Control System Functional Description (Propylene Refrigerant Compressor)

TITLE
DOCUMENT CODE
CONTROL SYSTEM FUNCTIONAL DESCRIPTION
SOM6629741
REVISION DESCRIPTION:
REVISED SH. Revised sheets: 7, 8, 11, 16, 22,25, 26, 28, 31 Added Sheets:94,
95, 96
APPROVED
DATE
11-Feb-13
CHECKED
EXECUTED
SCALE
N.A.
REPLACES/DERIVED FROM
N.A.
REVISION
Electronically Stored
SECURITY CODE
Electronically Stored
Chakraborty A.
1st ISSUE
ORIGINAL JOB
SIZE
8-Apr-11
1800055-1102678
THIS DOCUMENT IS AND CONTAINS CONFIDENTIAL AND PROPRIETARY INFORMATION OF Nuovo Pignone s.r.l. WHICH SHALL NOT BE USED OR DISCLOSED TO OTHERS, EXCEPT WITH THE
WRITTEN PERMISSION OF Nuovo Pignone s.r.l. . UNPUBLISHED WORK 2013 Nuovo Pignone s.r.l.. ALL RIGHTS RESERVED.
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GE NuovoPignone - Electronically Approved Drawing - Checked: Ghosh T.; Approved: Stoppa L. - Internal DT-'N'
CONTROL SYSTEM
FUNCTIONAL DESCRIPTION
INDEX
TABLE OF CONTENTS
1 START/STOPSEQUENCING...............................................................................................................................6
1.1 READYTOSTART................................................................................................................................................6
1.2 AUXILIARIESSTARTING......................................................................................................................................7
1.3 CRANK...............................................................................................................................................................8
1.4 IGNITIONANDWARMUP..................................................................................................................................9
1.5 ACCELERATIONTOOPERATIVESPEED..............................................................................................................10
1.6 COMPLETESEQUENCE.....................................................................................................................................11
1.7 TURBINESPEEDCONTROLBYDCS....................................................................................................................12
1.8 SHUTDOWNREQUEST.....................................................................................................................................13
1.9 SHUTDOWNSEQUENCE...................................................................................................................................14
1.10 TRIPREQUEST..................................................................................................................................................15
1.11 TRIPSEQUENCE...............................................................................................................................................16
1.12 COOLDOWNSEQUENCE..................................................................................................................................17
1.13 ONLINEWATERWASH....................................................................................................................................18
1.14 OFFLINEWATERWASH...................................................................................................................................19
2 STATUSDEFINITION.......................................................................................................................................21
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
AUXILIARIESSTARTREADY...............................................................................................................................21
AUXILIARIESSTARTPASSED.............................................................................................................................25
AUXILIARIESCRANKREADY..............................................................................................................................26
AUXILIARIESFIREREADY..................................................................................................................................27
AUXILIARIESLOADREADY................................................................................................................................28
SHUTDOWN....................................................................................................................................................29
TRIP.................................................................................................................................................................30
MAINTENANCEOVERRIDEIMPLEMENTATIONDESCRIPTION...........................................................................32
3 OPERATIONMODESSELECTION......................................................................................................................33
OFFMODE.................................................................................................................................................................33
CRANKMODE............................................................................................................................................................33
FIREMODE.................................................................................................................................................................33
AUTOMODE..............................................................................................................................................................33
REMOTEMODE..........................................................................................................................................................33
4 AUXILIARIESSEQUENCING.............................................................................................................................34
4.1 MINERALLUBEOIL..........................................................................................................................................34
4.1.1 DEVICESUMMARY..................................................................................................................................34
4.1.2 SOFTWAREDESCRIPTION........................................................................................................................34
4.2 OILVAPOURSEPARATOR.................................................................................................................................37
4.2.1 DEVICESUMMARY..................................................................................................................................37
4.3 LUBEOILHEATER.............................................................................................................................................38
4.3.1 DEVICESUMMARY..................................................................................................................................38
4.4 LUBEOILWATERCOOLER................................................................................................................................39
4.4.1 DEVICESUMMARY..................................................................................................................................39
4.5 CONTROLOIL...................................................................................................................................................40
4.5.1 DEVICESUMMARY..................................................................................................................................40
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4.6 HYDRAULICOIL................................................................................................................................................41
4.6.1 DEVICESUMMARY..................................................................................................................................41
4.7 STARTING........................................................................................................................................................42
4.7.1 DEVICESUMMARY..................................................................................................................................42
4.8 HYDRAULICRATCHETING.................................................................................................................................43
4.8.1 DEVICESUMMARY..................................................................................................................................43
4.9 BEARINGMETALTEMPERATURE......................................................................................................................45
4.9.1 DEVICESUMMARY..................................................................................................................................45
4.9.3 DEVICESUMMARY..................................................................................................................................46
4.10 ELECTRICALTURNINGGEARSYSTEM...............................................................................................................47
4.10.1 DEVICESUMMARY..................................................................................................................................47
4.11 WHEELSPACES.................................................................................................................................................48
4.11.1 DEVICESUMMARY..................................................................................................................................48
4.12 SEISMICVIBRATION.........................................................................................................................................49
4.12.1 DEVICESUMMARY..................................................................................................................................49
4.13 MAGNETICSPEEDPICKUP..............................................................................................................................50
4.13.1 DEVICESUMMARY..................................................................................................................................50
4.14 COMBUSTIONCHAMBERFLAMEDETECTOR....................................................................................................51
4.14.1 DEVICESUMMARY..................................................................................................................................51
4.15 INTERFACESWITHBENTLYNEVADAVIBRATIONMONITORINGSYSTEM..........................................................52
4.15.1 DEVICESUMMARY..................................................................................................................................52
4.15.3 DEVICESUMMARY..................................................................................................................................53
4.16 EXHAUSTTEMPERATURE.................................................................................................................................54
4.16.1 DEVICESUMMARY..................................................................................................................................54
4.17 EXHAUSTDUCTBACKPRESSURE......................................................................................................................55
4.17.1 DEVICESUMMARY..................................................................................................................................55
4.18 WATERWASH..................................................................................................................................................56
4.18.1 DEVICESUMMARY..................................................................................................................................56
4.19 VENTILATION...................................................................................................................................................58
4.19.1 DEVICESUMMARY..................................................................................................................................58
4.20 INLETAIRFILTRATION......................................................................................................................................61
4.20.1 DEVICESUMMARY..................................................................................................................................61
4.21 FUELGAS.........................................................................................................................................................62
4.21.1 DEVICESUMMARY..................................................................................................................................62
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4.22 LIQUIDFUEL....................................................................................................................................................65
4.22.1 DEVICESUMMARY..................................................................................................................................65
4.23 FUELTRANSFER...............................................................................................................................................67
4.23.1 FuelSplitter.............................................................................................................................................67
4.23.2 FuelTransfer(LiquidtoGas)....................................................................................................................67
4.23.3 Fueltransfer(GastoLiquid)....................................................................................................................67
4.24 FUELGASBLOCK/FUELGASVENTVALVES......................................................................................................68
4.25 ATOMIZINGAIRSYSTEM..................................................................................................................................69
4.25.1 DEVICESUMMARY..................................................................................................................................69
4.26 SEALGAS.........................................................................................................................................................71
4.26.1 DEVICESUMMARY..................................................................................................................................71
4.27 STEAMINJECTION...........................................................................................................................................74
4.27.1 DEVICESUMMARY..................................................................................................................................74
5 ANTISURGEANDLOADSHARING....................................................................................................................77
6 FIREFIGHTINGMONITORING.........................................................................................................................78
6.1 ENCLOSUREFIREDETECTION/FIGHTING:.......................................................................................................78
6.1.1 DEVICESUMMARY..................................................................................................................................78
6.2 FIREFIGHTINGDEDICATEDPLCINTERFACE:.....................................................................................................80
7 MARKVIEINTERFACESWITHOTHERSYSTEMS................................................................................................81
8 CONTROLINTERFACEWITHWASTEHEATRECOVERYUNITCONTROLSYSTEM................................................91
8.1.1 INTERLOCKSIGNALS................................................................................................................................91
9 THROTTLINGVALVEOPERATION<6>..............................................................................................................94
9.1.1 DEVICESUMMARY:.................................................................................................................................94
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LEGEND:
L14HSX:
L4:
14HR:
L62CD:
L2TVX:
L28FDX:
L1X:
SIS:
FSR:
DCP:
MINIMUM OPERATING SPEED

