
stage of compression provides a
cooling for the HPTN2
assembly, and is combined with
9th stage air for thrust balancing
of the #7B bearing.
External piping on the sides of
the engine is used to distribute
the flows. Bleed air extraction
ports on the CRC upper and
lower casing halves supply the
flows.
Upper casing supplies the right-
hand piping (aft); lower case
supplies the left-hand piping.
74
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GAS TURBINE EXTERNAL PIPING

(13TH STAGE PARASITIC FLOWS)
05/28/19 GE Proprietary Infor 75
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GAS TURBINE EXTERNAL PIPING

(13TH STAGE PARASITIC FLOWS)
05/28/19 GE Proprietary Infor 76
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Compressor Rear Frame

The compressor rear frame
provides support for the aft
sections of the compressor
rotor, and compressor rear
case.

05/28/19 GE Proprietary Infor 77

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“Fire Eyes” UV flame

Detectors (2 EA) with
Air cooled sapphire lenses
Made of Inco 718

B
B

CDP discharge
6 ea borescope ports

SAC/DLE REAR FRAME

05/28/19 GE Proprietary Infor 78

Compressor Rear Frame
The compressor rear frame
(CRF) is an assembly
constructed of inconel alloy.
The CRF outer case supports
the compressor rear case,
combustor, fuel manifold, 30
fuel nozzles, 2 spark igniters
and the stage 2 high pressure
turbine nozzles.
Bearing axial and radial loads,
and a portion of the 1st stage
high pressure turbine nozzle
load are taken in the hub and
transferred to the CRF outer
case through 10 axially
mounted struts.
05/28/19 GE Proprietary Infor
Return to TOC
The hub inner wall forms the “B”
sump area, and houses the 4R
roller bearing and the 4B thrust
bearing.
There are 8 borescope ports
located in the CRF. 6 of these
ports are positioned just forward
of the mid flange. This allows for
the inspection of the combustor,
fuel nozzles and the 1 st stage
high pressure turbine nozzle. 2
additional borescope ports are
located in the aft portion of the
case to provide access for the
inspection of the high pressure
turbine blades and nozzles.
79
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SAC COMPRESSOR REAR FRAME

05/28/19 GE Proprietary Infor 80
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Customer Bleed A baffle forming the aft wall of

In most Marine applications high the chamber reduces Ps3
pressure air is extracted from fluctuations caused by load
the compressor discharge variations reflected through the
chamber for anti-icing of the bleed air piping.
ships inlet duct, and for noise
suppression systems used Ports machined into CRF struts
during quiet mode of operations. 3, 4, 8 and 9 route the air to
High pressure airflow for manifolds mounted to the left
customer usage, is supplied and right-handed sides of the
through a customer bleed engine.
chamber located within the CRF
cavity. High pressure air to
supply the flow passes into the
customer bleed chamber
through holes drilled in the CRF
HPTN1 support flange.

05/28/19 GE Proprietary Infor 81

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4R 4B

CRF CAVITY AIRFLOW

05/28/19 GE Proprietary Infor 82

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#4 Bearing Thrust Balancing

The CRF seal support and the
HPT rotor forward shaft form
the #4 Bearing Thrust Balance
Chamber.
During engine operation, the
compressor rotor blades exert
an aftward force to create
airflow.
Reactionary forces to this work
impose forward thrust loads on
the #4B bearing.
High Pressure air in the thrust
balance chamber exerts an
aftward directed force on the
HPT rotor to counteract the
forward directed thrust load.

05/28/19 GE Proprietary Infor 83

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4B BEARING THRUST BALANCING

05/28/19 GE Proprietary Infor 84
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For Maintenance refer to:

- for LM2500+ SAC refer to WP
417 on GEK105054
- for LM2500 SAC refer to 4-
12.28 on GEK97310
- for LM2500+ DLE refer to WP
417 on GEK105048
- for LM2500 DLE refer to 4-
12.7 on GEK103089

05/28/19 GE Proprietary Infor 85


Frame Vent and HP Recoup
From the stationary air seal mini-
nozzles, air leaks in the forward
direction across two rotating
seals to supply the Frame Vent
and the HP Recoup flows.
Frame vent air leaks into an
isolation chamber surrounding
the B Sump, and continues to
flow outward to secondary
pressure through ports
machined into CRF struts 7 and
10.
This flow cools the sump area
and prevents fouling of the CRF
cavity in the event of sump oil
seal failure.
05/28/19 GE Proprietary Infor
Return to TOC
HP Recoup air is routed to the
forward side of the CRF through
series of tubes, combined with
high pressure seal leakage air
on the aft end of the
compressor rotor, and ported
out CRF struts 5 and 6.
External piping carries the HP
Recoup flow into the TMF.
There it cools the area between
the frame struts and the TMF
liner, before it is released to the
main gas flow.
86
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HIGH PRESSURE RECOUP

