CHAPTER 3

GAS TURBINE
SECTION 1. GAS TURBINE PROPER

1 GAS TURBINE PROPER

1.1 OVERVIEW
1.1.1 General
The MS7001(FA) gas turbine has a single shaft, bolted rotor with the generator connected to the gas turbine
through a solid coupling at the compressor or “cold” end. This configuration improves alignment control and
provides an axial exhaust - optimal for combined cycle or waste heat recovery applications.

1.2 COMPRESSOR SECTION

1.2.1 General
The axial flow compressor has 18 stages with modulating inlet guide vanes. Interstage air extraction is used
for cooling and sealing air for turbine nozzles, wheel spaces, and bearings, and for surge control during start
up.

1.2.2 Compressor Rotor

The compressor rotor consists of a forward stub shaft with the stage zero rotor blades, a sixteen blade and
wheel assembly for stages 1 to 16, and an aft stub shaft with the stage 17 rotor blades. Rotor blades are
inserted into broached slots located around the periphery of each wheel and wheel portion of the stub shaft.
The rotor assembly is held together by fifteen axial bolts around the bolting circle. The wheels are positioned
radially by a rabbet fit near the center of the discs. Transmission of torque is accomplished by face friction at
the bolting flange.

Selective positioning of the wheels is made during assembly to reduce the rotor balance correction. The
compressor rotor is dynamically balanced after assembly and again after the compressor and turbine rotors
are mated. They are precision balanced prior to assembly into the stator.

1.2.3 Compressor Blade Design

The airfoil shaped compressor rotor blades are designed to compress air efficiently at high blade tip velocities.
Compressor blades are made from high corrosion resistance material, which eliminates the need for a coating.
These forged blades are attached to their wheels by dovetail connections. The dovetail is accurately machined
to maintain each blade in the desired location on the wheel.

Stator blades utilize square bases for mounting in the casing slots. Blade stages zero through four are
mounted by axial dovetails into blade ring segments. The blade ring segments are inserted into
circumferential grooves in the casing and are secured with locking rings. Stages 5 through 16 are mounted on
individual rectangular bases that are inserted directly into circumferential grooves in the casings. Stage 17
and the exit guide vanes are cast segments.

1.2.4 Compressor Stator

The compressor stator is composed of three major subassemblies: the inlet casing, the compressor casing, and
the compressor discharge casing.

The casing bore is maintained to close tolerances with respect to the rotor blade tips for maximum
aerodynamic efficiency. Borescope ports are located throughout the machine for component inspection. In
addition all casings are horizontally split for ease of handling and maintenance.

A Inlet Casing
The primary function of the inlet casing, located at the forward end of the gas turbine, is to direct the air
uniformly from the inlet plenum into the compressor. The inlet casing also supports the number 1 thrust
bearing assembly and the variable inlet guide vanes, located at the aft end.

B Compressor Casing
The compressor casing contains compressor stages zero through 12. Extraction ports in the casing allow
bleeds to the exhaust diffuser during startup and extraction of air to cool the second and third stage nozzles.
 C Compressor Discharge Casing
The compressor discharge casing contains 13th- through 17th- stage compressor stators and one row of
exit guide vanes. It also provides an inner support for the first-stage turbine nozzle assembly and supports
the combustion components. Air is extracted from the compressor discharge plenum to cool the stage one
nozzle vane, retaining ring, and shrouds.

Similarly, air extracted from the compressor discharge plenum is used to provide the following:

- Fuel system purge air

- Inlet bleed heat
- Compressor surge control
-Inlet filter pulse cleaning air

The compressor discharge casing consists of 2 cylinders connected by radial struts. The outer cylinder is a
continuation of the compressor casing and the inner cylinder surrounds the compressor aft stub shaft. A
diffuser is formed by the tapered annulus between the outer and inner cylinders. The compressor discharge
casing is joined to the turbine shell at the flange on its outermost diameter.

1.3 TURBINE SECTION

1.3.1 General
In the three-stage turbine section, energy from hot pressurized gas produced by the compressor and
combustion section is converted to mechanical energy. The turbine section is comprised of the turbine rotor,
turbine shell, exhaust frame, exhaust diffuser, nozzles and diaphragms, stationary shrouds, and aft (number 2)
bearing assembly.

1.3.2 Turbine Rotor

The turbine rotor assembly consists of a forward shaft, three (3) turbine wheels, two (2) turbine spacer wheels,
and an aft turbine shaft, which includes the number 2 journal bearing. The forward shaft extends from the
compressor rotor aft stub shaft flange to the first stage turbine wheel. Each turbine wheel is axially separated
from adjacent stage(s) with a spacer wheel. The spacer wheel faces have radial slots for cooling air passages,
and the outer surfaces are machined to form labyrinth seals for interstage gas sealing.

Selective positioning of rotor members is performed during assembly to minimize balance corrections of the
assembled rotor. Concentricity control is achieved with mating rabbets on the turbine wheels, spacers, and
shafts. Turbine rotor components are held in compression by bolts. Rotor torque is accomplished by friction
force on the wheel faces due to bolt compression.

The turbine rotor is cooled by air extracted from compressor stage 17. This air is also used to cool the turbine
first- and second-stage buckets plus the rotor wheels and spacers.

1.3.3 Turbine Bucket Design

The first-stage buckets use forced air convection cooling in which turbulent airflow is forced through integral
cast-in serpentine passages and discharged from holes at the tip of the trailing edge of the bucket. Second-
stage buckets are cooled via radial holes drilled by a shaped tube electromechanical machining process.
Third-stage buckets do not require air cooling.

Second- and third-stage buckets have integral tip shrouds that interlock buckets to provide vibration damping
and seal teeth that reduce leakage flow. Turbine buckets are attached to the wheel with fir tree dovetails that
fit into matching cutouts at the rim of the turbine wheel. Bucket vanes are connected to the dovetails by
shanks, which separate the wheel from the hot gases and thereby reduce the temperature at the dovetail.

The turbine rotor assembly is arranged to allow buckets to be replaced without having to unstack the wheels,
spacers and stub shaft assemblies. Similarly, buckets are selectively positioned such that they can be replaced
individually or in sets without having to rebalance the wheel assembly.

1.4 TURBINE STATOR

1.4.1 General
The turbine stator is comprised of the turbine shell and the exhaust frame. Like the compressor stator, the
turbine stator is horizontally split for ease of handling and maintenance.

1.4.2 Turbine Shell

The turbine shell provides internal support and axial and radial positions of the shrouds and nozzles relative
to the turbine buckets. This positioning is critical to gas turbine performance. Borescope ports are provided
for inspection of buckets and nozzles.

1.4.3 Exhaust Frame

The exhaust frame is bolted to the aft flange of the turbine shell and consists of an outer and an inner cylinder
interconnected by radial struts. The inner cylinder supports the number 2 bearing. The tapered annulus
between the outer and inner cylinders forms the axial exhaust diffuser. Gases from the third-stage turbine
enter the diffuser where the velocity is reduced by diffusion and pressure is recovered, improving
performance.

1.4.4 Turbine Nozzle Design

The turbine section has three stages of nozzles (stationary blades) with air cooling provided to all three stages.
The first- and second-stage nozzles are cooled by a combination of film cooling (gas path surface),
impingement cooling, and convection cooling in the vane and sidewall regions. The third stage uses
convection cooling only.

All turbine nozzles consist of multi-vane segments. First-stage turbine nozzle segments are contained by a
retaining ring, which remains centered in the turbine shell. The second- and third-stage nozzle segments are
held in position by radial pins from the shell into axial slots in the nozzle outer sidewall.

1.5 BEARINGS
1.5.1 The MS7001(FA) gas turbine contains two journal bearings to support the turbine rotor and one dual
direction thrust bearing to maintain the rotor-to-stator axial position. The bearings are located in two (2)
housings: one (1) at the inlet and one (1) at the center of the exhaust frame. All bearings are pressure
lubricated by oil supplied from the main lubrication oil system. The number 1 bearing (journal and thrust) is
accessed by removing the top half of the compressor inlet casing. The number 2 bearing is readily accessible
through the tunnel along the centerline of the exhaust diffuser. (Removal of the turbine casing is not required
for bearing maintenance.) Bearing protection includes vibration sensors and drain oil temperature
thermocouples.

1.6 COMBUSTION
1.6.1 Combustion System
The combustion system uses a reverse flow, multi-chamber (can annular) design in which combustion
chambers are arranged around the periphery of the compressor discharge casing. Combustion chambers are
connected to adjacent chambers by crossfire tubes as illustrated below.

Each chamber contains fuel nozzles and a combustion liner. Specific chambers may also contain spark plugs
or flame detectors. Transition pieces connect the combustion liners to the turbine nozzles. Each combustion
liner, fuel nozzle, and transition piece may be individually replaced if needed for maintenance.

These major components of the combustion system are described below.

1.6.2

1.6.3 Dry Low NOx 2.6 Combustion System

The Dry Low NOx 2.6 combustion system (DLN 2.6) was designed to minimize emissions when operating
on gas fuel. Optimal emissions are achieved through the regulation of fuel distribution to a multi-nozzle, total
premix combustor arrangement. The fuel flow distribution to each fuel nozzle assembly is calculated to
maintain unit load and fuel split which optimizes turbine emissions.

1.6.4 Fuel Nozzle Arrangement

The DLN 2.6 combustion system consists of six fuel nozzles per combustion can, each operating as a fully
premixed combustor. One (1) fuel nozzle is located in the center of the combustion can with five (5) nozzles
located radially from the first as shown in the illustration below. The center nozzles are identified as PM1
(Pre Mix 1). Two (2) outer nozzles located adjacent to the crossfire tubes are identified as PM2 (Pre Mix 2).
The remaining three (3) outer nozzles are identified as PM3 (Pre Mix 3). Another fuel passage is located in
the airflow upstream of the premix nozzles, circumferentially around the combustion can. This passage is
identified as the quaternary fuel pegs.
1.6.5

1.6.6 Fuel flow to the six (6) fuel nozzles and quaternary pegs is controlled by independent control valves, each
controlling flow split and unit load. The gas fuel system consists of the gas fuel stop/ratio valve, gas control
valve one (PM1), gas control valve two (PM2), gas control valve three (PM3), and gas control valve four
(Quat).

The stop/ratio valve (SVR) is designed to maintain a predetermined pressure at the inlet of the gas control
valves. Gas control valves one through four regulate the desired gas fuel flow delivered to the turbine in
response to the command signal fuel stoke reference (FSR) from the gas turbine control panel. The DLN 2.6
control system is designed to ratio FSR into a Flow Control Reference. The flow control philosophy is
performed in a cascading routine, scheduling a percentage flow reference for a particular valve, and driving
the remainder of the percentage to the next valve reference parenthetically downstream in the control
software.

As the gas turbine progresses through the starting and loading sequences, the combustion system passes
through several combustion modes while operating on natural gas. Not all fuel nozzles in a combustion
chamber are used for every mode. For example, combustion mode 1 has gas flowing through only the PM 1
nozzle, while combustion mode 3 has gas flowing through the PM 1 and PM 2 nozzles.

The gas turbine, operating on gas fuel, achieves emissions compliance operation only while in combustion
mode 6.

1.6.7 Chamber Arrangement

The gas turbine employs fourteen combustors designated as combustion chambers. There are two (2) spark
plugs and four (4) flame detectors in selected chambers with crossfire tubes connecting adjacent chambers.
Each combustor consists of a six (6) nozzle/endcover assembly, forward and aft combustion casings, flow
sleeve assembly, multi-nozzle cap assembly, liner assembly and transition piece assembly. A quaternary
nozzle arrangement penetrates the circumference of the combustion chamber, porting fuel to casing injection
pegs located radially around the casing.

1.6.8 Spark Plug Ignition System

Two spark plugs located in different combustion chambers are used to ignite fuel flow. These spark plugs are
energized to ignite fuel at firing speed during start-up only. Flame is propagated to those combustion
 chambers without spark plugs through crossfire tubes connecting adjacent combustion chambers around the
gas turbine.

1.6.9 Flame Detectors

Reliable detection of flame location in the DLN 2.6 system is critical to the control of the combustion process
and to protection of the gas turbine hardware. Four flame detectors are mounted in separate combustion
chambers around the gas turbine to detect flame in all modes of operation. The signals from these flame
detectors are processed in control logic and used for various control and protection functions.

1.6.10 Gas Fuel Operation

The DLN 2.6 fuel system operation is fully automated, sequencing the combustion system through a number
of staging modes prior to reaching full load. The primary controlling parameter for fuel staging is the
calculated combustion reference temperature. Other DLN 2.6 operation influencing parameters available to
the operator are inlet guide vane (IGV) temperature control “ON” or “OFF” and inlet bleed heat “ON” or
“OFF”. To achieve maximum exhaust temperature, as well as an expanded load range for optimal emissions,
both IGV temperature control and inlet bleed heat should be selected “ON”.

1.6.11 Inlet Guide Vane Operation

The DLN 2.6 combustor emission performance is sensitive to changes in fuel/air ratio. The combustor was
designed according to the airflow regulation scheme used with IGV temperature control. Optimal combustor
operation is dependent upon proper operation along the predetermined temperature control scheme.
Controlled fuel scheduling is dependent upon the state of IGV temperature control.

1.6.12 Inlet Bleed Heat

Operation of the gas turbine with reduced minimum IGV settings can be used to extend the Premix operating
region. Reducing the minimum IGV angle allows the combustor to operate at a firing temperature high
enough to achieve optimal emissions.

Inlet bleed heating (IBH), through the use of recirculated compressor discharge airflow, is necessary when
operating with reduced IGV angles. Inlet heating protects the compressor from stall by relieving the
discharge pressure and by increasing the inlet air stream temperature. Other benefits include protection from
icing conditions resulting from the increased pressure drop across the IGVs when near the closing position.

The inlet bleed heat system regulates compressor discharge bleed flow through a control valve and into a
manifold located in the compressor inlet air stream. The control valve varies the inlet heating air flow as a
function of IGV angle. At minimum IGV angles the inlet bleed flow is controlled to a maximum of 5% of the
total compressor discharge flow. As the IGVs are opened at higher loads, the inlet bleed flow will
proportionally decrease until shut off.

The IBH control valve is monitored for its ability to track the command setpoint. If the valve command
setpoint differs from the actual valve position by a prescribed amount for a period of time, an alarm will
annunciate to warn the operator. If the condition persists for an additional amount of time, the inlet bleed heat
system will be tripped and the IGVs minimum reference will be raised to the default value.

The IBH system monitors the temperature rise in the compressor inlet airflow which serves as an indication
of bleed flow. Failure to detect a sufficient temperature rise in a set amount of time will cause the inlet bleed
heat system to be tripped and an alarm annunciated.
SECTION 2. AUXILIARY SYSTEM
1.6.13
2 AUXILIARY SYSTEM

2.1 LUBE OIL SYSTEM

2.1.1 General

The lubricating and hydraulic oil requirements for the 7FA gas turbine power plant are furnished by a
separate, enclosed, forced-feed lubrication module. This lubrication module, complete with tank, pumps,
coolers, filters, valves and various control and protection devices, furnishes oil to the gas turbine bearings,
generator bearings (absorbing the heat rejection load), starting means and load gear. This module is also
used to supply oil for the lift oil system, trip oil system and the hydrogen seals on the generator. Additionally,
a portion of the pressurized fluid is diverted and filtered again for use by hydraulic control devices as control
fluid.

The lubrication system is designed to supply filtered lubricant at the proper temperature and pressure for
operation of the turbine and its associated equipment. Refer to the Lube Oil Schematic Piping
Diagram(143E2201). Major system components include:
A Lubricant oil reservoir which serves as a base for the accessory module.

B Two centrifugal pumps (PQ1-1 and PQ1-2) each driven by an AC electrical motor (88QA-1 and 88QA-2).
Each AC motor includes a motor space heater (23QA-1 and -2) to prevent condensation in the motor.

C Emergency oil pump (PQ2-1) with DC motor (88 QE-1).

D Seal oil pump (PQ3-1) driven by a “piggy- back” AC motor (88QS-1)/DC motor (88ES-1) driving one
pump. AC motor includes motor space heater (23QS-1).

E Dual lubricating oil heat exchangers in parallel (LOHX-1 and LOHX-2).

F Two full flow lubricating oil filters in parallel (LF3-1 and LF3-2).

G Bearing header pressure regulator (VPR2-1).

H Mist eliminator (LF3-3) with redundant fan/motor (88QV-1A and 88QV-1B) and motor space heaters
(23QV-2A and 23QV-2B).

I Pressure Protection Switches (63QA-1A, 63QA-1B, 63QE-1, 63QT-2A and 63QT-2B.

J Tank temperature thermocouples (LT-OT-3, LT-OT-4) for pump start permissive and immersion heater
control.

K Lube oil header thermocouples (LT-TH-1, 2, 3).

L Lube oil drain thermocouples (LT-B1D-1, LT-B2D-1, LT-G1D-A/B and LT-G2D-A/B).

2.1.2 Note, “A/B” indicates dual element thermocouples.

2.1.3 The lube oil is circulated by a redundant set of AC pumps. A DC pump is provided in case AC power to the
site is interrupted. These pumps are the first of the auxiliary equipment to be energized during a startup
sequence. Following shutdown of the unit, these pumps continue to run throughout the extensive cool down
period and are the last of the auxiliary equipment to be stopped. The lube oil system is self-contained. After
lubricating and removing heat from the rotating equipment, oil is returned to the lube oil tank. It is cooled by
oil-to-water heat exchangers as it is pumped from the tank and re-circulated. Various sensing devices are
included in the design to ensure adequate oil level in the tank, oil pressure, and oil temperature. Oil tank
temperature is indicated by a thermometer on the side of the tank. Thermocouples LT-TH-1, LT-TH-2 and
LT-TH-3 connected to the control panel indicate lube oil temperature in the bearing header. Thermocouples in
the bearing drains are also wired to the turbine control panel for monitoring. A bearing header oil sampling
port is located upstream of VPR2-1.
2.1.4 For turbine starting, a maximum oil viscosity of 800 SUS (173 centistokes) is specified for reliable operation
of the control system and for bearing lubrication. Thermocouples LT-OT-3 and LT-OT-4 prevent turbine
 startup if the temperature of the lubricant decreases to a point where oil viscosity exceeds 800 SUS (173
centistokes).

2.1.5 Functional Description

A Lubricant Reservoir and Piping
The oil reservoir is integral with the module. The interior of the tank is coated with an oil resistant
protective coating. The top of the tank is the base on which components such as the pumps, and heat
exchangers are mounted. Under normal operating conditions oil is provided to the system by one of two
main AC motor driven centrifugal pumps (PQ1-1 and PQ1-2). The selection of lead and lag pumps is made
by the operator through the turbine control system prior to startup. By alternating the lead/lag pump
selection, the operating hours can be equalized. Each AC motor includes a motor space heater (23QA-1
and -2) to prevent condensation in the motor. All pumps have a check valve on the discharge line so that
oil does not flow into the tank through a pump, which is not in service. Two pressure switches (63QA-1A
and -1B) are mounted in the common header just downstream of the main pumps to ensure proper pump
operation. If either of these senses low pressure, an alarm is sounded and the lag pump is automatically
started. If this occurs, the operator must manually shut off one pump and check that system pressure is
stable.

The oil is first pumped through one of the two parallel heat exchangers (LOHX-1 and LOHX-2). Each is
designed to maintain the oil at the proper bearing header temperature. The maximum allowable bearing
header temperature under normal operating conditions is 160°F (71.1°C). The oil then flows through one
of the two full flow parallel filters (LF3-1 and LF3-2). A three-way transfer valve controls selection of
which set of heat exchanger/filter is in use. The lubricant oil filters have removable filter elements. A
differential pressure gauge provides visual indication of the dP over the filter. Pressure switches (63QQ-21,
-22) provide a high differential pressure alarm signal across each filter. Filter elements should be
replaced near or at the alarm set point.

Taps (OL-11), (OH-1) and (OLT-1), which are located downstream of the filters, supply lube oil to the
generator bearing seals, hydraulic/lift oil system and trip oil system respectively. Pressure regulating valve
(VPR2-1) then controls the oil pressure to the turbine and generator bearings and the turning gear.

The system is ventilated through a mist eliminator mounted on top of the lube oil reservoir. A slight
negative pressure is maintained in the system by redundant motor driven fans (88QV-1A; FB1-1 and
88QV- 1B; FB2-1) pulling air through the mist eliminator. This negative pressure draws sealing air through
the gas turbine bearing seals. Each AC motor includes a motor space heater (23QV-2A and 23QV-2B) to
prevent condensation in the motor. The motor driven fans have no DC backup motors and are not required
to run in the emergency situation, when the DC pumps has taken over. The fans are set up to run in a
lead/lag configuration and are designed to run one at a time. The selection of lead and lag fans is made by
the operator through the turbine control system prior to startup. The lag fan takes over whenever the lead
fan has failed to run, has been overloaded or if there is insufficient vacuum in the lube oil reservoir. If the
lag fan is started automatically by the control system due to insufficient tank vacuum level, the lead fan
will be automatically shut off. Pressure switch (63QV-1) provides a low differential pressure alarm signal
when there is insufficient vacuum in the lube oil reservoir. A regulating valve is downstream of each fan,
and is adjusted to regulate tank vacuum level.

A level alarm device (float operated) is mounted on the top or side of the lube reservoir. The float
mechanism operates level switches (71QH-1, 71QL-1 and 71QL-2). The switches are connected into the
alarm circuit of the turbine control panel to initiate an alarm if the liquid level rises above, or falls below
the levels. The oil level is visually indicated by a gauge (QH-1) mounted on the top or side of the tank. An
oil drain connection is located on the side of the accessory module to drain the reservoir.

B Standby Immersion Heaters

During standby periods, the oil is maintained at a viscosity proper for turbine start-up by immersion
heaters (23QT-1, -2 and 3) installed in the oil reservoir. Thermocouples LT-OT-3 and LT-OT-4 control the
heaters and maintain fluid temperature to achieve allowable viscosity. If the heaters fail to function and the
oil reservoir temperature drops below the point where oil viscosity exceeds 800 SUS, thermocouples LT-
OT-3 and LT-OT-4 will initiate a low oil temperature alarm and will prevent a turbine startup. While
running, lube oil header thermocouples (LT-TH-1, 2, 3) constantly monitor the header oil temperature.
 These thermocouples are hardware voted to the median temperature and are wired back to the control
panel, and compared to alarm and trip settings.

C Pressure Protection Devices

Two pressure switches (63QA-1A and -1B) mounted on the main pump discharge header sense lube oil
pressure. If either of these senses low lubricant oil pressure, an alarm is sounded and the lag pump is
automatically started. Pressure switches 63QT-2A and -2B in combination with alarm switches

63QA-1A and 63QA-1B, trip the unit and start the emergency DC motor-driven pump (88QE-1) when they
sense low pressure. This will occur if AC power is lost. For a trip, one of the two 63QT switches and one
of the two 63QA switches must signal. This voting logic prevents a trip due to a false signal. The DC
Emergency Pump is designed to provide adequate lube oil circulation for coast down following a trip.
Once the unit is at rest, the DC pump should only operate a few minutes per hour, in order to remove heat,
but conserve battery life. If the bearing metal temperature is above 250ºF, the DC pump is run continuously.
The emergency pump is sized to clear the trip pressure switches (63QT-2A, - 2B), but will not clear the
alarm pressure level (63QA-1A, -1B). On dual fuel units with a single atomizing air compressor a pressure
switch (63QA-3) is provided at the oil supply to the air compressor gearbox. Two pressure switches
(63QA-3 and 4) are provided on dual fuel units with two atomizing air compressors. These pressure
switches will alarm if low pressure is sensed at those points but they will not start the lag pump.

The operation of the 63QA and 63QT switches can be verified by shutting off the normally open valve
between the switch and the oil system. When the normally closed valve to the oil drain is opened, the oil in
the switch lines will drain, the proper warning signal should annunciate and proper lag/emergency pump
start-up should occur.

D Heat Exchanger and Filters

The lubricant oil heat exchangers (LOHX-1 and LOHX-2) connect to the parallel lubricant filters (LF3-1
and LF3-2). This design is provided so that filters not in service can be changed (or heat exchangers
cleaned) without taking the turbine out of service.

Filter housings and heat exchangers are self-venting. A sight glass is located in the vent line from the filter
and heat exchanger. When the heat exchanger and filter housing are full, oil will be visible in this sight
glass.

By means of the manually-operated three-way transfer valve, one filter can be put into service as the
second is taken out, without interrupting the oil flow to the main lube oil header. The transfer of operation
from one filter to the other should be accomplished as follows:

1) Open the filler valve and fill the standby filter until a solid oil flow can be seen in the flow sight in the
filter vent pipe. This will indicate a “filled” condition.

2) Operate the transfer valve to bring the standby filter into service.

3) Close the filler valve.

This procedure simultaneously brings the reserve heat exchanger into service.

NOTE

Only one heat exchanger is intended to be in service at one time. After transfer, the
operator must verify that the cooling water isolation butterfly valves to/from the heat
exchanger not in service are closed. Do not leave all four cooling water isolation valves
open.

E Seal Oil
The seal oil to the generator bearings is normally supplied by the lubricating system through a separate line
(tap OL-11) directly to the generator. In the event of low lube system pressure or lube system shut- down
for service, A seal oil pump supplies the oil required to seal in the generator hydrogen. Under normal
 circumstances the AC motor driven pump (PQ3-1, 88QS-1) would serve this function; however, if this AC
motor should fail or if AC power is lost, the emergency DC motor (88ES-1) is activated and drives the seal
oil pump. The AC motor (88QS-1) includes a heater (23QS-1) to prevent condensation in the motor. The
seal oil pump circulates oil through filter (LF3-5). Differential pressure switch (63QQ-25) provides a high
differential pressure alarm signal across the filter. The filter element should be replaced near or at the
alarm set point

2.1.6 Optional Device

A Pressure Transmitters
The lubrication module includes the following additional Pressure transmitters (indication-only).
Differential pressure transmitters’ 96QQ-1 and 96QQ-2, which provide remote monitoring capability of
differential pressure across the oil filters (LF3-1 and LF3-2).

1) Pressure transmitter 96QH-1, which provides remote monitoring capability of bearing header pressure.

2) Pressure transmitter 96QL-1, which provides remote monitoring capability of tank oil level.

3) These transmitters are indication-only devices. They do not alarm or trip the machine in case of a
failure, low pressure, level etc.
2.2 STARTING SYSTEM

2.2.1 Gas Turbine Static Start System

A System Function and Design Requirements
Power for startup of the gas turbine is provided by the static start system. The static start system provides
variable frequency voltage and current to the generator, in this way the generator serves as the starting
motor required for starting the gas turbine. The static start system consists of the following major
components:

1) Load Commutated Inverter (LCI)

2) Isolation Transformer

3) LCI Disconnect Switch

4) Turning Gear

The turning gear provides the power necessary to breakaway and rotate the turbine prior to turbine start
and also to rotate the shafting after turbine shutdown to avoid deformation of its shafting.

The turning gear system consists of an induction motor, reduction gears, SSS clutch, electrical isolation,
and flexible coupling.

The turning gear will breakaway the turbine and slow roll at 5 to 7 rpm. In the event of power failure the
turning gear is equipped with a feature for manual turning of the rotor system.

Lubricating oil for the reduction gears is self–contained. Lubrication of the SSS clutch and output shaft
bearings requires continuous oil supply from the main lube oil system.

The SSS clutch is a positive tooth type overrunning clutch which is self-engaging in the breakaway or
turning mode and overruns whenever the turbine/generator shafting exceeds the turning gear drive speed.

The insulated flexible coupling allows for angular and parallel misalignment as well as allowing for
generator shaft axial expansion.

B Operation
On a start signal, the lube oil pump and hydraulic oil pumps are started to lift the stationary rotor off of the
bearing surfaces. The bearing pressure lift system must be operating prior to energizing the turning gear.
This significantly reduces the amount of starting and break–away torque required for the machines and
minimizes bearing damage during startup. Breakaway of the rotor system is accomplished by energizing
the turning gear induction motor. A double reduction worm gear reducer is furnished with a hollow shaft in
which the SSS clutch is mounted. Automatic engagement of the SSS clutch provides direct power
transmission to the rotor system. The turning gear will rotate the rotor system to 5 to 7 rpm. As the static
starter begins the starting sequence and accelerates the rotor the SSS clutch will automatically disengage
the turning gear from the turbine rotor.

The static starter will begin operation in the “pulsed” mode, changing to the “load commutated” mode as
soon as possible. The static starter will supply the variable frequency stator (armature) current required by
the generator to operate as a synchronous motor and drive the gas turbine. The static starter will control the
excitation system during static starting to regulate the field (rotor) current as required to maintain the
required flux and generator voltage. The static start system operates to accelerate the turbine to 25 to 30
percent of rated speed to purge the system for several minutes. At the end of the purge period the LCI
removes power from the generator allowing the unit to coast down to approximately 15% speed and the
turbine is fired and then accelerated to a self sustaining speed of about 90%. The static starter currents
will be reduced as required until the starting means is no longer required. After self sustaining speed is
accomplished the control system will load and synchronize the gas turbine generator. Operation of the
neutral ground and stator disconnect switches is automatically controlled during the starting process.

Upon turbine shutdown, as the turbine decelerates to below turning gear speed (5 to 7 rpm), the SSS clutch
 engages if the turning motor is energized to provide slow roll rotor cool down. This cool down continues
until proper gas turbine wheel space temperatures drop to ambient.

In the event of a power outage when rotor turning is required, a manual turning assembly is provided to
turn the rotor. This manual turning feature can also be used for borescope inspection of the gas turbine.

The turning gear system is sized to provide breakaway of the shafting system with the bearing pressure lift
system operating on both the gas turbine and generator for manual and motor turning of the rotor train.

C Operating Precautions

* * * WARNING * * *

This equipment contains a potential hazard of electric shock or burn. Only personnel who
are adequately trained and thoroughly familiar with the equipment and the instructions
should install, operate, or maintain this equipment.
Isolation of test equipment from the equipment under test presents potential electrical
hazards. If the test equipment cannot be grounded to the equipment under test, the test
equipment’s case must be shielded to prevent contact by personnel.
2.3 HYDRAULIC AND LIFT OIL SYSTEM

2.3.1 General
The Gas Turbine Combined Hydraulic and Lift Oil system functions to provide fluid power required for
operating control components and to provide lift at the Gas Turbine and Generator bearings. The control
components include the Gas Valves (hydraulically actuated servo valves) and the Inlet Guide Vanes-IGV’s
(positioned by a hydraulic cylinder located on the turbine base).
The major components of the system include the pumps and motors, accumulator, filters, and valves
contained in the manifold assembly. This document will describe how the system normally operates.

Pump Inlet and Discharge

Pressure regulated, filtered, and cooled lubrication oil from the main lube oil header is used as the
hydraulic/lift oil, high-pressure fluid. The system is designed with two redundant parallel flow paths. Under
normal operation, only one circuit on the system is in use. Isolation valves are used to isolate either of the
circuits so that maintenance can be performed off line. On the inlet to the system, pressure switches (63HQ-
6A, 63HQ-6B) signal an alarm, which prevents the hydraulic/lift pump motors (88HQ-1, 88HQ-2) from
starting should there be insufficient inlet pressure. This feature will prevent the pumps from cavitating. High-
pressure fluid is then pumped to the supply manifold by one of the two pressure-compensated, variable
displacement pumps (PH1-1, PH2-1). Each pump is driven by its own AC electric motor. The turbine
operator controls the lead-lag sequence on the pumps. The pumps are constant pressure, variable positive
displacement axial piston pumps with built in dual pressure compensators (VPR3-1, VPR3-2). The
compensators act by varying the stroke of the pistons to maintain a set pump discharge. Each pump has a
high and low-pressure compensator setting. The high-pressure setting is used when lift oil supply to the
rotor bearings is needed. The low pressure setting is used when actuation of the gas valves and IGV’s is
required. Each pump/motor contains a heater, (23HQ-1, 23HQ-2), which prevents condensation and freezing
while the motors are not running. Air bleed valves are located immediately downstream of the pump
discharge to ensure rapid pressurization of the supply fluid. Each circuit contains an oil filter (FH2-1, FH2-
2) with integral differential pressure switches (63HF-1, 63HF-2). Hydraulic/lift oil supply pressure relief
valves (VR21-1, VR22-1) provide pressure relief in order to prevent component failure due to over-
pressurization, in the event that one of the pressure compensators fail or are inadvertently set wrong.