MASTER PROTECTIVE RELAY
SHAFT ZERO SPEED
COOLDOWN END
IGNITION TRANSFORMER ACTIVATION
FLAME DETECTED
MASTER CONTROL START-UP.
SAFETY INSTRUMENTED SYSTEM (MK VIeS)
FUEL STROKE REFERENCE
DIRECT CURRENT PANEL
GENERAL NOTE:
1. Contacts for limit switches are closed when valve is actuated to corresponding switch position.
2. For signal philosophy to MCC or DCP see UNIT CONTROL SYSTEM HARDWIRED I/O LIST
(SOM6629669/3).
3. The software macro performs a position check on each valve command output transition, after a max
positioning time if the relevant limit switch input is not verified a position mismatch Alarm is generated.
Moreover the position mismatch Alarm becomes active immediately if both limit switch inputs are closed.
4. The scope of this specification is to give a functional description of its auxiliary sequences. This document
does not cover the description of CORE ENGINE LOGIC FUNCTIONS. The CORE ENGINE LOGIC
FUNCTIONS software section contains algorithms for combustion chambers flame detection, firing
temperature calculation, speed/load regulator/protection, acceleration regulators, exhaust temperature
averaging regulator and protection, inter stage pressure regulator. These algorithms shall be considered GE
proprietary information and are excluded from this specification.
REFERENCE DOCUMENTS:
GE-NP DOCUMENTS
Piping & Instruments Diagram
Cause & Effect Diagram
UCS IO List
Control System & Power Supply Schematic
CCC Control System Description
Field Instrument List
Communication List
CCC Modbus List
SOM5081819/1
SOM6629812/3
SOM6629669/3
SOM5464707/3
SOM6629573/4
SOM6628001/3
SOM6629562/3
SOM6629574/4
NOTE:
~ Symbol indicate NOT signal operation
Median function is used in Mark Vie logic where 2oo3 function is required
Spread alarm for 2oo3 signals will be active as follow: if the difference between the maximum and the
minimum values of the three variable becomes greater than or equal to the specified constant.
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1 START/STOP SEQUENCING
1.1
READY TO START
External
Sequences
Turbine and Auxiliares

Sequences
Process
Sequences
Start
Sequence
Fuel Selection
HMI Push Button
No
Liquid Fuel
Selection
L43FG
L43FL
Gas Auxiliary
System
Selected
Yes
Liquid Auxiliary
System
Selected
No
Liquid
Temp and
Press OK?
Yes
G
Yes
From
Shutdown
sequence
Sheet 13
Shutdown or
Trip active?
No
From
Trip
sequence
Sheet 15
TABLE 1
ready to start
signals
from others
system
No
GT HP, LP
zero speed
detected ?
See TABLE 2
ready to start form
auxiliares
Yes
No
Aux .
Permissive
OK?
Yes
<5>
ESD
Provision for
Customer
Ready to Start
3CRS
AND
AND
L3ARS
(235 -XS-0298S)
No
Core
Engine
OK?
TABLE 3
Yes
Ready to start
from SIS
Is Off -Line Water

Wash Selected ?
Yes
SIS
To Off -Line
Water Wash
Sh. 19
No
- Off
Master
Selector
DCS
3RS (235-XS-0294)
GT Ready to
Start
Crank
Fire
Manual
Auto
Remote
Unit Ready to
Start
(L3RS =1)
A
To Sh. 07
Figure 1 - Ready to start
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1.2
AUXILIARIES STARTING
Figure 2 - Auxiliaries starting

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1.3
CRANK
External
Sequences
Process
Sequences
Turbine and Auxiliaries

Sequences
From Sh. 07
Customer valve
sequencing start
Start process valve

positioning
4VALV
(235-XS-0256)
<5>
Close Anti-surge valve for Purge
Open Hot Gas

Bypass Valve
End of Sequence
Yes
See TABLE 5
Auxiliary ready
to Crank
-Ratchet system activation
-Starting system activation
<6>
Close Anti -surge
valve
Note 2
OR
Note 3
Aux. Ready to
crank?
Close Anti -surge

Valve command to
CCC
<5>
Valve sequence
ended; Customer
Permissive to Crank
Water wash
system start (1)
AND
Anti-surge valve open / close feedback
From Sh. 07
Yes
No
No
Hot Bypass valve open command for purge

Hot Bypass valve open / close feedback
Off-line water
wash selection on
HMI
3CRC (235 -XS-0298C)
No
TNH Above
zero speed ?
Yes
Unit in Crank
14HMX
(235 -XS-0297)
-Ratchet system de -activation

-Solenoid valve 20HD-1 closed
No
Notes:(1) Note that if water wash is

selected ready to start and start
passed conditions changes
from the above described
TNH Above
Crank speed ?
Yes
(2) For Pressurized start-up
CRANK
(3) For De-pressurized start-up

WHRU CTRL
GT Purge Done
235-XS-0955
Yes
WHRU dampers
in By-Pass
position?
No
Purge Timer Reset
WHRU CTRL
WHRU Purge Sequence
GT Purge Time
elapsed?
Yes
L2TV=1
WHRU CTRL
WHRU Purge Timer Elapsed
No
235-XS-960
No
WHRU Purge
Done?
Yes
WHRU CTRL
Damper Status
235-XS-554
or
235-XS-654
WHRU dampers
in By -Pass
position?
No
Yes
To Sh. 09
Figure 3 Crank
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1.4
IGNITION AND WARM-UP
Figure 4 - Ignition and warm-up
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1.5
ACCELERATION TO OPERATIVE SPEED
Figure 5 - Acceleration to operative speed

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1.6
COMPLETE SEQUENCE
Figure 6 - Complete sequence

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1.7
TURBINE SPEED CONTROL BY DCS
External
Sequences

Sequences
-Remote
-Auto
Master Selector
DCS
Manual selection by
DCS?
Remote manual
selection
No
Yes
LP Shaft speed controlled

by Load Sharing Controller
CCC
4TRACK
LSC tracking request (1)
(235-XS-806) = 1
60LC
(235-XS-0261AL)
DCS
Speed lower/raise
LP
Shaft speed controlled by
Raise/ Lower Commands
on DCS
TNR
(235-XS-0261)
To fuel Governor
CCC
LP shaft speed set point
CCC
TNR_EXT
(235-XA-808A)
Notes:
(1) Tracking request is active when
master selector is in MANUAL mode or in
REMOTE mode and DCS manual
selection is active, TR is active during
start-up, shutdown and stopped status.
(2) Range 4mA=70% LP speed demand;
20mA= 105% LP speed demand
Figure 7 Turbine Speed Control by DCS

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1.8
SHUTDOWN REQUEST
Figure 8 - Shutdown request
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1.9
SHUTDOWN SEQUENCE
Figure 9 - Shutdown sequence

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1.10 TRIP REQUEST

External
Sequences

Sequences
Trip
sequence
Master
Selector
- Remote
- Crank
- Fire
- Manual
- Auto
PESD
CESD-1, CESD-2
Customer ESD
signal
235-XS-700A
235-XS-700B
Customer
Trip?
YES
No
Trip from
HMI?
L
To Sh.6, 16
YES
L
To Sh. 6, 16
No
<5>
See Table 9
Trip from Auxiliaries
No
YES
Aux Trip?
No
Core Engine Trip?
Yes
To sh. 06, 16
No
End sequence
Figure 10 - Trip request
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1.11 TRIP SEQUENCE

External
Sequences

Sequences
From sh. 15
<5>
<5>
SIS
PESD
(CESD_ODP)
Depressurized trip
status
Yes
(235-XS-700 D)
(L4PV))
Trip with vent ?
PESD
Unit summary Trip

(L4T)
(CESD_OP)
Pressurized trip
status
No
OR
(235-XS-700 C)
-Solenoid valves (20HD-1), (20HD-2)

And (20VG-1) are opened
<6>
-L4=0
-Close fuel gas block valve (20FB-1B)

and open fuel gas vent valve (20FV-1B)
(1)
Open anti -surge valves and

Hot Gas Bypass Valve
From sh. 14
- Actuate 20LF-1 to close
liquid fuel shut -off valve
(VS-1)
Throttling valves close

following pressure ratio
control action till TNL
reaches 20% of speed
CCC
- Position liquid fuel recirculation valve

(235 -XV-5016 ) to drain liquid fuel to tank
- Actuate 65FP-1 to drain liquid fuel to tank
- Stop PF -1
CCC
Is liquid fuel
selected ?
Yes
DCS
Close Process Isolation valves
Throttling valves
close following a
steady ramp
AND
No
4TXT_O-1 (235-XS-800D)
Train ESD
notification to ASC
~(ASC_RUN)
A/S controller
disabled
(235 -XS-837)
CCC
~(LS_RUN)
Load sharing
controller disbled
Process
valve close
permissive
<6>
LP shaft at
L14LR?
Ventilation Timer activated