05/28/19 GE Proprietary Infor 87

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(RIGHT SIDE)

GAS TURBINE EXTERNAL PIPING

(COMPRESSOR DISCHARGE PARASITIC AIR)
05/28/19 GE Proprietary Infor 88
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(LEFT SIDE)

GAS TURBINE EXTERNAL PIPING

(COMPRESSOR DISCHARGE PARASITIC FLOWS)
05/28/19 GE Proprietary Infor 89
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HP RECOUP

05/28/19 GE Proprietary Infor 90


Combustor
The combustor is mounted in
the compressor rear frame on
10 equally spaced mounting
pins in the forward low
temperature section of the cowl
assembly. The mounting
hardware is enclosed within the
CRF struts so that it will not
affect airflow.
The combustor is annular and
consists of the following
components riveted together:
1. Cowl assembly
2. Dome
3. Inner & outer liner
05/28/19 GE Proprietary Infor
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Cowl Assembly
The cowl assembly in
conjunction with the
compressor rear frame, serves
as a diffuser and distributor of
compressor discharge air. The
cowl furnishes air to the
combustion chamber, providing
for uniform combustion and
even-temperature distribution at
the high pressure turbine.
91

Dome
The dome provides flame
stabilization and mixing of fuel
and air. The interior surface of
the dome is protected from the
high temperatures of
combustion by a cooling air film.
05/28/19 GE Proprietary Infor
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Inner & Outer Liner
The combustor liners are a
series of overlapping rings
joined by welded and brazed
joints. They are protected from
the high combustion heat by
circumferential film cooling.
Primary combustion and cooling
air enters through closely
spaced holes in each ring.
These holes help to center the
flame, and admit the balance of
combustion air. Dilution holes
are employed on the outer and
inner liners for additional mixing
to lower the gas temperature at
the turbine inlet.
92
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120 lbs

Made of Hastelloy X

Strut
Clearance

Small holes=film cooling

Large holes=Dilution

Fish mouth Seals

SINGLE ANNULAR COMBUSTOR (SAC)

05/28/19 GE Proprietary Infor 93
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DRY LOW EMMISSION (DLE) COMBUSTOR

05/28/19 GE Proprietary Infor 94

Combustion Section/Triple
• The head end or dome of the
Annular Combustor
•The LM2500 DLE GT utilizes a
lean premix combustion system
designed for operation on
natural gas fuel.
•The combustor is of a triple
annular design consisting of five
major components: cowl
(diffuser) assembly, dome inner
liner, outer liner, and baffle.
•The triple annular configuration
enables the combustor to
operate in a uniformly mixed
lean fuel to air ratio (premix
mode) across the entire power
range, minimizing emissions.
05/28/19 GE Proprietary Infor
Return to TOC
combustor supports 75
segmented heat shields that
form the three annular burning
zones in the combustor, known
as the outer or A-dome, the
pilot or B-dome, and the inner
of C-dome. In addition to
forming the three annular
domes, the heat shields isolate
the structural dome plate from
hot combustion gases. The
heat shields are an
investment-cast super alloy,
are impingement and
convection cooled, and have a
thermal barrier coating and no
film cooling.
95
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• Gas fuel is introduced into the

combustor via 75 air/gas
premixers packaged in 30
externally removable and
replaceable modules. Half of
these modules have two
premixers, and the other half
have three. The premixers
produce a very uniformly
mixed, lean fuel/air mixture.

05/28/19 GE Proprietary Infor 96

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3 zones A= Outer ring

B= Pilot ring
C= Inner ring

75 premixed areas

DLE vs. STANDARD COMBUSTOR

05/28/19 GE Proprietary Infor 97
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High Pressure Turbine The high pressure turbine (HPT)

consists of:
The high pressure turbine rotor
(HPTR) extracts energy from 1. High pressure turbine rotor
the gas stream to drive the (HPTR)
compressor rotor. The HPTR 2. 1st stage nozzles (HPTN1)
and the compressor rotor are 3. 2nd stage nozzles (HPTN2)
directly coupled by means of a 4. Turbine Mid Frame (TMF)
spline and a coupling nut. The
HPT nozzles direct the hot gas
from the combustor onto the
HPTR blades at the optimum
angle and velocity.