2.3.2 CAUTION
Pressure relief valves should be periodically checked for proper operation
2.3.3
2.3.4 Lube Oil Supply
Bearing lift oil is used to raise the turbine-generator rotor onto a thin, static oil film at each journal bearing to
minimize rotation friction losses the gas turbine starting means or turning gear must overcome. Lift Oil
Supply Isolation Valve (20QB-1) is a solenoid-operated valve. When energized, high-pressure oil is allowed
to flow to each of the turbine-generator bearings. Each bearing is equipped with a flow-regulating valve to
keep lift oil supply flow rate constant. In addition, the lift oil supply lines at the bearings contain check valves
to prevent bearing feed oil from back flowing into lift oil supply lines. 20QB-1 has a manual override to be
used if the solenoid fails. There is also a sensing line connected from downstream of the solenoid to the
compensator block. When the solenoid is open, the sensing line is pressurized, thus selecting the high-pressure
setting. Bearing Lift Oil Supply Pressure Switch (63QB-1) provides an alarm in the turbine control
system if lift oil supply pressure is low, and will prevent the turning gear motor from starting should, there be
insufficient pressure.
2.3.5 Hydraulic Oil Supply
Hydraulic Supply pressure is required to actuate the gas valves and IGV’s,. Each pump circuit contains a
Hydraulic Oil Supply Pressure Regulating Valve (VPR4-3, VPR4-4). These pressure-regulating valves
maintain hydraulic pressure to hydraulic actuated components during normal operation, regardless of whether
the pump is operating at lift pressure or hydraulic pressure.

Hydraulic Discharge Oil Supply Pressure Switches (63HQ-1A, 63HQ-1B) are used to indicate if the lead
pump is not supplying enough pressure to the system. Should this be the case, the lag pump will be activated.
Hydraulic Supply Low Pressure Relief Valve (VR23-2) is provided to prevent over-pressurization of
hydraulic supply components in the event pressure regulating valves fail or are set incorrectly. Off of the
hydraulic oil supply header is a single Accumulator (AH1-1) that stores hydraulic fluid for use in transient
conditions (e.g. valve actuation). The accumulator is in service regardless of which pump is in operation. The
accumulator contains an isolation valve and flow control valve to control recharge rate. A Manual By pass
Valve allows the operator to quickly depressurize and drain hydraulic oil supply header. This is useful when
 resetting pump compensators, relief valves, or pressure regulators. The bypass valve also serves as an
accumulator drain valve.

2.3.6 System Trouble Shooting

Symptom Possible Causes Possible Solutions

Lube oil pumps not operating Check pump orientation
Inlet isolation valve not open Open Valve FV-1A or FV-1B
No Inlet Pressure Switch on Motor
Motor 88HQ-1 not operating
Standby circuit operating Read other inlet supply pressure gauge

Usually caused by line trouble, Check source of power. Check

Motor will not Start such as single phasing at the overloads, fuses, controls, etc.
starter
Solenoid valve 20QB-1 is not Energize 20QB-1
energized Operate solenoid 20QB-1 using
Solenoid valve 20QB-1 is manual override
damaged Set Compensator VPR3-1 and VPR3-
High pressure pump compensator 2 per Device Summary
High Pressure
VPR3-1 or VPR3-2 set incorrectly Set relief valves VR21-1 and VR22-1
cannot be reached
Relief valve VR21-1 or VR22-1 per Device Summary
set too low
Open isolation valve FV-2A or FV-2B
Isolation valve FV-2A or FV-2B
Check direction of rotation
closed
Motor rotation incorrect
Pressure regulating valve VPR4- Set regulating valve VPR4-3 and VPR4-
3 or VPR4-4 is incorrectly set 4 per Device Summary
Pump low pressure compensator Set compensator VPR3-1 and VPR3-
VPR3-1 or VPR3-2 incorrectly 2 per Device Summary
set Replace pressure regulating valve
Hydraulic Pressure Pressure regulating valve VPR4- VPR4-3 or VPR4-4
Cannot Be Reached 3 or VPR4-4 is damaged
Set relief valve VR23-2 per Device
Relief valve VR23-2 set too low
Summary
20QB-1 is energized
Ensure that 20QB-1 is not energized
Downstream check valve
Identify and replace faulty check valve
permitting backflow into sensing
line
Frequent
Component Replace filter elements. Verify that oil
Oil Contaminants
varnishing is not an issue.
Replacement
Motor Growling or
Bad Bearing Replace bearing
Whining
Unusually loud Pump cannot keep up with
hammering noise system demand, Max. Volume Set Max. Volume Stop
during operation Stop not set correctly
Unresponsive or
Swash block saddle bearings
sluggish pump Replace bearings
worn or damaged
Control
Faulty Control Replace Control
Irregular or unsteady Inlet Pressure is Low Ensure minimum 10 PSIG is available
operation Worn axial piston pump at the Inlet.
Replace Pump
 Faulty output circuit components Check gas valves, turbine bearings, etc.
Excessive
Adjust coupling halves so that they
vibration or thrust Coupling halves are touching
are not touching
loads

Excessive flow from Misalignment/Side Loading Alignment should be 0.005" Total

case drain
Indicator Reading (TIR)

Pressure spike on Undersized or restricted case Do not use flowmeters, orifices, or

stroke Damaged drain line coolers in case drain lines. Verify that
seals case drain line is proper size.

Pump is Fluid cleanliness issue Resolve fluid cleanliness issue via filter
contaminated element replacement or oil
conditioning.

Shoe slamming into Exceeding 10 psid case to Verify that suction line is sized
swashblock Rounded inlet differential pressure properly. Do not use suction strainers.
shoe edges Shoes
loose on balls Seal
retainer bent

Case not remaining Fluid being siphoned from case Use loop seal above top of pump
full of oil due to improper case drain line casing to keep case full.
routing

Aeration of oil Oil Bubbling Terminate case drain below liquid

surface in tank

2.3.7

2.3.8
2.4 CONTROL AND TRIP OIL SYSTEM

2.4.1 General
The Gas Turbine Control and Protection Systems are operated by the SPEEDTRONIC　 control through
electro-hydraulic devices. This is done to provide the necessary actuation forces to operate the various
control and protection equipment located on the Gas Turbine and its associated accessory modules.

This equipment consists of the various fuel valves and the compressor’s variable inlet guide vanes. The
electro-hydraulic devices consist of servovalves, which act to modulate the final controlling element in
response to the operational requirements of the unit, and hydro-mechanical relays and solenoid operated
tripping valves, which act to interrupt the controlling action of the servovalves and trip the controlling
element in the event of a trip. Other components include pressure switches, hydraulic accumulators, check
valves, flow metering orifices, a manually operated trip valve and the hydraulic cylinders which position the
final elements.

This section will describe how this system operates the inlet guide vanes and the Gas Fuel System. A
schematic diagram of the Hydraulic Control and Trip System may be found in the Reference Drawings
section of this manual.

2.4.2 Inlet Guide Vanes

The inlet guide vanes are positioned by a hydraulic cylinder located on the turbine base. High-pressure oil
(OH) from the hydraulic supply system is admitted to this system through an orifice/check valve. The
hydraulic oil then passes through a trip relay (VH3-1) to the modulating servovalve (90TV-1) which acts to
position the cylinder in response to the position command from SPEEDTRONIC　. Position transducers
(shown on the inlet guide vane schematic) provide position feedback to this loop. The trip relay (VH-3) is
actuated by low-pressure oil which passes through an orifice to the actuating piston of the relay. A trip
solenoid valve (20TV-1), when energized, closes and allows this trip oil to build up pressure and move the
relay to the run position. In the event of an IGV trip, 20TV-1 is deenergized, VH3-1 moves to the trip
position and high-pressure oil acts to move the IGV cylinder to the closed position.
2.4.3 Gas Fuel System
The Gas Fuel System consists of five final devices, the gas stop/ratio valve, and four gas control valves.
These devices are shown in the gas fuel schematic diagram, ML item 0422.

The five valves are operated by identical hydraulic systems although the control function of each is unique.
Each valve is operated by an electro-hydraulic servovalve, which acts to position the valve in response to the
position command from the SPEEDTRONIC　 control system. Each valve has position transducers to
provide a position feedback signal. These are shown on the gas fuel schematic diagram. High-pressure oil
passes through the filters to each of the servovalves. Between the stop and control servovalves and the
hydraulic cylinders is a hydro-mechanical trip relay - VH5-1 through VH5-5. When these relays are in the
run position, the servovalves are able to modulate the position of the valves. When these relays are in the
tripped position, one end of the cylinder is opened to drain, allowing the spring to quickly close the valve to
shut off gas fuel flow. The relays are operated by low-pressure trip oil and a trip solenoid valve (20FG-1),
which when energized, closes and allows the trip oil to build up pressure to move the relays to the run
position. In the event of a trip, 20FG-1 is de-energized, the relays move to the trip position, and the stop and
control valves are closed by their springs. The orifice in the trip oil supply is used to limit the flow into this
branch from the low pressure trip system when 20FG-1 is open. The pressure switches (63HG) are used to
signal the SPEEDTRONIC　 control system that the Gas Fuel hydraulic trip system branch has been tripped.
This is used in logic as a check to ensure reliability of the tripping system.
2.5 COOLING & SEALING AIR SYSTEM

2.5.1 General
The cooling and sealing air system provides the necessary air flow from the gas turbine compressor to other
parts of the gas turbine rotor and stator. These flows prevent excessive temperature buildup during normal
operation and prevent compressor pulsation. The system also has a Case Temperature Management (CTM)
Clearance Control System, which utilizes impingement air cooling to reduce and control the temperature of
the turbine casing at and around the area of the first turbine stage. The result of this cooling process is a
reduction in the nominal clearances between the tips of the turbine stage 1 blades (buckets) and their
associated casing shrouds. This reduction in clearance decreases the leakage past the blade tips, resulting in
improved turbine performance. In addition to reducing clearances, the impingement cooling process
decreases ovality of the turbine casing, which also improves performance. Activation and operation of the
system is limited to gas turbine loads above 60% of baseload operation.

The 7FA turbines have a vacuum-operated lubrication system. Therefore, the bearing sealing function of the
Cooling & Sealing Air System is not utilized. When the gas turbine is operating, air is extracted from the 9th
and 13th stages of the axial flow compressor as well as from the compressor discharge.

Atmospheric air from off-base, centrifugal-type, blowers is used to cool the turbine exhaust frame and No.2
bearing area.

Cooling functions provided by the system are as follows:

- Compressor pulsation protection

- Internal component cooling

- Turbine exhaust frame cooling

- No. 2 bearing area cooling

- Case Temperature Management (CTM) Clearance Control

The cooling and sealing air system consists of specially designed air passages in the turbine casing, turbine
nozzles, rotating wheels, and piping for the compressor extraction air and associated components.
Components used in the system include:

- Turbine Exhaust Frame Cooling Blowers

- Motors for Turbine Exhaust Frame Cooling Blowers (88TK-1, -2)

- Pressure switches for Turbine Exhaust Frame Cooling Blowers (63TK-1, -2)

- Backdraft damper for Turbine Exhaust Frame Cooling Blowers (VCK7-1)

- No. 2 Bearing Area Blowers

- Motors for No. 2 Bearing Area Blowers (88BN-1, -2)

- Pressure switches for No. 2 Bearing Area Blowers (63BN-l,-2)

- Air filters for No 2 Bearing Area Blowers

- Backdraft damper for No 2 Bearing Area Blowers (VCK7-3)

- Air Extraction Valves VA2 -1, -2, -3, -4

- Limit switches for each VA2 valve 33CB-1, -2, -3, -4,-5,-6,-7,-8.
 - Solenoid Valves 20CB-1, -2 (for actuation of air extraction valves)

- Compressor Discharge Pressure Transducers 96CD-1, -1B, and -1C

- Case Temp. Management Blower Motor and Blower Motor Space Heater (88CM-1 & 23CM-1)

- Case Temp. Management Flow Control Damper (20CM-1)

- Case Temp. Management Flow Control Damper Positioner (65CM-1)

- Case Temp. Management Air Supply Temp. Trans. (TT-CM-1)

- Case Temp. Management Air Supply Pressure Transmitter (96-CM-1)

- Turbine Casing Thermocouple - 1st Stage Shroud (TT-TC-1 to 16)

Refer to the cooling and sealing air schematic diagram MLI 0417 for further details.

2.5.2 Functional Description

The cooling air system is composed of five major subsystems:

- Compressor bleed subsystem for pulsation protection

- Turbine nozzle cooling air supply subsystem

- Exhaust frame and No. 2 bearing area cooling fan module subsystem

- Exhaust temperature reference bias subsystem

- Case Temperature Management (CTM) Clearance Control System

A Compressor Bleed Subsystem For Pulsation Protection

The pressure, speed, and flow characteristics of the gas turbine axial flow compressor are such that special
equipment and sequencing of the gas turbine components are required to prevent pulsation of the
compressor when the turbine is fired and when accelerating to speed in the starting sequence. Pulsation
protection is also required in the shutdown and decelerating sequence when the turbine is tripped. The
equipment required to provide this protection is the compressor bleed valve subsystem and the variable
inlet guide vane subsystem. The operation of the inlet guide vane subsystem is covered elsewhere in this
manual.

The 7FA is fitted with four pneumatically closing butterfly valves (VA2-1, -2, -3, -4) to bleed 9th and 13th
stage compressor air to the exhaust. These valves utilize a spring to open, so a failure in the actuation air
system will cause the valve to move to the open position, placing the compressor in a safe mode for
shutdown.

Customer supplied instrument air (controlled by solenoid valves 20CB-1,-2) is used to close the
compressor bleed valves. From each solenoid valve, the air is piped to the piston housings of 2 bleed
valves.

The 20CB solenoids are fitted with a breather vent which should be inspected as well to ensure that air can
freely flow from the “C” port of the solenoid to the atmosphere. If this breather is clogged, the valves will
not open in a timely manner, and the turbine may experience a trip.

During turbine startup, 20CB-1, -2, are not energized and the 9th and 13th stage bleed valves are open,
allowing air to be discharged into the exhaust plenum, thereby eliminating the possibility of compressor
pulsation. Limit switches, 33CB-1, -2, -3, -4, on the valves provide permissive logic in the starting
sequence and ensure that the bleed valves are fully opened before the turbine is fired. The switches also
provide an alarm if either valve opens when it is supposed to be closed. When the turbine accelerates to
full speed, the 20CB-1, -2, solenoid valves energize to close the bleed valves and allow normal running
 operation of the turbine. Limit switches 33CB-5, -6, -7, and -8 are used to detect that the valves are
closed. When a turbine shutdown signal is initiated, the 20CB-1, -2 valves are de-energized, and
compressor air is again discharged into the exhaust plenum to prevent compressor pulsation during the
turbine deceleration period.

CAUTION

Under no circumstances should attempts be made to start the turbine if all bleed valves
are not fully opened. Serious damage to the gas turbine may occur if valves are not opened
during the accelerating and decelerating cycle of the turbine.

Although the bleed valves appear to be in a parallel redundant arrangement, they are not redundant.
Both valves are required to function to provide adequate pulsation protection.

B Turbine Nozzle Cooling Air Supply Subsystem

The cooling circuit for the turbine components consists of both internal and external circuits. The first
and second stage buckets, the first stage nozzle, and the first stage shroud are cooled by an internal cooling
air circuit, while the second and third stage nozzles are cooled by an external cooling air circuit.

The internal circuit is supplied by 17th stage and compressor discharge air, and the external circuit by 9th
and 13th-stage extraction air. The first stage nozzle and shroud cooling air is supplied from the compressor
discharge plenum housing the combustion transition pieces. The bucket cooling is supplied by air flowing
inward at the 17th-stage compressor wheel, then through holes drilled axially through the distance piece,
and then over the forward face of the first stage turbine wheel. The bucket cooling air then flows through
the bore of the first stage turbine wheel into the chamber between the first and second stage buckets.
This circuit also provides air to heat the bores of the second- and third stage wheels and to purge the wheel
spaces.

The external circuit consists of piping between the 9th and 13th-stage bleed piping and the turbine shell. A
two branch piping system is used to pipe the cooling air from the compressor 13th-stage to the stage 2
turbine shell. 9th stage compressor extraction is used to cool turbine stage 3.
This subsystem piping is shared with the compressor bleed subsystem to minimize piping quantity. In each
piping run to the second-stage nozzle, a witch-hat strainer is placed in the pipe to protect the small
impingement cooling holes within the vanes from clogging with dirt and scale. These witch-hat strainers
are removed after an initial break-in period. The orifice plates in the pipe runs to each nozzle control the
airflow throughout the piping system.

C Exhaust Frame and No. 2 Bearing Area Cooling Fan Module Subsystem
A cooling fan module consisting of four centrifugal blower-driven motors 88TK-1, -2 and 88BN-1, 2
provides airflow to the exhaust frame cooling manifold and the No. 2 bearing area. Each blower is sized to
provide 100 percent of the required flow for its respective cooling requirement. The motors are controlled
to operate in a lead-lag arrangement so that only one of each blower is operating when the gas turbine is
running. Each motor is equipped with a space heater, 23TK -1, -2 or 23BN-1, -2, for humidity control
during periods of shutdown.

Two of the blowers supply air for cooling of the exhaust frame and third aft wheel space. An inlet screen
is provided with each blower and the discharge of each passes through a diverter type check valve VCK7-1
before entering openings in the exhaust frame. The cooling air enters the exhaust frame through eight
radial nozzles on the outer annulus of the frame. The air cools the outer diameter of the outer exhaust gas
path insulation pack. Some of the cooling air exits the frame at the forward joint with the third stage
bucket shroud. The remainder flows aft, then turns, flowing through and cooling the radial support struts.
The air cools the inner diameter of the inner exhaust gas path insulation pack and exits the exhaust frame
through the third stage bucket aft wheel space. The cooling air also prevents exhaust gas from being
aspirated into the No. 2 bearing sump.

A similar arrangement of two blowers is used to provide cooling air to the No. 2 bearing area. These arc
equipped with inlet filters to remove dirt particles that could harm the bearing journal. Also, the discharge
of each passes through a diverter type check valve VCK7-3 before entering the main supply pipe to the No.
 2 bearing area. This valve is required because of the lead-lag operation; otherwise the air from the
operating blower would escape through the non-operating blower, thereby bypassing the cooling circuit.

Pressure switches 63TK-l and -2 on the exhaust frame blowers, and 63BN-l and 63BN-2 on the No.2
bearing area blowers are used to sense each of the blower’s discharge pressure. If either blower or motor in
the operating set should fail, the loss of discharge pressure will cause contacts of the respective 63TK or
63BN pressure switch to close, sending a signal to start the idle set. If a second failure should occur, the
turbine will shut down in a normal shutdown sequence.

NOTE

Any failed blower or motor should be repaired or replaced as soon as possible to preclude
the possibility of shutting down the turbine as a result of a second failure.

D Exhaust Temperature Reference Bias Substation

Turbine firing temperature limits are determined primarily by turbine parts’ lives. To obtain the most cost-
efficient operation of the gas turbine, in electric generation service it is customary to operate the gas
turbine at the turbine firing temperature limit. The turbine control system makes a calculation of the actual
firing temperature and controls operation of the turbine so that the firing temperature limit is not exceeded
by the calculated/actual firing temperature.

The firing temperature is calculated from three inputs: the average thermocouple measured exhaust
temperature, the actual pressure ratio across the compressor, and mechanical parameters of the turbine.

If the 96CD compressor discharge pressure transducers and their associated electronics should fail, the
control system also permits the calculation of firing temperature based on exhaust temperature and the
actual fuel consumption.

E Case Temperature Management (CTM) Clearance Control System

The following paragraphs provide a detailed description of the CTM System Equipment. Figure 1 is a
schematic representation of the system.

1) Case Temperature Management Blower Skid

The Case Temperature Management (CTM) Blower Skid is located outdoors adjacent to
the turbine enclosure. It’s exact location is site specific and is based on the plant’s general
arrangement. The Skid consists of a single speed Centrifugal Blower, a pneumatically
actuated Discharge Flow Control Damper/Valve, and Instrumentation (including
temperature measurement and a Back- draft Damper/Check Valve at the outlet of the
Skid).

The Blower Unit is furnished with a Filtration System at the inlet to the suction stack.
This min- imizes the erosion wear on the blower wheel, and prevents large particulate
from entering and potentially “plugging” the impingement cooling holes of CTM
manifolds. The Filters require periodic monitoring for cleaning or replacement. The
frequency is dependent on the cleanliness of the environment. In addition to the
filtration system, the blower suction stack also houses inlet Silencing Panels. This
silencing is provided to maintain the Blower’s acoustic levels be- low site specific limits.
The centrifugal blower is driven by a single speed 3-phase TEFC Motor (88CM-1).
Starting and stopping of the Blower is through the turbine control system. For 7F frames
a 120V Space Heater (23CM-1) is provided for the prevention of condensate in the motor
when the system is not in operation. Similarly on the 9F frames, a 220V, 50Hz space
heater is provided.

A pneumatically actuated butterfly “style” Flow Control Damper/Valve (20CM-1) is

located at the discharge of the blower. The actuator is furnished with a I/P Positioner
(65CM-1) that controls the position of the valve based on the airflow demand to the
system. The command to the positioner is from the turbine control system. The actuator is
furnished with a Mechanical Stop that prevents its full closure of the valve. This insures
the Blower operates at or above it’s minimum flow condition when the CTM system is
 enabled.

A Temperature Transmitter (TT-CM-1) and a Pressure Transmitter (96CM-1) are located

in the skid piping, directly downstream of the flow control valve/damper. The temperature
transmitter provides a signal to the turbine control system for the monitoring of the
impingement cooling air temperature. This temperature signal is used in permissive logic
that prevents the system from operating with cooling air temperatures below the minimum
allowable. The pressure transmitter provides a signal to the turbine control system for the
monitoring of the CTM cooling air pressure.

A backdraft damper/check valve is provided at the outlet of the skid. This remains closed
at all times when the Gas Turbine is not in operation and the turbine compartment
ventilation system is turned off. The function of the damper/check valve is to maintain
isolation of the turbine compartment during the release of CO2 following a fire detection
event.

2) On-Base Piping System

The On-Base piping system is the CTM piping located within the bounds of the gas
turbine pack- age. The primary function of this piping is to evenly distribute the cooling
air to the eight individual impingement cooling manifolds. The main pipe header and the
left and right side “feed” headers are constructed of hard pipe. A flow balancing orifice is
installed in the main pipe header between the left and right side feed headers. This is
provided to maintain equalized pressure/flow to the manifolds on each side of the turbine.
Flex ducting is utilized to interconnect the air supply from the feed headers to the inlet
pipes on the manifolds.

3) CTM Impingement Cooling Manifolds

Eight (8) Impingement Cooling Manifolds are utilized in the CTM system. Each
manifold assembly consists of a feed pipe, a “sealed” plenum box, and leveling legs (See
Figures 2, 3). The size and geometry of the manifolds vary between the 7F and 9F frames.
A graphical representation of this is shown in Figures 2 and 3. The bottom, or innermost,
plate of the box has an array of impingement cooling holes over the entire surface area.
The position and size of these holes provide uniform cooling of the turbine casing over all
CTM system operating modes. The plenum box is contoured to the geometry of the casing
surface that the manifolds are mounted over. This insures a uniform gap between the
manifold inner plate and the below casing surface. Each manifold is affixed to the turbine
casing by two integrated support/thermowell mounting assemblies. These (shaft)
assemblies feed throughout the inner and outer surfaces of the plenum box thread into
tapped holes in the turbine casing. In addition to their mounting purpose, these supports
also function as thermowells for the embedded casing TCs (see paragraph E.) Six (6)
adjustable leveling legs are positioned around the perimeter if each manifold. These
provide the desired gap clearances from the manifold to the casing surface.

4) Embedded Casing Thermocouples

Sixteen (16) Embedded Casing Thermocouples (TT-TC-1 to 16) are located in the turbine
casing, directly below the CTM manifolds. Of the sixteen TCs, twelve are positioned
“deep” (relatively close to the stage 1 shroud) and four are positioned “shallow”
(relatively close to the casing surface). These instruments are utilized to monitor casing
temperatures and thermal gradients prior to and during CTM system operation. Readings
from these instruments provide input to the closed loop control sequencing that regulates
the amount of cooling air required to achieve the target clearance reduction.
Figure 1. Case Temperature Management (Clearance Control System) Top Level Summary Diagram

Figure 2. 7F Case Temperature Management (Clearance Control System) Manifold Detail

Figure 3. 9F Case Temperature Management (Clearance Control System) Manifold Detail

5) System Operation
1. CTM System Start-Up

All control and operation of the Case Temperature Management (CTM) Clearance Control
Sys- tem is performed through the gas turbine control system. Initiation and operation of
the CTM system is limited to GT loads at or above approximately 60% of rated baseload.
Activation of the system can occur only when casing thermals (temperatures) achieve a
“steady state” condition. Internal casing temperatures are monitored by the sixteen
embedded thermocouples (TT-TC-1 to16), which are located directly below the CTM
manifolds. In general, steady state temperatures are achieved following 10 minutes of
constant load operation.

Once all permissives are cleared, an enable to START indication is provided on the
turbine con- trol system HMI screen. Starting of the system is a manual operation
performed by the control room operator. Casing temperatures and cooling air supply
pressure and temperatures should be monitored during system start-up.

2. CTM System Operation - Gas Turbine Steady State Operation

During steady state gas turbine operation, the CTM system utilizes closed loop control to
maintain target stage 1 clearances. As cycle conditions change due to minor load or
ambient temperature variations, impingement cooling airflow is regulated by automatic
modulation of the case tem- perature management flow control valve/damper.

3. CTM System Operation – Gas Turbine Transient Operation

If, during CTM operation, there is a significant change in gas turbine load (step or ramp),
the CTM system will become disabled. Following this transient event, the Flow Control
Valve/Damper (20CM-1) is commanded to the minimum flow stroke position and is
maintained in “standby” mode. Once the load and casing temperatures are stabilized, as
sensed by the Embedded Casing Thermocouples (TT-TC-1 to 16), the system is re-
enabled. At this time the Operator is required to manually activate the system to achieve
clearance control operation.

4. CTM System Shutdown

The CTM system can be manually shut down at any time during normal steady state
operation, or while in “standby” mode following gas turbine transient/CTM disable event.
It is recommended, but not a requirement, to turn off the CTM system prior to unloading
 the turbine in preparation for a gas turbine shut down.

5. CTM System Lockout and Faults

The CTM controls includes the following Lockouts and Faults that will a automatically
disable or prevent activation of the system:

• High Casing Gradient Temperature

• One Shallow TC Fault

• Low Manifold Air Temperature (Due to low ambient temperatures)

• High turbine Vibrations

• High Turbine Compartment Temperature

• Turbine Trip/Load Rejection/Shutdown

• Uneven Quadrant Cooling

• Blower Fault

6) Technical Data
1. Maintaining System Performance Following GT Maintenance

Many CTM components will need to be removed during standard gas turbine maintenance.
These include the CTM Manifolds, On-Base Piping System and Embedded Casing
Thermocouples and associated conduit and wiring. It is critical that the following areas
are addressed when re-assembling the CTM system components following their removal:

a. CTM manifolds properly secured on the turbine casing with ¾” gaps maintained. All
integrated support/thermowell mounts shall be fully (thread engaged) in the casing and
leveling support nuts “snug” against the casing surface.

b. Embedded casing TC’s shall be inspected for damage prior to reinstallation. When
inserted, it shall be confirmed that the fittings are fully engaged in the support/thermowell
mount. Loop checks shall be performed on any TC’s removed and/or replaced.

c. The flexible metal ducting shall be inspected for damage that could impact airflow. If
dam- aged, the ducting section shall be replaced with new part. All T-bolt clamps used to
connect

2.5.3 Other System Features

A Pressurized Air Supply
Compressor discharge air is used as a source of air for operating various air-operated valves in other
systems. Air for this purpose is taken at the discharge of the compressor and is then piped to the various
air-operated valves. In addition, compressor discharge pressure is monitored by pressure transducers
96CD-I, 96CD-1B, & 96CD-1C for use in control of the gas turbine.

B Water Wash Provisions

When water washing the gas turbine’s compressor or turbine section, it is important to keep water out of
components not intended to be washed. During normal operation of the gas turbine, all drain valves are to
 be closed. Before initiating water wash, the drain valves must be opened. At the conclusion of the water
wash, the drain valves must be closed to allow normal operation of the turbine.

2.6 AIR PROCESSING UNIT

2.6.1 System Introduction

The Air Processing Unit (APU) provides the air supply for pulsing the self-cleaning filters by using extracted
air from the Gas Turbine compressor. The operational system of the APU is an integrated series of processes
within one module. The intent of the system is to provide cool dry air at appropriate pressure for pulse
cleaning of self-cleaning filters in the Inlet Filter House. The volume of airflow depends on the number of
filters cleaned, which in turn depends on the size of filter house and varies along the frame size of the gas
turbine.
2.6.2 System Overview
The initial process is to cool the incoming hot air from the Gas Turbine compressor by passing the extracted
air through a finned tube air-to-air heat exchanger assembly. The condensate that drops out in the heat
exchanger and any water slugs from the piping upstream of the APU is removed using a water separator with
an automatic drain trap. The air passes through a standard diaphragm type, adjustable pressure regulator
valve, which reduces system pressure to desired levels. The final process is to remove any particulates, oil
mist and condensate in the air using a coalescing filter and a heatless air dryer configuration. The condition of
the extracted air, or bleed air, from the Gas Turbine compressor varies depending on the Gas Turbine modes
of operation. The bleed airflow demand to the APU inlet may vary depending on the downstream end-use
demands. Downstream demand will be a maximum when the filters are under pulsing action and can be close
to zero when the filters are not pulsing. Since filter pulsing is based on a matter of time and pressure drop
built-up in the filter house, some sites may have filter pulsation once a day (for base load operations) or once
a week (for peaking units) for an hour or so. This cycle may vary depending on site conditions and Gas
Turbine modes of operation.
2.6.3 NOTE
Equipment included in this contract is shown on the project specific schematic. The
system description may describe or refer to optional equipment not provided on this
contract.
2.6.4
2.6.5 System component description
The system consists of a pre-piped skid module which includes an air-cooled heat exchanger with a cooling
fan (88AD-1), a pressure regulator (VPR67-1), a coalescing filter, heatless desiccant type dryer (34AD-1),
and a condensate drain. Instrumentation includes temperature gauges, pressure gauges and a low-pressure
alarm switch. There is a temperature controller coupled with a temperature sensor (preferably a RTD) to
control the function of the fan motor (88AD-1) and isolation solenoid valve (20AP-1). A control system is
provided with the air dryer. The air dryer (34AD-1) is a two-chamber arrangement with one chamber on
online drying mode while the other is on offline desiccant regeneration mode. The control system sequences
the solenoid valve (20AP-1), which supplies compressed air to pneumatic diaphragm valves on the air dryer
(34AD-1), which in turn control process airflow between drying and regenerating chambers. Process air and
condensate piping located after the heat exchanger are insulated & if required, heat traced.
2.6.6 System operation
The compressed air is extracted from the compressor discharge and is fed to the Air Processing Unit inlet
purchaser connection AP-1. The pressure and temperature conditions depend on the frame size of the Gas
Turbine. The heat exchanger configuration including fan motor (88AD-1) cools the hot air to a temperature
less than 145 °F. This may cause some condensation to occur & the water separator downstream of the
arrangement is intended to remove the water from the air stream. The temperature controller APU-LIC-1
(provided with integrated temperature sensor) measures the compressed air temperature and sends signals to
the 88AD-1-fan motor as well as to the solenoid isolation valve 20AP-1. When the temperature reaches
110 °F (43 °C) increasing the controller sends a signal to start the motor 88AD-1. When the temperature goes
above 145°F (63°C) the controller sends a signal to close the isolation valve 20AP-1. For sites which require
heat tracing there will be instrumentation to sense temperature & heating cables to automatically control the
pipe temperature. In case of self-heat regulation, the sensing action is built-in.

The compressed air then reaches the pressure-regulating valve (VPR67-1), which automatically regulates the
flow for the set outlet pressure. This reduction in pressure also calls for a water drain mechanism downstream
either separate or integral with the dryer system. The two heatless dryers (34AD-1) are 2 X 100%. While one
is in operation the other will be on regenerative mode. This regenerative mode uses 15% of the total airflow.
 The outcome of the process is air with pressure and temperature as required for the pulse cleaning of the Gas
Turbine inlet air filters. The outlet air exits the APU at purchaser connection AP-2. The two drain lines from
the APU exit the skid at purchaser connections AP-3 and AP-4.

2.6.7 System Technical Data

Refer to site-specific drawings for flow, pressure and temperature design conditions and piping purchaser
connection sizes and flange ratings.

2.6.8
2.6.9 System Level Maintenance Instruction
Refer Vendor document submittal, DIS 201 Operation & Maintenance manual<386A8401> for details.
2.6.10 System Level Trouble Shooting Instruction
Refer Vendor document submittal, DIS 201 Operation & Maintenance manual<386A8401> for details.
2.6.11 Additional Requirements
If the equipment is used in a manner not specified by the manufacturer the protection of the equipment may
be impaired.
2.7 COOLING WATER SYSTEM
2.7.1 General
The cooling water system is designed to accommodate the heat dissipation requirements of the lubricating oil
system, flame detector mounts, generator gas coolers, and the dual tower hydrogen gas dryer and the LCI
cooler. The components of the cooling water system are located on the accessory module, the gas turbine
base, the generator base, and where applicable, the LCI base and gas dryer module. Components include heat
exchangers (Plate and Frame/Shell and Tube), butterfly valves, orifices, ball valves, needle valves and
temperature regulating valves. Refer to the cooling water schematic (MLI 0420) for further details.