Lube Oil Cooler timer activated
Yes
(235-XS-800L)
Note 5
CCC
~(TR)
(235-XS-806)
LSC tracking
request
NOTES:
(1) In case of one of the following trip :
- Fuel gas inlet pressure high high
- Emergency shutdown (depressurized )
from field
- Turbine compartment diff . pressure low
alarm after switch over
- ESD PB on panel pressed
Delay of 3
minutes
Ventilation timer
expired?
120 min
No
Open the Throttling

valve following a steady
ramp
SIS
Yes
Yes
Fuel gas block valve (20FB-1) and fuel

gas vent valve (20FV-1) will be
de-energized
(2) For all other trip conditions than
those shown in note (1)
Yes
No
Lube Oil cooler timer

expired?
180min
No
-Lube oil Cooler system Stop
HP shaft min. operati ve

Speed lesser than
92.5%
(77NH-13)
-Ventilation System Stop

4BA-1B, 4BA-2B
(3) Close after 5 hours or during start -up

when HP MOS is reached
(4) If Aux . Lube Oil Pump is not
available, the Emergency Lube Oil
Pump motor is started from the
cooldown sequence circuit card located
in a EExD box , which is an unit of DCP ,
upon detection of Lube oil header
Pressure low signal from MarkVIe (235XS-857) (63QL)
(5)The logic is applicable only if the
second unit is running
Yes
End
-Open fuel gas vent valve (20FV-1)
(2)
- Auxiliary lube oil pump motor activated

(4QA-1A).
- Open B /N cooling air valve (20NCP-1) (3)
(4)
End
M
To sh. 17
Figure 11 - Trip sequence

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1.12 COOLDOWN SEQUENCE
Figure 12 - Cooldown sequence
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1.13 ONLINE WATER-WASH
Figure 13 Online Water-wash
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1.14 OFFLINE WATER-WASH
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Figure 14 Offline Water-wash

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2 STATUS DEFINITION
2.1
AUXILIARIES START READY
Table1 Ready to start from Other Systems

LOG
IC
SOFTWARE TAG
JOB TAG(GE TAG)
L33as1_o
235-ZSH-5401A
L33as2_o
235-ZSH-5402A
L33as3_o
235-ZSH-5403A
NOT
l86asc
(XS-807) 86AS
NOT
L86ASC_FLT1
-
NOT
L86ASC_FLT2
-
NOT
NOT
NOT
L86ASC_FLT3
l86ls
l86asc_ps
(XS-808-B) 86LS
-
L3COMM_IO
NOT
NOT
NOT
l86ps1
l86ps2
l86psfg
NOT
NOT
NOT
l86psf
l86ps3
l80x
NOT
l30ra
(XS-601-A) 86PS-1
(XS-601-B) 86PS-2
(XS-602) 86PS-FG
(XS-603) 86PS-FIELD
(XS-610) 86PS-3
(XS-207) DCP-80X
XS-206-A(DCP-30RA)
NOT
l30rb
XS-206-B(DCP-30RB)
NOT
ldcp_bad
XS-208-A (DCP-BAD)
235-XS-863 (-)
235-XS-864 (-)
NOT
NOT
NOT
l86vmn
NOT
l86tm
NOT
l86cr
NOT
l33cp_c
(XS-515-L) 86CR
235-XS-5265I (33CP-I)
NOT
l86fg
(YS-402-F) 86VM
(YS-451-F) 86TM
DESCRIPTION
SYSTEM
Anti-surge control valve

open position-ASV 1
open position- ASV 2
open position-ASV 3
Anti-surge
controller
fault
1 position failure
2 position failure
3 position failure
Master controller fault
ASC
power
supply
failure alarm
MKVIe IO pack
communication OK
24Vdc Bus 1 failure
24Vdc Bus 2 failure
Fire Fighting 24Vdc Bus
failure
Field 24Vdc Bus failure
110Vdc Bus failure
Minimum battery voltage
alarm
DCP
rectifier
A
common alarm
DCP
rectifier
B
common alarm
DCP-battery
A
discharging
GROUND FAULT +
GROUND FAULT Vibration monitor
common fault alarm
Temperature monitoring
fault
Cranking motor
protective lock-out
Fire fighting Inergen
discharge valve closed
F&G system fault alarm
Process (ASC)
TITLE:
DOCUMENT CODE
SOM6629741
Process (ASC)
Process (ASC)
Process (ASC)
Process (ASC)
Process (ASC)
Process (ASC)
Process (MCP)
Misc-ASC
Misc-MarkVIe
Misc-PS
Misc-PS
Misc-PS
Misc-PS
Misc-PS
Misc-DCP
Misc-DCP
Misc-DCP
Misc-DCP
Misc-DCP
Misc-DCP
Misc- BN3500 VIB
Monitor
Misc- BN3500
TEMP Monitor
Misc- Starting
Motor
Fire Fighting
monitor
Fire Fighting
monitor
REVISION
6
SECURITY CODE
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NOT
L71GFH_W
235-LIT-5339A/B/C
(71GF-2/3/4A)
OR,
235-LIT-5343A/B/C
(71GF-2/3/4B)
L3TV_RS <6>
l33tv2_1o,
l33tv2_2o,
l33tv2_3o
(2oo3 voting logic) <6>
l33tv3_1o,
l33tv3_2o,
l33tv3_3o
235-ZSH-5333AA,
235-ZSH-5333AB,
235-ZSH-5333AC
235-ZSH-5333BA,
235-ZSH-5333BB,
235-ZSH-5333BC
Fuel gas scrubber level

high alarm
3MCL throttling control

ready to start <6>
3MCL second stage
side stream throttling
valve opened
3MCL third stage side
stream throttling valve
opened <6>
TITLE:
DOCUMENT CODE
SOM6629741
DCS
Throttling valves
<6>
Throttling valves
<6>
REVISION
6
SECURITY CODE
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Table2 Ready to start from Auxiliaries

LOGIC
NOT
NOT
SOFTWARE
TAG
L71QL_W
l27qel
L26qn_W
JOB TAG(GE TAG)
DESCRIPTION
SYSTEM
235-LIT-5386A (96QL1)
XS-851-B (49QE)
Lube oil tank level low alarm

Lube oil emergency pump
fault
Lube oil tank temperature
normal
Hydraulic protective trouble
Hydraulic ratchet pump
overload alarm
Hydraulic ratchet pump
under-voltage alarm
Turbine compartment outlet
temp high alarm
Turbine enclosure ventilation
inlet damper open
outlet damper#1 open
Coupling compartment outlet
temperature high alarm
Fuel gas vent valve closed
Lube oil
Lube oil
NOT
NOT
SIS1.L86HD
l49hr1a
235-TE 5388AA
(LT-OT-1)
XS-200-O (49HR-1)
NOT
L27hr1a
XS-200-U (27HR-1)
NOT
L26BA-1
235-TE-5541A1/A2/A3
(TT-BA-2A/B/C)
235-ZSH-5542A (33ID-1)
l33ido
Note1
l33odo1 Note1
l33odo2 Note1
l33odo3 Note1
NOT
L26BA
l33vg2_c
NOT
L63FGH_W
NOT
FPG2H_W
l33cp
235-ZSH-5543A (330D1)
235-ZSH-5544A (330D2)
235-ZSH-5545A (330D3)
235-TE-5542A1/A2/A3
(TT-BA-3A/B/C)
235-ZSL-5309A
(33VG-2)
235-PIT-5303A (96FG-1)
235-PIT-5305A1/A2/A3
(96FG-2A/B/C)
235-ZSH-5565A (33CP1A);
235-ZSH-5566A (33CP1D)
Lube oil
Control oil
Hydraulic ratchet
Hydraulic ratchet
Enclosure
ventilation
Enclosure
ventilation
Enclosure
ventilation
Enclosure
ventilation
Enclosure
ventilation
Enclosure
ventilation
Fuel gas system
Fuel gas pressure high alarm
Fuel gas system
Inter-valve fuel gas pressure

high
Fire fighting Inergen
discharge valve open
Fuel gas system

Fire Fighting skid
system
Note1: This permissive to start is enabled if Water Wash On function is not selected on the HMI (L43BW is false).
Table3 Ready to start from SIS
LOGIC
NOT
SOFTWARE
TAG
l45ht2a
NOT
l45ht1a
NOT
l45hfa
JOB TAG(GE TAG)

235-AE-5542A1/2/3 (45HD2A/B/C)
235-AE-5541A1/2/3 (45HD1A/B/C)
235-AE-5529A1/2/3 (45HF1/2/3)
l33dtcNote1
NOT
L86MP
235-ZSL-5541(33DT)
-
DESCRIPTION
Turbine enclosure gas
detected alarm
Accessory comp. gas
detected alarm
Turbine inlet air filter gas
detected alarm
Enclosure access door
closed
Master protective lockout
TITLE:
DOCUMENT CODE
SOM6629741
SYSTEM
SIS
SIS
SIS
SIS
SIS
REVISION
6
SECURITY CODE
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NOT
NOT
NOT
NOT
NOT
NOT
NOT
NOT
(L86VG-1)
L20FDX
L86OSP_AL
M
L28FD_FLT
(L86FB)
(L86FV)
L30FORCED
_SIS
L86BT1_ALM
L86BT2_ALM
L86BT3_ALM
L30LOCKED
_SIS
l33af1c
NOT
NOT
NOT
SIS forced signal detected
Turbine compart. /ambient.