05/28/19 GE Proprietary Infor 98

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Approx. 2200 deg F

STAGE 2 NOZZLE

STAGE 1 NOZZLE

05/28/19 GE Proprietary Infor 99

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High Pressure Turbine Rotor Stage 1 blades are cooled by a

(HPTR) combination of internal
The HPTR has two stages of convection, leading edge
blades. Each stage of blades internal impingement, and
are retained in its respective external film cooling.
disk by axial fir-tree slots. Both Stage 2 cooling is
sets of blades have long hollow accomplished entirely by
shanks which prevent heat convection.
from being convected to the
rotor, and allow cooling air that
enters the rotor to exit, thereby
cooling both blades and rotor.
The cooling air that enters the
blade shank is serpentined
through the blade to distribute
the cooling evenly.

05/28/19 GE Proprietary Infor 100

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Laminar flow
cooling

Forward shaft

Disks are made of

Inco 718

CDP

05/28/19 GE Proprietary Infor 101

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STAGE 1 BLADES =Rene 80

Sacrificial

Internal convection
&external film
cooling

STAGE 2 BLADES = Rene 80

Convection cooled

450-500 deg F
Cooler than
Stage 1

05/28/19 GE Proprietary Infor 102

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HIGH PRESSURE TURBINE COOLING

05/28/19 GE Proprietary Infor 103
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HPT Rotor Cooling High Pressure Turbine

Cooling air enters HPT rotor Nozzles
forward shaft, provides a The turbine nozzles are
cooling flow to the rotor cavity contained in and supported by
and disks, then is discharged the compressor rear frame.
through the rotor blades.
The 2nd stage nozzle support is
Stage 1 blades air cooled by
convection and film cooling. bolted between the CRF and
TMF flanges.
Stage 2 blades are cooled by
convection only.
Cooling channels within the
blades are serpentine to ensure
a uniform temperature
distribution across blade
surface.

05/28/19 GE Proprietary Infor 104

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The nozzles are coated to

improve erosion, corrosion, and
oxidation resistance, and are
designed to direct the high
pressure gases from the
combustor onto the 1st stage
blades, and from the stage 1
blades onto the stage 2 blades
at the optimum angle and
velocity.

05/28/19 GE Proprietary Infor 105

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Stage 1 Nozzles (HPTN1)

The nozzles themselves are
assembled from a pair of vanes
welded together to form a single
nozzle segment. They are
bolted to the 1st stage nozzle
support and receive axial
support from the 2nd stage
nozzle support.
The 1st stage nozzles are
cooled by convection and film
cooling. The cooling air is
supplied from the compressor
discharge chamber.

05/28/19 GE Proprietary Infor 106

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Air goes into impingement inserts for

Even distribution, chambers have same
Area.

Nozzle= converging duct which

Increases velocity and decreases
pressure

Knife edge seals

FIRST STAGE HIGH PRESSURE NOZZLE COOLING

05/28/19 GE Proprietary Infor 107
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Ignitor

10 pins, silver coated

For anti-siezing

Made of
X-40

05/28/19 GE Proprietary Infor 108


Parasitic airflows supplied
through the compressor
discharge chamber are
provided to supply customer
bleed air requirements and the
following cooling and
pressurization functions.
• HPTN1 Cooling
• HPT Rotor Cooling
• #4B Bearing Thrust
Balancing
• B Sump Isolation and
Cooling (Frame Vent)
• TMF Liner Cooling
(HP Recoup)
05/28/19 GE Proprietary Infor
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HPTN1 Cooling
Impingement, convection, and
film cooling circuits within each
individual HPTN1 vane are
supplied with high pressure
cooling air directly from the
compressor discharge chamber.
To distribute the cooling flows,
inserts are installed into forward
and aft cooling chambers
machined into the vanes.
High pressure air from the
compressor discharge chamber
enters the forward insert
through the underside of the
HPTN1 forward inner seal.
109
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Holes in the insert impinge the enters the aft inserts through
high pressure air directly against the HPTN2 air screen installed
the inner walls of the forward around the HPTN1 nozzle-ring
chamber, displacing hot air, and
during engine build-up.
providing a continuous supply of
cool air to absorb heat directly Impingement and convection
from the metal. cooling circuits in the aft
Hot air displaced by chamber function similar to
impingement flow is carried out those in the forward chamber.
of the vanes through nose holes Film cooling is not provided.
by convection.
Gill holes in the side of the vane
maintains a thin layer of film
cooling air between the metal
structure of the vane and the hot
combustor discharge gases.
High pressure air from the
compressor discharge chamber

05/28/19 GE Proprietary Infor 110

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HPTN2 Cooling Cooling air released through the

Delivered through the CRF bottom of the vanes provides
casing at four different locations cooling to the HPT rotor
thermal shield and interstage
(2 per side), and flows through seal.
air tubes on the nozzle support
into the individual nozzle vanes.
Inserts installed in the vanes
are divided into forward and aft
chambers.
Cooling in the forward chamber
is by convection and
impingement.
Cooling in the aft chamber is by
convection.