All devices are set to give proper temperature, pressure, and flow. The settings for these devices can be found
in the device summary for the corresponding system.

Customer supplied pipe and flow control means must be provided for interconnection of the subsystems.
Refer to GEI 41004 (Latest Revision) for cooling water recommendations for closed cooling systems and
GEK 28170 (Latest Revision) for open cooling systems.

2.7.2
2.7.3 Functional Description
A Accessory Module
1) Lubricating Oil System
The lubricating oil cooling system components consist of two heat exchangers (LOHX1 &
LOHX2), a temperature regulating valve (VA32-1) and butterfly valves. Two heat
exchangers are provided so that one is in operation cooling the lubricating oil while the
other one is being maintained. Only one of the heat exchangers is to be in service during
operation. The exchanger not in service must have the coolant return isolation butterfly
valve closed. Both supply and return isolation valves should not be closed for an extended
period of time on the inactive heat exchanger as this will then be an enclosed volume. In
an enclosed volume, any thermal fluid expansion could result in an external leak. A high
point vent and a low point drain are located on the pipeline.

To change from one heat exchanger to the other while the gas turbine is operating the
following steps are to be followed: 1) Open the lubricating oil fill valve and allow the heat
exchanger to fill with oil until flow is observed in the sight glass. 2) Open the closed
 coolant isolation valve on the exchanger currently not in service. Coolant is now being
circulated through both heat exchangers. 3) Operate the oil transfer valve to direct the
total oil flow to the heat exchanger that will now be in service. 4) Close the coolant return
isolation valve on the exchanger with no oil flow.

The temperature-regulating valve (VA32-1) is provided to control the lubricating oil

header temperature. The three-way valve bypasses coolant around the heat exchanger
allowing the correct coolant flow to maintain the oil within the temperature control range.
An Electropneumatic Temperature Controller (90LT-1) regulates the valve. If the oil
temperature outside of the heat exchanger exceeds the setpoint temperature, then the
signal from 90LT-1 will open the control valve further in the B-L position, allowing more
coolant to flow through the heat

exchanger and thus reducing the oil temperature. If the oil temperature out of the heat
exchanger is less than the setpoint, then the signal out of 90LT-1 will open the VA32-1
valve further in the B-R position, reducing the flow of coolant to the heat exchanger and
thus reducing the oiltemperature. On start up of the gas turbine, the valve is usually closed
to the heat exchanger and will open as the oil temperature reaches the control temperature
range. The Cooling Water Control Valve arrangement also includes a Pneumatic Pressure
Regulator (VPR64-2). An override crank is also provided on the valve to allow manual
control.

NOTE
At high ambient temperatures, valve VA32-1 may open to full flow to the heat
exchanger. At this point the maximum coolant flow rate exists and the oil
temperature may rise above the temperature control range of the valve. This is
acceptable as the heat exchangers and the system are designed to keep the oil
temperature from exceeding the high oil temperature limit under any site ambient
condition.

2) Gas Turbine Base

The piping on the gas turbine base distributes coolant to flame detector mounts. The flame
detector mounts are cooled to extend the life of the flame detectors. The coolant jackets
on the flame detector mounts provided a thermal break in heat transfer conduction
between the combustion can housing and the flame detector instrument. No temperature
regulation is necessary for the flame detector mounts. The flow rates of cooling water
designed into the piping system provide excess cooling, assuring negligible impact on
cooling water temperature. GE recommends regular inspections of the flame detector
cooling water system in order to maintain proper performance. These inspections should
be conducted at every planned maintenance outage. During these inspections, verify that
the piping and tubing associated with the cooling water system is properly supported and
is not rubbing or abrading in any way. Check the entire cooling water system for any
damage, wear, loose fittings, interference, fretting, or anything else that may lead to leaks
or system malfunctions. When inspecting flame scanner cooling coils, ensure that the
clamp is not in contact with the cooling tubes. Verify that the flame detector cooling coils
are tight, with no relative motion between the clamp and cooling coil. Visually inspect for
wear on the flame scanner cooling coils. If any wear is noted, the cooling coil should be
replaced immediately in order to avoid coolant leaks. Finally, closely monitor the water
level in expansion tanks. Any significant drops in the water level may indicate a leak in
the system.

Due to the potential for hardware damage and fire, the turbine base (flame detector)
cooling water system components should be given the same importance as the fuel system
components. Regular walk-downs of the system will allow maintenance issues to be
identified and addressed early. Damage and/or leaks which compromise system operation
can be identified and repaired, which will help protect the unit from potential performance
reduction and hardware damage. When installing, replacing, and/or maintaining flame
detector cooling coils, ensure the edge of the Sheet Metal Band is not in contact with the
cooling tubes. This will ensure that no rubbing or fretting of the cooling tubes by the
 band’s edge will occur during turbine operation. The torque value for the cooling coil
retainer must be 50 to 60 in. lbs (5.6 to 6.8 Nm).

3) Generator
The generator has five simplex hydrogen gas coolers mounted in the horizontal position.
Heat from the closed circuit gas stream is transferred to the coolant through them.
Isolation butterfly valves are provided on the coolant inlet and outlet of each gas cooler to
allow servicing of the coolers without draining the entire cooling water system. Under
normal operation, all five coolers must be valved into the cooling water system. Refer to
the generator operating instructions for cooler servicing during unit operation.

4) LCI
If the LCI cooler requires water for cooling during unit start up, then the cooling water is
also supplied to the LCI cooler (Load Commutated Inverter). The recommended piping
arrangement is for the cooling water to the LCI cooler to be piped in parallel with the
Generator coolers. If the LCIs are cross-connected the piping arrangement shall be in such
a way that the LCI that starts the unit gets the water for cooling.

5) Dual Tower Gas Dryer

The dual tower gas dryer contains a simple heat exchanger for use during the reactivation
cycle of the off-service tower. The heat exchanger lowers the temperature of the hydrogen
being used to reactivate the desiccant in the tower below its dew point, allowing moisture
to be removed by the dryer unit’s moisture separator. There are no isolation valves or
instrumentation on the cooling water side of this subsystem. The flow rate defined in the
system schematic will provide the necessary cooling regardless of cooling water
temperature.

2.8 GAS FUEL SYTEM

2.8.1 Maintenance And Inspection

A General Note
This section outlines recommended maintenance and inspections for the Gas Fuel System equipment. It is
expected that each customer will create unit-specific maintenance and inspection procedures and that these
procedures include but not be limited to the recommendations of sections B and C. These procedures shall
include but not be limited to the following: Lock-out/Tag-out of current/voltage, instrument air, and/or
hydraulic/trip oil; gas fuel isolation, venting, and purging; identification of hazards (gases, oils, stored
energy…ect.); and required personal protective equipment (safety goggles, hazardous gas detectors…ect.).

NOTE

The gas module has lockable isolation valves in the instrument air and hydraulic oil
supply lines to facilitate Lock-out/Tag-out of these systems.

WARNING

EACH OF THE VALVES LISTED IN THE FOLLOWING SECTIONS ARE

SPRING ASSISTED. PLEASE REVIEW AND FOLLOW ALL
MANUFACTURES LITERATURE BEFORE PERFORMING ANY
INSPECTION, DISASSEMBLY AND/OR MAINTENANCE ON THESE
VALVES.

***DANGER***
 DO NOT ATTEMPT TO REMOVE THE ACTUATOR OF A VALVE UNLESS
THE VALVE IS IN THE FAIL SAFE POSITION AND THE SPRING IS
UNLOADED.

WARNING

FOLLOWING A SHUT DOWN GAS FUEL IS NOT AUTOMATICALLY

PURGED FROM THE GAS FUEL SUPPLY PIPING. GAS FUEL WILL BE
PRESENT IN ALL GAS FUEL PIPING UP TO THE GAS TURBINE. SITE
SAFE WORK PRACTICES SHALL APPLY FOR PROPER GAS FUEL
ISOLATION, VENTING, AND PURGING OF THE GAS FUEL PIPING
PRIOR TO ANY MAINTENANCE ACTIVITY.

WARNING

FAILURE TO PROPERLY MAINTAIN THE COMPONENTS OF THE GAS

FUEL SYSTEM MAY RESULT IN UNSAFE OPERATION, HAZARDS TO
PERSONNEL, AND EQUIPMENT DAMAGE.

The sections to follow are based on normal operation and assumes that the instrument air, the
hydraulic oil, and the gas fuel are in accordance with their applicable GEIs and/or GEKs. If
contamination of these systems is suspected or a known issue exist, increased maintenance and
inspections may be required.

This Section Covers the major Gas Fuel System equipment. It is assumed that industry standards for
annual calibration and verification of pressure, temperature, and flow instrumentation will be
performed.

It is recommended that all seat and seal lapping be preformed by the orginal equipment supplier or a
facility approved by the orginal equipment supplier.

B Annual Maintenance and Inspection

The following maintenance and inspections are recommended annually or during a Combustion Inspection,
whichever occurs first. The following recommendations are not in any particular order. Following a repair,
one or more of these recommendations may need to be performed again, in particular slew time and leak
tests.
1) Safety Shut Off Stop Valve (VS4-4)

a. Inspect limit switch set points. Adjust as required.

b. Inspect for loose wires and chafing. Gently tug on each wire at its termination point.
c. Perform valve slew rate check. If the valve does not meet specification, check the
packing for over tightness, bushings for wear/galling, actuator linkage for wear or lack of
lubrication, and the actuator cylinder for damage.
d. Perform a bubble (snoop) leak test on the valve body and check overboard packing vent
for excessive leakage. This will require upstream and downstream pressure applied to the
valve of approximately 50 PSIG air or nitrogen. A leak rate above 1 bubble per minute at
the packing vent is considered excessive. Tighten or replace packing as required.
e. Perform a bubble (snoop) leak test on the valve actuator while the actuator is in the
actuated position. Normal site supply instrument air pressure is recommended for this test.
Replace seals as required.
f. Inspect the actuator solenoid and quick exhaust valve vents for blockage and/or debris.
Clean as required.
g. If the site has an issue with gas fuel contamination inspect valve disk and seat for
corrosion and/or wear. Clean, lap, or replace as required.
 h. If the valve is removed to facilitate any of the above perform the recommendations
outlined in Section C
NOTE

It is important that a dial indicator be used to measure the shaft runout prior to and
following actuator mounting. The dial indicator shall be used to observe the shaft
runout as the valve is rotated from closed to open. The use of a dial indicator will
ensure that the actuator does not put excessive force on the valve bearings.

2) Safety Shut Off Vent Valve (VA13-18)

Refer to the Safety Shut Off Valve Operations & Maintenance manual for additional
information regarding valve removal, installation, troubleshooting, inspection, and
refurbishment.

a. Inspect limit switch set points. Adjust as required.

b. Inspect for loose wires and chafing. Gently tug on each wire at its termination point.
c. Perform valve slew rate check. If the valve does not meet specification, check the
packing for over tightness, bushings for wear/galling, actuator linkage for wear or lack of
lubrication, and the actuator cylinder for damage.
d. Perform a bubble (snoop) leak test on the valve body. Tighten or replace packing as
required.
e. Perform a bubble (snoop) leak test on the valve actuator while the actuator is in the
actuated position. Normal site supply instrument air pressure is recommended for this test.
Replace seals as required.
f. Inspect the actuator solenoid and quick exhaust valve vents for blockage and/or debris.
Clean as required.
g. If the site has an issue with gas fuel contamination inspect valve ball and seat for
corrosion and/or wear. Clean, lap, or replace as required.
h. If the valve is removed to facilitate any of the above perform the recommendations
outlined in Section C.

NOTE

It is important that a dial indicator be used to measure the shaft runout prior to and
following actuator mounting. The dial indicator shall be used to observe the shaft
runout as the valve is rotated from closed to open. The use of a dial indicator will
ensure that the actuator does not put excessive force on the valve bearings.

Refer to the Safety Shut Off Vent Valve Operations & Maintenance manual<394A5071> for
additional information regarding valve removal, installation, troubleshooting, inspection, and
refurbishment.

3) Gas Fuel Strainer

a. Inspect strainer mesh for signs of corrosion or tearing. Replace if damaged.
b. Inspect seals for damage. Replace if damaged.

If the gas fuel strainer has signs of corrosion, tearing, or excessive debris this is indicative
of gas fuel that does not meet the cleanliness requirements of the applicable gas fuel
GEI/GEKs. The source of any corrosion, tearing, or debris should be identified and
removed prior to gas turbine operation.

Refer to the Manufactures Gas Fuel Strainer Operations & Maintenance

manual<394A5875> and the Gas Fuel System Strainer - Inspection, Cleaning and
maintenance Recommendations For Heavy Duty Gas Turbines GEK for additional
information regarding removal, installation, troubleshooting, inspection, and cleaning.

4) Auxiliary Stop Valve (VS4-1)

a. Inspect limit switch set points. Adjust as required.
b. Inspect for loose wires and chafing. Gently tug on each wire at its termination point.
 c. Perform valve slew rate check. If the valve does not meet specification, check the
packing for over tightness, bushings for wear/galling, actuator linkage for wear or lack of
lubrication, and the actuator cylinder for damage.
d. Perform a bubble (snoop) leak test on the valve body and check overboard packing vent
for excessive leakage. This will require upstream and downstream pressure applied to the
valve of approximately 50 PSIG air or nitrogen. A rate above 1 bubble per minute at the
packing vent is considered excessive. Tighten or replace packing as required.
e. Perform a bubble (snoop) leak test on the valve actuator while the actuator is in the
actuated position. Normal site supply instrument air pressure is recommended for this test.
Replace seals as required.
f. Inspect the actuator solenoid and quick exhaust valve vents for blockage and/or debris.
Clean as required.
g. If the site has an issue with gas fuel contamination inspect valve disk and seat for
corrosion and/or wear. Clean, lap, or replace as required.
h. If the valve is removed to facilitate any of the above perform the recommendations
outlined in Section C.
NOTE

It is important that a dial indicator be used to measure the shaft runout prior to and
following actuator mounting. The dial indicator shall be used to observe the shaft
runout as the valve is rotated from closed to open. The use of a dial indicator will
ensure that the actuator does not put excessive force on the valve bearings.

Refer to the Aux Stop Valve Operations & Maintenance manual<229A5100> for additional
information regarding valve removal, installation, troubleshooting, inspection, and refurbishment.

5) Stop Ratio Valve (VSR-1)

a. Check servo valve null current.
b. Check servo valve resistance.
c. Check LVDT resistance.
d. Inspect terminal board for loose wires and chafing. Gently tug on each wire at its
termination point.
e. Inspect for signs of hydraulic oil leakage. Tighten fittings and replace o-ring seals as
required. Inspect inside of the return spring housing.
f. Inspect trip oil relay cartridge for contamination, varnish, or seal damage. Check the trip
relay for cleanliness and freedom of operation. A small amount of dirt can cause the relay
to stick, clean or replace as required.
g. Replace hydraulic oil filter.
h. Inspect push rod ends for slop.
i. Inspect guide rods and bushings for wear. Lubricate if required.
j. Perform valve slew rate check. Reference the valve O&M Trouble Shooting section if
the valve slew time does not meet specification.
k. Perform valve linearity test. Reference the valve O&M Trouble Shooting section if the
valve does not move to within 0.50% of the commanded position.
l. Perform valve step response/stability check. Contact GE Energy Service if the valve’s
step response is unstable.
m. Perform a bubble (snoop) leak test on the valve body and check overboard packing
vent for excessive leakage. This will require upstream and downstream pressure applied to
the valve of approximately 50 PSIG air or nitrogen. A leak rate above 1 bubble per minute
at the packing vent is considered excessive. Tighten or replace packing as required.
n. If the site has an issue with gas fuel contamination, inspect valve disk and seat for
corrosion and/or wear. Clean, lap, or replace as required.
o. If the valve is removed to facilitate any of the above perform a seat leakage test per the
procedures outlined in ANSI / FCI 70-2-1991. If the valve exceeds its allowable leak rate
as defined by ANSI/FCI 70-2-1991 clean, lap, replace, and/or center the ball and/or seat
as required.

Refer to the Stop Ratio Valve Operations & Maintenance manual<229A5100> for
additional information regarding valve removal, installation, troubleshooting, inspection,
 and refurbishment.

Changes in servo valve null bias, valve slew time, and valve dynamic response may be an
indication of hydraulic oil contamination or varnish. Refer to the applicable lube oil and
hydraulic oil GEK for additional information on contamination and varnish recognition
and mitigation. If contamination or varnish is a know site issue, a regular servo valve
replacement program is recommended.

Following any maintenance of the Stop Ratio Valve a LVDT calibration shall be
performed using the turbine control panel regulator calibration feature. If the site has
performance fuel heating it is recommend that a second calibration be performed at the
first hot restart.

6) P2 Cavity Vent Valve (VA13-15)

a. Inspect limit switch set points. Adjust as required.
b. Inspect for loose wires and chafing. Gently tug on each wire at its termination point.
c. Perform valve slew rate check. If the valve does not meet specification, check the
packing for over tightness, bushings for wear/galling, actuator linkage for wear or lack of
lubrication, and the actuator cylinder for damage.
d. Perform a bubble (snoop) leak test on the valve body. Tighten or replace packing as
required.
e. Perform a bubble (snoop) leak test on the valve actuator while the actuator is in the
actuated position. Normal site supply pressure is recommended for this test. Replace seals
as required.
f. Inspect the actuator solenoid vents for blockage and/or debris. Clean as required.
g. If the site has an issue with gas fuel contamination inspect valve disk and seat for
corrosion and/or wear. Replace as required.
h. If the valve is removed to facilitate any of the above perform the recommendations
outlined in Section C.

Refer to the Accessory Module (MLI A160) Operations & Maintenance

manual<425A1493> for additional information regarding valve removal, installation,
troubleshooting, inspection, and refurbishment instructions.

7) Gas Control Valves (VGC-X)

a. Check servo valve null current.
b. Check servo valve resistance.
c. Check LVDT resistance.
d. Inspect terminal board for loose wires and chafing. Gently tug on each wire at its
termination point.
e. Inspect for signs of hydraulic oil leakage. Tighten fittings and replace o-ring seals as
required. Inspect inside of the return spring housing.
f. Inspect trip oil relay cartridge for contamination, varnish, or seal damage. Check the trip
relay for cleanliness and freedom of operation. A small amount of dirt can cause the relay
to stick, clean or replace as required.
g. Replace hydraulic oil filter.
h. Perform valve slew rate check. Reference the valve O&M Trouble Shooting section if
the valve slew time does not meet specification.
i. Perform valve linearity test. Reference the valve O&M Trouble Shooting section if the
valve does not move to within 0.50% of the commanded position.
j. Perform valve step response/stability check. Contact GE Energy Service if the valve’s
step response is unstable.
k. Perform a bubble (snoop) leak test on the valve body and check overboard seal vent for
excessive leakage. This will require upstream and downstream pressure applied to the
valve of approximately 50 PSIG air or nitrogen. A leak rate of 100 cc/min at the
overboard seal vent is considered excessive and the stem seals should be replaced.
l. If the site has an issue with gas fuel contamination inspect plug, plug stem, stem seals
and seat for corrosion and/or wear. Return the valve back to manufacture if required.
m. If the valve is removed to facilitate any of the above perform a seat leakage test per the
 procedures outlined in ANSI / FCI 70-2-1991. If the valve exceeds its allowable leak rate
as defined by ANSI/FCI 70-2-1991 return it to the manufacture for repair.

Refer to the Gas Control Valve Operations & Maintenance manual<229A5102> for
additional information regarding valve removal, installation, troubleshooting, inspection,
and refurbishment instructions. Also, the Gas Control Valve Operations and Maintenance
manual contains refurbishment contact information. Following any maintenance of a Gas
Control Valve a LVDT calibration shall be performed using the turbine control panel
regulator calibration feature. If the site has performance fuel heating it is recommend that
a second calibration be performed at the first hot restart.

C During Hot Gas Path Inspection or Major Outage

The following maintenance and inspections are recommended during a Combustion Inspection or Major
Outage and are in addition to the recommendations outlined in Section B.

1) Safety Shut Off Stop Valve (VS4-4)

a. Inspect disk and seat for signs of corrosion or wear. Clean, lap, or replace as required.
b. Inspect the disk bolts for tightness.
c. Inspect actuator linkage for signs of wear. Lubricate or replace as required.
d. Inspect actuator cylinder and piston for sign of excessive wear. Replace cylinder, seals
and/or bushings as required.
e. Perform a seat leakage test per the procedures outlined in ANSI / FCI 70-2-1991. If the
valve exceeds its allowable leak rate as defined by ANSI/FCI 70-2-1991 clean, lap,
replace, and/or float (center) the disk and/or seat as required.

2) Safety Shut Off Vent Valve (VA13-18)

a. Inspect disk and seat for signs of corrosion or wear. Clean, lap, or replace as required.
b. Inspect actuator linkage for signs of wear. Lubricate or replace as required.
c. Inspect actuator cylinder and piston for sign of excessive wear. Replace cylinder, seals
and/or bushings as required.
d. If the valve exceeds its allowable leak rate as defined by ANSI/FCI 70-2-1991 clean,
lap, replace, and/or center the ball and/or seat as required clean, lap, and replace the ball
and/or seat as required.

3) Auxiliary Stop Valve (VS4-1)

a. Inspect disk and seat for signs of corrosion or wear. Clean, lap, or replace as required.
b. Inspect the disk bolts for tightness.
c. Inspect actuator linkage for signs of wear. Lubricate or replace as required.
d. Inspect actuator cylinder and piston for sign of excessive wear. Replace cylinder, seals
and/or bushings as required.
e. If the valve exceeds its allowable leak rate as defined by ANSI/FCI 70-2-1991 clean,
lap, replace, and/or center the ball and/or seat as required clean, lap, replace, and/or float
(center) the disk and/or seat as required.

4) Stop Ratio Valve (VSR-1)

The SRV should be returned to the manufacture for refurbishment. In addition to all of the
Annual Maintenance and Inspections listed in section B the SRV manufacture will
perform the following.
a. Replace the servo valve.
b. Replace the actuator stem seals.
c. Replace the trip relay cartridge.
d. Replace the hydraulic cylinder seals.
e. Inspect the LVDT core and rods for wear and replace if required.
f. Replace the rod ends.
g. Inspect the return spring for wear and replace if required.
h. Inspect the valve ball and seat, replace as required.
i. Perform a seat leakage test per the procedures outlined in ANSI / FCI 70-2-1991.

Refer to the Stop Ratio Valve Operations and Maintenance manual<229A5100> for
 refurbishment contact information.

5) Gas Control Valves (VGC-X)

The Gas Control Valves should be returned to the manufacture for refurbishment. In
addition to all of the Annual Maintenance and Inspections listed in Section B the Gas
Control Valve manufacture will perform the following.
a. Replace the servo valve.
b. Replace the actuator stem seals.
c. Replace the actuator balancing.
d. Replace the trip relay cartridge.
e. Replace the hydraulic cylinder seals.
f. Inspect the LVDT core and rods for wear and replace if required.
g. Inspect the return spring for wear and replace if required.
h. Inspect the plug, plug stem, and seat, replace as required.
i. Perform a seat leakage test per the procedures outlined in ANSI / FCI 70-2-1991.

Refer to the Gas Control Valve Operations and Maintenance manual for refurbishment
contact information.

2.8.2 General

The Stop/Speed Ratio Valve (SRV) and the Gas Control Valves (GCVs) work in conjunction to regulate the
total fuel flow delivered to the gas turbine. This arrangement uses four separate Gas Control Valves to control
the distribution of the fuel flow to a multi-nozzle combustion system. (See Gas Fuel System schematic).

The GCVs control the desired fuel flow in response to a control system fuel command, Fuel Stroke Reference
(FSR). The response of the fuel flow to GCVs’ commands is made predictable by maintaining a
predetermined pressure upstream of the GCVs. The GCVs’ upstream pressure, P2, is controlled by
modulating the SRV based on turbine speed as a percentage of full speed, TNH, and feedback from the P2
pressure transducers, 96FG-2A, B, and C. Refer to the Gas Fuel System schematic.

In a Dry Low NOx 2.6 (DLN-2.6) combustion system there are four gas fuel system manifolds: Premix 1
(PM1), Premix 2 (PM2), Premix 3 (PM3), and Quarternary (Q). Each combustion chamber has a total of six
fuel nozzles. The PM1 gas fuel delivery system consists of one diffusion type fuel nozzle for each
combustion chamber. The PM2 gas fuel delivery system consists of two premix type fuel nozzles for each
combustion chamber. The Quarternary gas fuel delivery system consists of injection pegs located in each
combustion casing. The PM3 gas fuel delivery system consists of three premix type fuel nozzles for each
combustion chamber. The GCVs regulate the percentage of the total fuel flow delivered to each of the gas
fuel system manifolds.

2.8.3 Fuel Gas Control System

The GCVs and SRV are actuated by hydraulic cylinders moving against spring loaded valve plugs. Three coil
servo valves are driven by electrical signals from the control system to regulate the hydraulic fluid in the
actuator cylinders. Redundant sensors in the form of Linear Variable Differential Transformers (LVDTs)
mounted on each valve provide the control system with valve position feedback for closed loop position
control.

A functional explanation of each part or subsystem is contained in subsequent paragraphs. For more detail on
the electro-hydraulic circuits see the SPEEDTRONIC* System text, Gas Fuel system schematics, and
Control Sequence Programs furnished to the site.

A Gas Control Valves

The plugs in the GCVs are contoured to provide the proper flow area in relation to valve stroke. The
combined position of the control valves is intended to be proportional to FSR. The GCVs use a skirted
valve disc and venturi seat to obtain adequate pressure recovery. High pressure recovery occurs at valve
pressure ratios substantially less than the critical pressure ratio. The result is that the flow through the
 GCVs is independent of the pressure drop across the valves and is a function of valve inlet pressure, P2,
and valve area only.

The control system’s fuel command, FSR, is the percentage of maximum fuel flow required by the control
system to maintain either speed, load, or another set-point. FSR is broken down into two parts which make
up the fuel split set-point, FSR1 and FSR2. FSR1 is the percentage of maximum fuel flow required from
the Liquid Fuel System and FSR2 is the percentage of maximum fuel flow required from the Gas Fuel
System. FSR2 is also broken down into four parts, FSRPM1, FSRPM2, FSRPM3 and FSRQT. FSRPM1 is
the percentage of FSR2 controlling the GCV1 gas fuel valve. FSRPM2 is the percentage of FSR2 to be
directed to the GCV2 gas fuel valves, and so on. FSRPM1is used as a reference to a servo amplifier which
drives the coils of GCV #1. FSRPM2 is used to drive the coils of GCV #2, and so on.

Each processor of the control system computes its own FSR2, FSRPM1, 2, 3 and FSRQT and each
processor drives one of the three servo valve coils. The GCVs’ position control loops function similarly to
the SRV’s position control loop.

The servo valves are furnished with a mechanical null offset bias which causes the GCVs or SRV to move
to the zero stroke position during a zero voltage input signal or an open circuiting of the servo valve coils.
During calibration, checks should be made to insure this feature is functioning properly.

The SRV and GCVs are equipped with hydraulically actuated spring return dump valves. The dump valves
are held in their normal operating state by a supply of hydraulic oil referred to as trip oil. The trip oil
system is triple redundant to ensure that no single device failure can disturb the operation of the power
generating unit.

B Safety Shut off System

The Safety Shut off System is comprised of two separate valves, a Stop Valve (VS4-4) and a Vent Valve
(VA13-18). These valves are located outdoors, upstream of the Fuel Gas Compartment/Module (FG1).
They stop and vent (to atmosphere) the fuel gas to the GT in the event of Fire Detection, Hazardous Gas
Detection, and E Stop activation. Each valve is pneumatically actuated via a 3-way solenoid valve, 20VS4-
4 Stop Valve and 20VG-8 Vent valve. Each valve has limit switches to indicate open and closed position;
33VS4-4 / 33VS4-5 Stop Valve and 33VG-8 / 33VG-9 Vent Valve.

C Gas Control Valve (GVC) Position Control Loop

The position control loop is shown on Figure 1. Two LVDTs (96GC-l through -8) are used on each control
valve for position sensing. Their feedback signals go through the servo-amplifier where two independent
transformers and a discriminator circuit demodulate the LVDT ac output to dc feedback signals acceptable
for use by the position control. The highest signal is diode gated and proportioned by an amplifier to the
correct valve stroke calibration. See Figure 2 for a typical calibration curve.

It is this dc signal which is fed back and compared to FSR at the summing junction of an error amplifier in
the servo-driver circuitry. For stable control, the amplified error is properly proportioned to command the
integrating amplifier which drives the servovalve, 65GC. When the LVDT feedback equals the FSR input
signal the servo-drive amplifier summing junction is satisfied.

The Control Specifications give the correct position loop settings for a specific turbine.

D LVDT Terminal Connections

Linear Variable Differential Transformers (LVDTs) used in SPEEDTRONIC*control have special
proprietary windings which requires that several of the terminals be jumpered at the first terminal board,
since the SPEEDTRONIC*system requires only four LVDT leads. The primary winding of the LVDTs is
tapped off at the 25% point, and the connection is brought out to become one of the two output
connections of the LVDT. The low voltage input connection of the primary coil must be connected to the
zero stroke end connection of the secondary windings, and the null position ends of the two secondary
windings must be connected to permit the secondary windings to be in series opposition. Four leads used
in the SPEEDTRONIC* fuel control loop are the two primary connection leads for excitation and the two
special output connections. One of the output connections is the tapped connection lead of the primary
winding. The other connection is the maximum stroke endconnection of the secondary winding. Polarity of
the tapped primary connection is opposite to the polarity of the secondary winding at zero stroke, and is in
 series addition to the polarity of the secondary winding at zero stroke, and is in series addition to the
polarity of the secondary winding at maximum stroke. Thus, the polarity of the ac output of the LVDT, (or
the rectified dc output), as used in SPEEDTRONIC*control, does not reverse as the LVDT core position is
moved from the zero fuel stroke to the maximum fuel stroke position. The LVDT with the proprietary
output circuit is designed for an output of 0.7 volts RMS ac with the zero stroke of the valve stem and 3.5
volts RMS ac at the designed maximum stroke for the specified LVDT. The actual maximum required
position of the gas control valve’s stem, and travel, may be slightly less than the actual design stroke for
the LVDT.

E LVDT Oscillators
Excitation for each LVDT is provided by an oscillator in the SPEEDTRONIC*panel. The output of each
oscillator is 7.0 volts ac at a nominal frequency of 3000 Hz. The two oscillators, however, on the two
LVDTs can cause a beat frequency equal to the difference in the frequency of the two oscillators. Therefore,
one oscillator is set at 3200 Hz and the other oscillator is set at 2800 Hz to eliminate the effects of the beat
frequency in the same control loop.

F Servovalve (65GC and 90SR) Mechanical Position

The servovalves are furnished with a mechanical null offset bias to cause the gas control valves or
stop/ratio valve to go to the zero stroke position on zero voltage or an open circuiting of both servovalve
coils. During calibration, checks should be made to insure that this happens.

The SRV and GCVs are equipped with hydraulic supply filters which have a high differential pressure
indicator for local indication.

G Stop/Speed Ratio Valve

The SRV serves two functions. First is its operation as a stop valve, making it an integral part of the
protection system. An emergency trip or normal shutdown will trip the valve to its closed position,
preventing gas fuel flow to the turbine. Closing the SRV can be achieved in two ways: dumping the
hydraulic oil from the SRV’s hydraulic actuator cylinder, or driving the SRV closed electrically using the
control system’s SRV position control loop. The SRV also operates as a pressure regulating valve. The
control system uses the SRV to regulate the pressure, P2, upstream of the GCVs. See Figures 3, 4.

While the SRV’s position control loop is considered an inner control loop, the pressure control loop is
considered an outer control loop. The control system computes a P2 pressure command, FPRGOUT. This
command is a linear function of TNH. Three pressure transducers are used to sense the intervalve pressure,
P2. Each channel of the control system computes its own FPRGOUT and each is wired to a single pressure
transducer. The pressure transducers are used to determine the error between desired P2 pressure,
FPRGOUT and actual P2 pressure. The resulting error is scaled through an integration algorithm which
uses the current gas FSR command, FSR2, to compute a valve position command. Two LVDTs sense SRV
stem position and their outputs are returned to each channel of the control system. The control system
selects the largest feedback signal in determining the error between desired SRV valve position command
and actual valve position. The error then becomes the input to the servo amplifier which drives the servo
valve in the direction required to decrease the position error.