Diff. Press. TX-1/2/3 fault
SIS CPU locked active
235-ZSL-5529A (33AF-1)
235-ZSL-5319A (33ED-1)
l86splc
L63BT_FLT
Inter-valve gas unit rate

mismatch
Fuel gas stop valve ctrl
signal on safety
YPRO overspeed
configuration incorrect
Flame detected without
fuel on
Off-skid shutoff valve
position mismatch
Off-skid bleed valve
position mismatch
SIS
SIS
SIS
SIS
SIS
SIS
SIS
SIS
SIS
Turbine inlet air filter

inspection. door closed
Combustion Wrapper
Drain valve closed
Safety system fault
Turbine Compartment
Differential Pressure
transmitter fault
SIS
SIS
SIS
SIS
Note1: This permissive to start is enabled if Water Wash On function is not selected on the HMI (L43BW is false).
TITLE:
DOCUMENT CODE
SOM6629741
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2.2
AUXILIARIES START PASSED
Table 4 Start Passed

LOGIC
SOFTWARE
TAG
L3PSP
l52qa
NOT
L63QA2L_W
NOT
L63QAL_W
L3QE_TEST
NOT
L63HQ1L_W
l52hq
l52bt1
OR
l52bt2Note2
NOT
L63BT_W
Note2
JOB
TAG)
TAG(GE
XS-100-I (52QA-1)
235-PIT-5433
A1/2/3
235-PIT-5391A
(96QA-1)
235-PIT-5414A
(96HQ-1)
XS-104-I (52HQ-1)
XS-812-I (52BA-1)
OR,
XS-813-I (52BA-2)
235-PDIT5541A1/2/3 (96SV1A/B/C)
L3TV_SP <6>
DESCRIPTION
SYSTEM
Process start passed

Lube oil auxiliary pump
running
Lube oil header pressure
low alarm
Lube oil pump discharge
pressure low alarm
test passed
Hydraulic oil pressure low
alarm
Hydraulic oil aux pump
running
Turbine-enclosure
ventilation fan #1 running
OR,
Turbine-enclosure
ventilation fan #2 running
Turbine compartment diff.
press low alarm
3MCL throttling
start passed <6>
Lube oil
Lube oil
Lube oil
Lube oil
Hydraulic oil
Hydraulic oil
Enclosure ventilation
Enclosure ventilation
control
Note2: This permissive to start is bypassed if Compressor/turbine Water Wash Control function is selected (L83BW is true).
TITLE:
DOCUMENT CODE
SOM6629741
REVISION
6
SECURITY CODE
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2.3
AUXILIARIES CRANK READY
Table 5 Ready to Crank from auxiliaries

LOGIC
NOT
SOFTWAR
E TAG
L3PRC
L71QL_W
l52qa
NOT
NOT
L63QA2L_
W
L63QAL_W
L26QN_W
NOT
NOT
L63HQ1L_
W
l52hq
L26FGL_W
l33vg2_c
Note3
NOT
L63FGL_W
Note3
JOB TAG(GE TAG)
DESCRIPTION
SYSTEM
Process ready to crank

Lube oil tank level low
alarm
Lube oil auxiliary pump
running
Lube oil header pressure
low alarm
Lube oil pump discharge
pressure low alarm
Process
Lube oil tank temp normal
Lube oil
235-LIT-5386A (96QL1)
XS-100-I (52QA-1)
235-PIT-5433 A1/2/3
235-PIT-5391A (96QA1)
235-TE-5388AA (LTOT-1)
235-PIT-5414A (96HQ1)
XS-104-I (52HQ-1)
235-TE-5306AA
(TG-FG-1)
235-ZSL-5309A (33VG2)
235-PIT-5303A (96FG1)

alarm
running
Fuel gas temp low alarm
Master selector in crank
position
Fuel gas
alarm
pressure
low
AND
Off-skid gas
vent valve
closed Note3
L3TV_RC
<6>
Lube oil
Lube oil
Hydraulic oil
Hydraulic oil
Fuel gas
Fuel gas
Fuel gas
Fuel gas
Off-skid gas
shut-off
valve open
Note3
Lube oil
(33FB-O)
AND
(33FV-1)
Process valve
crank position
ready
3MCL Throttling
ready to crank <6>
to
control
Note3: This permissive to start is bypassed if Compressor/turbine Water Wash Control function is selected (L83BW is true).
TITLE:
DOCUMENT CODE
SOM6629741
REVISION
6
SECURITY CODE
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2.4
AUXILIARIES FIRE READY
Table 6 Ready to Fire from auxiliaries

LOGIC
NOT
SOFTWARE
TAG
L3PURGE_RF
L63HQ1L_W
NOT
NOT
L43BW
L83BW
NOT
L63FGL_W
NOT
L26FGL_W
l33vg2_c
JOB
TAG(GE
TAG)
235-PIT-5414A
(96HQ-1)
235-PIT-5303A
(96FG-1)
235-TE-5306AA
(TG-FG-1)
235-ZSL-5309A
(33VG-2)
DESCRIPTION
SYSTEM
HRSG ready to fire

alarm
Water-wash on selected
Turbine/compressor
water
wash control
Process
Hydraulic oil
Fuel gas pressure low alarm
Fuel gas
Fuel gas
alarm
Fuel gas
temperature
low
Water-wash
Water-wash
Fuel gas
TITLE:
DOCUMENT CODE
SOM6629741
REVISION
6
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2.5
AUXILIARIES LOAD READY
Table 7 Ready to load from auxiliaries

LOGIC
SOFTWAR
JOB
TAG(GE
E TAG
TAG)
L3PRL
NOT
l52qa
XS-100-I (52QA-1)
l72qez
XS-851-A (52QE-1)
NOT
L52hq
L3TV_RL
<6>
XS-104-I (52HQ-1)
DESCRIPTION
SYSTEM
Process ready to load

Lube oil aux pump running
stopped
running
3MCL throttling control ready
to load <6>
Process
Lube oil
Lube oil
Hydraulic oil
TITLE:
DOCUMENT CODE
SOM6629741
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2.6
SHUTDOWN
Table 8 Shutdown from auxiliaries
LOGIC
SOFTWARE
JOB
TAG(GE
TAG
TAG)
L94PSHD
L63TF
235-PDIT5531A1/2/3
(96TF-1A/B/C)
L30WSA4_ALM 235-TE-5382/A1
(TT-WS1AI-1)
OR
235-TE-5382/A2
(TT-WS1AI-2)
OR
235-TE-5379/A1
(TT-WS1FI-1)
OR
235-TE-5379/A2
(TT-WS1FI-2)
OR
235-TE-5380/A1
(TT-WS2FI-1)
OR
235-TE-5380/A2
(TT-WS2FI-2)
OR
235-TE-5381/A1
(TT-WS2AI-1)
OR
235-TE-5381/A2
(TT-WS2AI-2)
DESCRIPTION
SYSTEM
Process shut-down command
Process
Turb inlet filter diff. press. High

vot. Shutdown logic
Inlet and Filtration

Wheel-space
Wheel-space shutdown logic
TAH-208
TAH-211
Wheel-space temperature high
Note4
TAH-212
alarm
TAH-213
235-TEAtomizing air temperature high
5458/A1A/2A/3A
high shutdown
(AAT-1A/B/C)
235-TITLiquid Fuel Temperature low
5313A1/A2/A3
low
XS_652-IF
Fire Fighting Input fault normal
(86FF_SD)
shutdown
Note4: Shutdown is started if wheel-space temperature is high for 24 hours
Wheel-space
Atomizing air
Liquid Fuel System

Fire Fighting System
TITLE:
DOCUMENT CODE
SOM6629741
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2.7
TRIP
Table 9 Trip from auxiliaries
LOGIC
SOFTWARE
TAG
JOB TAG(GE TAG)
DESCRIPTION
SYSTEM
235-TE-5510A1/2/3
Front panel ESD push button