05/28/19 GE Proprietary Infor 111

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Stage 2 Nozzles (HPTN2)

The 2nd stage nozzle is also
made of a pair of vanes. The
nozzle vane is cooled by
convection from 13th stage
bleed air that enters through the
cooling air tubes and cools the
center area and leading edge.
Some of the air is discharged
through holes in the trailing
edge, while the remainder is
used for cooling the inter-stage
seals and the HPTR blade.

05/28/19 GE Proprietary Infor 112

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05/28/19 GE Proprietary Infor 113

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Turbine Mid Frame

The turbine mid frame (TMF)
supports the aft end of the
HPTR, and the forward end of
the power turbine rotor.
The TMF is bolted between the
CRF and the power turbine
stator case and provides a
smooth diffuser flow passage
for the HPT exhaust gas into
the power turbine.
The 1st stage power turbine
nozzles are attached to the rear
of the TMF.

05/28/19 GE Proprietary Infor 114

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Turbine Mid Frame The 8 TMF struts are mounted

The turbine mid frame (TMF) tangentially to counter the
forms the gas flow path for the effects of thermal expansion.
exhaust gases leaving the high
The “C” bearing sump is bolted
pressure turbine, and provides
support for the following: to the hub inner area and
contains the 5R and 6R roller
bearings.
1. Aft end of the high pressure
turbine rotor.
2. 2nd stage high pressure
turbine nozzles.
3. Forward power turbine
rotor shaft.
4. 1st stage power turbine
nozzles.
5. Forward end of the power
turbine stator.

05/28/19 GE Proprietary Infor 115

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If oil is present
Seal is leaking C

Made of Inco 718, Hastelloy X and HS 188

8- T 4.8 probes

#5 brg- supports aft end of HPT

#6 brg- supports forward end of PT

TURBINE MID FRAME

05/28/19 GE Proprietary Infor 116
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Liner is aerodynamically shaped for smooth airflow

P 4.8

TURBINE MID FRAME STRUT AND LINER COOLING

05/28/19 GE Proprietary Infor 117

Accessory Drive Section
The accessory drive section
consists of:
1. Inlet gearbox (IGB).
2. Radial driveshaft.
3. Transfer gearbox (TGB).
Power to drive the accessories
is extracted from the gas
generator at the front of the
compressor, through a large
diameter hollow splined shaft.
The IGB is bolted to the
compressor front frame and
mated to the compressor shaft
05/28/19 GE Proprietary Infor
Return to TOC
through the splines. The IGB
then transfers this power to the
radial driveshaft by means of a
set of beveled gears. Another
set of bevel gears in the TGB
receives the power from the
radial driveshaft, and distributes
it to the accessories through a
planetary gear train. During a
start sequence this arrangement
is reversed, with the accessory
drive section extracting power
from the starter, and transferring
it through the TGB to the radial
driveshaft, to the IGB, to the gas
generator.
118

Inlet Gearbox (IGB)
The inlet gearbox is bolted to
the hub of the compressor front
frame.
Radial Driveshaft
The radial driveshaft is a hollow
tube externally splined at each
end allowing it to mate with the
IGB and TGB. The radial
driveshaft also contains a shear
section to help prevent damage
to the accessory drive section.
05/28/19 GE Proprietary Infor
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Transfer Gearbox (TGB)
The forward section of the TGB
also called the “bevel gearbox”,
contains the set of bevel gears
and a horizontal drive shaft which
transmits the power to the gear
train in the main body of the
TGB. An access cover in the
bottom of the casing facilitates
removal and installation of the
radial driveshaft.
In the main body of the TGB the
following may be removed and
replaced without disassembly of
the gearbox; gears, bearings,
seals and adapters assemblies.
119
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Splines engage with

HPC forward shaft

Duplex bearings on each

Bevel gear

INLET GEARBOX
05/28/19 GE Proprietary Infor 120
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Goes up in case of
Failure, so IGB can
Be removed

Aluminum
AMS 4218

05/28/19 GE Proprietary Infor 121

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1.3 revolutions of compressor

Equals 1 revolution of ratchet

05/28/19 GE Proprietary Infor 122

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Power Turbine
The power turbine is composed
of:

1. Low Pressure Turbine

Rotor
2. Low Pressure Turbine
Stator
3. Turbine Rear Frame (TRF)

The power turbine is

aerodynamically coupled to the
gas generator and is driven by
the gas generator exhaust gas.