The following conditions must be satisfied before the SRV can be opened: (Either a transfer to Gas fuel
must be occurring OR a 100% Liquid fuel split set-point must not exist) AND (the masterprotective circuit
must be enabled) AND (the Gas Fuel System purge valve(s) must be closed) AND (either flame detection
control must be enabled OR the ignition permissive circuit must be enabled).

The SRV will be closed automatically on flame failure, failure to ignite on start-up, or actuation of the fire
detection equipment. Following a unit trip the master protective and ignition permissive circuits are used
to prohibit starting until the conditions are acceptable.

In the event of an emergency trip or normal shutdown a negative P2 pressure is commanded by FPRGOUT.
This negative command drives the SRV servo valve into negative saturation and quickly closes the SRV.
However, in these situations the dumping of hydraulic fluid from the SRV actuator cylinder will allow the
SRV return spring to close the valve well before the servo valve can empty the cylinder.
H Valve Malfunction Alarms
In addition to being displayed, the feedback signals and the control signals of all valves are compared to
normal operating limits, and if they should go outside of these limits, there will be an alarm. The following
are typical alarms:

1. Loss of feedback.
2. Valve is open prior to permissive to open.
3. Loss of servo current signal.
4. P2 pressure (96FG) is zero during operation.
5. Valve not following command.

The servovalves are furnished with a mechanical null offset bias to cause the gas control valve or speed
ratio valve to go to the zero stroke position (fail safe condition) should the servovalve coil signals or power
be lost. During a trip or no run condition, a positive voltage bias is placed on the servo coils holding them
in the position calling for valve closed.

I Fuel Gas Pressure Transducers, 96FG-2A, 2B, 2C

The fuel gas pressure transducer, 96FG, is a pressure transducer with a dc voltage output directly
proportional to pressure input in psig. It incorporates solid state circuits and an amplifier in the transducer
case.

A diode is connected across the output of the transducer. This prevents any possibility of a spurious signal
driving the transducer amplifier negative, out of its normal operating range.

The transducer is factory adjusted and calibrated. Field calibration can be verified, however the
transducer´s zero and span are not adjustable.

J Gas Strainer
A strainer is provided in the fuel gas supply lines upstream of the stop/speed/ratio valve. The purpose of
the strainer is to stop foreign objects or materials that were not captured by the fuel gas conditioning
system from entering the fuel control and combustion system. The strainer utilizes a differential pressure
switch 63FGD-1 along with a differential pressure gauge installed across the strainer to monitor blockage.
The pressure switch or transducer initiates an alarm to the turbine control panel if the gas differential
pressure increases beyond a specified setting.

During operation the strainer differential pressure should be closely monitored. If an alarm is registered the
strainer should be inspected and if required cleaned. All strainer maintenance shall be performed in
accordance with the manufactures recommendations. Each strainer is equipped with a lockable vent valve
that vents to FG2, see MLI 0422 for additional information on location of strainer vent valve and
instructions for venting the fuel gas to a safe area.

Prior to strainer maintenance the upstream and downstream pressure shall be zero. To determine the down
stream pressure, utilize both pressure gauge FG-1 and pressure transducer 96FG-1. The upstream pressure
can be verified by using the differential pressure gauge FG-3 and differential pressure switch 63FGD-1 or
transmitter 96FGD-1. When using the differential pressure gauge/switch/transmitter to determine that the
upstream pressure is zero the downstream pressure shall be zero; the sensing lines to the differential
devices shall be open; and the pressure equalizer valve shall be closed.

K Pressure Gauges
One differential pressure gauge (PDI-FG-3) measures the difference between the inlet and outlet pressures
of the gas strainer.

Three pressure gauges, with hand valves, are installed in the fuel gas supply line. The upstream pressure
gauge (PI-FG-1) measures the pressure of the gas entering the stop/speed ratio valve; the intermediate
pressure gauge (PI-FG-2) measures P2 pressure ahead of the gas control valve; and the downstream gauges
(PI-PM-1, PI-PM-2, PI-PM-3, PI-Q) measures the pressure as the gas leaves the gas control valve.

L Gas Fuel Vent Solenoid Valve 20VG-1

This solenoid valve vents the volume between the stop/speed ratio valve and the gas control valves when
 the solenoid is deenergized. The solenoid is energized and the vent valve closed when the master control
protection circuit is energized and the turbine is above the cooldown slow roll speed. It will be closed and
remain closed during gas fuel operation.

The vent is open when the turbine is shut down because the stop/speed ratio and gas control valves have
metal plugs and metal seats and therefore, are not leak tight. The vent insures that during the shutdown
period, fuel gas pressure will not build up between the stop/speed ratio and gas control valves, and that no
fuel gas will leak past the closed gas control valve to collect in the combustors or exhaust.

If the vent valve fails during normal operation the SRV will continue to maintain constant pressure, P2.
This is accomplished by opening further, making up any lost flow through the vent valve.

M Routing of Vent Lines by Customer/Installer

FG3 and FG2 are potential Class 1, Div 1 sources of natural gas. Installer shall route these lines separate
from each other and from all other vents, to a naturally ventilated area outside of any buildings or
enclosures, and in an area free from sources of ignition. The extent of the hazardous area created by FG3 is
a 5 ft Class 1, Div 1, Group D spherical radius and area between 5 ft and 10 ft is considered to be a Class 1,
Div 2, Group D spherical radius. The minimum extent of the hazardous area created by FG2 is a Class 1,
Div1, Group D cylinder that extends 5 ft upstream and 10 ft downstream of the FG2 termination with a 10
ft radius. Additionally a Class 1, Div2, Group D hazardous area extends 5ft upstream and 10 ft in all other
directions around the FG2 Class 1, Div 1, Group D hazardous area. The actual extent of the hazardous area
created FG2 vent will depend on the volume of gas released when the manual strainer blowdown valve is
operated, and the pressure temperature and density of the gas present at FG1 at the time the strainer
blowdown/vent valve is operated.

N Thermocouples (FTG - 1A, 1B & FTG-2A, 2B)

Up stream of Stop Ratio Valve (SRV) are two Dual element thermocouples FTG-1A/1B, FTG-2A/2B
which sense the temperature and send an electrical signal back to the controller.

O Auxiliary Stop Valve (VS4-1)

The auxiliary stop valve provides additional shutoff of the fuel gas flow when required by either normal
operation or emergency conditions. The auxiliary stop valve is pneumatically actuated valve that is spring
biased to the closed position. The auxiliary stop valve has an integral trip relay valve 20VS4 that is located
between the pneumatic supply air and the valve actuator. When 20VS4 is energized, pneumatic pressure
will force the auxiliary stop valve to the open position by overcoming the spring bias. Upon a shut down or
trip, 20VS4 is de-energized and the pneumatic pressure supply is shut off to the valve actuator, the
remaining pneumatic pressure in the valve actuator is released through a quick exhaust port in 20VS4, and
the valve close.

P Pressure Transducer 96FG-1

This pressure transducer is installed in the gas piping upstream of the gas stop/ratio valve and is used to
initiate an alarm when the fuel pressure becomes too high or low.

Q Gas Flow Meter (96FM-4)

The Gas Flow Metering is achieved by one of the following types of fuel flow meter: a Coriolis meter
(MG2-4).

The meter measure mass flow by taking advantage of the Coriolis Effect; the inertial effects that arise as a
fluid flows through a tube are directly proportional to the mass flow of the fluid. In a Coriolis flowmeter,
vibration is induced in the process-fluid-filled flow tube(s), then the mass flowrate is captured by
measuring the difference in the phase of vibration between one end of the flow tube and the other. The
flowrate is transmitted via flow transmitter 96FM-4.
 Figure 1. Gas Control Valve Control Schematic

Figure 4. Speed Ratio Valve Pressure Calibration

2.9 FIRE PROTECTION SYSTEM

2.9.1 General Information

The carbon dioxide fire protection system used for the gas turbine unit extinguishes fires by reducing the
oxygen content of the air in the compartment from an atmospheric normal of 21% to below the level
necessary to support combustion (normally 15%). To reduce the oxygen content, a quantity of carbon dioxide
(CO2) is discharged into the compartment in one minute to bring the CO2 concentration up to 34%. The
system also provides an extended discharge to maintain an extinguishing concentration of 30% for a
prolonged period to minimize potential re-flash conditions.
 The fire protection system design conforms to the requirements specified in NFPA Pamphlet 12 – Standard
on Carbon Dioxide Extinguishing Systems.

2.9.2 FUNCTIONAL DESCRIPTION AND SYSTEM OPERATION

To gain a better understanding of the fire protection system, a brief description of its operation and distinctive
features is provided in the following paragraphs. Refer to the fire protection system schematic diagram
(146E4440).

The fire protection system is comprised of a distribution system of piping for the delivery of CO2 from a low
pressure storage tank to the required gas turbine compartments in the event of a fire. This low pressure
storage tank is located on an off-base skid and maintains saturated liquid carbon dioxide at a storage pressure
of 300 psig (21.09 kg/cm2 or 2069 kPa) at 0°F (-18°C) by means of a refrigeration compressor.

The compressor is sized to keep the CO2 tank properly refrigerated to maintain the CO2 at the proper
pressure. If the pressure cannot be maintained by the refrigeration compressor, the CO2 tank is equipped with
a bleeder valve to release a small amount of CO2. This will act to lower the tank pressure and autorefrigerate
the CO2. A full port safety relief valve is fitted to the tank and will relieve pressure in the unlikely event than
the CO2 pressure continues to rise above the bleeder valve setpoint.

The CO2 tank supplier’s manual provides more information, and should be consulted for specific details.

The fire protection system control panel is usually mounted on the off-base skid (or in the turbine control
room if customer requested). The interconnecting field piping, which is usually supplied by the installer,
delivers the CO2 from the off-base skid to the gas turbine compartments, where it connects to the on-base
piping that distributes the CO2 into the compartments through nozzle orifices.

Two separate distribution systems are used: an initial discharge and an extended discharge. Within a few
seconds after actuation, sufficient CO2 flows from the initial discharge system into the gas turbine
compartments to rapidly build up an extinguishing concentration. A CO2 concentration is then maintained by
the gradual addition of more CO2 from the extended discharge system, compensating for compartment
leakage.

Carbon Dioxide flow rate is controlled by the size of the orifices in the discharge nozzles in each
compartment for both the initial and extended discharge systems. The orifices for the initial discharge system
are large, permitting the rapid discharge of CO2 to quickly obtain the extinguishing concentration mentioned
above. Orifices for the extended discharge system are smaller and permit a relatively slow discharge rate to
maintain an extinguishing concentration over a prolonged period of time (based on the turbine frame size’s
emergency roll down and cool down periods) to minimize the likelihood of a fire reigniting.
2.9.3 NOTE

It is important that a dial indicator be used to measure the shaft runout prior to and
following actuator mounting. The dial indicator shall be used to observe the shaft
runout as the valve is rotated from closed to open. The use of a dial indicator will
ensure that the actuator does not put excessive force on the valve bearings.

2.9.4 The unit has multiple zones of fire protection, with each zone consisting of an initial and an extended
discharge. This allows each zone to act independently of the other; a fire in one zone will not initiate a
discharge of CO2 in the other zones.

Protection/detection is achieved by using separate “A” and “B” loops of heat-sensitive fire detectors. Each
fire detector is wired into the fire protection control panel in such a way that a single detector will initiate the
alarms. However, a signal from both an “A-loop” and a “B-loop detector is required to initiate a CO2
discharge. Strobes and horns, as well as CO2 warning signs, are strategically positioned on the outside and/or
inside of the appropriate compartments to warn personnel of detected fires/CO2 discharges. Should a fire
occur in one of the protected compartments, the contacts of the heat sensitive fire detectors will close and
complete an electrical circuit that signals a pre-discharge sequence. The sequence includes starting an
electronic pre-discharge timer and charging a pneumatic timer (both are typically factory set for 30 seconds,
but are field adjustable to be set according to each site's specific egress time from each compartment). The
 pneumatic sirens located in each zone annunciate during the time that the pneumatic timer operates to
provide an audible warning for anyone inside the compartment. The electronic strobe/horns also continue to
annunciate during this pre-discharge time.

After the pneumatic pre-discharge timer expires, CO2 pressure is directed to the correct pressure operated
valves on the tank's manifold. These valves then open and release CO2 into the inital and extended
interconnect piping for the particular compartment that is on fire. The system may also be manually actuated
by means of the manual toggle switches (43MRFP-x devices) located on the outside of the Electrical Control
Cabinet. If customer requested, there may also be manualrelease switches mounted on the enclosure external
walls of the protected zones. These devices, which will normally have 43MR nomenclature (refer to the
system schematic), are equipped with a pin which must be pulled before the pushbutton can be depressed to
activate the system and discharge the CO2. Actuation of the system, either automatically or manually, will
trip the turbine to shut down, shut off the ventilation system, trigger the electronic and pneumatic pre-charge
timers (beginning the sequence described above).

For the purpose of maintenance on the fire protection system or the gas turbine itself, the accidental discharge
of CO2 can be prevented by closing the main shut off valve/limit switch (33FP-1A) located on top of the
storage tank and by closing the ball valve/limit switch (33FP-2A) on the Pilot Vapor Line. If customer
requested, there may also be manual lockout valves/limit switches (which will normally have 33FP.X
nomenclature) mounted in the interconnect piping near the protected zones for remote lockout of CO2
discharge.

Initial and extended discharge timers, 2FP devices, are located in the electrical control cabinet and control the
length of time the solenoid valves are energized and thus the CO2 discharge time (these times are factory set
- refer to MLI 0426 for the specific times). After CO2 discharge, these timers must be reset by depressing the
timer reset buttons (62FP devices) located on the inside of the Electrical Control Cabinet (this will also serve
to shut off the alarms).

2.9.5 CAUTION

If the carbon dioxide system is to be effective, the compartment panels must be

in place and the compartment doors closed. There is sufficient CO2 in the
system to compensate for leakage through ventilation openings which are closed
by gravity dampers or CO2 pressure operated dampers (which must be
manually reset) and unavoidable cracks in the package lagging. There is not
enough to allow for uncontrolled escape of CO2 through open panels or doors.

WARNING

CARBON DIOXIDE, IN A CONCENTRATION SUFFICIENT TO

EXTINGUISH FIRE, CREATES AN ATMOSPHERE THAT WILL NOT
SUPPORT LIFE. IT IS EXTREMELY HAZARDOUS TO ENTER THE
COMPARTMENTS AFTER THE CO2 SYSTEM HAS BEEN DISCHARGED.
ANYONE RENDERED UNCONSCIOUS BY CO2 SHOULD BE RESCUED AS
QUICKLY AS POSSIBLE AND RESUSCITATED IMMEDIATELY. IT IS
ESSENTIAL THAT PERSONNEL BE ADEQUATELY TRAINED AS TO THE
PROPER ACTION TO TAKE IN CASE OF SUCH AN EMERGENCY.

2.9.6 To put the turbine in a safe condition upon detection of a fire, the following contacts provide signals to the
turbine motor control centers and/or turbine control panel to trip the unit prior to CO2 discharge. Each
protected zone is equipped with a contact (94F-xA) which is wired to the MCC to trip the ventilation system
prior to CO2 discharge. Each zone is also equipped with a contact (94F-xB) that is wired to the Turbine
Control Panel to trip the turbine prior to CO2 discharge. Finally, pressure switches are located in the pilot line
for each zone (63FP-xA devices). These switches sense when CO2 pressure isintroduced to the selector valve,
and they send a signal to the MCC to trip the ventilation and turbine operation upon CO2 release. This would
be considered a backup to the other contacts listed above. 33FP-1A, 33FP-2A, and 63FP-1D comprise the
supervisory circuit. If any of these switches sense the unit is not ready, contact 30FP-3A is a customer contact
 which will change state to annunciate a “not-ready” condition. This would indicate that the CO2 tank has
been locked out. 30FP-1B is the same signal as 30FP-3A, but is wired to the turbine control panel.

Contact 30FP-2A is the trouble contact for customer use. This contact will change states if there is a problem
with any of the monitored devices, including: loss of AC power, short/open in a supervised circuit (heat
detectors, strobe/horns), ground fault, tank pressure, pilot solenoid circuit, tank pressure, refrigeration system,
etc. This contact annunciates a “fault condition” in the system, and action must be taken to remedy the fault.
30FP-1A is the same signal as 30FP-2A, but is wired to the turbine control panel.

2.9.7 Installation, Maintenance And Testing

For installation, inspection, and maintenance of the fire protection system, refers to the vendor instructions.
For fire protection/detection system testing instructions, refer to MLI 0113(372A2460).

2.9.8 CO2 CONCENTRATION TEST INSTRUCTIONS

This test involves running a full CO2 concentration test consisting of both the initial and extended discharges
for each zone of protection. The initial discharge runs for 1 minute following the release of the CO2; while
the extended discharge runs simultaneously, but continues for the entire extended discharge
2.9.9 period. Due to varying site conditions, differing locations of the off-base supply of CO2 from the turbine, and
potential leaks in the lagging and piping, a CO2 concentration test is required to ensure the integrity of the
fire protection system design and compliance with NFPA 12 (a simple “Puff Test” is not satisfactory to ensure
the system functions and is designed properly). In order to perform the concentration test, a qualified
technician must be present to make sure the test is run properly. The vendor, whose instruction manual
follows this text, (or another qualified service provider) should be contacted in order to locate and schedule a
technician to come to the particular site and oversee the concentration test.

The CO2 concentration test should be conducted per Fire Protections System Discharge Test Instructions
2.9.10 (MLI0113, 372A2460) and as follows:

1. Inspect the ventilation dampers in the accessory, turbine, load, and/or any additional compartments that are
being protected by CO2. They should all be latched in the OPEN position for the dampers that have CO2
operated latches.

2. Check to make sure the predischarge timers that are located in the control panel are set for the suggested
30 second time delay to allow personnel time to evacuate the compartment before CO2 is released. The
predischarge timers can be changed in the field if a different time delay is required. Z

3. Check to make sure all compartments protected by CO2 (except the bearing area where applicable) have a
minimum of two external CO2 warning signs applied, one on of each side of each compartment for personnel
warning.

4. Clear all personnel from the compartments and close all compartment doors. At this time, any obvious
cracks or leaks in the lagging should be sealed to ensure compartment integrity.

5. Initiate the release of the CO2 by electrical means within the fire protection control panel: for LP CO2
systems, toggle the control panel release switches to begin release of the CO2. Each zone should be tested
separately for both the initial and extended discharge. Upon initiating release of the CO2, the fire alarm
strobes and horns in the accessory compartment and in any other compartments should be activated and be
clearly heard. During the test, inspect the outside of each compartment to see if quantities of CO2 are leaking
out of cracks in the lagging, meaning compartment integrity has not yet been achieved.

6. After the CO2 discharge has stopped, the applicable switches should be reset. A compartment inspection
should be carried out to verify that all ventilation dampers have functioned properly. Once this operation has
been performed, the dampers should be reset to the OPEN position.

7. Upon successful completion of the CO2 concentration test, G.E. Design Engineering should be consulted
and the results of the concentration test should be sent to the appropriate design engineer for design
documentation purposes.
2.9.11 WARNING
CARBON DIOXIDE, IN A CONCENTRATION SUFFICIENT TO
EXTINGUISH FIRE, CREATES AN ATMOSPHERE THAT WILL NOT
SUPPORT LIFE. IT IS EXTREMELY HAZARDOUS TO ENTER THE
COMPARTMENTS AFTER THE CO2 SYSTEM HAS BEEN DISCHARGED.
ANYONE RENDERED UNCONSCIOUS BY CO2 SHOULD BE RESCUED AS
QUICKLY AS POSSIBLE AND RESUSCITATED IMMEDIATELY. IT IS
ESSENTIAL THAT PERSONNEL BE ADEQUATELY TRAINED AS TO THE
PROPER ACTION TO TAKE IN CASE OF SUCH AN EMERGENCY.

2.10 INLET BLEED HEATING SYSTEM

2.10.1 General
The Compressor Inlet Bleed Heating system recirculates a fraction of the hot compressor discharge airflow
into the compressor inlet Figure 1 is a top level summary diagram of the system. The system is used for the
following three main purposes:

1. To prevent conditions necessary for the formation of ice on the first stage stator blades

2. To extend emissions compliance to lower loads by allowing exhaust temperature control to occur at lower
inlet guide vane angles.

3. To provide sufficient compressor operating margin by reducing the compressor pressure ratio and by
heating the compressor inlet air. Gas turbine range may be restricted for cold compressor inlet temperatures
in order to protect the gas turbine compressor from exceeding its operating limit and/or inlet ice buildup. Gas
turbines that operate with the inlet guide vanes at restricted angles at low ambient temperatures are prone to
inlet ice formation and reduced compressor operating limit. With such designs, inlet heating becomes
necessary to guarantee full gas turbine operating range.

2.10.2 System Components

1. Manual isolation valve (VM15-1) is used to provide shutoff capability. Includes normally open limit
switch (33TH-3) that closes when the manual isolation valve is fully open.

2. Inlet Bleed Heat Control Valve assembly (VA20-1) is a electrically actuated control valve. The following
components are mounted on the control valve:

a. Two inlet bleed heat quick exhauster valves (VA42-1, -5) alongwith associated needle valves which are
adjusted for quick exhaust valves.
b. Trip solenoid valve (20TH-1).
c. LVDT (96TH-1) for IBH Control Valve (VA20-1) position feedback.

3. Pressure transducer (96BH-1) measures the pressure upstream and similarly pressure transducer (96BH-2)
measures the pressure downstream of the inlet bleed heat control valve (VA20-1). These pressure transducers,
along with IBH control valve position and compressor discharge temperature, are used to compute inlet bleed
heat flow.

4. Pressure Regulator (VPR41-1) which has Instrument Air I/P from Turbine Inlet air heating control valve.
5. Electro-pneumatic transducer (65EP-3).

6. The Mark*1 VI VSVO Servo Board provides closed loop position control of the IBH valve.

Refer to the Inlet Air Heating schematic diagram MLI 0432(143E2184).

2.10.3 OPERATION
For emissions turndown and compressor first stage icing prevention the amount of inlet bleed heat in terms of
percent compressor airflow is scheduled as a function of Inlet Guide Vane (IGV) angle.
GE gas turbine compressors are designed to operate below a compressor pressure ratio limit (CPRLIM) that
is a function of inlet guide vane angle (IGV) and temperature corrected rotor speed (TNHCOR).
Combinations of factors such as extreme cold ambient temperatures, low IGV angles, high combustion
reference temperature, low BTU gas fuel composition, online water wash, gas to liquid fuel transfers, and
high combustor diluent injection can cause the Mark* VIe controller to increase inlet bleed heat flow in order
to provide sufficient compressor operating margin.

The fail-safe position of the inlet bleed heat control valve (VA20-1) is the full open position. The valve will
fail open upon loss of electrical command signal to the servovalve.

The inlet bleed heat control valve (VA20-1) is tripped open by the Mark* VIe controller via the trip solenoid
(20TH-1) by means of electrical actuation. The IBH control valve is tripped open given one of the following
conditions:

1. The valve position feedback signal fails to follow command within a specified tolerance for greater than a
specified length of time.

2. The compressor pressure ratio (CPR) exceeds a maximum allowable limit (CPRLIM) for greater than a
specified length of time.

3. Ambient pressure (AFPAP) is above a high limit. The two alarms associated with the inlet bleed heat
system are ‘IBH CONTROL VALVE NOT TRACKING’ and ‘IBH PRESSURE TRANSDUCER FAULT’.
2.10.4
Figure 1. Top Level Summary Diagram

2.11 VENTILATION AND HEATING SYSTEM

2.11.1 General
Heating and ventilation capabilities have been incorporated into the turbine compartment, accessory
compartment gas fuel region, accessory compartment lube and hydraulic oil region and load shaft
compartment. The purposes for ventilating the compartments are to dissipate heat generated inside the
compartment and to dilute any minor hazardous gas leakage. Each compartment is constructed with thermally
insulated side panels and roofs. The compartments are ventilated as shown in the schematic diagram in the
 Reference Drawing section of this service manual.

Gravity operated inlet dampers and CO2 latched outlet dampers as shown on the reference schematic are
used in the system to automatically provide a tight enclosure when the fire protection system is activated. The
CO2 latched outlet dampers are normally held open by fire extinguishing agent pressure operated latches that
must be manually reset after damper release. When the agent is discharged, pressure on the latch forces a
piston against a spring, moving a locking lever that releases the latch allowing the damper to close.

2.11.2 NOTE

It is imperative that all Turbine Enclosure access doors remain closed during
operation of the compartment ventilation system. Operation of the compartment
ventilation system with any access door open could compromise the effectiveness of
the ventilation system and adversely affect safety systems such as hazardous gas
detection and CO2 fire protection systems.

2.11.3 Functional Description

A Accessory Compartment
The accessory compartment is divided into two regions: the gas fuel module region and the lube oil and
hydraulic oil region. A gas-tight barrier wall separates the two regions. In case of leak in the gas-tight
barrier wall, the negative pressure relative to atmosphere in the gas fuel module and the positive pressure
relative to atmosphere in the lube oil and hydraulic oil region assures that the direction of airflow would be
from the lube oil and hydraulic oil region to the gas fuel module. These pressures are induced via the
ventilation system.

The turbine compartment ventilation fan ventilates the gas fuel module region of the accessory
compartment. Ventilation air enters the gas fuel module through gravity-operated dampers in the
compartment side panels and exits the module through an opening to the turbine compartment.

Heater 23VS-3 is provided for humidity control in the gas fuel module region of the accessory
compartment when the ventilation system is not operating. The heater is energized based on the readings of
thermocouples AT-VS1/2.

Heater 23VS-1 is provided for freeze protection in the gas fuel module region of the accessory
compartment when the ventilation system is not operating. The heater has its own motor-driven blower and
is energized based on the readings of thermocouples AT-VS-1/2.

The ventilation system for the lube and hydraulic oil region consists of a fan driven by AC motor, 88BL-1
and 88BL-2. The fans are mounted on the roof of the lube and hydraulic oil region of the accessory
compartment.

Ventilation air enters the lube and hydraulic oil region through gravity-operated dampers on the discharge
side of the ventilation fan. Air exits the compartment through a discharge opening in the compartment roof.
A CO2-actuated damper is located at compartment ventilation discharge. This damper is held in a
normally-open position by a latch that is released when the fire protection system is activated. The closure
of this discharge damper, the automatic shutoff of the fans, and subsequent closure of the gravity dampers,
seal the lube and hydraulic oil region in the event the fire suppression system is activated. In a lead-lag
system, the gravity-operated backdraft damper located on each fan prevents backflow through the standby
fan.

During normal operation, the ventilation fan starts automatically when the lube oil pumps are running and
will continue to run when the unit fires. The fans are operated in a lead-lag configuration and if the
selected “lead” fan fails to operate as sensed by pressure differential switch 63AT-3 or 63AT-4, the
“standby” fan will start. When the unit is not firing, operation of the ventilation fan is controlled by
thermocouples AT-HL-1/2 located in the lube oil and hydraulic oil region of the accessory compartment.
As noted below, the same thermocouples are also used for activation of the humidity control heater. The
fan and heater are interlocked by thermocouples AT-HL-1/2 so that both the fan and heater will not be
energized simultaneously.
 For humidity control during periods of shutdown and internal condensation during periods of shutdown,
the fan motor is equipped with heater 23BL-1 and 23BL-2.

Heater 23HL-3 is provided for humidity control in the lube oil and hydraulic oil region of the accessory
module when the unit is not operating. The heater is energized based on the readings of thermocouples AT-
HL-1/2.

Heater 23HL-1 is provided for freeze protection in the lube oil and hydraulic oil region of the accessory
compartment when the unit is not operating. The heater has its own motor-driven blower and is energized
based on the readings of thermocouples AT-HL-1/2.

B Turbine Compartment
The ventilation system for the turbine compartment consists of a fan driven by AC motor, 88BT-1 and
88BT-2. The fans are mounted on the roof of the GT compartment.

Ventilation air enters the turbine compartment through gravity-operated dampers in the compartment side
panels and from the gas fuel module region of the accessory compartment as described above. Air exits the
compartment via a discharge opening and a CO2-actuated damper on the compartment roof, a gravity
actuated damper, and the ventilation fan.

The CO2-actuated damper is held in a normally-open position by a latch that is released when the fire
protection system is activated. The closure of this discharge damper, the automatic shutoff of the fans, and
subsequent closure of the gravity dampers, seal the turbine compartment in the event the fire suppression
system is activated. In a lead-lag system, the gravity-operated backdraft damper located on each fan
prevents backflow through the standby fan.

The turbine compartment vent fans provide heat dissipation from the enclosure as well as sufficient
dilution ventilation of any small hazardous gas leaks; large leaks will be detected by the hazardous gas
detectors and require appropriate action. During normal operation, the ventilation fan starts automatically
when the unit fires during startup. The system is operated in a lead-lag configuration and if the selected
“lead” fan fails to operate as sensed by pressure differential switches 63AT-1A/1B/1C or 63AT-2A/2B/2C,
the “standby” fan will start.

Following a shutdown, thermocouples AT-TC-1/2, located in the turbine compartment, control the
operation of the fan, causing it to start when the temperature exceeds the high temperature set point and
causing it to stop when the compartment temperature drops below the reset setting. Thermocouples AT-TC-
1/2 will cause an alarm to occur if the turbine compartment temperature exceeds the high temperature
alarm setting.

For humidity control during periods of shutdown, the turbine compartment fan motor is equipped with
heater 23BT-1 and 23BT-2.

Heater 23HT-3A and 23HT-3B are provided for humidity control in the turbine compartment when the unit
is not operating. The heaters are energized based on the readings of thermocouples AT-TC-3/4.
Thermocouples AT-TC-3/4 are located in the turbine compartment below the gas turbine.

Heaters 23HT-1A/ 1B are provided for freeze protection in the turbine compartment when the unit is not
operating. The heaters have their own motor-driven fans (88HT-1A and 88HT-1B) and are energized based
on the readings of the thermocouples AT-TC-3/4.

Thermocouples AT-TC-3/4 will also cause an alarm to occur if the turbine compartment temperature drops
below the low temperature alarm setting to indicate the failure of the turbine compartment heaters.

C Load Shaft Compartment

The ventilation system for the load shaft compartment consists of a fan driven by AC motor, 88VG-1 and
88VG-2. The fans are mounted on the roof of the load shaft compartment.

Ventilation air enters the load shaft compartment through gravity-operated dampers on the discharge side
of the ventilation fan. Air exits the compartment through a discharge opening in the compartment roof. In
 case of a compartment fire, the fan motor stops and the gravity damper close. In a lead-lag system, the
gravity-operated backdraft damper located on each fan prevents backflow through the standby fan.

The load compartment vent fans provide satisfactory heat dissipation from the enclosure as well as
sufficient dilution ventilation of any potential risk associated with close proximity to the hydrogen-cooled
generator. The load compartment ventilation system operates whenever the turbine is above turning gear
speed or when the hydrogen-cooled generator is pressurized. The fans are operated in a lead-lag
configuration and if the selected “lead” fan fails to operate as sensed by pressure differential switches
63AG-1A/1B/1C or 63AG-2A/2B/2C, the “standby” fan will start.

For humidity control during periods of shutdown, the load shaft compartment fan motor is equipped with
heater 23VG-1 and 23VG-2.

2.12 GAS TURBINE COMPRESSOR WASH WATER SYSTEM

2.12.1 General
Gas turbines can experience a loss of performance during operation as result of deposits of contaminants on
internal components. This loss is indicated by a decrease in power output and an increase in heat rate. The
deposits of atmospheric contaminants on compressor parts occurs with the ingestion of air. The ingested air
may contain dirt, dust, insects, and hydrocarbon fumes. A large portion of these can be removed before they
get to the compressor by inlet air filtration. The dry contaminants that pass through the filters as well as wet
contaminants, such as hydrocarbon fumes, have to be removed from the compressor by washing with a
water–detergent solution followed by a water rinse.

A On–Base Supplied Equipment

The on–base turbine equipment supplied with this compressor wash system consists of piping from the
purchaser's connection on the base, air operated water injection valve(s), and the appropriate spray
manifold(s). Drains from the inlet plenum, combustion area, exhaust frame, and the exhaust plenum are
also provided. In addition, there are purchaser connections in these drain lines. Refer to the Water Wash
Skid schematic for this on-base equipment.

B Off–Base Equipment
The off-base portion of the water wash system, known as the water wash skid, contains both a watertank
and a detergent tank. The water tank is equipped with temperature sensors and electric heaters to maintain
proper water temperatures. The skid is equipped with a centrifugal water pump motor (88TW-1) and a
venturi used with the water pump to mix detergent solution. Also included on the skid are the various
control panels to initiate wash and to manually start/stop the appropriate devices. All equipment is made of
corrosion resistant material. Refer to the Water Wash Skid schematic for this on-base equipment.