(depressurized trip)
Turbo unit emergency
shutdown button (depressurized
trip)
Turbo unit emergency
shutdown button (depressurized
trip)
3MCL1006 compressor primary
vent pressure (depressurized
trip)
Nitrogen gas header pressure
low low
3MCL1006 primary vent
pressure (depressurized trip)
3MCL1006 Buffer gas Temp
low low. (depressurized trip)
3MCL1006 surge trip
ASC
L26QT_ALM
235-TE-5459A1/2/3
(LT-TH-1A/B/C)
Lube oil header temperature

high voting trip logic
Lube Oil
L63QT_ALM
235-PIT-5433 A1/2/3
Lube oil pressure low voting trip

aux. logic
Lube Oil
L63QV_ALM
235-PDIT-5387A1/2/3
(96QV-1A/B/C)
Lube oil tank pressure high

voting trip logic
Lube Oil
(5ESD-1A)
L5LESD1
235-HS-5554A
(5ESD-1)
L5LESD2
235-HS-5553A
(5ESD-2)
235-PDIT-5504A1/2/3
235-PIT-5495A1/2/3
235-PDIT-5505A1/2/3
(L26TYRT)
(L63SDT)
L4QE_TRP
L63CO_TRP
L3SMTX
235-PIT-5421A1/2/3
(96HG-1A/B/C)
235-TE-5541A1/2/3
(TT-BA-2A/B/C)
L26BT_ALM
L4BTLOSS
L71GFHT1
L71GFHT2
L4CETRIP
(4ST)
235-TE-5542A1/2/3
(TT-BA-3A/B/C)
235-PDIT-5541A1/2/3
(96SV-1A/B/C)
235-LIT-5339A1/2/3
(71GF-2/3/4 A)
235-LIT-5343A1/2/3
(71GF-2/3/4 B)
-
(L4PV)
(L4T)
Lube oil emergency pump trip

logic
Control oil header pressure low
voting trip logic
Starting motor trip logic
Enclosure Turbine
Enclosure Turbine
Seal Gas System

Seal Gas System
Seal Gas System
Seal Gas System
Lube Oil
Control Oil
Hydraulic
GT compartment internal
temperature high trip
Ventilation System
Enclosure loss of ventilation trip
Ventilation System
Fuel gas scrubber A level HH

trip
Fuel gas scrubber A level HH
trip
Core Trip
Cumulative safety trip to MKVIe
Depress. trip Notification from
MKVIe
Trip Notification from MKVIe
Fuel Gas
Scrubber
Fuel Gas
Scrubber
UCS
SIS
TITLE:
DOCUMENT CODE
SOM6629741
UCS
SIS
SIS
REVISION
6
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235-ZT-5433A1/2/3
235-XT-5433A1/A2
235-XT-5434A1/A2
235-TE5439A1A/2A//3A
235-TE5440A1A/2A/3A
L6FGEX
L3SFLT
L45FTT
L4TV_TRIP
<6>
235-SE-5361A1/2/3
(77NH-13)
235-SE-5363A1/2/3
(77NL-13)
235-TE-5376A1 to
235-TE-5376A13
(TT-XD-1 to TT-XD13)
235-PDIT5367A1/A2/A3
(96EA-1A/B/C)
235-BE5361A1/A2/A3/A4
(28FD-2/3/10/11)
XS-700-A (CESD-1)
XS-700-B (CESD-2)
235-TE5458A1A/2A/3A
XS-657-T
235-XS-0260
Axial Displacement of
Compressor bearings High High
Radial Vibration on Compressor
bearings High High
Radial Vibration on Compressor
bearings High High
Thrust bearing temperature
high high
Thrust bearing temperature
high high
SIS fuel gas flow excessive trip
(only during start-up)
HP Shaft Speed Safety
System
LP Shaft Speed Safety
System
BN 3500 (Vib)
BN 3500 (Vib)
BN 3500 (Temp)
BN 3500 (Temp)
Fuel Gas
Control &
Protection
Control &
Protection
Exhaust Thermocouple
Control &
Protection
Exhaust Duct Back Pressure
Control &
Protection
Loss of flame detected
Control &
Protection
Customer ESD Signal

Customer ESD Signal
Control system fault
Atomizing Air Cooler Discharge
Temp low low
Fire detected trip
Fuel Gas Scrubber System Trip
PESD
PESD
UCS (Mark VIe)
Atomizing Air
Cooler
FF System
DCS
3MCL throttling control Trip <6>
TITLE:
DOCUMENT CODE
SOM6629741
BN 3500 (Vib)
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2.8
MAINTENANCE OVERRIDE IMPLEMENTATION DESCRIPTION
Following is a functional description of the implementation for maintenance overrides required for single (1oo1)
trip input devices to the MKVIe system.
Maintenance override shall be enabled by operator from HMI.
When the MKVIe receives the MOS enable signal from HMI, the MKVIe logic enables this function. The number
of instruments under MOS will be transmitted to DCS via the DCS - MK VIe serial link.
The MKVIe HMI is configured with a Maintenance Override selection screen which shows all of the field devices
capable of being put on override. When the MKVIe receives the MOS enable signal from HMI, a transmitter
selected to be overridden can be selected on the MKVIe screen through password protection. Once the
transmitter input is selected, the trip from this input will be overridden in the logic and the MKVIe shown on HMI
GT MOS ON indication shown on the MKVIe HMI
This GT MOS ON indication should be maintained for the duration of the override.
The MKVIe logic includes an interlock such that only one trip input for voting function may be overridden at a
time (i.e. selection of a transmitter to override when another transmitter of the same voting function is already
on override shall not be possible).
While an input signal is on override, the trip function from that input will be temporarily inhibited for the duration
of the maintenance activity. However, the logic should be configured to allow the alarm functionality to remain
active during this time in order to allow testing of the device after maintenance and before removing the override
(i.e. before return to normal service).
A MOS repeating alarm is sent from the MKVIe to DCS via the serial link once every hour, to warn the plant
operations personnel that a transmitter is on override.
After confirmation that the individual device/signal is ready to be restored to normal operation, the MOS is
cancelled (override is removed) by removing the MOS from the individual instrument (not by resetting the MOS
switch). When the selector switch is moved to cancel the DCS will send a momentary MOS Cancel signal to
MKVIe via the serial link.
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3 OPERATION MODES SELECTION

Unit Operational Mode selection shall be performed by means of a software selector on UCS HMI called
MASTER SELECTOR. The following operational modes are defined:
OFF
CRANK
FIRE
AUTO
REMOTE
MANUAL
Only one mode can be selected or set at any time. Mode selection is possible only if the relevant permissive
conditions are met as indicated below.
Switching to AUTO and REMOTE is always possible; the only exception is the Off-Line Water Wash condition
that locks the selector in CRANK.
Switching from/to different modes is allowed only under specific conditions (see below paragraphs for details).
OFF MODE
OFF mode is automatically set upon system initialization (i.e. UCS power-up). Off Mode can only be selected by
the operator when the GT has come to a complete stop.
If the master selector is in OFF mode no kind of starting sequence can be run, because the machine is not
ready to start and any kind of start command is ignored.
CRANK MODE
In CRANK mode the engine is allowed to complete crank phase only, reaching purge/firing speed: all other
following sequencing phases can be then completed changing the Master Selector position. Switching to OFF is
possible before start up is initiated.
This Master Selector position also enables OFF LINE WATER WASH selection until start up is initiated
(pushing START button). In case of Off-Line Water Wash sequence activation no other following sequence can
be completed: Master Selector remains locked to Crank position until Water Wash sequence ends as a
consequence of a normal stop or trip command.
FIRE MODE
In FIRE mode the ignition phase is allowed, the turbine can reach the flame-on status and the sequence stops
to warm-up.
It is possible to switch back to CRANK only before firing and to OFF before start up is initiated.
AUTO MODE
In AUTO mode the complete start-up procedure can be executed, bringing centrifugal compressor at minimum
operating speed; after that load control are managed by external load set-point.
It is possible to switch back to FIRE only if warm up is not ended yet, to CRANK before firing, to OFF before
start up is initiated.
REMOTE MODE
REMOTE mode is equivalent to AUTO, but the start command is given by a remote system (i.e. the CMS) while
the stop command can be generated both remotely and locally.
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4 AUXILIARIES SEQUENCING
4.1 MINERAL LUBE OIL
4.1.1 DEVICE SUMMARY
DEVICE NAME
TL-1
PL-1
PL-2
PL-3
88QA-1
88QE-1
FL-1A/B
96QL1
LT-TH-1A
LT-TH-1B
LT-TH-1C
LT-BT1D
LT-BID
LT-B2D
LT-B3D
LT-B4D
------96QQ-1
96QA-1
LT-OT-1
96QV-1A/B/C
CUSTOMER TAG
C-235-001A-TK2
C-235-001A-P5
C-235-001A-P6
C-235-001A-P7
C-235-001A-P6-M
C-235-001A-P7-M
C-235-001A-F13A/B
235-LIT-5386A
235-TE-5459A1A
235-TE-5459A2A
235-TE-5459A3A
235-TE-5397A
235-TE-5398A
235-TE-5399A
235-TE-5400A
235-TE-5401A
235-PIT-5433A1
235-PIT-5433A2
235-PIT-5433A3
235-PDIT-5394A
235-PIT-5391A
235-TE-5388AA
235-PDIT-5087A1/A2/A3
DESCRIPTION
LUBE OIL TANK (ACCESSORY BASE)
MAIN LUBE OIL PUMP
AUXILIARY LUBE OIL PUMP
EMERGENCY LUBE OIL PUMP
AUXILIARY LUBE OIL PUMP MOTOR
EMERGENCY LUBE OIL PUMP MOTOR
LUBE OIL DUPLEX FILTERS
LUBE OIL TANK LEVEL
LUBE OIL HEADER TEMPERATURE
THRUST BRG. #1 DRAIN OIL TEMPERATURE
JOURNAL BRG. #1 DRAIN OIL TEMPERATURE
JOURNAL/THRUST BRG.#4 DRAIN OIL TEMP.
LUBE OIL HEADER PRESSURE
LUBE OIL FILTER DIFF. PRESSURE
LUBE OIL PUMP DISCHARGE PRESSURE
LUBE OIL TANK TEMPERATURE
LUBE OIL TANK PRESSURE
4.1.2 SOFTWARE DESCRIPTION