05/28/19 GE Proprietary Infor 123

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Low Pressure Turbine Rotor

The power turbine rotor is a low
pressure rotor consisting of 6
stages of blades. Each stage of
blades is retained in its own
disk by axial fir-tree slots, and
incorporate interlocking tip
shrouds to prevent tip vibration.
Rotating seals are secured
between the disk spacers, and
mate with the stationary seals
to prevent excessive gas
leakage between stages.

05/28/19 GE Proprietary Infor 124

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“6 pack”

Speed
Sensor
ring

8th stage sump pressurization

7B 7R

Seal added to prevent oil PT can only expand in

From entering PT spool Forward direction
(revent)

05/28/19 GE Proprietary Infor 125

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Low Pressure Turbine Stator Case Halves

The power turbine stator The power turbine stator case
consists of: halves are a machined set.
This means that damage
sufficient to cause the
1. Two Case halves split
replacement of one half, will
horizontally.
result in the replacement of
2. Stages 2 through 6 both halves.
power turbine nozzles.
3. 6 stages of blade shrouds.
4. 5 stages of inter-stage
seals.

05/28/19 GE Proprietary Infor 126


Power Turbine Nozzles
The power turbine nozzles
provide pressure recovery and
direct the exhaust gases of the
gas generator against the rotor
blades. The stage 1 nozzles
are connected to, and
considered part of the turbine
mid frame. Stages 2 through 6
are bolted to the power turbine
stator case.
05/28/19 GE Proprietary Infor
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Blade Shrouds
The blade shrouds are a
honeycomb material mounted in
casing channels of the stator
case. These honeycomb
shrouds mate with the
interlocking tip shrouds of the
blades to provide close-
clearance seals, and to act as a
casing heat shield.
Insulation is installed between
the nozzle/shrouds and casing
to protect the casing from the
high temperature of the gas
stream.
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Inter-stage Seals Stg 1 nozzles are attached to aft flange of TMF

The stationary inner-stage seals Upper and Lower cases are matched set

are attached to the inner ends

of the nozzle vanes to maintain
low air leakage between stages.

Unfilled honeycomb
Made of Hastelloy
Antirotation lugs prevent
Nozzle rotation

05/28/19 GE Proprietary Infor 128

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Turbine Rear Frame

The turbine rear frame (TRF)
supports the aft end of the
power turbine, the forward
adapter of the high speed
coupling shaft, and the outer
exhaust cone.
The TRF also provides
attaching points for the gas
turbine rear mounts.

05/28/19 GE Proprietary Infor 129


Turbine Rear Frame
The turbine rear frame (TRF)
forms the exhaust gas flow path
for the exhaust gases leaving
the power turbine, and provides
support for the aft end of the
power turbine, and the forward
adapter of the high speed
coupling shaft.
The forward portion of the TRF
outer casing supports the aft
end of the power turbine stator
case, and the aft portion
supports the outer exhaust
cone. The outer case also
provides attaching points for the
gas turbine rear mounts.
05/28/19 GE Proprietary Infor
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The struts are hollow and
contain service lines for
lubrication, scavenge, and vent.
The power turbine speed
transducers are also mounted
in the struts.
The hub of the TRF houses
both 7B ball and 7R roller
bearing assemblies. The hub
and bearing housings have
flanges to which air and oil
seals are attached to form the
“D” sump.
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TURBINE REAR FRAME

05/28/19 GE Proprietary Infor 131

Bearings
The LM2500 contains seven
sets of bearings. Five of these
set are roller bearings
numbered from 3R to 7R, and
the remaining 2 sets are ball
bearings numbered 4B and 7B.
These bearings are used to
support two separate rotating
systems; the gas generator and
the power turbine.
05/28/19 GE Proprietary Infor
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Support for the gas generator
rotor consists of:
1. 3R bearing in “A” sump
supporting the forward
compressor shaft.
2. 4R bearing in “B” sump
supporting the aft
compressor shaft.
3. 4B bearing in “B” sump
carrying the thrust loads.
4. 5R bearing in “C” sump
supporting the aft high
pressure turbine shaft.
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Power turbine support consists

of:

1. 6R bearing in “C” sump

supporting the forward
power turbine rotor shaft.
2. 7B bearing in “D” sump
carrying the thrust loads of
the power turbine rotor.
3. 7R bearing in “D” sump
supporting the aft power
turbine rotor shaft.