All devices are set to give proper temperature, pressure, and flow. The settings for these devices can be
found in the device summary for the corresponding system.

C Functional Description
During the washing operation, water or wash solution is delivered through customer piping to the gas
turbine in the proper mix ratio. The wash water solution is delivered to the turbine unit at the proper
pressure, temperature, and flow rate to wash the gas turbine compressor. Refer to the system schematic for
proper pressure(s), temperature(s), and flow rate(s) for this gas turbine.

1) System Requirements
Water used for washing turbine parts should be reasonably clean so that it does not cause
fouling or corrosion in itself. Distilled or deionized water is recommended. Water quality
requirements are listed in Table 1 of GEK-111895 (Latest Revision). Oily or varnished oil
deposits on internal gas turbine parts require that a detergent solution be used during the
washing operation. The detergent shall meet the requirements of GEK-111895 (Latest
Revision), Appendix 1.

2) Compressor Washing Frequency

The frequency of compressor washing depends upon the severity and type of atmospheric
contamination that fouls the compressor and reduces performance. The recommended
 method for establishing the frequency is to monitor gas turbine performance, comparing
the routine performance with the baseline performance to observe the performance trends.
If the performance has fallen significantly, and compressor fouling is suspected, it must be
verified by visual inspection. This visual inspection should include the compressor inlet,
bellmouth, inlet guide vanes and the first and, possibly, the second stage of the
compressor blades.

NOTE

It is imperative that all Turbine Enclosure access doors remain closed during
operation of the compartment ventilation system. Operation of the compartment
ventilation system with any access door open could compromise the effectiveness of
the ventilation system and adversely affect safety systems such as hazardous gas
detection and CO2 fire protection systems.

D System Operation
1) General
a. Off-line Water Wash
Off-line water washing should be scheduled during a normal shutdown, if possible. This
will allow enough time for the internal machine temperature to drop to the required levels
for the washing. The time required to cool the machine can be shortened by maintaining
the unit at crank speed. During this cooling of the turbine, the wash water may be heated
to the proper level.

Off-line wash water flow control is accomplished through a manual tuning valve installed
in the off-line supply line, and a local pressure gauge to allow the operator to set the
specified manifold supply pressure.

Refer to the system (MLI 0442) schematic for off-line wash operating parameters.
Refer to GEK-111895 (Latest Revision) for gas turbine compressor liquid washing
recommendations

b. On-line Water Wash (Only if applicable)

The period between off-line water washes can be extended via frequent on-line washing.
When the compressor is suspected of being heavily fouled, an off-line wash should be
performed.

The on–line compressor wash system allows an operator to water wash the turbine
compressor without having to shut down the turbine. The method of washing is similar in
many ways to the off–line system. Both systems use the same pump, 88TW-1, and piping
to supply high quality wash solution to the compressor. When the supply pipe reaches the
vicinity of the turbine base, it splits into two branches, one for the off–line system and one
for the on–line system. Each branch contains a stop valve, flow control orifice, manifold(s)
and spray nozzles.

There are significant differences, though, between the two systems. GE recommends
against the use of detergents during on-line washing, while the use of detergents during
off-line washing are encouraged. The on–line wash water requirements differ from that of
off–line wash solution and must meet the requirements of Table 1 of GEK-111895 (Latest
Revision) for on–line washing. Finally, the on–line system proceeds automatically after it
is manually initiated; whereas, the off–line system requires operator intervention before
and after the wash.

Per the latest on-line wash design improvements, the forward on-line wash manifold has
been removed to minimize the risk of blade root erosion. Therefore, only the outer, aft,
manifold is used during an on-line wash.

Also, the on-line flow control orifice plate has been replaced with a pressure regulator
(VPR74-1). A local pressure gauge is installed on the on-line circuit to make it easy for
the operator to set the specified manifold supply pressure for improved flow control. In
 addition, a pressure transducer (96WW-3) is installed on the on-line aft manifold to
measure wash water pressure relative to ambient pressure. This transducer is wired to the
control system to monitor on-line wash water supply pressure.

Refer to the system (MLI 0442) schematic and the device summary for on-line wash
operating parameters and instrument settings and ratings.

NOTE
When using a detergent solution for on line washing, it is
recommended that the wash be followed by enough rinse water to
remove the detergent residue from the wash nozzles at the spray
manifold. This will prevent the detergent solutions from drying and
clogging the nozzles.

c. Grid Frequency Control (Applies to units with GFC requirements only)

Provides water wash injection hardware and control software designed to increase gas turbine
power for grid frequency control (GFC) by spraying water into the compressor inlet. A GFC
circuit is installed parallel to the on-line wash circuit so that both circuits are supplied
simultaneously by the water wash skid. During an extreme under frequency event, two control
valves are commanded open and water flows through both the on-line wash circuit and GFC
circuit for a specified time duration. The total flow rate is the same as the maximum flow capacity
of a standard GE water skid, which requires no modification for a GFC application. To maximize
system reliability, a self-test of the GFC circuit is performed for a few seconds every time that on-
line compressor wash is initiated.

Several grid codes specify that at specific frequencies below normal, such as 50 Hz, power
delivered to the grid must meet or exceed a minimum power level. At very low grid frequencies,
water wash injection is used to reduce the net over firing of the gas turbine to conserve hot section
life.

For a GFC installation, the following components are added to on base piping (MLI 0953):

GFC control valve (VA16-4), manual tuning valve, GFC supply line pressure transducer (96WW-
4), GFC water manifold and nozzles with injection on inner cone of inlet plenum (MLI 1612).
The turbine control includes GFC software (MLI 210) to actuate control valves during an under
frequency event and perform a periodic self-test to verify that supply pressure to the GFC nozzles
exceeds the minimum allowable water pressure.

Refer to the system (MLI 0442) schematic and the device summary for GFC operating
parameters and instrument settings and ratings.

2) Mandatory Precautions
Before water washing of the compressor begins, the turbine blading temperature must be
low enough so that the water does not cause thermal shock.
 CAUTION
The differential temperature between the washwater and the
interstage wheelspace temperature must not be greater than 120 F
(67 C) to prevent thermal shock to the hot gas parts. The maximum
wheelspace temperature as per TIL 1196-1 must be no greater than
150 F (65.5 C) as measured by the digital thermocouple readout
system on the turbine control panel.

To reduce this difference, the wash water may be heated and the turbine kept on crank until the
wheelspace temperatures drop to an acceptable level. The wheelspace temperatures are read in the
control room.

CAUTION
If, during operation, there has been an increase in exhaust
temperature spread above the normal 15 F to 30 F (8.3 C to
16.6 C), the thermocouples in the exhaust plenum should be
examined. If they are coated with ash, the ash should be removed.
Radiation shields should also be checked. If they are not radially
oriented relative to the turbine, they should be repositioned per
the appropriate drawing. If the thermocouples are coated with ash,
or if the radiation shields are not properly oriented, a correct
temperature reading will not be obtained.

If neither of the above conditions exists and there is no other explanation for the temperature
spread, consult the General Electric Service Engineering representative.

WARNING
THE WATER WASH OPERATION INVOLVES WATER UNDER
HIGH PRESSURE. CAUTION MUST BE EXERCISED TO ENSURE
THE PROPER POSITIONING OF ALL VALVES DURING THIS
OPERATION. SINCE THE WATER MAY ALSO BE HOT,
NECESSARY PRECAUTIONS SHOULD BE TAKEN IN HANDLING
VALVES, PIPES, AND POTENTIALLY HOT SURFACES.

NOTE
Before water washing the compressor, inspect the inlet plenum and
gas turbine
ellmouth for large accumulations of atmospheric contaminants that
could be washed into the compressor. The deposits can be removed by
washing with a garden hose.
2.13 GAS DETECTION SYSTEM
2.13.1 General
The gas protection system provides monitoring of the presence of combustible gas inside equipment areas for
protection of personnel and equipment. A brief description of the system’s overall purpose and peration is
provided below. For further details, refer to the gas protection schematic (MLI 0474), also called the
hazardous gas detection schematic, located in the Reference Drawings section of the Service Manuals.
Combustible gas detectors are placed in areas where combustible gases may be likely to be found in the
unlikely event of a gas release or leak:
• Gas turbine compartment, often near or inside the ventilation exhaust duct
• Fuel gas valve module, often near ventilation exhaust duct or air outlet

In some configurations, combustible gas detectors will also be located in:

• Generator compartment, often on the collector (brush) end (H2 cooled only)
• Generator terminal enclosure (H2 cooled only)

2.13.2 Lower Explosive Limits

Combustible gas detectors provide a reading of the gas concentration as a percentage of the lower explosive
limit (%LEL). The LEL is the lowest concentration of a substance that will produce a fire or flash when an
ignition source, such as a flame or spark, is present. It is expressed in percent of vapor or gas in the air by
volume. Below the LEL, the gas mixture is too lean to burn. The LEL is a percentage of the total air volume
and varies depending on the substance. For example, the LEL of methane is 5.0% of the total volume.

Secondly, the %LEL reading on a gas detector is a percentage of the LEL value. At 100%LEL, the minimum
level of gas to support ignition is present. Often, high alarms are set at 10%LEL or lower and high-high
alarms are set at 25%LEL or lower. This provides a safety margin and additional time before gas reaches
explosive concentrations. A common range for combustible gas detectors is from 0 to 100 %LEL Gas
detector readings may indicate higher or lower concentrations in other parts of the compartment. For example,
a 20% LEL reading in the extract duct may indicate that a 50% LEL cloud is present in an area inside the
compartment.

2.13.3 Triple Modular Redundancy

Depending on the configuration, gas detectors may be placed in a multiple sensor array to provide
triplemodular redundant (TMR) feedback. If gas detectors are provided as TMR, then the control system may
take an automatic action (start-up permissive, shut-down or trip) if two or more detectors reach the highhigh
alarm level. Alarm levels in %LEL are shown in the controls device summary (MLI 0414). TMR gas
detectors are identified with a letter suffix, often A, B, C or D. (e.g. 45HT-5A)

Other gas detectors may be provided for operator alarm only. These gas detectors will not be provided with
double or triple redundancy. When these detectors alarm, the operator will be alerted to the alarm on the
control system.

2.13.4 Calibration And Replacement

Combustible gas detectors should be calibrated frequently to insure trouble-free and safe operation. The
detector itself will likely need to be replaced in time. For calibration and replacement guidelines, consult the
manufacturer’s operation and maintenance manual.

2.13.5 Additional Gas Protection Equipment

Periodically, additional gas protection equipment will be provided due to unique or special fuel options or
customer contract requirements. This equipment is beyond the scope of this document and outside of the
standard gas protection system specifications. Refer to the manufacturer operation and maintenance manuals
for details. These manuals are including herein and/or provided with the equipment.
SECTION 3. GAS TURBINE OPERATIONS
3 GAS TURBINE OPERATION

3.1 FUNCTIONAL DESCRIPTION

- NOT AVAILABLE YET, IT WILL BE UPDATED

3.2 GAS TURBINE OPERATION

3.2.1 Reference Data And Precautions
A Operator Responsibility
It is essential that the turbine operators be familiar with the information contained in the following
operation text, the Control Specification drawings (consult the Control System Settings drawing for the
index of Control Specification drawings), the Piping Schematic drawings including the Device Summary
(consult the Control System Settings Drawing for the index by model list and drawing number of
applicable schematics), the SPEEDTRONICTM control sequence program and the SPEEDTRONICTM
Users' Manual. The operator must also be aware of the power plant devices which are tied into the gas
turbine mechanically and electrically and could affect normal operation. No starts should be attempted
whether on a new turbine or a newly overhauled turbine until the following conditions have been met:

• Requirements listed under CHECKS PRIOR TO OPERATION have been met.

• Control systems have been functionally checked for proper operation before restarting.
• All GENERAL OPERATING PRECAUTIONS have been noted.

It is extremely important that gas turbine operators establish proper operating practices. We emphasize
adherence to the following:

• Respond to Annunciator Indicators—Investigate and correct the cause of the abnormal condition. This is
particularly true for the protection systems, such as low oil pressure, overtemperature, vibration, overspeed
etc.
• Check of Control Systems — After any type of control maintenance is completed, whether repair or
replacement of parts, functionally check control systems for proper operation. This should be done prior to
restart of the turbine. It should not be assumed that reassembly, “as taken apart” is adequate without the
functional test.
• Monitor Exhaust Temperature During All Phases of Startup — The operator is alerted to the following:

CAUTION
Over temperature can damage the turbine hot gas path parts

B Turbine Controller Unauthorized Access and Modifications

Unauthorized access and modifications, i.e. forcing logic signals, to customers’ gas turbine controllers can
create hazardous conditions for GE and customer personnel. Customers are advised to implement physical
or software access limitation procedures to their gas turbine controllers in order to prevent unauthorized
access and resulting possible hazardous conditions.

Recommendations
Mark VI
Mark VI Toolbox provides various privilege level access. Reference GEH 6403, Chapter 2, pg 2.8.
MARK Vie
Similar to the Mark VI, Mark VIe ToolboxST provides various ‘Access Rights.’ Reference GEH 6700A,
Chapter 1 pg 1-7.

Privilege level passwords are provided that allow the ability to force logic signals. It is intended that logic
forcing only be used for off-line software checkout procedures, while the unit is shut down, and in
conjunction with proper lockout / tag-out procedures. Customer personnel shall not force logic signals to
 circumvent control and protection functions.

The customer is responsible for password-protecting privilege levels or access rights within the Mark VI
and Mark VIe to limit access to control settings and logic forcing to qualified personnel only.

C General Operating Precautions

1) Temperature Limits
Refer to the Control Specifications for actual exhaust temperature control settings. It is
important to define a “baseline value” of exhaust temperature spread with which to
compare future data. This baseline data is established during steady state operation after
each of the following conditions:

• Initial startup of unit

• Before and after a planned shut-down
• Before and after planned maintenance

An important point regarding the evaluation of exhaust temperature spreads is not

necessarily the magnitude of the spread, but the change in spread over a period of time.
The accurate recording and plotting of exhaust temperatures daily can indicate a
developing problem. Consult Control Specification- Settings Drawings for maximum
allowable temperature spreads and wheelspace temperature operating limits.

The wheelspace thermocouples, identified together with their nomenclature, are on the
Device Summary. A bad thermocouple will cause a “High Wheelspace Differential
Temperature” alarm. The faulty thermocouple should be replaced at the earliest
convenience.

When the average temperature in any wheelspace is higher then the temperature limit set
forth in the table, it is an indication of trouble. High wheelspace temperature may be
caused by any of the following faults:

1. Restriction in cooling air lines

2. Wear of turbine seals
3. Excessive distortion of the turbine stator
4. Improper positioning of thermocouple
5. Malfunctioning combustion system
6. Leakage in external piping
7. Excessive distortion of exhaust inner diffuser

Check wheelspace temperatures very closely on initial startup. If consistently high, and a
check of the external cooling air circuits reveals nothing, it is permissible to increase the
size of the cooling air orifices slightly. Consult with a General Electric Company field
representative to obtain recommendations as to the size that an orifice should be increased.
After a turbine overhaul, all orifices should be changed back to their original size,
assuming that all turbine clearances are returned to normal and all leakage paths are
corrected.

CAUTION
Wheelspace temperatures are read on the operators interface. Temperatures in
excess of the maximum are potentially harmful to turbine hot-gas-path parts
over a prolonged period of time. Excessive temperatures are annunciated but
will not cause the turbine to trip. High wheelspace temperature readings must
be reported to the General Electric technical representative as soon as possible.

2) Pressure limits
Refer to the Device Summary for actual pressure switch settings. Lube oil pressure in the
bearing feed header is a nominal value of 25 psig. The turbine will trip at 8 psig. Pressure
 variations between these values will result from entrapped particulate matter within the
lube oil filtering system.

3) Vibration Limits
The maximum overall vibration velocity of the gas turbine should never exceed 1.0 inch
(2.54 cm) per second in either the vertical or horizontal direction. Corrective action
should be initiated when the vibration levels exceed 0.5 inch (1.27 cm) per second as
indicated on the control system <I>/HMI.

If doubt exists regarding the accuracy of the reading or if more accurate and specific
vibration readings are desired a vibration check is recommended using vibration test
equipment.

4) 4. Load Limit
The maximum load capability of the gas turbine is given in the control specification. For
the upper limits of generator capability, refer to the Reactive Capability Curve following
the GENERATOR tab.

5) Overloading of Gas Turbine, Facts Involved and Policy

It is General Electric practice to design gas turbines with margins of safety to meet the
contract commitments and to secure long life and trouble-free operation.

So that maximum trouble-free operation can be secured, General Electric designs these
machines with more than ample margins on turbine bucket thermal and dynamic stresses,
compressor and turbine wheel stresses, generator ventilation, coolers, etc. As a result,
these machines are designed somewhat better than is strictly necessary, because of the
importance of reliability of these turbines to our customers and to the electrical industry.

It cannot be said, therefore, that these machines cannot be safely operated beyond the load
limits. Such operation, however, always encroaches upon the design margins of the
machines with a consequent reduction in reliability and increased maintenance.
Accordingly, any malfunction that occurs as a result of operation beyond contract limits
cannot be the responsibility of the General Electric Company.

The fact that a generator operates at temperature rises below the 185°F (85°C) for the
rotor and 140°F (60°C) for the stator permitted by the AIEE Standards does not mean that
it can be properly run with full safety up to these values by overloading beyond the
nameplate rating. These standards were primarily set up for the protection of insulation
from thermal deterioration on small machines. The imbedded temperature detectors of the
stator register a lower temperature than the copper because of the temperature drop
through the insulation from the copper to the outside of the insulation, where the
temperature detectors are located. There are also conditions of conductor expansion,
insulation stress, etc., which impose limitations. These factors have been anticipated in the
“Vee” curves and reactive capability curves which indicate recommended values
consistent with good operating practice. The “Vee” curves and reactive capability curves
form part of the operating instructions for the generator and it is considered unwise to
exceed the values given.

The gas turbines are mechanically designed so that (within prescribed limits), advantage
can be taken of the increased capability over nameplate rating, which is available at lower
ambient temperatures (because of increased air density), without exceeding the maximum
allowable turbine inlet temperature.

The load limit of the gas turbine-generator must not be exceeded, even when the ambient
temperature is lower than that at which the load limit of the gas turbine is reached. Under
these conditions, the gas turbine will operate at this load with a lower turbine inlet
temperature and the design stresses on the load coupling and turbine shaft will not be
exceeded.
 If the turbine is overloaded so that the turbine exhaust temperature schedule is not
followed for reasons of malfunctioning or improper setting of the exhaust temperature
control system, the maximum allowable turbine inlet temperature or the maximum
allowable exhaust temperature, or both, will be exceeded and will result in a
corresponding increase in maintenance and, in extreme cases, might result in failure of the
turbine parts.

The exhaust temperature control system senses the turbine exhaust temperature and
introduces proper bias to limit the fuel flow so that neither the maximum allowable
turbine inlet temperature nor the maximum allowable turbine exhaust temperature is
exceeded.

6) Fire Protection System Operating Precautions

The fire protection system, when actuated, will cause several functions to occur in
addition to actuating the media discharge system. The turbine will trip, an audible alarm
will sound, and the alarm message will be displayed on the <I>/HMI. The ventilation
openings in the compartments will be closed by a pressure-operated latch and the damper
in the turbine shell cooling discharge will be actuated.

The annunciator audible alarm may be silenced by clicking on the alarm SILENCE target.
The alarm message can be cleared from the ALARM list on the <I>/HMI after the
ACKNOWLEDGE target and the ALARM RESET target are actuated, but only after the
situation causing the alarm has been corrected.

The fire protection system must be replenished and reset before it can automatically react
to another fire. Reset must be made after each activation of the fire protection system
which includes an initial discharge followed by an extended discharge period of the fire
protection media.

Fire protection system reset is accomplished by resetting the pressure switch located on
the fire protection system.

Ventilation dampers, automatically closed by a signal received from the fire protection
system, must be reopened manually in all compartments before restarting the turbine.
CAUTION
Failure to reopen compartment ventilation dampers will severely shorten the
service life of major accessory equipment. Failure to reopen the load coupling
compartment dampers will materially reduce the performance of the generator.

7) Combustion System Operating Precautions

 WARNING
SUDDEN EMISSION OF BLACK SMOKE MAY INDICATE A POSSIBILITY
OF OUTER CASING FAILURE OR OTHER SERIOUS COMBUSTION
PROBLEMS. IN SUCH AN EVENT:

A. IMMEDIATELY SHUT DOWN THE TURBINE.

B. ALLOW NO PERSONNEL INSIDE THE TURBINE COMPARTMENT

UNTIL TURBINE IS SHUT DOWN.

C. CAUTION ALL PERSONNEL AGAINST STANDING IN FRONT OF

ACCESS DOOR OPENINGS INTO PRESSURIZED COMPARTMENTS.

D. PERFORM A COMPLETE COMBUSTION SYSTEM INSPECTION.

E. TO REDUCE THE POSSIBILITY OF COMBUSTION OUTER CASING

FAILURE, THE OPERATOR SHOULD ADHERE TO THE FOLLOWING:

F. DURING OPERATION, EXHAUST TEMPERATURES ARE MONITORED

BY THE SPEEDTRONIC CONTROL SYSTEM. THE TEMPERATURE
TM

SPREAD IS COMPARED TO ALLOWABLE SPREADS WITH ALARMS

AND/OR PROTECTIVE TRIPS ESULTING IF THE ALLOWABLE SPREAD
LIMITS ARE EXCEEDED.

G. AFTER A TRIP FROM 75% LOAD OR ABOVE, OBSERVE THE

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

H. ADHERE TO RECOMMENDED INSPECTION INTERVALS ON

COMBUSTION LINERS, TRANSITION PIECES AND FUEL NOZZLES.
OPERATING A TURBINEWITH NON-OPERATIONAL EXHAUST
THERMOCOUPLES INCREASESTHERISKOFTURBINEOVERFIRING
AND PREVENTS DIAGNOSIS OF COMBUSTION PROBLEMS BY USE OF
TEMPERATURE DIFFERENTIAL READINGS.

To prevent the above described malfunctions the operator should keep the number of nonoperational
exhaust thermocouples to a maximum of two but no more than one of any three adjacent
thermocouples.

CAUTION
Operation of the gas turbine with a single faulty thermocouple should not be
neglected, as even one faulty thermocouple will increase the risk of an invalid
“combustion alarm” and/or “Trip”. The unit should not be shut down just for
replacement of a single faulty thermocouple. However, every effort should be
made to replace the faulty thermocouples when the machine is down for any
reason.

Adherence to the above criteria and early preventive maintenance should reduce distortions of the
control and protection functions and the number of unnecessary turbine trips.

8) Cooldown/Shutdown Precautions
 CAUTION
In the event of an emergency shutdown in which internal damage of any
rotating equipment is suspected, do not turn the rotor after shutdown. Maintain
lube oil pump operation, since lack of circulating lube oil following a hot
shutdown will result in rising bearing temperatures which can result in
damaged bearing surfaces. If the malfunction that caused the shutdown can be
quickly repaired, or if a check reveals no internal damage affecting the rotating
parts, reinstate the cooldown cycle.

If there is an emergency shutdown and the turbine is not turned with the rotor turning device, the
following factors should be noted:

1. Within 20 minutes, maximum, following turbine shutdown, the gas turbine may be started without
cooldown rotation. Use the normal starting procedure.

2. Between 20 minutes and 48 hours after shutdown a restart should not be attempted unless the gas
turbine rotor has been turned for minimum four hours.

3. If the unit has been shut down and not turned at all, it must be shut down for approximately 48
hours before it can be restarted without danger of shaft bow.

CAUTION
Where the gas turbine has not been on rotor turning operation after shutdown
and a restart is attempted, as under conditions above, rotor bow restart
procedure should be followed:

Startup procedure for a bowed rotor:

Place the unit on turning gear and rotate at 4 to 6 RPM for a minimum of 4 hours.
Accelerate to crank speed for 15 minutes and monitor bearing seismic vibration levels.

If seismic vibration readings for both bearings are less than 0.1 in/sec, the start sequence may be
initiated.

For Generation I, II, or III rotors

If the seismic vibration readings for either bearing equal or exceed 0.1 in/sec, the unit must be
returned to 6 or 60 RPM for an additional 4 hours. Follow steps 2 and 3 before initiating the start
sequence.

For Generation IV rotors

If the seismic vibration readings for either bearing equal or exceed 0.1 in/sec, the unit may continue
at crank speed. Follow step 3 above before initiating the start sequence

CAUTION
If seizure occurs during the turning operation of the gas turbine, the turbine
should be shut down and remain idle for at least 30 hours, or until the rotor is
free. The turbine may be rotated at any time during the 30-hour period if it is
free; however, audible checks should be made for rubs.

NOTE
The vibration velocity must be measured at points near the gas turbine bearing caps.

3.2.2 Preparations For Normal Load Operation

A Standby Power Requirements
Standby AC power insures the immediate startup capability of particular turbine equipment and elated
control systems when the start signal is given. Functions identified by asterisk are also necessary for unit
environmental protection and should not be turned off except for maintenance work on that particular
function. Standby AC power is required for:

1. Lube oil heaters, which when used in conjunction with the lube oil pumps, heat and circulate turbine
lube oil at low ambient temperatures to maintain proper oil viscosity.

2. *Control panel heating.

3. *Generator heating.

4. Lube oil pumps. Auxiliary pump should be run at periodic intervals to prevent rust formation in the lube
oil system.

5. Fuel oil heaters, where used. These heaters used in conjunction with the fuel oil pumps, heat and
circulate fuel oil at low ambient temperatures to maintain proper fuel oil viscosity.

6. Compartment heating.

7. *Operation of control compartment air conditioner during periods of high ambient temperature to
maintain electrical equipment insulation within design temperature limits.

8. *Battery charging (where applicable).

B Checks Prior to Operation

The following checks are to be made before attempting to operate a new turbine or an overhauled turbine.
It is assumed that the turbine has been assembled correctly, is in alignment and that calibration of the
SPEEDTRONICTM system has been performed per the Control Specifications. A standby inspection of
the turbine should be performed with the lube oil pump operating and emphasis on the following areas:

1. Check that all piping and turbine connections are securely fastened and that all blinds have been
removed. Most tube fittings incorporate a stop collar which insures proper torquing of the fittings at initial
fitting make up and at reassembly. These collars fit between the body of the fitting and the nut and contact
in tightening of the fitting. The stop collar is similar to a washer and can be rotated freely on unassembled
fittings. During initial assembly of a fitting with a stop collar, tighten the nut until it bottoms on the collar.
The fitting has to be sufficiently tightened until the collar cannot be rotated by hand. This is the inspection
for a proper fitting assembly. For each remake of the fitting, the nut should again be tightened until the
collar cannot be rotated.

2. Inlet and exhaust plenums and associated ducting are clean and rid of all foreign objects. All access
doors are secure.

3. Where fuel, air or lube oil filters have been replaced check that all covers are intact and tight.

4. Verify that the lube oil tank is within the operating level and if the tank has been drained that it has been
refilled with the recommended quality and quantity of lube oil. If lube oil flushing has been conducted
verify that all filters have been replaced and any blinds if used, removed.

5. Check operation of auxiliary and emergency equipment, such as lube oil pumps, water pumps, fuel
forwarding pumps, etc. Check for obvious leakage, abnormal vibration (maximum 3 mils), noise or
overheating.

6. Check lube oil piping for obvious leakage. Also using provided oil flow sights, check visually that oil is
flowing from the bearing drains. The turbine should not be started unless flow is visible at each flow sight.

7. Check condition of all thermocouples and/or resistance temperature detectors (RTDs) on the <I>/HMI.
Reading should be approximately ambient temperature.
 8. Check spark plugs for proper arcing.

WARNING
DO NOT TEST SPARK PLUGS WHERE EXPLOSIVE ATMOSPHERE IS
PRESENT.

If the arc occurs anywhere other than directly across the gap at the tips of the electrodes, or if by
blowing on the arc it can be moved from this point, the plug should be cleaned and the tip clearance
adjusted. If necessary, the plug should be replaced. Verify the retracting piston for free operation.

9. Devices requiring manual lubrication are to be properly serviced.

10. Determine that the cooling water system has been properly flushed and filled with the
recommended coolant. Any fine powdery rust, which might form in the piping during short time
exposure to atmosphere, can be tolerated. If there is evidence of a scaly rust, the cooling system
should be power flushed until all scale is removed. If it is necessary to use a chemical cleaner, most
automobile cooling system cleaners are acceptable and will not damage the carbon and rubber parts
of the pump mechanical seals or rubber parts in the piping.

Refer to “Cooling Water Recommendations for Combustion Gas Turbine Closed Cooling Systems”.
Note the following regarding antifreeze.
Following the water system refill ensure that water system piping, primarily pumps and flexible
couplings, do not leak. It is wise not to add any corrosion inhibitors until after the water system is
found to be leak free.

CAUTION
Do not change from one type antifreeze to another without first flushing the
cooling system very thoroughly. Inhibitors used may not be compatible and can
cause formation of gums, in addition to destroying effectiveness as an inhibitor.
Consult the antifreeze vendor for specific recommendations.

• The Load Commutator Inverter (LCI) should be calibrated and tested as per GEH-6192.
• The use of radio transmitting equipment in the vicinity of open control panels is not recommended.
Prohibiting such use will assure that no extraneous signals are introduced into the control system that
might influence the normal operation of the equipment.
• Check the Cooling and Sealing Air Piping against the assembly drawing and piping schematic, to
ensure that all orifice plates are of designated size and in designated positions.
• At this time all annunciated ground faults should be cleared. It is recommended that units not be
operated when a ground fault is indicated. Immediate action should be taken to locate all grounds
and correct the problems.

C Checks During Start Up and Initial Operation

The following is a list of important checks to be made on a new or newly overhauled turbine with the
OPERATION SELECTOR switch in various modes. The Control Specifications Control Systems
Adjustments should be reviewed prior to operating the turbine.

CAUTION
Where an electric motor is used as the starting means refer to the Control
Specifications for maximum operating time.

When a unit has been overhauled those parts or components that have been removed and taken apart
for inspection/repair should be critically monitored during unit startup and operation. This inspection
should include: leakage check, vibration, unusual noise, overheating, lubrication.
1) Crank
a. Listen for rubbing noises in the turbine compartment especially in the load tunnel area.
A soundscope or some other listening type device is suggested. Shutdown and investigate
if unusual noise occurs
b. Check for unusual vibration.
c. Inspect for water system leakage.

2) Fire

WARNING
DUE TO THE COMPLEXITY OF GAS TURBINE FUEL SYSTEMS, IT IS
IMPERATIVE FOR EVERYONE TO EXERCISE EXTREME CAUTION IN
AND NEAR ANY TURBINECOMPARTMENT, FUEL HANDLING SYSTEM,
OR ANY OTHER ENCLOSURES OR AREAS CONTAINING FUEL PIPING
OR FUEL SYSTEM COMPONENTS.

DO NOT ENTER THE TURBINE COMPARTMENT UNLESS ABSOLUTELY

NECESSARY. WHEN IT IS NECESSARY, EXERCISE CAUTION WHEN
OPENING AND ENTERING THE COMPARTMENT. BE AWARE OF THE
POSSIBILITY OF FUEL LEAKS, AND BE PREPARED TO SHUT DOWN
THE TURBINE AND TAKE ACTION IF A LEAK IS DISCOVERED.

AT ANY TIME, IF/WHEN ENTERING THE TURBINE COMPARTMENT

OR WHEN IN THE VICINITY OF THE FUEL HANDLING SYSTEM OR
OTHER LOCATIONS WITH FUEL PIPING, FUEL SYSTEM
COMPONENTS, OR FUEL SYSTEM CONNECTIONS, WHILE THE
TURBINE IS OPERATING, IMPLEMENT THE FOLLOWING:

• CONDUCT AN ENVIRONMENTAL EVALUATION OF THE TURBINE

COMPARTMENT, FUEL HANDLING SYSTEM, OR SPECIFIC AREA. PAY
PARTICULAR ATTENTION TO ALL LOCATIONS WHERE FUEL
PIPING/COMPONENTS/CONNECTIONS EXIST.

• FOLLOW APPLICABLE PROCEDURES FOR LEAK TESTING. IF FUEL

LEAKS ARE DISCOVERED, EXIT THE AREA QUICKLY, SHUT THE
TURBINE DOWN, AND TAKE APPROPRIATE ACTIONS TO ELIMINATE
THE LEAK(S).
• REQUIRE PERSONNEL ENTERING THE TURBINE COMPARTMENT
TO BE FITTED WITH THE APPROPRIATE PERSONAL PROTECTIVE
EQUIPMENT, I.E., HARD HAT, SAFETY GLASSES, HEARING
PROTECTION, HARNESS/ MANLINE (OPTIONAL DEPENDING ON
SPACE CONSTRAINTS), HEAT RESISTANT/FLAME RETARDANT
COVERALLS AND GLOVES.