Auxiliary pump logic
Request during unit startup
During startup, if permissive from process is detected (tertiary seal header pressure not low), the auxiliary pump
starts when the turbine start sequence is activated. It continues to operate until the HP shaft reaches minimum
operating speed (L14HSX). From this point, the main mechanical lube oil pump will provide the necessary oil
pressure.
The pump can also be started if one of the following conditions is verified:
Process hydraulic oil request
Request during normal operation
When HP shaft is above minimum operating speed, the auxiliary pump starts if one of the following conditions is
verified for more than 2.5 s:
The lube oil header pressure is detected low by 235-PIT-5433A1, 235-PIT-5433A2, 235-PIT-5433A3
The lube oil pumps discharge pressure is detected low. (96QA-1 (235-PIT-5391A) ).
During normal operation, when auxiliary pump start is detected by 52QA-1 (XS-100-I), alarm is generated.
Stop during normal operation
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If, during normal operation, the pump has been started, detected by 52QA-1 (XS-100-I), the pump remains running
also if starting conditions are reset. Operator from HMI or from MCC can stop it manually.
Request during shutdown
After a unit shutdown, the auxiliary pump is started when the HP shaft decreases below the minimum operating
speed. The pump remains running till the cool down is completed (L62CD).
Manual control
If lube oil tank level is not detected low by 96QL1 (235-LIT-5386A ), auxiliary pump can be manually started. If
manual operation is de-selected, the pump return to automatic control and can be stopped as described above.
Emergency pump logic
The emergency pump provides lube oil pressure in case of failure of auxiliary pump. It is requested to run each
time the lube oil pressure is detected low by median value of 235-PIT-5433A1, 235-PIT-5433A2 and 235-PIT5433A3. The emergency pump actually runs if one of the following enabled conditions is detected:
During normal operation: after start passed (L4) or if GT shaft is detected moving.
During cool down: the first time slice (15 min) of cool down, the emergency pump is always enabled. Then it
is periodically enabled starting with ON period of length 30s and an OFF period of length 3 min. This mode
ends when cool down is ended (L62CD).
Once emergency pump has started, it stops when the pressure is detected normal by median value of 235-PIT5433A1, 235-PIT-5433A2 and 235-PIT-5433A3.
Alarms and trips
If emergency pump is detected running by feedback (72QE), alarm is generated.
If lube oil emergency pump overload is detected (49QE), alarm is generated

Lube oil alarm and trips
If lube oil header temperature LT-TH-1A (235-TE-5459A1A), LT-TH-1B (235-TE-5459A2A), LT-TH-1C
(235-TE-5459A3A) is detected higher than High Alarm threshold, alarm is generated.
If lube oil header temperature LT-TH-1A (235-TE-5459A1A), LT-TH-1B (235-TE-5459A2A), LT-TH-1C
(235-TE-5459A3A) is detected very high by voting trip logic, trip and alarm are generated.
If lube oil header pressure which is median of 235-PIT-5433A1, 235-PIT-5433A2 and 235-PIT-5433A3 , is
lower than the low threshold alarm is generated. Also alarm is generated after start-passed (L4) till cool
down end.
If lube oil header pressure is detected low low by 235-PIT-5433A1, 235-PIT-5433A2 and 235-PIT-5433A3
voting trip logic trip is generated. Also trip and alarm are generated if unit is running (L4).
If lube oil pumps discharge pressure is detected low 96QA-1 (235-PIT-5391A) , output is generated. Also
alarm is generated after start-passed (L4) till cool down end.
If lube oil filter differential pressure is detected high (96QQ-1 (235-PDIT-5394A) ) for more than 1 s,
alarm is generated
If lube oil tank level is detected high by 96QL1 (235-LIT-5386A) , alarm is generated.
If lube oil tank level is detected low by 96QL1 (235-LIT-5386A) , alarm is generated
If at least one bearing drain oil temperature is detected higher than its threshold, summarized alarm is
generated.
Cooldown
After the coast down, cooldown indicate the time period in which the lube oil is provided by using the auxiliary or
the emergency pumps.
Cooldown is enabled each time the flame is detected in combustion chamber (28FDX signal from MKVIe)
resetting cooldown timer.
Cooldown timer starts counting after a coast down as soon as the GT shaft is detected at zero speed (L14HR)
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(signal from MKVIe). Cooldown will be completed after 10 hours. Cooldown end is detected by signal L62CD
signal.
The VTR-1 valve is actuated on the base LT-TH-1A (235-TE-5459A1A), LT-TH-1B (235-TE-5459A2A), LT-TH1C (235-TE-5459A3A) signal; inside the software an internal PI controller is activated.
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4.2 OIL VAPOUR SEPARATOR

DEVICE NAME
PDS-1
QV-1
QV-2
CUSTOMER TAG
C-235-001A-F18
C-235-001A-BL2A
C-235-001A-BL2B
88QV-1
C-235-001A-BL2A-M
88QV-2
C-235-001A-BL2B-M
DESCRIPTION
MINERAL OIL VAPOUR SEPARATOR
MAIN VAPOUR EXTRACTOR
AUXILIARY VAPOUR EXTRACTOR
MAIN MINERAL OIL VAPOUR
SEPARATOR FAN MOTOR
AUXILIARY MINERAL OIL VAPOUR
SEPARATOR FAN MOTOR

Oil vapor separator fan sequence
Two vapor separator fan motors are provided: Fan selection (main, auxiliary) is done by HMI dedicated
pushbuttons, normally when both fans are stopped. Selection can be changed, also if main fan is running. At
changeover, the new selected main fan starts immediately; the deselected fan continues to run for 10 seconds,
then it is stopped.
This changeover sequence doesn't activate auxiliary fan running alarm.
If changeover is done when both fans are running or both are stopped, nothing changes except the selection.
Manual fans command
If all start permissive conditions are verified and all cutoffs conditions are not verified, each fan can be manually
started and stopped.
The main lube oil vapor separator fan motor is started when the flame is detected in the combustion chambers.
The fan continues to run until the cooldown sequence is completed (L62CD).
The fan is also started if the following conditions are all verified:
Lube oil heater ON command
Normal temperature in oil tank.
Oil vapor separator fan manual operation
When fan extractor is not required running, the lube oil vapor separator fan motor 88QV-1 can be manually
Lube oil tank pressure alarms and trips
If lube oil tank pressure is detected high 96QV-1A/B/C (235-PDIT-5087A1/A2/A3) , alarm is generated and the
auxiliary vapor separator fan motor is started.
If lube oil tank pressure is detected very high (trip level) by voting logic 96QV-1A/B/C (235-PDIT-5087A1/A2/A3)
, trip and alarm are generated.
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4.3
LUBE OIL HEATER

DEVICE NAME
23QT-1
23QT-2
23QT-3
CUSTOMER TAG
C-235-001A-H5A
C-235-001A-H5B
C-235-001A-H5C
49QT-1
235-TSHH-5385A
49QT-2
235-TSHH-5386A
49QT-3
235-TSHH-5387A
DESCRIPTION
LUBE OIL ELECTRIC HEATER
LUBE OIL HEATER CUT-OUT SIGNAL TO
MARKVIE
MARKVIE
MARKVIE

The unit its also equipped with 23QT1/2/3 lube oil heaters. The purpose of lube oil heater system is to provide
a correct viscosity of mineral lube oil acting on its temperature.
To provide heater start/stop commands, the system is equipped with the temperature element LT-OT-1 (235TE-5388AA) .
Heater cutout logic
Cutout conditions for lube oil heater on command auxiliary signal are listed below:
Lube oil tank level low 96QL1 (235-LIT-5386A)
Flame detected (L28FDX)
Over-temperature detected by all lube oil tank heaters temperature switches 49QT-1/2/3 (235-TSHH5385A/5386A/5387A)
Each heater is then singularly cutout if the relative switch 49QT-1/2/3 (235-TSHH-5385A/5386A/5387A)
detects over-temperature. Also, cutout signal is repeated to MCC namely 4QT1-1C (XS-126-C), 4QT2-1C (XS-127C), 4QT3-1C (XS-128-C) if one of the following conditions is detected:
Lube oil tank level low 96QL1 (235-LIT-5386A)