05/28/19 GE Proprietary Infor 133

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33R

BEARING AND SUMP LOCATIONS

05/28/19 GE Proprietary Infor 134
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7B Bearing Thrust Balancing Air pressure inside the chamber

13th stage thrust balance air is exerts a forward directed force
delivered to an ejector where it against the LPT rotor to
is combined with 9th air, then counteract aftward directed
piped into TRF struts 2 and 8. thrust forces caused by the
The airflow is then ported main gas flow operating against
through struts in the 7B bearing the LPT rotor blades.
thrust balance chamber.
The aft wall of chamber is
formed by a thrust balance seal
mounted to the TRF hub.
Forward wall is formed by the
power turbine aft air seal
mounted to the LPT rotor.

05/28/19 GE Proprietary Infor 135

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Exhaust Components
The exhaust duct consists of an
inner and outer duct forming the
diffusing passage from the
turbine rear frame. The inner
diffuser duct can be moved aft
to gain access to the high
speed coupling shaft. The
exhaust duct is mounted
separately from the gas turbine,
and piston-ring type expansion
joints are used to accommodate
the thermal growth.
Note: The exhaust duct is
supplied by the packager.

05/28/19 GE Proprietary Infor 136

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05/28/19 GE Proprietary Infor 137


High Speed Coupling Shaft
The high speed coupling shaft
adapter is connected to the
power turbine rotor and
provides shaft power to the
connected load.
The high speed coupling shaft
(HSCS) consists of:
1. Forward adapter
2. 2 flexible couplings
3. Distance piece
4. Aft adapter
Note: Flexible couplings,
distance piece and aft adapter
are supplied by the packager.
05/28/19 GE Proprietary Infor
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The forward and aft adapters are
connected to the distance piece
by the flexible couplings. The
flexible couplings allow for axial
and radial deflections between
the gas turbine and the
connected load during operation.
Inside the aft adapter and the
rear flexible seal is an axial
damper system consisting of a
cylinder and piston assembly.
The damper system prevents
excessive cycling of the flexible
couplings. Anti-deflection rings
restrict radial deflection of the
couplings during shock loads.
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Body bound bolts

Max diameter of 24”

Must be less than 20 gram inches of unbalance

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SECTION 5
Oil System

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Sump Philosophy
The LM2500 has 4 oil sumps, one
in the hub of each frame. The
sumps are designated
alphabetically from front to back as
“A” sump (CFF), “B” sump (CRF),
“C” sump (TMF) and “D” sump
(TRF).
The purpose of the oil sump is to
contain the lubricating oil, and not
allow the oil to migrate to other
areas of the engine.
The design of the sumps do not
allow oil to pool or collect. For this
reason the oil is collected or
scavenged from the sump at about
twice the rate of supply.
The oil is retained in the sump
through the use of slingers,
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windback threads and air/oil
seals.
Slingers are notched elements
mounted to the turbine shaft that
throw oil against the windback
threads.
Windback threads are stationary
elements containing threaded
grooves that route the oil back
into the sump.
The air/oil seals retain oil in the
sump by allowing pressurized air
to flow across the seal elements
and into sump, thereby prevent-
ing oil from flowing out of the
sump. The sumps are vented to
ambient to promote this airflow.
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15-80 psi depending on oil temp

Low temp= higher viscosity and
Higher delta P on filters

Check valve prevents

Gravity drain of tank
Into engine

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To A/O sep

Approx. 18 psi

Scupper
chopper

Seal is Teflon or
Phonelic resin

Prevents oil from Approx. 40 psi

Hanging in this area

SUMP PHILOSOPHY
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LUBE OIL SYSTEM FOR LM2500 G-SERIES ENGINE

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LUBE AND SCAVENGE PUMP

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Control interlock- Lube pressure must be supply temp of 140-160 deg F

Over 8 psi at idle and 15 psi at 8000 rpm Max head pressure of 3.5 psig

Oil must be filtered to 10 micron nominal

Scavenge capability is approx. twice that

Of supply

Scavenge temp is approx. 160-275 deg F

W/ max of 340 deg F

RTD’s are used for temp detection

LUBE AND SCAVENGE PUMP

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300 psi relief valve

LUBE SUPPLY AND SCAVENGE PUMP, BOTTOM VIEW

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Positive displacement vane type pump

Moves air and oil (Lear/Romec still on
US Navy)
Parker brand Gear rotor pumps have
replaced on all new engines

Lube supply temps must be over

20 deg F for MIL-L-23699 or over
-20 deg F for MIL-L-7808 for vsv’s

Usually ferrous material is

From bearings

Electronic chip detectors kit

Is available
Monitors AGB, B,C, D & TGB

LUBE SUPPLY AND SCAVENGE PUMP SCREENS

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AIR/OIL SEPARATOR
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SECTION 6
Fuel System

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FUEL SYSTEM - GENERAL

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Fuel System – General
Fuel flow is regulated by the off-
engine mounted fuel control
which senses various
parameters to provide stable
operation of the engine at the
throttle setting selected.
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Fuel systems in general – the
fuel system components
covered here will only be the
specific components mounted
on the engine and supplied by
GE. In general this will consist
of the fuel distribution manifold
30 feeder tubes and 30 fuel
nozzles. The specific
components are determined by
the operating fuel options
selected.
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ALWAYS anti-seize bolts!!!!!!