• ESTABLISH AN ATTENDANT TO MAINTAIN VISUAL CONTACT WITH

PERSONNEL INSIDE THE TURBINE COMPARTMENT AND RADIO
COMMUNICATIONS WITH THE CONTROL ROOM OPERATOR.
 WARNING
DURING THE FIRST START-UP AFTER A DISASSEMBLY, VISUALLY
CHECK ALL CONNECTIONS FOR FUEL LEAKS. PREFERABLY CHECK
THE FITTINGS DURING THEWARM-UP PERIOD WHEN PRESSURES
RE LOW. VISUALLY INSPECT THE FITTINGS AGAIN AT FULL SPEED,
NO LOAD, AND AT FULL LOAD. DO NOT ATTEMPT TO CORRECT
LEAKAGE PROBLEMS BY TIGHTENING FITTINGS AND/OR BOLTING
WHILE LINES ARE FULLY PRESSURIZED. NOTE AREA IN QUESTION
AND, DEPENDING ON SEVERITY OF LEAK, REPAIR AT NEXT
SHUTDOWN, OR IF REQUIRED SHUT UNIT DOWN IMMEDIATELY.
ATTEMPTS TO CORRECT LEAKAGE PROBLEMON PRESSURIZED
LINES COULD LEAD TOSUDDEN AND COMPLETE FAILURE OF
COMPONENT AND RESULTING DAMAGE TO EQUIPMENT AND
PERSONNEL INJURY.

Turbine Compartment

1. Bleed fuel oil filters, if appropriate. Then check entire fuel system and the area immediately
around the fuel nozzle for leaks. In particular check for leaks at the following points:

a. Fuel piping/tubing to fuel nozzle

b. Fuel check valves

c. Atomizing air manifold and associated piping (when used)

d. Gas manifold and associated piping (when used)

Accessory Module
- Flow divider (when used)
- Fuel and water pumps
- Filter covers and drains

CAUTION
• Elimination of fuel leakage in the turbine compartment is of extreme importance as
a fire preventive measure.

2. Monitor FLAME status on the <I> processor to verify all flame detectors are correctly indicating
flame.

3. Monitor the turbine control system readings on the <I> processor for unusual exhaust
thermocouple temperature, wheelspace temperature, lube oil drain temperature, highest to lowest
exhaust temperature spreads and “hot spots” i.e. combustion chamber(s) burning hotter than all the
others.

4. Listen for unusual noises and rubbing.

5. Monitor for excessive vibration.

3) Automatic, Remote
On initial startup, permit the gas turbine to operate for a 30 to 60 minute period in a full
speed, no load condition. This time period allows for uniform and stabilized heating of the
parts and fluids. Tests and checks listed below are to supplement those recorded in
Control Specification—Control System Adjustments. Record all data for future
comparison and investigation.

1. Continue monitoring for unusual rubbing noises and shutdown immediately if noise
 persists.

2. Monitor lube oil tank, header and bearing drain temperatures continually during the
heating period. Refer to the Schematic Piping Diagram — Summary Sheets for
temperature guidelines. Adjust VTRs if required.

3. At this time a thorough vibration check is recommended, using vibration test equipment
such as IRD equipment (IR DMechanalysis, Inc.) or equivalent with filtered or unfiltered
readings. It is suggested that horizontal, vertical and axial data be recorded for the:
a. all accessible bearing covers on the turbine
b. turbine forward compressor casing
c. turbine support legs
d. bearing covers on the load equipment

4. Check wheelspace, exhaust and control thermocouples for proper indication on the
<I>/HMI. Record these values for future reference.

5. Flame detector operation should be tested per the Control Specification — Control
System Adjustments.

6. Utilize all planned shutdowns in testing the Electronic and Mechanical Overspeed Trip
System per the Control Specifications — Control System Adjustments. Refer to Special
Operations section of this text.

7. Monitor <I>/HMI display data for proper operation.

3.2.3 Operating Procedures

A General
The following instructions pertain to the operation of a model series 7001FA or 9001FA gas turbine unit
designed for generator drive application. These instructions are based on use of SPEEDTRONICTM
turbine control panels.

Functional description of the <I>/HMI Main Display follows; however, panel installation, calibration, and
maintenance are not included.

Operational information includes startup and shutdown sequencing in the AUTO mode of operation. The
most common causes of alarm messages can be found in the concluding section.

It is not intended to cover initial turbine operation herein; rather, it will be assumed that initial startup,
calibration and checkouts have been completed. The turbine is in the cooldown or standby mode ready for
normal operation with AC and DC power available for all pumps, motors, heaters, and controls and all
annunciator drops are cleared.

Refer to the Control Specifications (Control and Protection Systems) in this volume, and the previously
furnished Control Sequence Program (CSP) for additional operating sequence information and related
diagrams.

B Start-Up
1) General
Operation of a single turbine/generator unit may be accomplished either locally or
remotely.

The following description lists operator, control system and machine actions or events in
starting the gas turbine.

Reference the section “Description of Panels and Terms—Turbine Control Panel" for
description of turbine panel devices. The following assumes that the unit is off of
cooldown, and in a ready to start condition.
2) Starting Procedure

1. Using the cursor positioning device, select “MAIN” display from the DEMAND
DISPLAY menu.

a. The display will indicate speed, temperature, various conditions etc. Three lines
displayed on the <I> /HMI will read:

SHUTDOWN STATUS
OFF COOLDOWN
OFF

2. Select “AUTO” and “EXECUTE”

a. The <I>/HMI display will change to:

STARTUP STATUS
READY TO START
AUTO

3. Select “START” and “EXECUTE”

a. Unit auxiliaries will be started including a motor driven lube oil pump used to establish
lube oil pressure. The <I>/HMI message SEQ IN PROGRESS will appear.

b. When permissives are satisfied, the master protective logic (L4) will be satisfied. The
<I>/HMI display will change to: STARTUP STATUS

STARTING
AUTO; START

c. The turbine shaft will begin to rotate on turning gear. The zero speed signal “14HR”
will be displayed. When the unit reaches approximately 6 rpm, the starting device will be
energized and accelerate the unit. The <I> /HMI display will change to START-UP
STATUS/CRANKING.

d. When the unit reaches approximately 15% speed, the minimum speed signal “14HM”
will be displayed on the <I>/HMI. (For machines with cooling water fan motors receiving
power from the generator terminals via the UCAT transformer, field flashing will be
initiated to build up generator voltage to power the fans; otherwise, field flashing to build
up generator voltage will occur at operating speed.)

e. If the unit configuration requires purging of the gas path prior to ignition, the starting
device will crank the gas turbine at purge speed for a period of time determined by the
setting of the purge timer. See Control Specifications-Settings Drawing for purge timer
settings.

f. FSR will be set to firing value. (FSR, Fuel Stroke Reference, is the electrical signal that
determines the amount of fuel delivered to the turbine combustion system.) Ignition
sequence is initiated. The <I>/HMI display will change to START UP STATUS/FIRING.

g. When flame is established, the <I>/HMI display will indicate flame in those
combustors equipped with flame detectors.

h. FSR is set back to warm-up value, and the <I> /HMI display will indicate STARTUP
STATUS/WARMING UP. If the flame goes out during the 60 second firing period, FSR
will be reset to firing value. (At the end of the ignition period, if flame has not been
established, the unit will remain at firing speed. Refer to operation 8 in the Special
Operations section for specific operating instructions for DLN 2.0 and DLN 2.6
 configured machines.) At this time the operator may shut the unit down or attempt to fire
again. To fire again select CRANK on the Main Display. The purge timer and firing timer
are reinitialized. The purge timer will begin to time. Reselecting AUTO will cause the
ignition sequence to repeat itself after the purge timer has timed out. If the unit is being
operated remotely and multiple starts capability exists (REMOTE having previously been
selected on the Main Display), and no fire has been established at the end of the ignition
period, the unit will be purged of unburned fuel. At the end of the purge period ignition
will be attempted again. If flame is not established at this time, the starting sequence will
be terminated and the unit will shutdown. At the end of the warmup period, with flame
established, FSR will begin increasing. The <I>/HMI will indicate STARTUP
STATUS/ACCELERATING and the turbine will increase in speed. At approximately 50%
speed, the accelerating speed signal “14HA” will be displayed on the <I> /HMI.

i. The turbine will continue to accelerate. When it reaches 85-90% speed, the starting
device will disengage and shutdown. The <I>/HMI will indicate the change in status from
STARTUP CONTROL to SPEED CONTROL at approximately 60% speed.

j. When the turbine reaches operating speed, the operating speed signal “14HS” will be
displayed on the <I>/HMI. Field flashing is terminated. If the synchronizing selector
switch (43S) on the generator control panel is in the OFF position and REMOTE is not
selected on the <I>/HMI, as the turbine reaches operating speed, <I> /HMI will now read:

RUN STATUS
FULL SPEED NO LOAD
AUTO; START

If the synchronizing selector switch on the generator panel is in the AUTO position or
REMOTE is selected on the <I>/HMI automatic synchronizing is initiated. The <I>/HMI
will read SYNCHRONIZING. The turbine speed is matched to the system (to less than
1/3 Hz difference) and when the proper phase relationship is achieved the generator
breaker will close. The machine will load to Spinning Reserve unless a load control point
BASE, PEAK or PRESELECTED LOAD has been selected.

The <I>/HMI will display SPINNING RESERVE, once the unit has reached this load
point.

C Synchronizing
When a gas turbine-driven synchronous generator is connected into a power transmission system, the
phase angle of the generator going on-line must correspond to the phase angle of the existing line voltage
at the moment of its introduction into the system. This is called synchronizing.

CAUTION
Before initiating synchronization procedures, be sure that all synchronization
equipment is functioning properly, and that the phase sequence of the incoming
unit corresponds to the existing line phase sequence and the potential
transformers are connected correctly to proper phases. Initial synchronization
and checkout after performing maintenance to synchronizing equipment should
be performed with the breaker racked out.

NOTE
Synchronizing cannot take place unless AUTO or REMOTE has been selected on
the <I>/HMI Main Display and the turbine has reached full speed.

Generator synchronization can be accomplished either automatically or manually. Manual

synchronization is accomplished by the following procedure:

1) Manual Synchronization
1. Select MANUAL on <I>/HMI synchronization display.
 2. Select AUTO on the <I>/HMI Main Display.
3. Select START and EXECUTE on the <I>/HMI Main Display. This will start the turbine
and accelerate it to full speed as previously described. At this point the CRT will indicate
RUN STATUS, FULL SPEED NO LOAD.
4. Compare the generator voltage with the line voltage. (These values are located on the
<I>/HMI synchronization display.)
5. Make any necessary voltage adjustment by operating the RAISE- LOWER buttons on
the <I>/HMI display until the generator voltage equals the line voltage.
6. Compare the generator and line frequency on the synchroscope (located on the
<I>/HMI display). If the pointer is rotating counterclockwise, the generator frequency is
lower than the line frequency and should be raised by increasing the turbine-generator
speed.
7. Adjust the speed until the synchroscope rotates clockwise at approximately five
seconds per revolution or slower.
8. The generator circuit breaker “close” signal should be given when it reaches a point
approximately one minute before the 12 o'clock position. This allows for a time lag for the
breaker contacts to close after receiving the close signal. Automatic synchronization is
accomplished by the following steps:

2) Automatic Synchronization
1. Select AUTO on the <I>/HMI synchronization display.
2. Select AUTO on the <I>/HMI Main Display.
3. Select START on the <I>/HMI Main Display.

This procedure will start the turbine, and upon attainment of “complete sequence”, match
generator voltage to line voltage, synchronize the generator to the line frequency, and load
the generator to the preselected value. A “breaker closed” indicator will actuate when the
generator circuit breaker has closed placing the synchronized unit on-line.

Once the generator has been connected to the power system, the turbine fuel flow may be
increased to pick up load, and the generator excitation may be adjusted to obtain the
desired KVAR value.

WARNING
FAILURE TO SYNCHRONIZE PROPERLY MAY RESULT IN EQUIPMENT
DAMAGE AND/OR FAILURE, OR THE CREATION OF CIRCUMSTANCES
WHICH COULD RESULT IN THE AUTOMATIC REMOVAL OF
GENERATING CAPACITY FROM THE POWER SYSTEM.

In those cases where out-of-phase breaker closures are not so serious as to cause immediate
equipment failure or system disruption, cumulative damage may result to the on-coming generator.
Repeated occurrences of out-of-phase breaker closures can eventually result in generator failure
because of the stresses created at the time of closure.

Out-of-phase breaker closure of a magnitude sufficient to cause either immediate or cumulative

equipment damage mentioned above will usually result in annunciator drops to notify the operator
of the problem. The following alarms have been displayed at various occurrences of known
generator breaker malclosures:

3) Alarms associated with breaker malclosures

1. High vibration trip
2. Loss of excitation
3. Various AC undervoltage drops

Out-of-phase breaker closure will result in abnormal generator noise and vibration at the
time of closure. If there is reason to suspect such breaker malclosure, the equipment
should be immediately inspected to determine the cause of the malclosure and for any
damage to the generator.
 Refer to the “Control and Protection” section of this volume for additional information on
the synchronizing system.

D Normal Load Operation

1) Manual Loading
Manual loading is accomplished by clicking on the SPEED SP RAISE/SPEED SP
LOWER targets on the <I>/HMI Main Display.

Manual loading beyond the selected temperature control point BASE or PEAK is not
possible.

The manual loading rate is shown in the Control Specification-Settings Drawing.

2) Automatic Loading
On startup if no load point is selected, the unit will load to the SPINNING RESERVE
load point. The SPINNING RESERVE load point is slightly greater than no load,
typically 8% of base rating. An intermediate load point, PRE-SELECTED load, and
temperature control load points BASE and PEAK can be selected anytime after a start
signal has been given. The selection will be displayed on the <I>/HMI. The unit will load
to the selected load point. PRESELECTED LOAD is a load point greater than SPINNING
RESERVE and less than BASE, typically 50%. The auto loading rate is shown in Control
Specification-Settings Drawing.

E Remote Operation

To transfer turbine control from the control compartment to remotely located equipment, select REMOTE
on the <I>/HMI Main Display. The turbine may then be started, automatically synchronized, and loaded by
the remote equipment.

F Shutdown and Cooldown

1) Normal Shutdown
Normal shutdown is initiated by selecting STOP on the <I>/HMI Main Display. The
shutdown procedure will follow automatically through generator unloading, turbine speed
reduction, fuel shutoff at part speed and initiation of the cooldown sequence as the unit
comes to rest.

2) Emergency Shutdown
Emergency shutdown is initiated by depressing the EMERGENCY STOP pushbutton.
Cooldown operation after emergency shutdown is also automatic provided the
permissives for this operation are met.

3) Cooldown
Immediately following a shutdown, after the turbine has been in the fired mode, the rotor
is turned to provide uniform cooling. Uniform cooling of the turbine rotor prevents rotor
bowing, resultant rubbing and imbalance, and related damage that might otherwise occur
when subsequent starts are attempted without cooldown. The turbine can be started and
loaded at any time during the cooldown cycle.

The cooldown cycle may be accelerated using the starting device; in which case it will be
operated at cranking speed.

A rotor turning device is provided for cooldown rotation. A description of rotor turning
operation and servicing can be found in the Starting System tab.

The minimum time required for turbine cooldown depends mainly on the turbine ambient
temperature. Other factors, such as wind direction and velocity in outdoor installations
and air drafts in indoor installations, can have an affect on the time required for cooldown.
The cooldown times recommended in the following paragraphs are the result of General
Electric Company operating experience in both factory and field testing of General
 Electric gas turbines. The purchaser may find that these times can be modified as
experience is gained in operation of the gas turbine under his particular site conditions.

Cooldown times should not be accelerated by opening up the turbine compartment doors
or the lagging panels since uneven cooling of the outer casings may result in excessive
stress. The unit must be on rotor turning operation immediately following a shutdown for
at least 24 hours to ensure minimum protection against rubs and unbalance on a
subsequent starting attempt. The General Electric Company, however, recommends that
the rotor turning operation continue for 48 hours after shutdown to ensure uniform rotor
cooling.

G Special Operations
1) Testing the Emergency DC Lube Pump
The DC emergency pump may be tested using the test pushbutton on the motor starter.

2) Overspeed Trip Checks

Overspeed trip system testing should be performed on an annual basis on peaking and
intermittently used gas turbines. On continuously operated units, the test should be
performed at each scheduled shutdown and after each major overhaul. All units should be
tested after an extended shutdown period of two or more months unless otherwise
specified in the Control Specifications-Adjustments Drawing.

NOTE
The turbine should be operated for at least 30 minutes at rated speed before checking
the overspeed settings.

Turbine speed is controlled by the turbine speed reference signal TNR. The maximum speed
called for by TNR is limited by the high speed stop control constant. This value is nominally set
at 107% of rated speed. It will be necessary to select the overspeed test function, which will
reprogram the 107% setpoint to 113%, in order to allow the speed to increase above the electrical
overspeed trip setting. With the high speed stop constant adjusted to be higher than the electrical
overspeed trip speed, raise unit speed gradually by using the SPEED SP RAISE target on the <I>
/HMI Main Display and observe speed at which the unit trips against the value tabulated in the
Control Specifications — Setting drawing. Once the unit trips, the speed setpoint is returned to
the 107% maximum value.

NOTE
The turbine should be operated for at least 30 minutes at rated speed before checking
the overspeed settings.

3) DLN SYSTEM OPERATION

1. General
The dry low NOx 2.6 (DLN–2.6) control system regulates the distribution of fuel
delivered to a multi nozzle, total premix combustor arrangement. The fuel flow
distribution to each combustion chamber fuel nozzle assembly is calculated to maintain
unit load and fuel split for optimal turbine emissions.
 Figure 1. DLN2.6 Fuel Nozzle Arrangement

2. Gas Fuel system

The DLN 2.6 Combustion system consists of six fuel nozzles per combustion can, each operating
as a fully premixed combustor, five located radially, one located in the center. The center nozzle,
identified as PM1, (PreMix 1), two outer nozzles located adjacent to the crossfire tubes, identified
as PM2, (PreMix 2), and the remaining three outer nozzles, identified as PM3, (PreMix 3).
Another fuel passage, located in the airflow upstream of the premix nozzles, circumferentially
around the combustion can, is identified as the quaternary fuel pegs, (refer to figure 1).

The fuel flow to the six fuel nozzles and quaternary pegs are controlled by four independent
control valves, each controlling flow split and unit load. The gas fuel system consists of the gas
fuel stop/ratio valve, gas control valve one, (PM1), gas control valve two (PM2), gas control
valve three, (PM3), and gas control valve four, (Quat). (Refer to figure 2.)

The stop/ratio valve (SRV) is designed to maintain a predetermined pressure, (P2), at the inlet of
the gas control valves. Gas control valves one through four, (GCV1–4), regulate the desired gas
fuel flow delivered to the turbine in response to the command signal FSR, (Fuel Stroke
Reference), from the SPEEDTRONIC panel. The DLN 2.6 control system is designed to ratio
FSR into a Flow Control Reference. This flow control philosophy is performed in a cascading
routine, scheduling a percentage flow reference for a particular valve, and driving the remainder
of the percentage to the next valve reference parenthetically downstream in the control software.

The stop ratio valve and gas control valves are monitored for their ability to track the command
setpoint. If the valve command setpoint differs from the actual valve position by a prescribed
amount for a period of time, an alarm will annunciate to warn the operator. If the condition
persists for an extended amount of time, the turbine will be tripped and another alarm will
annunciate the trip.
 FIGURE 2. Gas Fuel System

3. Gas turbine Operation

The DLN 2.6 fuel system operation is a fully automated, sequencing the combustion system
through a number of staging modes prior to reaching full load. Figure three represents typical
operation sequence, from firing to full load fuel flow staging associated with DLN–2.6 operation,
and a typical shutdown fuel staging sequence from full load to unit flame out at part speed. As
illustrated, the primary controlling parameter for fuel staging is the calculated combustion
reference temperature (TTRF1), which will be discussed later in this document. Other DLN 2.6
operation influencing parameters available to the operator are the selection of IGV temperature
control “on” or “off”, and the selection of inlet bleed heat “on” or “off”. To achieve maximum
exhaust temperature as well as an expanded load range for optimal emission, IGV temperature
control should be selected “ON”, and inlet bleed heat should be selected “ON”. Temperature
control and Inlet bleed heat operation will be discussed later in this document.
 FIGURE 3. DLN2.6

DLN 2.6 operational mode is displayed on the main display as well as the DLN display.
Operational mode is defined as the sum of the nozzles being delivered fuel, therefore, if PM1 and
PM3 are fueled, the unit is in Mode 4, likewise, if PM2 and PM3 are fueled, the unit is in Mode 5.
When the quaternary passages are fueled, a Q is added to the mode number.

4. Chamber Arrangement
The 7F machine employs 14 combustors while the 9F employs 18 similar but slightly larger
combustors. For each machine there are two spark plugs and four flame detectors in selected
chambers with crossfire tubes connecting adjacent combustors. Each combustor consists of a six
nozzle/endcover assembly, forward and aft combustion casings, flow sleeve assembly, multi–
nozzle cap assembly, liner assembly, and transition piece assembly. A quaternary nozzle
arrangement penetrates the circumference of the combustion can, porting fuel to casing injection
pegs located radially around the casing. Figure 4 represents the chamber arrangement
 Figure 4. 7FA DLN–2 Combustor

5. Combustion reference temperature.

The combustion reference temperature signal, (TTRF1), is generated by a calculation in the
DLN–2.6 control software. This calculated temperature represents a reference for combustor
mode sequencing and fuel split scheduling, but not unit load control. It should be noted that
TTRF1 is not a true indication of actual machine firing temperature, only a reference for DLN 2.6
mode transition sequencing. A careful checkout of the combustion reference temperature during
initial commissioning is required.

6. DLN–2.6 Inlet Guide Vane Operation

The DLN–2.6 combustor emission performance is sensitive to changes in fuel to air ratio. The
combustor was designed according to the airflow regulation scheme used with inlet guide vane,
(IGV), temperature control. Optimal combustor operation is crucially dependent upon proper
operation along the predetermined temperature control scheme. Controlled fuel scheduling will be
dependent upon the state of IGV temperature control. IGV temperature control on can also be
referred to as combined cycle operation while IGV temperature control off is referred to as simple
cycle operation.

7. DLN–2.6 Inlet Bleed Heat

Operation of the gas turbine with reduced minimum IGV settings can be used to extend the
Premix operating region by 20 – 30% of base load. Reducing the minimum IGV angle allows the
combustor to operate at a firing temperature high enough to achieve optimal emissions.

Inlet bleed heating, (IBH), through the use of recirculated compressor discharge airflow, is
necessary when operating with reduced IGV angles. Inlet heating protects the compressor from
stall by relieving the discharge pressure and by increasing the inlet air stream temperature. Other
benefits include anti–icing protection due to increased pressure drop across the IGV’s.

The inlet bleed heat system regulates compressor discharge bleed flow through a control valve
and into a manifold located in the compressor inlet air stream. The control valve varies the inlet
heating air flow as a function of IGV angle. At minimum IGV angles the inlet bleed flow is
controlled to a maximum of 5.0% of the total compressor discharge flow. As the IGV’s are
opened at higher loads, the inlet bleed flow will proportionally decrease until shut off.

The IBH control valve is monitored for its ability to track the command setpoint. If the valve
command setpoint differs from the actual valve position by a prescribed amount for a period of
time, an alarm will annunciate to warn the operator. If the condition persist for an additional
amount of time, the inlet bleed heat system will be tripped and the IGV’s minimum reference will
be raised to the default value.

The IBH system monitors the temperature rise in the compressor inlet airflow. This temperature
rise serves as an indication of bleed flow. Failure to detect a sufficient temperature rise in a set
amount of time will cause the inlet bleed heat system to be tripped and an alarm annunciated.

8. Flame Detection
Reliable detection of the flame location in the DLN–2.6 system is critical to the control of the
combustion process and to the protection of the gas turbine hardware. Four flame detectors in
separate combustion chambers around the gas turbine are mounted to detect flame in all modes of
operation. The signals from these flame detectors are processed in control logic and used for
various control and protection functions.

9. Ignition system
Two spark plugs located in different combustion chambers are used to ignite fuel flow. These
spark plugs are energized to ignite fuel during start–up only, at firing speed. Flame is propagated
to those combustion chambers without spark plugs through crossfire tubes that connect adjacent
combustion chambers around the gas turbine.

10. Contingency Operation

a. Unit Trip
In the event of a unit trip, the gas fuel system will be shut down by deactivating the dump valves
on the SRV and GCV’s. This will allow the hydraulic fluid which activates the valve open to be
ported to drain, while fluid is ported from hydraulic supply to close the valve, with assistance
from the spring force.

b. False Start
During a false start, where flame is not established in the four monitored combustion chambers
after 10 seconds, the stop ratio valve, (SRV) and gas control valves, (GCV’s) are shut and the unit
is run through a second unit purge cycle. At the end of this purge cycle, fuel is admitted and firing
is again attempted. If the second attempt is unsuccessful in maintaining flame, the unit is tripped
and the SRV and GCV’s close.

11. DLN–2.6 Display Messages

The following display messages will appear on the SPEEDTRONIC control panel CRT in order
to inform the operator of the current combustion mode of operation:

Mode 1 ( or M1)
Mode 2 ( or M2)
Mode 3 ( or M3)
Mode 4 ( or M4)
Mode 5 ( or M5)
Mode 5Q ( or M5Q)
Mode 6Q (or M6Q)

12. DLN–2.6 System Annunciator Troubleshooting Chart

The following is a list of additional alarms and corrective actions for a gas turbine supplied with
DLN–2.6 and related systems. This list is intended to be a supplement to the Annunciator chart
contained in the standard gas turbine operating procedures.
 13. DNL-2.6 Alarms

ALARM MESSAGE CAUSE ACTION

DRY LOW NOX-2 SYSTEM CHECK DLN SYSTEM TRIPS
DLN SYSTEM FAULT, TRIP IS
TROUBLE TRIP AND ALL OTHER
REQUIRED
(L4DLNT_ALM) ANNUNCIATED ALARMS
DLN-2 SYSTEM FAULT- FIRED DLN SYSTEM FAULT, UNSAFE CHECK DLN SYSTEM
SHUTDOWN TO OPERATE AT CURRENT SHUTDOWNS AND ALL OTHER
(L94DLN_ALM) LOAD POINT ANNUNCIATED ALARMS
GAS FUEL INTERVALVE INTERVALVE PRESSURE OUT EXAMINE P2 PRESSURE
PRESSURE TROUBLE OF LIMITS TRANSDUCERS
GAS FULL SUPPLY PRESSURE CHECK GAS SUPPLY
FULL SUPPLY PRESSURE BE
LOW ALM PRESSURE, CLOGGED
LOW MINIMUM REQUIRED
(L6FGL_ALM) FILTER/SEPARATOR
VERIFY MANUAL ISOLATION
LACK OF TEMPERATURE RISE VALVE IS OPEN. VERIFY
NO INLET HEATING AIR FLOW
AT INLET BELL-MOUTH WITH CONTROL VALVE OPERATION
DETECTED
BLEED HEAT ENABLED CHECK INLET
THERMOCOUPLES
INSPECT VALVE. VERIFY
BLEED HEAT DRAIN VALVE IBH DRAIN VALVE STUCK OR
POSITION CHECK POSITION
FAIL TO CLOSE FAULTY POSITION FEEDBACK
FEEDBACK
IBH CONTROL VALVE STUCK INSPECT VALVE VERIFY
BLEED HEAT VALVE POSITION
OR FAULTY POSITION POSITION CHECK POSITION
TROUBLE
FEEDBACK FEEDBACK

CONTROL VALVESTUCK OVSERVE THE CONTROL

CLOSED OR FAULT INLET STROKE AND CHECK THE
BLEED HEAT SYS NOT
THERMOCOUPLE READINGS INLET THERMOCOUPLES
OPERATIONAL TRIP
MANUAL ISOLATION/ STOP CHECK THE MANUAL
VALVE MAY BE CLOSED ISOLATION VALVE

GCV1 COMMAND SETPOINT EXAMINE GCV1 FOR STICKY

GCV1 NOT FOLLOWING REP
DIFFERENT FROM ACTUAL OPERATION JAMMING AND
ALARM
POSITION LVDT TROUBLE
GCV1 COMMAND SETPOINT
EXAMINE GCV1 FOR STICKY
GCV1 NOT FOLLOWING REP DIFFERENT FROM ACTUAL
OPERATION JAMMING AND
TRIP POSITION FOR AN EXTENDED
LVDT TROUBLE
PERIOD
GCV1 SERVO TROUBLE. SERVO EXAMINE GCV1 SERVO VALVE
GCV1 POSITION
CURRENT EXCESSIVE. LVDT AND LVDT'S FOR PROPER
TROUBLE
DRIFTING. VALVE DRIFTING OPERATION
GCV2 COMMAND SETPOINT EXAMINE GCV2 FOR STICKY
GCV2 NOT FOLLOWING REP
DIFFERENT FROM ACTUAL OPERATION JAMMING AND
ALARM
POSITION LVDT TROUBLE
GCV2 COMMAND SETPOINT
EXAMINE GCV2 FOR STICKY
GCV2 NOT FOLLOWING REP DIFFERENT FROM ACTUAL
OPERATION JAMMING AND
TRIP POSITION FOR AN EXTENDED
LVDT TROUBLE
PERIOD
GCV2 SERVO TROUBLE. SERVO EXAMINE GCV2 SERVO VALVE
GCV2 POSITION
CURRENT EXCESSIVE. LVDT AND LVDT'S FOR PROPER
TROUBLE
DRIFTING. VALVE DRIFTING OPERATION
GCV3 COMMAND SETPOINT EXAMINE GCV3 FOR STICKY
GCV3 NOT FOLLOWING REP
DIFFERENT FROM ACTUAL OPERATION JAMMING AND
ALARM
POSITION LVDT TROUBLE
GCV3 NOT FOLLOWING REP GCV3 COMMAND SETPOINT EXAMINE GCV3 FOR STICKY
TRIP DIFFERENT FROM ACTUAL OPERATION JAMMING AND
 POSITION FOR AN EXTENDED LVDT TROUBLE
PERIOD
GCV3 SERVO TROUBLE. SERVO EXAMINE GCV3 SERVO VALVE
GCV3 POSITION
CURRENT EXCESSIVE. LVDT AND LVDT'S FOR PROPER
TROUBLE
DRIFTING. VALVE DRIFTING OPERATION
GCV4 COMMAND SETPOINT EXAMINE GCV4 FOR STICKY
GCV4 NOT FOLLOWING REP
DIFFERENT FROM ACTUAL OPERATION JAMMING AND
ALARM
POSITION LVDT TROUBLE
GCV4 COMMAND SETPOINT
EXAMINE GCV4 FOR STICKY
GCV4 NOT FOLLOWING REP DIFFERENT FROM ACTUAL
OPERATION JAMMING AND
TRIP POSITION FOR AN EXTENDED
LVDT TROUBLE
PERIOD
GCV4 SERVO TROUBLE. SERVO EXAMINE GCV4 SERVO VALVE
GCV4 POSITION
CURRENT EXCESSIVE. LVDT AND LVDT'S FOR PROPER
TROUBLE
DRIFTING. VALVE DRIFTING OPERATION
VERIFY AMBIENT PRESSURE,
AMBIENT PRESSURE READING
AMBIENT PRESSURE CHECK AMBIENT PRESSURE
AT MAX LIMIT
ABNORMALLY HIGH TRANSDUCER FOR
(L3CPRAL)
CALIBRATION
VERIFY AMBIENT PRESSURE
AMBIENT PREESSURE
AMBIENT PRESSURE CHECK AMBIENT PRESSURE
READING AT MIN.
ABNORMALLY LOW TRANSDUCER FOR
LIMIT(L3CPR1H)
CALIBRATION
VERIFY INLET BELLMOUTH
INLET DIFFERENTIAL PRESS INLET BELLMOUTH DIFFERENTIAL PRESSURE
READING AT MAX LIMIT DIFFERENTIAL PRESSURE CHECK
(L3CPR1H) ABNORMALLY HIGH TRANSDUCER FOR PROPER
CALIBRATION
VERIFY INLET BELLMOUTH
INLET DIFFERENTIAL PRESS
INLET BELLMOUTH DIFFERENTIAL PRESSURE
READING AT
DIFFERENTIAL PRESSURE CHECK
MIN LIMIT
ABNORMALLY LOW TRANSDUCER FOR PROPER
(L3CPR1L)
CALIBRATION

4) Water Washing System Operation

1. General
Water washing should be scheduled during a normal shutdown, if possible. This will
allow enough time for the internal machine temperature to drop to the required levels for
the washing. The time required to cool the machine can be shortened by maintaining the
unit at crank speed. During this cooling of the turbine, the wash water is to be heated to
the proper level.