Over-temperature detected by the lube oil tank heater temperature switches 49QT-1/2/3 (235-TSHH5385A/5386A/5387A)
If over-temperature is detected by at least one lube oil tank heater temperature switches 49QT-1/2/3 (235TSHH-5385A/5386A/5387A) alarm is generated.
Heater control logic

If no cutout condition is active for the heater on, 23QT1/2/3 are started when the oil temperature is detected low by
the low threshold on LT-OT-1 (235-TE-5388AA) temperature value. They are stopped when the oil temperature is
detected moderate by the high threshold on LT-OT-1 (235-TE-5388AA). Between the two thresholds, 23QT-1/2/3
can be manually stopped down also by HMI pushbutton.
If manual command is active, 23QT-1/2/3 can be started and stopped manually by HMI pushbutton. Also, if manual
operation is active an alarm is generated.
If oil temperature is below a low low threshold, an alarm is generated. It inhibits the turbine start and crank.
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4.4
LUBE OIL WATER COOLER

---
DEVICE NAME
CUSTOMER TAG
235-TY-5459A
VTR-1
235-TCV-5459A
DESCRIPTION
VTR-1 THERMOSTATIC VALVE
CONTROL I TO P CONVERTOR
LUBE OIL THERMOSTATIC VALVE

Start-Up and Normal Operation
The Lube Oil Temperature Regulator Valve VTR-1 (235-TCV-5459A) is enabled to control (set point=55C) the
lube oil header temperature LT-TH-1A (235-TE-5459A1A), LT-TH-1B (235-TE-5459A2A), LT-TH-1C (235-TE5459A3A) at the beginning of the Start-up sequence, just after the Emergency Auxiliaries Check, and it is
disabled and close at the end of the cool-down subsequently to the stoppage of the Lube Oil Auxiliary Pump
88QA-1(C-235-001A-P6-M).
235-TCV-5459A (VTR-1) valve will be controlled by MKVIE through 4-20mA command to I/P converter 235-TY5459A.
Manual Operation
This is a One State Auxiliary, manual mode is not permitted at all.
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4.5 CONTROL OIL

DEVICE NAME
65NV-1
90TV-1
96TV-1
96TV-2
96NC-1
96NC-2
20HD-1
20HD-2
96HG-1A
96HG-1B
96HG-1C
CUSTOMER TAG
235-FCV-5424A
235-FCV-5425A
235-ZT-5425A1
235-ZT-5425A2
235-ZT-5424A1
235-ZT-5424A2
235-XX-5422A
235-XX-5423A
235-PIT-5421A1
235-PIT-5421A2
235-PIT-5421A3
DESCRIPTION
NOZZLE CONTROL SERVO VALVE
TURBINE IGV ACTUATION
TURBINE IGV POSITION
TURBINE IGV POSITION
TURBINE 2ND STAGE NOZZLES POSITION
TURBINE 2ND STAGE NOZZLES POSITION
CONTROL OIL TRIP
CONTROL OIL TRIP
CONTROL OIL HEADER PRESS.

Control oil pressure triple redundant transmitters validation (TMR)
Because of this is a critical loop, TMR architecture requires triple redundancy of measurements. The three
signals are median selected so that a single measurement failure is distinguished from system fails.
The selected value, A63HG_W, is used for succeeding elaborations.
If measurements spread is higher than maximum spread allowed K63HG_FLT for more than K63HGL_SENSR
(typically 2 s), alarm L63HGL_SENSR is generated.
Control oil pressure triple redundant switches (mixt) validation (TMR)
Starting at ignition phase during normal operation (L4=TRUE), if one of the three switches detects trip, but trip is
not detected for more than K63HGL_SENSR (typically 2 s), alarm L63HGL_SENSR is generated. In case of
mixt instrumentation, same logic apply with one switch reading substituted by condition L63HG1_L,
corresponding to the transmitter signal below trip level (K63HGT).
Control oil excessively low pressure (critical)
Excessively low pressure is detected:
Transmitters: 2oo3 voting of (L63HGL1_W, l26hg2l, l26hg3l).
If control oil pressure is detected excessively low, signal L63HGL is generated.
Also, trip L63CO_TRP is generated after ignition phase during normal operation (L4=TRUE) and alarm
L63HGL_ALM is generated starting at ignition (L2TVX).
The transmitters 235-PIT-5421A1/A2/A3 (96HG-1A/B/C) are wired to MarkVIeS and when 2oo3 sensors detect
a low-low condition, a trip condition is generated.
Trip system healthy monitoring
Fuel valves and variable geometries are driven to safe position by de-energizing 20HD-1 valve. This happens
immediately when a trip is detected or at flameout in case of shutdown.
The de-energizing of 20HD-1 must assure a rapid decrease of control oil pressure. If, elapsed one second from
a trip, control oil pressure is not below trip level K63HGT, alarm L86HD_ALM is generated and the unit
becomes not ready to start through L86HD latched signal resettable by master reset (L86MR1).
The actuation of the 20HD-1 and 20HD-2 is done from MarkVIeS
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4.6 HYDRAULIC OIL

DEVICE NAME
PH-1
PH-2
88HQ
FH1-1/2
96HQ-1
96HF-1
33HR-1
20CS-1
CUSTOMER TAG
C-235-001A-P2
C-235-001A-P3
C-235-001A-P3-M
C-235-001A-F8A/B
235-PIT-5414A
235-PDIT-5413A
235-ZSL-5419A
235-FV-5414A
DESCRIPTION
HYDRAULIC OIL MAIN PUMP
HYDRAULIC OIL AUXILIARY PUMP
HYDRAULIC OIL AUXILIARY PUMP MOTOR
HYDRAULIC OIL DUPLEX FILTERS
HYDRAULIC OIL HEADER LOW PRESSURE
HYDRAULIC OIL FILTERS HIGH DIFF. PRESS.
HYD. RATCHET VALVE POSITION CLOSED
HYD. RATCHET SELF-SEQUENCING VALVE

Auxiliary pump logic
Cutout condition
If lube oil header pressure is not detected normal by 235-PIT-5433A1, 235-PIT-5433A2 and 235-PIT-5433A3 , the
hydraulic pump requests described below are cutout.
When unit is stopped (L14HR), if the cutout condition is active for more than 10s from hydraulic pump start request,
alarm is generated.
When unit is running, if the cutout condition is active, alarm is generated.
In case of lube oil pressure low voting trip by 235-PIT-5433A1, 235-PIT-5433A2 and 235-PIT-5433A3 , cutout to
MCC is generated.
Request during unit startup
If cutout condition is not active, during startup the auxiliary pump starts when the turbine start sequence is activated.
It continues to operate until the HP shaft reaches minimum operating speed. From this point, the main mechanical
hydraulic oil pump will provide the necessary oil pressure.
Request during normal operation
When HP shaft is above minimum operating speed, if cutout condition is not active, the auxiliary pump starts if
Hydraulic oil pressure detected low by pressure transmitter 96HQ-1 (235-PIT-5414A) .
During normal operation when hydraulic pump start detected by 52HQ, alarm is generated.
Stop during normal operation
If during normal operation the pump gets started, detected by 52HQ, the pump remains running, also when the
starting condition is reset. Operator from HMI or MCC can stop it manually.
Request during shutdown
If cutout condition is not active, when a normal shutdown occurs, the auxiliary pump is started when the HP shaft
decreases below the minimum operating speed. The pump will keep running till the master relay (L4) is deenergized.
If emergency shutdown (trip) is detected, L4 drop down and consequently the hydraulic pump is not started.
Manual control
If cutout condition is not active, auxiliary pump can be manually started. If manual operation is deselected, the
pump return to automatic control and can be stopped as described above.
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Alarms logic
If hydraulic oil pressure is detected low by 96HQ-1 (235-PIT-5414A) , for more than 3s, alarm is generated. Alarm
is generated if all the following conditions are verified:
Above crank speed (L14HM)
After start passed and before shutdown (L4)
If hydraulic oil filter differential pressure is detected high by 96HF-1 (235-PDIT-5413A) for more than 1s, alarm is
generated.
4.7 STARTING
DEVICE NAME
33CS-1
20TU-1
88CR-1
PS-1
CUSTOMER TAG
235-ZSL-5481A
235-XX-5481A
C-235-001A-P8-M
C-235-001A-P8
DESCRIPTION
STARTING CLUTCH POSITION ENGAGED
TORQUE CONVERTER OIL DRAIN
STARTING MOTOR
CHARGE PUMP FOR TORQUE CONVERTER