Suitable substitute for anti-seize is
UNFLAVORED Phillips milk of Magnesia

FUEL SYSTEMS

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FIND PHOTO

2 ea inline for dual redundancy

Valves are in fuel supply in series
Both valves must be energized for fuel, when
Deenergized, valves port fuel to bypass

GAS/LIQUID FUEL SHUTOFF VALVES

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2 pumping elements, 1 centrifugal

Boost and 1 high pressure gear
Relief valve opens at 1350 psia

LIQUID FUEL PUMP & FILTER

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LIQUID FUEL PUMP & FILTER

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35 psi Delta

Element is rated @ 46 micron

Nominal, bypass opens between
30-40 psid
LIQUID FUEL FILTER
(ATTACHES TO ON-ENGINE LIQUID FUEL PUMP)

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DUPLEX (LIQUID FUEL OR

NATURAL GAS WITH
NATURAL GAS)
WATER INJECTION
WITH WATER INJECTION
Water injection temp = 80-90 deg F
Flame temp is lowered to reduce NOX

NATURAL GAS FUEL

LIQUID FUEL SYSTEM SYSTEM WITH STEAM
WITH WATER INJECTION INJECTION (STIG)

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STIG (PH MODEL)

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SECTION 7
Start and Ignition

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HYDRAULIC STARTER

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HYDRAULIC STARTER

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Input drive shaft

HYDRAULIC STARTER OPERATING PRINCIPLE

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Air/Gas in

1200-1700 rpm Ignition

And Fuel added
CCW
Approx. 4500 rpm
FLA
Starter disengages

Exhaust

Pall and Ratchet clutch

Unshrouded PNEUMATIC STARTER

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For natural gas application

From lube pump

PNEUMATIC STARTER WITH CONTINUOUS LUBRICATION

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Converts 115 v, 60 or 50 HZ to high voltage

14.5 – 16 joules

IGNITION SYSTEM
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IGNITION SYSTEM
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SAC to here
DLE measured here

INSTALLATION and CHECK:

- for LM2500+ SAC refer to WP103 on GEK105054
- for LM2500 SAC refer to WP106 on GEK97310 Immersion depth gauge

- for LM2500+ DLE refer to WP103 on GEK105048

- for LM2500 DLE refer to WP106 on GEK103089

Maximum of 8 shims
Approx. .030” each

IGNITER IMMERSION DEPTH

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SECTION 8
Sensors

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Pt2/T2

Duplex RTD’s

P2

T2 operates from –65 to 130 deg F

Pt2 operates from 0 to 16 psia

INLET SENSORS

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Dual element platinum RTD’s

Read from –40 to 400 deg F
-40 to 204 deg C

LUBE OIL SYSTEM TEMPERATURE SYSTEM

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Magnet creates frequency

off ferrous gear

GAS GENERATOR SPEED SENSOR

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2 ea Reluctance type
Reads from 100-12,000 rpm

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Operates from –40 to 2000 deg F

-40 to 1093 deg C

Dual element thermocouple

Alumel/Chromel

T3 SENSOR
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FLAME SENSOR

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ULTRAVIOLET COMBUSTOR FLAME SENSOR

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ULTRAVIOLET FLAME SENSOR

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Piezoelectric
1 on GG @CRF 0-4 ips velocity
1 on PT @TRF 0-2 ips velocity

Bypassed with GG speed less than 5500 rpm

VIBRATION SENSORS

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GAS GENERATOR DISCHARGE (T5.4) TEMPERATURE

(T4.8)
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Reads between
-40 to 2000 deg F

A
H

C
F

D
E

Aft looking forward

T4.8 THERMOCOUPLE

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GAS GENERATOR DISCHARGE PRESSURE (PT5.4) SENSOR

(PT4.8)
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Reads 0-10,000 rpm

POWER TURBINE SPEED PICKUPS

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Speed Governing System
General. The speed governing
system is off the engine
mounted and usually electronic.
It regulates fuel flow to the
combustion section of the gas
generator to control gas
generator speed. The power
turbine speed is not directly
controlled, but is established by
the gas stream energy level
produced by the gas generator.
Speed control is accomplished
by scheduling fuel to the 30 fuel
nozzles of the G/G portion of the
gas turbine assembly. Two
spark igniters are provided for
flame initiation during start only.
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Speed governing is
accomplished in one of three
ways by the various control
design:
G/G rpm (N1, NG/G), P/T rpm
(N2/Np/t), or turbine
temperature (T5.4) governing.
XNpt rpm and NG/G governing
are common with liquid fuel
operation. In both cases
turbine temperature (T5.4) is
monitored with top-out
provisions.
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ENGINE OPERATING PARAMETERS