2. Mandatory Precautions
Before water washing of the compressor begins, the turbine blading temperature must be
low enough so that the water does not cause thermal shock

CAUTION
The differential temperature between the wash water and the interstage wheelspace
temperature must not be greater than 120°F (48.9°C) to prevent thermal shock to the
hot gas parts. For wash water of 180°F (82.2°C), the maximum wheelspace
temperature must be no greater than 300°F (148.9°C) as measured by the digital
thermocouple readout system on the turbine control panel.

To reduce this difference, the wash water may be heated and the turbine kept on crank until the
wheelspace temperatures drop to an acceptable level. The wheelspace temperatures are read in the
control room on the <I>/HMI.
 CAUTION
If, during operation, there has been an increase in exhaust temperature spread above
the normal 15°F to 30°F (8.3°C to 16.6°C), the thermocouples in the exhaust plenum
should be examined. If they are coated with ash, the ash should be removed.
Radiation shields should also be checked.
If they are not radially oriented relative to the turbine, they should be repositioned
per the appropriate drawing. If the thermocouples are coated with ash, or if the
radiation shields are not properly oriented, a correct temperature reading will not be
obtained.

If neither of the above conditions exists and there is no other explanation for the temperature
spread, consult the General Electric Installation and Service Engineering representative.

WARNING
THE WATER WASH OPERATION INVOLVES WATER UNDER HIGH
PRESSURE. CAUTION MUST BE EXERCISED TO ENSURE THE PROPER
POSITIONING OF ALL VALVES DURING THIS OPERATION. SINCE THE
WATER MAY ALSO BE HOT, NECESSARY PRECAUTIONS SHOULD BE
TAKEN IN HANDLING VALVES, PIPES, AND POTENTIALLY HOT
SURFACES.

NOTE
Before water washing the compressor, inspect the inlet plenum and gas turbine
bellmouth for large accumulations of atmospheric contaminants which could be
washed into the compressor. These deposits can be removed by washing with a
garden hose.

3. Compressor Water Washing Methods

For methods of Compressor Washing refer to F Class Gas Turbine Compressor Washing Service
Manual
3.2.4 Description Of Panels And Terms
A Turbine Control Panel (TCP)
The turbine control panel contains the hardware and software required to operate the turbine. A front
elevation view of the panel can be seen in the Hardware Description.

EMERGENCY STOP (5E):

This red pushbutton is located on the front of the TCP. Operation of this pushbutton immediately shuts off
turbine fuel.

BACKUP OPERATOR INTERFACE (BOI):

This interactive display is mounted on the front of the TCP. All operator commands can be issued from this
module. In addition, alarm management can be performed and turbine parameters can be monitored from
the <BOI> (Mark V only).

B <I>/HMI
The <I>/HMI is a personal computer that directly interfaces to the turbine control panel. This is the
primary operator station. All operator commands can be issued from the <I>/HMI. Alarm management can
be performed and turbine parameters can be monitored. With the proper password, editing can also be
accomplished.

1. Main Display
Operator selector targets and master control selector targets can be actuated from the main display by using
the cursor positioning device (CPD). Operator selector targets include:

OFF:
Inhibits a start signal.

CRANK:
With crank selected, a start signal will bring the machine to purge speed.

FIRE:
With FIRE selected, a START signal will bring the machine to minimum speed and establish flame in the
combustors. Selecting FIRE while the machine is on CRANK will initiate the firing sequence and establish
flame in the combustors.

AUTO:
With AUTO selected, a START signal will bring the machine to operating speed. Changing selections from
FIRE to AUTO will allow the machine to accelerate to operating speed.

REMOTE:
With REMOTE selected, control for the unit is transferred to the remote control equipment. Master control
selector targets include:

START:
A START selection will cause the unit to start. With AUTO selected, the unit will load to the SPINNING
RESERVE load point.

FAST START:
A FAST START selection will cause the unit to start. With AUTO selected, the unit will load to the
PRESELECTED load point. The machine will load at the manual loading rate.

STOP:
A STOP selection will cause the unit to initiate a normal shutdown.
All operator selector switches and master control selector targets are green and are located on the right side
of the display. All green targets are the AUTO/EXECUTE type, which means that the target must be
selected with the CPD and then, within three seconds, the EXECUTE target at the bottom of the display
must also be selected in order to actuate that command.

2. Load Control Display

 Load selector targets can be actuated from the load control display by using the cursor positioning device
(CPD). Load selector targets include:

PRESEL:
Select the preselected load point.

BASE:
Select base temperature control load point.

*PEAK:
Select peak temperature control load point.

3. *Fuel Mixture Display

Fuel selector targets are used to select the desired fuel by using the cursor positioning device(CPD). Fuel
selector targets include:

GAS SELECT:
100% gas fuel operation.

DIST SELECT:
100% distillate fuel operation.

MIX SELECT:
Selecting MIX while on 100% single fuel will cause the machine to transfer to mixed fuel operation at a
preset mixture (not applicable on DLN units).

4. *Isochronous Setpoint Display

Governor selector targets are used to select the desired type of speed control by using the cursor
positioning device (CPD). Governor selector targets include:

DROOP SELECT:
Used to select droop speed control.

ISOCH SELECT:
Used to select isochronous speed control.

5. *Inlet Guide Vane Control Display

The inlet guide vane (IGV) temperature control targets are IGV TEMP CNTL ON and IGV TEMP CNTL
OFF. The IGV AUTO target selects normal operation of the IGVs. The IGV MANUAL target allows the
maximum IGV angle to be manually set by the operator (not normally used while on-line).

6. Alarm Display
This screen displays the current un-reset alarms, the time when each alarm occurred, the alarm drop
number and a word description of the alarm. An “*” indicates that the alarm has not been acknowledged.
The “*” disappears after the alarm has been acknowledged. For more information, see the Turbine Control
System Users' Manual.

7. Auxiliary Display
COOLDOWN ON and COOLDOWN OFF can be selected from this display.

8. Manual Reset Target

Selecting the manual reset target resets the Master Reset Lockout function. This target must be selected so
that the unit can be restarted following a trip.

C Definition of Terms

SPINNING RESERVE:
The minimum load control point based on generator output. The spinning reserve magnitude in MWs can
be found in the control specifications (5-10% of rating is a typical value).
 PRESELECTED LOAD:
A load control point based on generator output. The preselected load point is adjustable within a range
designated in the Control Specification. The preseelected load point is normally set below the base load
point (50-60% of rating is a typical value).

BASE LOAD:
This is the normal maximum loading for continuous turbine operation as determined by turbine exhaust
temperature levels.

PEAK LOAD (Optional):

This is the maximum allowable output permitted for relatively long-duration, emergency power
requirement situations consistent with acceptable turbine parts life. Peak loading duration is based on
turbine exhaust temperature levels.

D Generator Protection Panel

The turbine generator is typically provided with a generator protection panel. The generator protection
panel contains integrated multifunctional relays that are provided for protection and monitoring of the
generator, auxiliary bus & generator breaker against electrical faults.

Electromechanical auxiliary relays and lockouts are also included to facilitate tripping and alarm indication
to the Turbine Control Panel and customer (if required).

The panel also includes metering that measures typical generator electrical data. Available parameters
include voltage, current, kW, kVA, kVAR, Power Factor, frequency, kW/hr, kVA/hr & kVAR/hr.

E Motor Control Center

The turbine is provided with a motor control center for the control of the electrical auxiliaries. The motor
control center includes AC and DC distribution systems. Motor controllers are used for auxiliaries such as
motors and heaters. Each motor controller normally consists of a breaker, control power transformer,
control circuit, power contactor, selector switch and indicator lights. The selector switch is normally left in
AUTO. Each motor control center is also provided with AC and DC distribution panel boards with circuit
breakers.

F Supervisory Remote Equipment

Supervisory equipment is normally functionally the same as the equipment described in the cable
connected master panel. However, it may differ somewhat in metering and indications. Refer to the
supervisory manufacturer's instruction manual for details.

G Annunciator System
Alarms are displayed on the <I>/HMI when the ALARM Display mode is selected. Before clearing an
alarm, action should be taken to determine the cause and perform the necessary corrective action. The
following is a list of annunciator messages along with suggested operator action.

NOTE
The alarm messages can be categorized as either “trip” or “alarm”. The “trip”
messages contain the word TRIP in the message. The “alarm” messages do not
indicate TRIP. For those alarms associated with permissive to start and trip logics
latched up through the MASTER RESET function, it will be necessary to call up the
<I>/HMI Display with the Master Reset target in order to unlatch and clear these
alarms.
 SECTION 4. CONTROL AND PROTECTION
4 CONTROL AND PROTECTION
4.1 CONTROL AND PROTECTION
4.1.1 General
The gas turbine has a number of control and protection systems designed for the reliable and safe operation
of the unit. This section presents the general operating characteristics of turbine control and protection. For
settings and adjustments refer to the Control Specifications included in the manual. Additional information
will be provided in the SPEEDTRONIC* documentation.

Control of the turbine is done mainly by startup, speed, acceleration, synchronization, and temperature
control. Figure 1 illustrates the three control modes, and the means of fuel control in relation to the fuel
command signal. Sensors monitor the turbine speed, temperature, and compressor discharge pressure to
determine the operating conditions of the unit. When it is necessary for the turbine control to alter the turbine
operating conditions because of changes in load or ambient conditions, it is accomplished by modulating the
flow of fuel to the turbine. For example, if the exhaust temperature starts to exceed its permitted value for a
given operating condition, the temperature control circuit will cause a reduction in the fuel supplied to the
turbine and thereby limit the exhaust temperature.

Protection systems are provided to prevent abnormal conditions which could result in damage to the turbine.
The critical operating parameters monitored by the protection system are: temperature, speed, vibration,
flame, and compressor operating limit. Overtemperature and overspeed systems are provided as independent
backup systems for the temperature control and speed control systems. Vibration detection and protection is
activated by abnormal turbine vibration amplitude reaching a preset level. The flame detection and protection
system is activated if flame is not established during startup or if flame is lost during operation.
Each system operates independently and will trip the unit if its signal corresponds to a trip condition.

4.1.2 SPEEDTRONIC* DESIGN

The SPEEDTRONIC* system is a microprocessor based control system which provides the analog and
digital signals required to control and protect the operation of the gas turbine.

Operating conditions of the turbine are sensed and utilized as feedback signals to the SPEEDTRONIC*
control system. There are three major control loops — startup, speed and temperature, which may be in
control during turbine operation. These loops command Fuel Stroke Reference (FSR), the command signal
for fuel. The outputs of these control loops are connected to a minimum value select algorithm as shown in
Figure 1.

The minimum value select algorithm selects the lowest FSR called for by the control loops and passes the
result to the FSR controller. The action of this circuit is similar to a low-voltage selector. The lowest voltage
output of the control loops is allowed to pass the gate to the fuel control system as the controlling FSR
voltage. Fuel Stroke Reference (FSR) is the command signal for the fuel. Using this method of FSR selection,
switching between the control modes of speed, temperature and startup control takes place without any
discontinuity. The controlling FSR will establish the fuel input to the turbine at the value required by the
system which is in control. Displays on the turbine control panel CRT indicate which of the control systems
is controlling FSR. Figure 2 shows a more detailed schematic of the control loops.

This part of the service manual will explain the function of each control and protection system, with
descriptions of how electrical circuits and control devices operate together as systems. Reference to four sets
of control system documents is necessary for a complete understanding of turbine control. These are the
Control Specifications, the Device Summary, the Schematic Piping Diagrams and the SPEEDTRONIC*
documentation.
4.1.3 Control Specification
The Control Specifications consist of several multi-paged documents. The master document is Specification
Control - Control System Settings. It contains control settings defining the operational limits for each turbine,
calculated for the intended site conditions and fuel analysis submitted. The settings drawing reference the
other control specification drawings as well as the Device Summary and the Schematic Piping Diagrams. The
Control Specifications should be consulted before attempting to make adjustments or operate the gas turbine.
Users should therefore ensure that service manuals containing up-to-date revisions are available to operating
 personnel.

4.1.4 Device Summary (Schematic Piping Diagrams)

This summary lists control devices appearing in the piping schematics. The listing includes device
description, rating and proper settings; this information being essential to proper understanding of turbine
operation. It compliments the Control System Settings and becomes an essential part of it. Referenced on the
Device Summary are all the Schematic Piping Diagrams which apply to the gas turbine such as: starting
devices, control oil, hydraulic supply, etc.

4.1.5 Schematic Piping Diagrams

These drawings depict control components in symbolic form, showing piping interconnections and features
in a manner intended to convey their main functions. Each significant control component is identified on the
schematic by standard device nomenclature to facilitate identification on the different documents; for
example: 20TV, 96FG, etc. Electrical and electronic interfaces with these devices are found in the
SPEEDTRONIC* documentation and are referenced by the same nomenclature.

4.1.6 Control Sequence Documentation

The Control Sequence Program, shows Software Diagrams of the control algorithms and control constants
associated with the software.

FIGURE 1. FUNDAMENTAL SPEEDTRONIC* CONTROL

 FIGURE 2. BLOCK DIAGRAM — MARK* VI FSR CONTROL
4.1.7
4.1.8
4.2 STARTUP/SHUTDOWN SEQUENCE AND CONTROL
4.2.1 General
Reliable starting, operating and safe shutdown of a Gas Turbine (GT) requires the application and utilization
of logic and permissives in combination with proper sequencing of command signals to the critical safety
systems and auxiliaries. Systems and auxiliaries that are critical for reliable starting and safe shutdown
include the GT Lube Oil System; Starting means – Load Commutating Inverter (LCI), Dry Low Nox (DLN)
and Fuel Gas system, Exciter/Generator combination, and the electrical system.
 For a successful start-up, it is imperative that all GT related equipment is operating/ functioning optimally,
and accurate feedback signals indicative of the status/state of these devices are available for utilization in the
designed sequence.

During startup and shutdown sequence, these signals are critical because a large portion of the control logic
associated with actuating control devices, is also enabling protective circuits. These circuits are also utilizing
device status and condition as permissive to proceed with the starting of shutdown sequence.

Startup and shutdown cycles have been optimized to reduce low cycle fatigue on hot gas path components,
and provide customers with the ability to obtain additional benefits like “purge credits.”

4.2.2 SPEED DETECTORS

An important part of the startup/shut-down sequence control of the turbine is proper speed sensing: Table-1
below outlines the Detector/Relays along with description and speed activation set point.

Table-1 Detector/Relay Tags With Description And Speed Activation Set Point

Detector/Relays Description Activation Percent

L14HR Zero Speed Detector Approximately 0% speed
L14HM Minimum Firing Speed Relay Approximately 14% speed
L14HA Accelerating Speed Detector Approximately 50% speed
L14HS High Speed Relay Approximately 95% speed
L14HT On Turning Gear Speed Relay Approximately 1.5% Speed

4.2.3 The zero-speed detector, L14HR, provides the signal to the Turbine control system when the shaft line is at
standstill and as soon as the shaft line starts rotating. This signal plus L14HT speed relay - indicating that the
turning gear is running – forms the permissive for the LCI/Static Starter engagement and operation.

The minimum speed detector L14HM indicates that the turbine has reached the minimum firing speed and
also initiates the combustion system purge sequence prior to ignition. With these initiating signals and
permissives, the static starter is then given a command to go to purge speed. Once the purge sequence is
initiated, purge speed will be maintained until the purge timer has elapsed (times out). At this point in the
start sequence, the shaft–line will commence coasting down until the dropout of the L14HM (minimum-
speed relay).
4.2.4
NOTE
The dropout of 14HM provides several permissive functions in the startup of the gas
turbine after shutdown.

4.2.5 The acceleration speed relay L14HA pickup indicates that the turbine has reached approximately 50% in the
acceleration cycle. The high-speed sensor L14HS pickup indicates that the turbine is at 95% operating speed.
After the pickup of L14HS, the inlet guide vanes will open and the accelerating sequence is complete.

Should the gas turbine and generator bog down, after completing the start sequence and synchronization with
the Grid, the high speed relay L14HS will drop out at the under frequency speed setting.

At 95 % speed with the generator neutral in the correct verified position, the Exciter will “flash” the
generator field. The generator will start generating an output voltage which will rise to the nominal value on
the generator nameplate. The unit will now be at Full Speed No Load FSNL. At FSNL the digital set point is
100.3% speed with the Generator Circuit Breaker (GCB) open. At this point the startup sequence is virtually
complete since the unit is operating and ready to be synchronized to the HV network.

Approximately 0.5 second after 14HS drops out, the generator breaker will trip open and the digital setpoint
will be reset to 100.3%. After the opening of the generator breaker, the compressor bleed valves will open
and inlet guide vanes will close as a function of corrected speed. The actual settings of the speed relays are
programmed in the controllers as constants and are listed in the Control Specifications (MLI-A010).
4.2.6 Start up Control
The startup control operates as an open loop control in with the use of preset levels of the fuel command
signal, Fuel Stroke Reference, FSR. The levels set are “FIRE”, “WARMUP, and “”ACCELERATING”. The
Control Specifications provide the correct/acceptable settings calculated for the fuel anticipated from the fuel
wobbe index. For reliable startup, the FSR levels must be set in the turbine control system.

Startup control FSR signals operate through the minimum value gate to insure that speed control and
temperature control can limit FSR if required. During the startup sequence, rates of increase in speed and
exhaust temperature are restricted to protect the turbine parts from excessive mechanical and thermal stresses.
The rates of acceleration and temperature rise are controlled independently by the closed loops of the speed
and temperature control systems.

The fuel command signals are generated by in the startup software. In addition to the three startup levels, the
software has the capability to set the maximum and minimum FSR with provisions for manual control of
FSR. The manual FSR control is accomplished via a FSR GAG pushbutton. When utilizing manual FSR
control, the operator can insert a value lower than the current FSR value to take control from the current
control command or a higher value to act as a not-to-exceed limit.

While the shaft line is at rest electronic system checks are performed on the stop/speed ratio valve, the gas
control valve, accessories, the voltage supplies, and Generator Protection Panel (GPP). If all systems are
“healthy” and functional without any system errors, trip latches or communicating errors at this time, the
operator display will be normal and the “SHUTDOWN STATUS” will be displayed on the Human Machine
Interface (HMI) screen.

Activating the Master Operation Switch from “OFF” to an operating mode will activate the ready circuit. If
all protective circuits and trip latches are cleared, the “STARTUP STATUS” and “READY TO START”
messages displayed to indicate the turbine will accept a start signal. Pressing the “START” Master Control
pushbutton will introduce the start signal to the panel.

The start signal energizes the Master Control and Protection circuits (the L4 circuit), and starts the necessary
auxiliary equipment. If the shaft line is at standstill, the turning gear will start. With the unit on turning gear
the start-up status message “STARTING” is displayed on the HMI screen. turning gear starting clutch from
the rotor The Static Starting System will engage, then continue accelerating the shaft line to purge speed.
Once the static starter has accelerated the shaft line to purge speed, the purge timer will start timing operation.
During the purge cycle, air flow through the turbine will purge the turbine and Heat Recovery Steam
Generator (HRSG) in combined cycle configuration of any residual combustible mixture by forcing
approximately four volume changes of air through the system, exhaust, out the stack. At the end of the purge
cycle, the LCI de-engerizes the generator and the turbine speed is allowed to decay below firing speed
(14HM drop-out speed). At this point the static starter maintains the turbine at the minimum firing speed.

When turbine speed reaches the firing level (14HM pickup), startup control FSR is set at the “FIRING” Level.
The firing timer, K2F, is started, and fuel flow is enabled. When flame detector output signals indicate the
establishment of flame – successful ignition and cross firing - in the combustion chambers, the warmup timer,
K2W, starts and the startup fuel command FSR is set to the “WARM UP” FSR level. If ignition and cross
firing is not achieved, before the 60 second cross firing timer times out, the control system will automatically
revert to the purge sequence and will attempt a second firing sequence. The warmup time is provided to
minimize thermal stresses during the initial part of the startup.

At the end of the warmup period, the startup control FSR command is ramped to the maximum allowable
startup value. that is defined as FSR acceleration control. At this point, the starting device is set at the
position to provide maximum acceleration torque. At about 80% speed, the turbine efficiency has increased
sufficiently to the point that the gas turbine is now self-sustaining and the static starter is no longer required.
The static starter begins to roll off to its reset sequence upon reaching 90% speed. At this point the IGV’s that
were closed during the startup to prevent compressor surge will be opened to the FSNL position.

It is important to mention that although startup control establishes the maximum FSR fuel command, other
controls may reduce FSR to perform their critical control functions that may cause the turbine to reach the
temperature control, speed control, or acceleration limit. However, the lowest FSR command is always
 selected to control fuel. The limiting control parameter will always be displayed on the control panel.

4.2.7 NOTE
Time to FSNL and loading rates will depend on the system configuration (Simple or
Combined) in conjunction with the type/vintage of Dry Low NOx (DLN) system and
the type of fuel being used (cold or heated).

For these limitations, please refer to the Combustion System documentation for your
particular Gas Turbine
4.2.8
4.2.9 Control Model Display And Operating Condition
Display Condition

STARTUP Startup Program

ACCEL Acceleration

Control DROOP SPEED Speed Control

TEMP Temperature control

The startup cycle has been designed to moderate the highest combustion reference during acceleration. by
programming a low acceleration rate control setting during startup. It also aids smooth transition to speed
control at the end of the startup sequence. The startup sequence time is extended to an optimum time to
minimize strains produced on hot gas path parts in mid-acceleration cycle.

The minimum FSR limit is incorporated into temperature, acceleration and speed control circuits. This
prevents these controllers from driving FSR below the value that would cause flameout during a transient
condition.

When the generator breaker closes, the startup control FSR command is quickly ramped to “MAX” FSR.
Refer to Figures 1 and 2 for startup sequence and control descriptions

4.2.10 Fired Shutdown

A normal shutdown is initiated by selecting STOP from the HMI startup screen. This process is reversible
until the generator breaker is opened and the turbine speed falls below 95% at about 5% negative power. This
activates the L94X signal. If the generator breaker is closed when the stop signal is initiated, FSR and load
are reduced at the standard unloading rate until the reverse power relay opens the generator breaker. When
this occurs, FSR is ramped down as a function of corrected speed until the turbine reaches L14HM. Fuel to
the turbine is shut off by clamping FSR to zero and tripping the stop valve closed when the flame detectors
indicate a loss of flame. Fuel is shut off 60 seconds after turbine speed falls below the run-back speed
setpoint (K60RB approximately 20% Actual Turbine –Generator Speed (TNH) in the event that flame
detection is maintained.

After fuel is shut off, cooldown sequence logic ensures slow roll on turning gear until the cooldown time
expires.
4.2.11

Figure 2. Block Diagram — Mark* VI FSR Control

4.3 SPEED CONTROL CONSTANT SETTABLE DROOP
4.3.1 General
The speed control system is designed to control the speed and load of the turbine, operating in response to the
actual turbine speed signal and the called–for speed reference. While on speed control the control mode
message “DROOP SPEED” (or “ISCOH SPEED”) will be displayed.

On generator drive gas turbines the speed control system typically consists of the “HP Turbine Speed
 Control”, FSRN algorithm in conjunction with the “Droop Speed/Load Setpoint”, TNR, and “Isochronous
Speed Control Setpoint”, TNRI (optional), alogorithms. The usual droop control system operates by
governing fuel flow. The droop relation is predictable only for a fuel of constant characteristics.

Constant settable droop control is a special speed control system capable of accommodating variation in gas
fuel heating values. When operating on droop speed control, this system maintains the droop relation even as
the heating value of the fuel changes. To do this a watts transducer and algorithms “Turbine Load Droop”,
DWDROOP, “Load Turbine Speed Reference”, TNRL and “Setpoint Tracking” L70TRACK are added to the
typical software program. Refer to the Control Sequence Program and Control Specifications for details of
the Constant Settable Droop Speed Control System.
A Speed Signal
The speed of the turbine is measured by three magnetic sensors. These magnetic pickup sensors (77NH–1,
2, 3) are high output devices, consisting of a permanent magnet, surrounded by a coil and hermetically
sealed case. The pickups are mounted in a ring around a 60–toothed wheel on the gas turbine compressor
rotor shaft. With the 60–tooth wheel, the frequency of the voltage output in Hertz is exactly equal to the
speed of the turbine in revolutions per minute. The voltage output is a direct function of the speed of the
wheel and is affected by the clearance between the teeth of the wheel and the tip of the magnetic pickup.

Clearance between the outside diameter of the toothed wheel and the tip of the magnetic pickup should be
kept within the limits specified on the Control Specifications. If the clearance is not maintained within the
specified limits, the pulse signal can be distorted causing generation of an erroneous speed signal. Turbine
speed control will then operate in response to the incorrect speed feedback signal.

B Droop Operation
If the power grid speed is held relatively constant at synchronous speed, fuel flow in excess of that
necessary to maintain full–speed–no–load, will result not in increased speed, but increased power
produced by the generator. Thus the speed control loop acts as a load control loop and the speed setpoint,
TNR, is a control of the desired load on the turbine–generator unit.

A watts transducer is used to measure the output of the generator. The droop characteristic is established
with respect to the watts transducer signal. Speed control is an integrating control acting in response to the
load signal from the watts transducer, the speed setpoint signal, a 100% speed signal and the turbine speed
signal. The integrating control will act in response to an error signal at the input to reduce the error signal
to zero. For example: if the turbine is operating at 100% speed (grid frequency) the speed control will
match the speed setpoint signal and the load signal.

Establishing the droop relationship using the load signal as the feedback, instead of the fuel command
signal FSR, permits FSR to change in response to fuel variation while maintaining the proportional droop
relationship.

Normally speed control is accomplished by using FSR feedback to the speed control software making it
control in proportion to fuel changes which are equivalent to power changes. The advantages of using
feedback (watts) in this system are twofold:

1. As fuel gas changes, the droop relation is preserved. The control automatically compensates for
variations in heating values by using the gas turbine itself as a calorimenter. Constant regulation could not
be maintained without power sensing.

2. As fuel gas changes the setpoint setting would cause a different load in proportion to the heating value.
Load margin, therefore, could not be maintained constant without power sensing. The speed control
changes FSR as it needs to change power (watts) in proportion to the difference between turbine speed and
the set point. Thus any change in actual speed (grid frequency) will also cause a proportionate change in
unit load. This proportionality is adjustable to the desired regulation or “Droop”.

If the entire grid system tends to be overloaded, grid frequency (or speed) will decrease and cause a FSR
increase in proportion to the droop setting. If all units have the same droop, all will share a load increase
equally. Load sharing is the main advantage of this method of speed control.

Another advantage of droop control is that the gain of the system is high. If 4% droop is selected, only a 1%
 change in speed will produce a change in fuel flow equivalent to 25% of rated load. This results in fast
system response to transient changes and helps hold system frequency.

Normally 4% droop is selected and the speed set point is calibrated such that 104% set point will generate
a speed reference which will produce a FSR resulting in base load at design ambient temperature. On gas
turbines having a peak temperature control, 104% set point corresponds to peak load. The adjustments
required on the speed control loop are covered in the Control Specifications.

4.3.2 Isochronous Control

When a gas turbine is applied in a system where its speed is not dictated by the system, isochronous speed
control is used on the gas turbine. In this mode of operation the speed signal is compared with the speed
reference signal. The speed control software operates as an integrating controller in this mode, increasing or
decreasing FSR as required to hold speed. The load demanded by the system will cause the speed control to
change FSR as a speed error exists, thus power demand is developed by the needs of the system and cannot
be controlled by the gas turbine control.

The speed control system can be readily switched to operate as an isochronous control since the control
algorithm is always operating as an integrator. The setpoint tracking algorithm L70TRACK raises and lowers
the droop setpoint TNR while in the isochronous mode to keep the setpoint within a deadband of the correct
setpoint for the actual load. This allows transfer to droop control with negligible load speed disturbances. See
Figures 1 and 2.

Figure 1. Speed Control Constant Settable Droop, Generator Drive.

 Figure 2. Droop Control Called For Speed vs Power.

4.3.3
4.3.4 Isochronous Load Sharing
Isochronous load sharing (ILS) allows multiple turbines to operate together as though they were one,
isochronously controlled unit. When in this mode, the turbines will maintain constant system frequency and
share the existing system load amongst themselves in proportion to their individual unit ratings. The control
system is similar to a standard isochronous speed control but there is one additional input. The standard
inputs are speed reference and actual speed which feed an integrating type fuel controller. The additional
input, which is the output of the ILS control, is a load error signal. This signal, DWS, is the difference
between the particular unit’s load, DW, and the average of all the units tied together operating isochronously.
This latter signal is referred to as DWAVG. This is the means by which the units share the existing system
load.

There are five primary signals in the ILS control; DW, DWN, DWAVG, DWS, and DWLDDIV. Following is
a description of each of these signals.

DW – Unit load.

DWN – Normalized unit load. The unit’s load signal, DW, is normalized to its rated load value. Constant
DWKSGN performs this function. The normalized load signal, not the load signal, is used in the ILS control.
This way the control will cause the units to share normalized load equally. This is another way of saying the
units will share load in proportion to their individual unit ratings.

DWAVG – Average normalized unit load. The normalized unit load signals of all the units operating
isochronously are tied together through a resistor network to create this signal. To do this, a wire must
physically be run amongst all the units to tie the resistor networks together. The resultant voltage signal is
actually one half of the average normalized unit load because of the voltage division which occurs in the
resistor network. Consequently, the DWN signal is multiplied by one half before it is compared to this signal.
Constant DWKSGT in the DWSV1 algorithm performs this function.

DWS – Output signal of the ILS controller. This signal is fed to the summing junction of the isochronous
speed fuel controller. Whenever there is a difference between the DWN and DWAVG signals, the DWS
signal will change and cause the fuel flow to change in such a way as to make these signals equal again.

DWLDDIV – Average normalized load. This signal is used when a unit is being started up and added to a
group of isochronous load sharing units which are already running. It is used to load the unit at a normal rate
before placing it in to isochronous control.

DWLDDIV represents the average normalized load of the other units operating isochronously. Notice the
relationship of this signal, the DWAVG signal and the 83LS contact. When a unit is being started up and
isochronous control is selected prior to generator breaker closure, the unit will be in the droop speed/load
control mode and its 83LS contact will be open. After the generator breaker closes, the normalized load of
this unit, DWN, is compared to the average of the others operating isochronously, DWLDDIV. If an error
exists, the droop speed/load setpoint, TNR, is automatically raised at a normal loading rate until these two
signals are within a few per cent of each other, typically 3%. At that point, the unit will be automatically
switched to isochronous control. This automatic loading feature loads a unit at a normal rate, instead of the
much faster rate which the isochronous control would produce if it were in effect at the time the generator
breaker closed.

4.3.5 Acceleration Control

Included in the speed control software is another function acting to differentiate the speed signal.

The differential signal, acceleration, is compared to a fixed signal at the summing junction to modulate FSR
if the acceleration rate specified in the Control Specifications is exceeded. See the Control Sequence Program
and Control Specifications. The acceleration control usually acts only during portions of startup but can act at
any time the acceleration rate is exceeded.

4.3.6 Synchronizing
Automatic synchronizing is accomplished using synchronizing algorithms programmed into the RST
 software. The inputs are transmitted from an interface module. The interface module contains an isolation
transformer for the generator and line input signals and the breaker closing relay. The synchronizing software
is part of the SPEEDTRONIC　. See Figure 3.

For synchronizing, the gas turbine is brought to 100.3% speed. The matching circuit in the synchronizer will
adjust the turbine speed to reduce the slip frequency and permit synchronizing, if the system frequency has
varied enough to cause an unacceptable high slip.

For added protection a synchronizing check relay is provided in the generator panel. It is used in series with
both the auto synchronizing relay and the manual breaker close switch to prevent large out-of-phase breaker
closures.

4.3.7 Speed Matching

The speed matching function sets the gas turbine at synchronizing speed at the completion of startup. See
Figure 4.
FIGURE 3. SYNCHRONIZING CONTROL SCHEMATIC.
 FIGURE 4. TURBINE SPEED MATCHING CONTROL.
4.3.8
4.4 EXHAUST TEMPERATURE CONTROL AND PROTECTION
4.4.1 General
The temperature control system controls the fuel flow to the gas turbine to maintain operating temperatures
within design thermal stress limitations of turbine parts. The highest temperature attained in the gas turbine
occurs in the combustion chambers and inlet to the first stage turbine nozzle. This temperature, known as the
firing temperature, must be limited by the control system. The temperature control system is designed to
measure and control turbine exhaust temperature because it is impractical to measure temperatures in the
combustion chambers or at the turbine inlet directly. This indirect control of turbine firing temperature is
possible through known thermodynamic relationships, gas turbine cycle performance calculations, and site
conditions.