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SECTION 9
Water Wash

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HIGH PRESSURE TURBINE WATER WASH KIT -1C6970

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ON-LINE WATER WASH MANIFOLD

(OPTIONAL KIT 682L409)

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On-Line Compressor Cleaning
A method of removing the build
up of deposits on compressor
components while the engine is
operating. On-line cleaning is
accomplished by spraying
cleaning solution into the inlet of
the engine while the engine is
operating.
Crank-Soak Compressor
Cleaning
A method of removing the
buildup of deposits on
compressor components while
the engine is motored by the
starter. Crank-soak cleaning is
accomplished
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by spraying cleaning solution
into the inlet of the engine while
the engine is operating unfired
at crank speed.
Liquid Detergent
A concentrated solution of water
soluble surface active agents
and emulsifiable solvents.
Cleaning Solution
A solution of emulsion of liquid
detergent and water or a water
and antifreeze mixture for direct
engine application. The
recommended dilution of liquid
detergent and water shall be
specified by the liquid detergent
manufacturer.
190

• B&B 3100 (solvent base)
• ARDROX 6322 (solvent base)
• R-MC Engine cleaner (solvent
base)
• Rochem Fyrewash (solvent
base)
• ZOK 27 and ZOK27LA (water
base)
• Turbotect 950 (water base)
• Techniclean GT (water base)
• Other detergents that meet
the requirements of
MID-TD-0000-5.
For on-line cleaning Rochem
Fyrewash, R-MC, B&B TC100,
Trubotect 950 and Airworthy
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ZOK27 have been used.
At present, only acceptable
anit-freeze solutions are:
• Isopropyl alcohol
• MEK (methyl ethyl ketone)
• Acetone
Use of non-isopropyl alcohol,
ethylene glycol, or additives
containing chlorine, sodium, or
potassium is not permitted; they
might attack titanium and other
metals in the installation.
191

Crank-Soak Cleaning
Procedure
The temperature of the cleaning
solution and rinse water should
be 100° to 150°F. If crank-soak
compressor cleaning is
necessary in below freezing
weather, acetone, MEK, or
isopropyl alcohol can be added
to the water to prevent freezing.
See Appendix A5 (MID-TD-
0000-5) for antifreeze/water
mixtures.
1. If the engine has been
operating, allow it to cool so
that the outside surfaces are
under 200°F. Cooling can be
expedited by motoring
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the engine on the starter.
2. Prepare a 20 gallon solution
of detergent and water. The
liquid detergent manufacturer
should be contacted for the
recommended dilution. Liquid
detergents meeting the
requirements of MID-TD-
0000-5 and water meeting the
requirements of MID-TD-
0000-4 are acceptable. The
temperature of the cleaning
solution should be 100° to
150°F.
3. Motor the engine with the
starter. After the gas
generator stars to rotate, open
the water supply valve
192

to the spray manifold on the
engine. When the gas
generator reaches 1200 rpm,
de-energize the starter, close
the water supply valve, and let
engine speed decrease to 100
rpm. At 100 rpm, energize the
starter, open the water supply
valve, and repeat the cycle
until the solution is used up.
4. Allow the engine to coast to a
stop, wait a minimum of 10
minutes, and then rinse by
spraying 40 gallons of water
through the spray manifold
while motoring the engine
between 100 and 1200 rpm
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until the water is used up.
5. Blow residual water from the
spray manifold with
compressed air.
6. Start the engine and operate
it at idle for 5 minutes to dry it.
On-Line Cleaning Procedure
Recommended flow rate of the
cleaning solution is 5 +/- 1 gpm
with engine operating above
8500 rpm. Recommended
maximum duration of on-line
cleaning is 10 minutes per
wash, and the recommended
maximum cleaning solution use
is 100 gallons per 24 hour
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period. Performance monitoring

may indicate that this frequency
and duration of washing should
be adjusted. The temperature of
the cleaning solution should be
100° to 150°F. If heated water is
not used, it shall not be colder
than ambient air at the time of
cleaning. Cleaning solution
should not be injected at an
ambient air temperature lower
than 50°F. If it is necessary to
on-line clean at lower ambient
temperatures, an antifreeze
solution will be required. See
MID-TD-0000-5 (Appendix A5)
for antifreeze mixtures.

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