The exhaust temperature is determined as a function of compressor pressure ratio (CPR) across the
compressor. CPR is a function of the compressor discharge pressure (CPD) ambient pressure (AFPAP),
bellmouth differential pressure (AFPBD), and compressor inlet total pressure (AFPCS). The exhaust
temperature reference is also proportional to the fuel flow command Fuel Stroke Reference (FSR) and turbine
output. These parameters are used as a backup in case CPD measurement is lost. These relationships are
shown on Figure 1. The lines of constant firing temperature are used in the control system to limit gas turbine
operating temperatures. Compressor discharge pressure is measured by three 96CD pressure transducers.
Ambient pressure is measured with three 96AP transducers. Bellmouth differential pressure is measured by
the 96BD transducer. Compressor inlet total pressure is measured by the 96CS transducer.

4.4.2 EXHAUST TEMPERATURE CONTROL SOFTWARE

The temperature control software determines the cold junction compensated thermocouple readings, selects
the temperature control setpoint, calculates the control temperature reference, calculates the median exhaust
temperature value, compares the setpoint and median temperatures, and generates a fuel stroke reference
(FSR) signal to the analog control system to regulate exhaust temperature.

A Cold Junction Scan

Depending on the gas turbine model, there may be 13, 18, 21, 24, or 31 exhaust temperature
thermocouples. These are brought into the control panel, where they are conditioned and divided among
the three Controllers RST: eg. for instance TC #l to R, TC #2 to S, TC #3 to T, TC #4 to R, etc.

B Cold Junction Compensation

The thermocouple data, scanned and stored by the analog-input-scan program, is corrected for cold
junction effect and amplifier offset effect, by the cold-junction-compensation program Figure 3. As
determined by the analog-input-address table, data from the analog-input-data table and the compensation-
data tables are read by the cold junction compensation program, where thermocouple data is corrected by
adding the compensation value. These results are stored in the computer memory.

An additional thermocouple junction is created where the thermocouple wires are connected to the
terminals on the isothermal module. A voltage, that is a function of the temperature at the connection
points and in opposition to the signal generated by the thermocouple, is generated at this junction. An RTD
is mounted on the isothermal module to measure this “cold junction” or connection point temperature.
These RTD’s are scanned with the thermocouples as part of the analog-input-scan program and the data.
 Figure 2. Cold Junction Scan Program

Figure 3. Cold Junction Compensation Program

 is stored in the analog-input-data memory. The thermocouple data is also influenced by offsets in the
thermocouple amplifier and the analog to digital conversion amplifier. An input is shorted on the
isothermal modules; the shorted inputs are scanned during the analog-input-scan program and the
resulting data stored in the analog-input-data memory. The cold junction scan program (Figure 2)
operates on the cold junction temperature RTD data and the amplifier zero offset shorted input data.
The results, which represent a sum of the two effects are stored in the compensation data memory for
use in the cold junction compensation program.

C Temperature Reference Select

The exhaust temperature control function selects control setpoints to allow gas turbine operation at various
combustion reference temperatures. Temperature reference selection is accomplished in the sequencing
software. (See the Turbine Elementary Diagram.) Typical input logic signals used are “Base Select”, “Peak
Select”, and “Combined Cycle Select”. For example, the “Base Select” signal determines operation at Base
combustion reference temperature. The appropriate set of constants are selected and used in the algorithm
for calculation of the temperature reference setpoint. Sequencing may also be included to utilize a multi–
segmented temperature control curve. This sequencing then selects the various control curves based on
CPR in order to optimize turbine performance.

D Temperature Control Reference

The temperature control reference algorithm TTRX (See Figure 5) calculates the exhaust temperature
control reference based on CPR and the set of control constants selected by the reference select logic. The
algorithm also calculates a backup reference based on FSR or DWATT and its set of constants.

Figure 4 is a graphical illustration of the control setpoints. The control constants are given by the Control
Specifications-Control System Settings drawing. The temperature control reference algorithm also selects
the isothermal setpoint TTK ( )___I. The minimum of the three setpoints, CPR bias, Backup bias, or the
Isotherm, is selected for the final exhaust temperature control reference. During normal operation with gas
or light distillate fuels, this selection results in a CPR bias control with an isothermal limit, as shown by
the heavy lines on Figure 4. The CPR bias setpoint is compared with the Backup bias setpoint and an alarm
occurs when the CPR setpoint is higher.

A ramp function is provided in the algorithm to limit the rate at which the setpoint can change. The ramp
rate (slope) is programmed in constant TTKRX1 for increasing rate and in TTKRX2 for decreasing rate.
Consult the Control Sequence Program and the Control Specifications drawing for the block diagram
illustration of this function and the value of the constants. Typical rate limit is 5 degrees F per second. The
output of the ramp function is the exhaust temperature control setpoint.

E Temperature Control Reference Manual Setpoint

Temperature reference can be increased and decreased manually or with a process control signal with a
digital setpoint when option TTRXPSP is applied (refer to elementary diagram). This permits local and
remote temperature control reference adjustment with a digital setpoint (Figure 6). This circuit should not
shift overtemperature alarm and trip setpoints.

F Temperature Control Reference CPD Signal Fault

Temperature reference is reduced if compressor discharge pressure signal is less than a calculated
operating speed minimum. This failure is alarmed as “CPD Signal Low.” This failure reduces Backup
BIAS

(Figure 4) to permit operation at approximately rated combustion reference temperature while the fault is
cleared. This feature is shown on Figure 7.

On some designs with redundant pressure transducers, the FSR temperature control backup curve is not
utilized. In these designs, the turbine is not allowed to operate with the loss of two 96CD pressure
transducers. On designs with constant settable droop, redundant watts transducers feedback Dwatt
(megawatts), and this is used as the temperature control backup curve in the event of 96CD failures.
Figure 4. Exhaust Temperature Control - Control Setpoint
Figure 5. Temperature Control Schematic
Figure 6. Temperature Control Ref. Setpoint
G Temperature Control Reference Speed Bias
On two-shaft gas turbines, fuel temperature reference is increased 8°F for each percent HP set speed below
100% rated. This feature allows LP governor speed control to increase exhaust temperature above that set
by inlet guide vanes and nozzles over an HP speed operating range of 95 to 100 percent. This feature is
shown on Figure 8.

H Temperature Feedback
The temperature control fuel stroke reference algorithm compares the exhaust temperature control set-
point with the measured gas turbine exhaust temperature as obtained from thermocouples mounted in the
exhaust plenum. These thermocouples are scanned and cold junction corrected. The exhaust temperature
vector algorithm (Figure 5) reads the exhaust thermocouple temperature values and sorts them from the
highest to the lowest. These signals are used in the combustion monitor algorithm as well as in the
temperature control system exhaust average algorithm. Each value is looked at and all thermocouple
signals below the second highest by a constant value are considered low, or from a computer to which
communications are lost, are rejected from the averaging. The remaining signals are looked at again, and
the highest and lowest are rejected. The remaining ones are averaged for the TTXC signal. The TTXC
signal is then used in the algorithm which calculates the exhaust temperature median feedback. Here all the
thermocouples are sorted again, highest to lowest. A median of the readings is selected and compared to
TTXC, which will produce a calculated exhaust temperature feedback (TTXM).

This calculation is based on an average, and a median is used to eliminate error due to bad thermocouples
or readings. If a Controller should fail, this algorithm will detect it and ignore the readings from the failing
Controller. The TTXM signal will be based on the remaining Controllers’ thermocouples and an alarm will
be generated.

The TTXM value is used as the feedback for the exhaust temperature comparator. This calculated feedback
is used because the value is not affected by extreme values that may be the result of faulty instrumentation.

I Temperature Control Fuel Stroke Reference

The temperature control fuel stroke reference algorithm in RST compares the exhaust temperature control
setpoint (calculated in the temperature control reference algorithm) TTRX to the TTXM value to
determine the temperature error. The software program converts the temperature error to a fuel stroke
reference signal, FSRT.

Should one of the communication links fail between the Controllers, the Controller affected will freeze the
value of TTXC at the last healthy sample and compare it with the current sample of TTXM of the
Controller. This prevents large changes in the feedback signal. When the link becomes healthy again there
is a fixed rate of correction to prevent sudden bumps in the system. With three FSRT values most errors
can be removed to give more reliable gas turbine operation. This is true also with each Controller doing the
same calculations for TTXC and TTXM.

J Temperature Control with IGV Bias

Some temperature control curve designs include a bias for IGV angle to allow the IGV to open, yet prevent
over firing the turbine during part load operation. This bias works to offset the temperature control curve
based on the difference between the maximum IGV angle and the actual IGV angle. This difference of
IGV angle below the full open position is converted to an IGV temperature bias in the IGV control
algorithm, and passed to the temperature control block. The IGV bias diminishes to zero as the IGV
Reference angle approaches full open. This feature allows a slight fuel increase, which is controlled by
TTRXB, in order to load the unit. However, the IGVs are controlled to the TTRX temperature limit, which
drives them open as the unit is loaded. During this “Part load operation”, the IGVs are controlling the
exhaust temperature, holding it to the TTRX reference, and this is referred to as “IGV Temperature
Control”. Refer to Figure 9a. On some units the IGV temperature control curve TTRXGV, or part load
curve, is set below the TTRX line to improve combustion. Refer to Figure 9b. In this case the turbine is
loaded with TTRXGV acting as the Tx control limit until the IGVs are fully open. At that point, further
loading is allowed until the exhaust temperature reaches TTRX.
Figure 7. Temperature Control Ref. - CPD Fault
Figure 8. Temperature Control Ref. Speed Bias
 NOTE
FSR Temperature Control Curve May Have an Identical IGV Bias.
Figure 9a. Temperature Control Curve With IGV Angle Bias

Figure 9b. Temperature Control Curve With Part Load IGV Control

4.5 COMBUSTION MONITOR FUNCTION

4.5.1 Introduction
Monitoring of the exhaust thermocouples to detect combustion problems is performed by the
SPEEDTRONIC™ software coupled with solid state analog devices for interfacing with the primary controls
and protective devices. For operating instructions, calibration, constant listing and operational check
procedures for a specific gas turbine, refer to the Control Specifications. Refer to the software Master
Sequence Document for details of algorithm implementation and identification of selectable display lists and
 constants.

4.5.2 Combustion Monitoring Function

The primary function of the combustion monitor is to reduce the likelihood of extended damage to the gas
turbine if the combustion system deteriorates. The monitor does this by examining the temperature control
system exhaust temperature thermocouples and compressor discharge temperature thermocouples. From
changes that may occur in the pattern of the thermocouple readings, warning and protective signals are
generated by the combustion monitor and sent to the gas turbine control panel.

This means of detecting abnormalities in the combustion system is effective only to the extent there is
incomplete mixing as the gases pass through the turbine, and an uneven inlet pattern will cause an uneven
exhaust pattern. The uneven inlet pattern could be caused by a rupture in a transition piece, loss of fuel or
flame in a combustor, or other combustion malfunctions. The usefulness and reliability of the combustion
monitor depends on the condition of the exhaust thermocouples. It is important that each of the
thermocouples is in good working condition.

4.5.3 Combustion Monitoring Function Software

The controllers contain a series of programs written to perform the monitoring task (see Combustion
Monitoring Schematic Figure 1). The main monitor program is written to analyze the thermocouple readings
and make appropriate decisions. Several different algorithms have been developed for doing this depending
on the turbine model series, and the type of thermocouples used. The significant program constants used with
each algorithm are specified in the Control Specification for each gas turbine.

4.5.4 Thermocouples Scan And Cold Junction Compensation

The exhaust thermocouple values, read and sorted in the exhaust temperature feedback algorithm, are used by
the combustion monitor. From each set of readings, the median exhaust temperature, the allowable spread,
and two sets of spread ratios are calculated and compared with specific exhaust temperature limits to
determine whether alarm and trip conditions have been exceeded.

4.5.5 Actual Spreads

Three spreads are calculated from the exhaust thermocouple readings:

SPREAD #1 (TTXSP1)--The difference between the highest and the lowest thermocouple reading;

SPREAD #2 (TTXSP2)--The difference between the highest and the 2nd lowest thermocouple reading;

and,

SPREAD #3 (TTXSP3)--The difference between the highest and the 3rd lowest thermocouple readings.

4.5.6 Allowable Spread

The allowable spread is the sum of two values: a nominal allowable spread and a bias.

The nominal allowable spread is the steady state spread limit. It varies, typically, between 30 and 125°F as a
function of average exhaust temperature and compressor discharge temperature.

The bias is an adder to the nominal allowable spread which accounts for the temporary increase in actual
spreads that occur during transient operational periods. It is a temperature value which varies between 0 and
TTKSPL8 degrees F (typically, 100 to 200° F).

During steady state operation, the bias value is 0 degrees F. When a transient operational condition occurs,
such as a rapid change in load, the bias value steps to TTKSPL8 degrees F. It remains at that value until
K2SPMB2 seconds (typically, 15 to 60 seconds) after the transient condition ends. Its value then decays
exponentially to 0°F on a time constant of TTKSPL9 seconds (typically, 30 to 100 seconds). Refer to Figure
6.
 The transient conditions which cause the bias to step to 200°F are: 1) fuel transfer, 2) turbine startup and
shutdown, 3) load changes produced by a governor RAISE or LOWER signal, and 4) load changes produced
by a rapid change in FSR.

4.5.7 Spread Tests

The combustion monitor algorithm uses the acutal spreads, the allowable spread, and adjacency tests to
determine if an actual combustion problem exists. The algorithm logic is summarized by the Venn diagram
shown in Figure 2.

4.5.8 Display Messages

The various monitor outputs to the control panel cause alarm message display as well as appropriate control
action. The combustion monitor outputs are given below.

A Exhaust Thermocouple Trouble Alarm (L30SPTA)

If any thermocouple value causes the largest spread to exceed a constant (usually 5 times the allowable
speed) a thermocouple alarm (L30SPTA) is produced. If this alarm persists for four seconds, the alarm will
latch and the alarm message “EXHAUST THERMOCOUPLE TROUBLE” will be displayed and remain
on until acknowledged and reset.

B Combustion Trouble Alarm (L30SPA)

A combustion alarm can occur if a thermocouple value causes the largest spread to exceed a constant
(usually the allowable spread). If this alarm persists for three seconds, the alarm will latch and the
“COMBUSTION TROUBLE” message will be displayed and remain on until it acknowledged and reset.

C High Exhaust Temp Spread Trip (L30SPT)

A high exhaust temperature spread trip can occur if a combustion trouble exists and the second largest
spread exceeds 0.8 times the allowable spread and the first and second lowest thermocouples are adjacent
or if an exhaust thermocouple trouble exists and the second largest spread exceeds 0.8 times the allowable
spread and the second and third lowest thermocouples are adjacent or if the third spread exceeds 0.8 times
the allowable spread or if a combustion trouble exists and a controller failure occurs. If any of these
conditions exist for 9 seconds, the trip will latch and “HIGH EXHAUST TEMP SPREAD TRIP” message
will be displayed. The turbine will be tripped through the master protective circuit. The alarm and trip
signals will be displayed until they are acknowledged and reset.

D Monitor Enable (L83SPM)

The protective function of the monitor is enabled when the turbine is above L14HS and the master
protective logic L4 is enabled. The purpose of the “enable” signal (L83SPM) is to prevent false action
during part speed conditions. The exhaust spread monitor enable auxiliary (L83SPMX) is to continue
protection during turbine unloading from when the STOP signal is enabled to when the turbine is below
L14HS. When the monitor is not enabled, no new protective actions are taken. To troubleshoot the monitor
when the gas turbine is not running, the “enable” signal must be simulated, i.e., logic signal L14HS, and
L4 inputs must be “1” ’s. The combustion monitor will also be disabled during a high rate of change of
FSR. This prevents false alarms and trips during large fuel and load transients.

4.5.9 Troubleshooting With The Combustion Monitor Function

Condition Figure
Only the TC Failure Alarm occurs 3

Combustion Alarms occurs (with or without TC failure alarm) 4

Combustion Alarm and Trip occur (with or without TC failure 5

alarm) and gas turbine has tripped

A General
The two main sources of alarm and trip signals being generated by the combustion monitor are failed
thermocouples and combustion system deterioration. Other causes include poor fuel distribution due to
plugged or worn fuel nozzles.

The tests for combustion alarm and trip action have been designed to minimize signals due to failed
thermocouples but it is impossible to always isolate this cause.

The best protection against shutdowns due to failed thermocouples is good thermocouple maintenance.
Replace failed thermocouples promptly during normal downtime so that the likelihood of operation with
more than one failed thermocouple is low.

The TC TROUBLE ALARM is intended to call attention to failed thermocouples so that they will be
promptly replaced. The TC ALARM will also be activated by the early stages of some combustion
problems.

The COMBUSTION TROUBLE ALARM is intended as an early warning of an actual combustion

malfunction. DO NOT OPERATE THE GAS TURBINE FOR A PROLONGED TIME PERIOD WHEN
THE COMBUSTION ALARM HAS BEEN ACTIVATED. If black smoke is seen in the exhaust, trip the
machine immediately. If there is no black smoke in the exhaust, any period of operation with this alarm
should be used to diagnose the trouble, as failed thermocouples are much easier to detect when hot than at
an ambient temperature. In addition, the fuel oil nozzle pressure can be read during operation to help
diagnose poor fuel distribution. (See Combustion Alarm – Corrective Action.) If the gas turbine has been
tripped by the monitor, it will be necessary to determine the cause.

Figure 3 through Figure 5 are troubleshooting flowcharts to help in that determination.

If TC Alarm, Trip and Combustion Alarm occur and the gas turbine continues to run, monitor malfunction
has occurred. Attempt to reset monitor.

All possible problems cannot be foreseen and initiative and judgment may be required to troubleshoot.

4.5.10 Thermocouple Checking

The monitor display and the printer, if available, can be used to check thermocouple readings at any time.
The combustion monitor will continue to protect the gas turbine while the thermocouple readings are being
displayed and printed.

Thermocouple malfunction may be detected by observing the monitor display. An open thermocouple will
indicate a value of -40°F. A thermocouple may be intermittently open if the display is erratic or cyclic. With
the turbine coasting down and the exhaust metal still hot, but the exhaust air cooler, a thermocouple that reads
significantly higher than the others is probably shorted in its junction box.

4.5.11 Thermocouple Resistance Check

With the turbine not running, disconnect each thermocouple in turn at the termination board and measure the
thermocouple resistance using a good quality ohmmeter. Measure each thermocouple in each polarity and
average the two results to avoid errors from the thermoelectric action. Record all readings, determine the
average, and the deviation of each reading from the average. Any thermocouple with a deviation of more than
15 ohms from the average reading should be considered defective.

4.5.12 Interpreting Failed Thermocouple Patterns

 A Automatic Trip
If an automatic trip has occurred and a thermocouple has failed, the failed thermocouple may have caused
the trip. If not, assume a possible combustion or associated problem. Proceed in accordance with Figure 5.

CAUTION
Follow the restart instructions carefully. It is impossible to be sure there is no
combustion problem from the tests referred to above. In case of doubt or if
failed thermocouple patterns are not found, it is recommended that the General
Electric Company Field Service Representative be consulted.

4.5.13 Combustion Trouble Modes To Be Considered

A A. Combustor
1. Failed Liner (Cracked or Burned)

2. Failed Transition Piece (Cracked or Burned)

3. Collapsed Liner

4. Hot Crossfire Tubes

B Fuel System
1. Break in Liquid Fuel Line

2. Break in Gas Fuel Line

3. Plugged Check Valve

4. Check Valve Stuck Open/Closed

5. Liquid Fuel in Gas Manifold

6. Stuck Flow Divider

7. Failed Fuel Pump

C Fuel Nozzle
1. Plugged Fuel Nozzle (Liquid or Gas)

2. Unscrewed Fuel Nozzle

3. Fuel Nozzle Erosion

4. Red Hot Fuel Nozzle

D Atomizing Air System

1. Break in Atomizing Air Line

2. Faulty Purge System

3. Atomizing Air Compressor Failure

4. Plugged Atomizing Air Passage at Manifold or Nozzle

E Pressure Vessel Integrity

1. Cracked Combustor Casing

2. Blown Gasket

3. Damaged Crossfire Tube Piping

 4. Cracked or Blown Sight Port

5. Leakage at Flame Detector or Spark Plug

F First Stage Nozzle

1. Burned Out First Stage Nozzle

2. Plugged First Stage Nozzle

4.5.14 Corrective Action Requirements

A Combustion Alarm - Corrective Action
In the event of a Combustion Alarm, it is most likely that a condition exists within the turbine that, if left
alone, could lead to serious combustor or turbine damage. Precautionary measures and troubleshooting
procedures should be initiated immediately to locate and correct the problem. Proceed in accordance with
Figure 4 and the following:

WARNING
KEEP PERSONNEL AWAY FROM THE VICINITY OF THE
TURBINE AND ACCESSORY COMPARTMENTS UNTIL THE
PROBLEM HAS BEEN IDENTIFIED.

1. Look for abnormal smoke from the exhaust. Trip the turbine if abnormal smoke is observed.

CAUTION
During the troubleshooting period, watch the display of temperature spread closely
and trip the turbine in the event of a continuous or sudden increase.

2. Read and record the exhaust thermocouple temperatures using the display and the printer.

3. Record the “spread” displayed.

4. Proceed with a normal turbine shutdown.

5. If faulty exhaust thermocouples have been discovered, replace the thermocouples.

Proceed with the trouble shooting investigation to locate the problem. Perform the following steps:

6. Inspect the turbine for signs of leaks or damage.

7. If no evidence is discovered in (6), start the turbine in the crank position (unfired). Inspect the
turbine compartment for leaks or damage.

8. If no evidence is discovered in (7), fire the turbine and hold in a warm-up condition (do not permit
acceleration). Watch for an abnormal smoke condition from the exhaust.

TRIP THE TURBINE IF ABNORMAL SMOKE IS OBSERVED. This fired condition, while the
turbine is at low pressure, will permit personnel to read and record the individual fuel nozzle pressure
readings in the accessory compartment on liquid fuel fired gas turbines.

9. If an abnormal condition is observed, trip the turbine and take corrective action.

10. If no abnormal condition can be discovered at this point, the turbine should be shut down and a
combustion inspection performed. FURTHER ATTEMPTS AT DIAGNOSIS BY OPERATING THE
MACHINE ARE NOT RECOMMENDED.

11. Preliminary disassembly of the combustor end cover will permit inspection of the combustion
 liner, a portion of the transition piece, the fuel nozzles and the crossfire tubes. The extent of the
inspection must be dictated by the nature of the problem.

12. The problem area discovered during the combustion inspection should be corrected and the
turbine should be returned to normal operation.

B Turbine Trip - Corrective Action (See Figure 5)

In the event of an emergency turbine trip due to the following conditions.

1. Abnormal smoke condition at any time.

2. Combustion Alarm. Thermocouples show combustion alarm pattern, and the thermocouples have not
failed.

3. Thermocouple Alarm, Combustion Alarm and Trip. Trip pattern, and thermocouples have not failed.

4. Combustion Alarm and Trip. Trip pattern exists and thermocouples have not failed.

Proceed with the following action:

1. It is likely that an abnormal condition exists within the turbine and corrective action should be initiated.

2. Inspect the turbine compartment hardware for signs of leaks or damage.

3. Perform a combustion inspection. Inspect all combustor hardware including the transition piece for
signs of damage. Replace the damaged hardware and return the turbine to normal operation.

C Automatic Trip - Corrective Action

In the event of an automatic trip due to COMBUSTION ALARM and TRIP (THERMOCOUPLE
TROUBLE ALARM or not) and investigation shows failed thermocouples could have caused the trip,
proceed with the following action.

1. Replace the failed thermocouples.

2. Open the turbine compartment doors and keep all personnel away from line-of-sight of the turbine
compartment.

3. Proceed with a normal start. If an abnormal smoke condition is observed from the exhaust stack, trip the
turbine and proceed with a complete combustion inspection of the liner, transition pieces, crossfire tubes
and fuel nozzles.

4. If no further alarms are noted by FSNL (full speed, no load), proceed with a normal loading procedure
and observe the temperature spread reading and exhaust smoke.

5. Any further trips due to the combustion monitor indicates an unsatisfactory condition, and a complete
combustion system inspection should be performed.

6. Otherwise resume normal operation.

Figure 1. Combustion Monitoring Function Algorithm (Schematic)

Figure 2. Exhaust Temperature Spread Limits

Figure 3.
Figure 4.
Figure 5.
Figure 6.
4.6 LOAD CONTROL
4.6.1 General
Once the unit has been synchronized either manually or automatically, ‘‘temperature matching” is performed
to mitigate steam turbine loading. It can then be loaded by several loading sequences. For instance, a unit can
be loaded manually or automatically up to a temperature control limit, or an output load limit with the steam
being admitted according to Inlet Pressure Control (IPC). More details on the actual control panel features are
described in the Operation section of this manual.

4.6.2 FULL-SPEED, NO-LOAD

The reason that the “Full-Speed, No-Load” adjustment is important is that it actually calibrates speed with
the called-for speed using the digital setpoint. The 100.3% setpoint will cause an increase in fuel command
necessary to raise the speed 0.3% above synchronous frequency. It is essential that the generator and system
frequency be matched within 0.33 Hz to synchronize quickly with the synchronizing relay. “Full-Speed-No-
Load” therefore is an important setting to assure proper speed for synchronizing.

4.6.3 SYNCHRONIZING
Automatic synchronizing is accomplished using a microprocessor synchronizing circuit. The circuit inputs
are transmitted through an interface module. The interface module contains an isolation transformer for the
generator and line input signals and the breaker closing relay. The synchronizing software is part of the
SPEEDTRONIC　Panel.

For synchronizing, the unit is brought to 100.3% of rated speed. If the system frequency has varied enough to
cause an unacceptably high slip frequency a speed matching circuit in the synchronizer will adjust the turbine
governor to reduce the slip frequency and permit synchronizing.

For added protection a synchronism check relay is provided. It is used in series with both the auto
synchronizing relay and the manual breaker close switch to prevent large out-of-phase breaker closures.

4.6.4 TEMPERATURE MATCHING

Once the generator breaker is closed following synchronization, the unit is loaded to spinning reserve. At
spinning reserve the steam turbine metal to steam temperature matching routine is performed. The DCS is the
coordinating controller for this temperature matching routine. The ‘‘ST Starting Temp” signal is sentfrom the
Speedtronic anel to the DCS, requesting the steam temperature required for startup. The DCS will modify
this temperature setting based on other plant limitations, and then send an ‘‘Exhaust Temp Target” signal
back to the Speedtronic. The DCS will also send a ’’Temp Match (ON/OFF)” signal to tell the Speedtronic to
begin to execute the temp matching porcedure. Depending upon whether the target exhaust temp is higher or
lower than the current exhaust temperature (i.e., spinning reserve load, minimum IGV position), the
Speedtronic will either open the IGVs to lower the exhaust temperature for a cold start or increase load to
increase exhaust temperature for a hot start. When the target is reached, or the temperature matching limits
are reached, an ’’Exhaust Temp is Matched” signal is sent to the DCS. This condition is maintained while the
steam turbine is configured for Inlet Pressure Control (IPC).

Once IPC is established, the DCS turns off the ‘‘Temp Match (ON/OFF)” signal, which will restore the IGVs
to the minimum position during a cold start. Once the exhaust temperature is matched and the IGVs are in
position the Speedtronic sends a ‘‘Temp Match Completed” signal to the DCS. At this point the unit is ready
for loading to proceed.

4.6.5 INLET PRESSURE CONTROL

The DCS monitors the steam conditions and sends a ‘‘Release to Load” signal to the Speedtronic. This begins
to ramp open the Main Control Valve (MCV) at a rate determined by the stress control equation in the
Speedtronic. The DCS also releases the Intermediate Pressure (IP) admission valve to ramp open
concurrently, except with a slight delay from MCV initioa opening to allow some reheaters pressurization.

As the High Pressure Bypass (HPBP) becomes fully shut, the DCS sends a ‘‘Select IPC” signal to the
Speedtronic. The MCV transfer to IPC is then completed and the Speedtronic responds with an ‘‘On IPC
 Status” signal to the DCS. At that point the DCS will complete the IP CRH admission valve transfer to
pressure control and close the IP bypass valve. The IP CRH admission valve is allowed to begin opening at
the same time as the MCV. When the MCV and IP CRH admission valves are in pressure control, IPC is
established and temperature matching may be turned off.

The DCS will control the transfer from auxiliary Low Pressure (LP) steam to HRSG LP steam by opening the
HRSG LP steam by opening the HRSG LP superheater shutoff. The LPBP valve closes down under pressure
control when this happens. When all three bypass valves are shut and all three admission valves are in
pressure control, the unit is in full combined cycle operating mode.

4.6.6 LOAD CONTROL

Unit loading continues when the DCS sends a ‘‘GT Release to Load” signal to the Speedtronic panel. The
loading rate is continuously being calculated within the Speedtronic controls with respect to steam turbine
stress control. If the rate signal is reduced to zero, the gas turbine will cease loading and hold current load.
This loading rate signal will control both manual and automatic loading of the unit.

A Automatic Loading
The unit may be loaded automatically to either a preselected load or to base load. The preselected load
setpoint must be entered by the operator at the Speedtronic panel or DCS and will remain the setpoint until
another is entered. Base load is established by the turbine exhaust temperature control limit.

1. Preselected Load — This load is selected by giving the unit a second start signal after it is at spinning
reserve.

2. Load Limit — The load is not selectable but is an output protection beyond which the unit is not
permitted to operate. It is normally the material limit for the generator.

B Manual Load
The operator may increase or decrease load between no-load and base temperature control line. The
loading is accomplished by raising or lowering the digital setpoint.
4.7 OVER SPEED PROTECTION
4.7.1 General
The SPEEDTRONIC™ electronic overspeed system is designed to protect the gas turbine against possible
damage caused by overspeeding of the turbine shaft. Under normal operation, the speed of this shaft is under
the control of the speed loop, or temperature loop. This overspeed system would not be called on except after
the failure of these other systems.

The overspeed protection system consists of a primary electronic system and a secondary electronic system.
The primary electronic overspeed protection system is incorporated as part of the normal control system and
consists of magnetic pickups to sense turbine speed, speed detection software and associated logic circuits.
The level setting is made by adjustable constants. The secondary electronic overspeed protection system is
built into a separate module <P> in the SPEEDTRONIC™ panel. It is a triple redundant system. The speed
setting is set by <P> hardware and checked by the control system software. The fuel stop valve solenoids are
tripled directly with relays separate from the control system relays in <RST>.

The secondary electronic overspeed protection system is built into a separate module <P> in the
SPEEDTRONIC™ panel. It is a triple redundant system. The speed setting is set by hardware and checked
by the control system software. The fuel stop valve solenoids are tripled directly with relays separate from
the control system relays in <RST>.

A composite block diagram showing all components interconnected for overspeed protection, is shown in
Figure 1.

4.7.2 ELECTRONIC OVERSPEED PROTECTION SYSTEM

The primary electronic overspeed protection function is performed in the computer software as shown in
Figure 1. The turbine speed signal (TNH) derived from the magnetic pickup sensors (77NH-1, 2 and 3) is
compared to an overspeed setpoint (TNKHOS). When TNH exceeds the setpoint, the overspeed trip signal
(L12H) is transmitted to the master protective circuit to shut down the turbine. “ELECTRICAL
OVERSPEED TRIP” message will be displayed on the CRT.

During test of the secondary electronic overspeed protection system, the primary electronic overspeed
setpoint is switched to a test setpoint (TNKHOST) to set the electronic overspeed trip speed slightly above
the mechanical overspeed trip speed setpoint.

The secondary overspeed protection system function is performed in a separate module within the
SPEEDTRONIC™ panel called the protection module <P> as diagrammed in Figure 1. This function
operates directly on the ETR relays. The magnetic pickup sensors (77HT-1, 2 and 3) are compared to the berg
jumper setpoints. When the turbine speed exceeds the berg jumper setpoints, the ETR relay driver de-
energizes the fuel stop valve solenoid.

4.7.3 MAGNETIC PICKUP SENSORS

Magnetic pickup sensors are high output devices, consisting of a permanent magnet, surrounded by a coil and
hermetically sealed casewhich is close to toothedwheels on the gas turbine compressor rotor shaft. Signals
from the pickups are carried in separate cables to separate electronic circuits in the SPEEDTRONIC™
control panel. The 60-tooth wheel, similar to a gear, is an integral part of the gas turbine rotor assembly. It
forms the rotor for the magnetic pickups. Magnetic pickups are assembled near the horizontal joint of the
turbine, on each side of the toothed wheels to minimize rotor position effects on clearances on the magnetic
pickup output. The teeth of the wheels pass under the magnetic pickup. With the 60-tooth wheel, the
frequency of the voltage output in Hertz is exactly equal to the speed of the turbine in revolutions per minute.
This voltage is a direct function of the speed of the wheel and is also affected by the clearance between the
teeth of the wheel and the tip of the magnetic pickup.
4.7.4

Figure 1. Overspeed Protection System/Electronic Overspeed Trip