Hydraulic ratchet interface logic
When the unit is ready to crank, hydraulic ratchet system energizes the starting clutch solenoid 20CS-1 (235FV-5414A) . If the starting clutch is not detected engaged within 10 seconds, alarm is generated.
The turbine shaft breakaway is helped by hydraulic ratchet system that is stopped as soon as shaft moves.
88CR-1 command permissive
Auxiliaries ready to crank
Loss of feedback event (~l52cr) elapsed from more than 20s, detected by 52CR-1 (XS-515-I) signal.
88CR-1 turn-on command logic
When starting clutch is detected engaged by 33CS-1 (235-ZSL-5481A) , cranking motor 88CR-1 is started
through 4CR-1A (X-515-R) signal.
If motor feedback from MCC 52CR-1 (XS-515-I) is not detected within 2 seconds, trip and alarm are generated
(sequence aborted).
If motor feedback is detected but HP shaft doesn't break away (L14HR) within 30 seconds, trip and alarm are
generated (sequence aborted).
Cranking speed logic
After shaft break away, when the minimum cranking speed is achieved, the torque converter oil drain valve
20TU-1 (235-XX-5481A) is opened, in order to reduce the torque and to maintain the specified speed to
accomplish purge, ignition and warm-up steps. Signal OPENING is enabled by L4 to avoid the opening of the
valve during coast down. The valve will be closed again after warm-up step completes, in order to have the
maximum torque for accelerating phase.
If motor feedback 52CR-1 (XS-515-I) or clutch engaged limit switch 33CS-1 (235-ZSL-5481A) signals are lost,
trip and alarm are generated. Alarm and trip are enabled below accelerating speed and are disabled above the
operative speed and in case of trip.
88CR-1 turn-off logic
After warm-up sequence, unit accelerates to full speed. At approx. 5060% of rating speed, the inversion of the
torque on starting clutch causes its mechanical disengagement (the turbine can sustain itself). This condition is
detected by 33CS-1 (235-ZSL-5481A) limit switch signal and the cranking motor is turned off.
The motor is anyway turned off if HP shaft speed is above self-sustaining speed (60%). and above operative
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speed. If starting clutch doesn't disengage when the HP shaft speed is above the minimum operating speed, trip
and alarm are generated.
Motor turn-off is also achieved if one of the following conditions is verified:
system trip
unit trip
unit shutdown
4.8 HYDRAULIC RATCHETING

DEVICE NAME
PH-3
88HR
FH-2
43HR
CUSTOMER TAG
C-235-001A-P4
C-235-001A-P4-M
C-235-001A-F9
235-HS-5409A
33HR-1
235-ZSL-5419A
20CS-1
235-FV-5414A
33CS-1
235-ZSL-5481A
DESCRIPTION
RATCHET PUMP
HYDRAULIC RATCHET MOTOR
HYDRAULIC RATCHET OIL FILTER
HYDRAULIC RATCHET PUMP MOTOR TEST
HYDR. RATCHET VALVE POSITION
CLOSED
HYDRAULIC RATCHET SELF SEQUENCING
VALVES
STARTING CLUTCH POSITION ENGAGED

The sequence described is used to describe ratchet pump motor (88HR) start command (4HR1) and starting
clutch engaging command 20CS-1 (235-FV-5414A) . The two ratcheting commands are generated at the same
time by the same logic. The clutch engaged is detected by limit switch 33CS-1 (235-ZSL-5481A) signal that cause
the cranking motor to start.
Push button 43HR (235-HS-5409A) is installed to provide manual start of motor 88HR.
Ratcheting commands cutout
Lube oil pressure low voting trip logic
HP shaft control speed signal loss
HP shaft above crank speed
Unit start-up ratcheting sequence
During the unit starting sequence, if no cutout and all permissive conditions verified, the ratcheting begin as soon as
the ready to crank is detected. It continues to operate until the HP shaft speed is detected.
Ratcheting cycles during cooldown
During a stop sequence, the ratchet pump is started 60 seconds after the HP shaft is detected at zero speed by
L14HR; independently from the state of, the pump remains running and rotating the shaft until the 33HR-1 (235ZSL-5419A) limit switch drop down delayed of 2s is detected. At this point the pump is kept stopped for 180 s, and
then the cycle is repeated. Cooldown ratcheting cycles are stopped when cooldown sequence is completed.
Manual ratcheting (Jogging)
When GT is stopped, a ratcheting cycle can be started manually (jogging) acting on the local push-button mounted
on the ratchet pump skid 43HR (235-HS -5409A) or by HMI push button. Note that the local push button has to be
closed for more than 2 s to activate the jogging command.
Usually jogging is required after cooldown: as lube oil header pressure low cutout condition (L63QT) is detected,
jogging command causes first the lube oil emergency pump starting, and then, when the cutout condition is reset, a
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jogging cycle.
As for cooldown ratcheting, a jogging cycle stops 2s after the drop down of hydraulic ratchet limit switch (33HR-1
(235-ZSL-5419A) )
Alarms, trips and monitoring
If, during cooldown ratcheting, limit switch (33HR-1 (235-ZSL-5419A) ) is not detected for 6 minutes, alarm is
generated. The alarm is disabled at the end of cooldown.
If ratcheting cycle is longer than 30s, alarm is generated.
If hydraulic ratchet motor overload is detected (49HR ), alarm is generated.
Hydraulic ratchet pump running is detected (72HR) for monitoring purposes.
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4.9
BEARING METAL TEMPERATURE
TURBINE BEARINGS

DEVICE NAME
BT-TA1-1A
BT-TI1-1A
BT-J1-1A
BT-J1-2A
BT-TA1-2A
BT-TI1-2A
BT-J2-1A
BT-J2-2A
BT-J3-1A
BT-J3-2A
BT-TA4-1A
BT-TI4-1A
BT-J4-1A
BT-J4-2A
BT-TA4-2A
BT-TI4-2A
CUSTOMER TAG
235-TE-5361AA
235-TE-5362AA
235-TE-5363AA
235-TE-5364AA
235-TE-5366AA
235-TE-5365AA
235-TE-5367AA
235-TE-5368AA
235-TE-5369AA
235-TE-5370AA
235-TE-5373AA
235-TE-5372AA
235-TE-5371AA
235-TE-5383AA
235-TE-5374AA
235-TE-5375AA
DESCRIPTION
CASE BEARING 1 TEMP (THRUST ACTIVE)
CASE BEARING 1 TEMP (THRUST INACTIVE)
CASE BEARING 1 TEMP (JOURNAL)

One element of each bearing metal RTD is wired to the Bently Nevada Temperature Monitoring System and the
temperature reading is compared to the alarm setpoint. If measured temperature of individual elements exceeds
its setpoint, individual alarm is generated.
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COMPRESSOR BEARINGS

DEVICE NAME
CUSTOMER TAG
---
235-TE-5433AA
---
235-TE-5434AA
---
235-TE-5435AA
---
235-TE-5436AA
---
235-TE-5439A1A
---
235-TE-5439A2A
---
235-TE-5439A3A
---
235-TE-5440A1A
---
235-TE-5440A2A
---
235-TE-5440A3A
DESCRIPTION
THERMOELEMENT ON COMPRESSOR
JOURNAL BEARING
JOURNAL BEARING
JOURNAL BEARING
JOURNAL BEARING
THRUST BEARING (ACTIVE)
THRUST BEARING (INACTIVE)

Alarm and Trip logic:
One element of each bearing metal RTD on the Compressor Journal Bearing (235-TE-5433AA, 235-TE5434AA, 235-TE-5435AA and 235-TE-5436AA) is wired to the Bently Nevada Temperature Monitoring
System and the temperature reading is compared to the alarm setpoint. If measured temperature of
individual elements exceeds its setpoint, individual alarm is generated.
For thermo elements on CC Thrust bearings Active side (235-TE-5439A1A, 235-TE-5439A2A and 235-TE5439A3A) as well as for CC Thrust bearings Inactive side (235-TE-5440A1A, 235-TE-5440A2A and 235TE-5440A3A) for HH temperature, Trip condition is initiated. The trip notification is sent to MarkVIe for time
stamping.
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4.10 ELECTRICAL TURNING GEAR SYSTEM

DEVICE NAME
TG-1
CUSTOMER TAG
C-235-001A-MA1
DESCRIPTION
ELECTRIC TURNING GEAR MOTOR

During turning sequence it is necessary to supply oil to bearings and nitrogen to tertiary seals.
In emergency condition due to a fault of AC system
If turning doesnt start within 20 min after AC Failure it is necessary to wait 48 hours before a new restart of
the unit;
In case of lack of lube oil to bearings and/or nitrogen to tertiary seals, turning sequence shall be inhibited
as far as problem on oil and/or nitrogen shall be solved.
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4.11 WHEELSPACES

DEVICE NAME
TT-WS1FI-1
TT-WS1FI-2
TT-WS1AI-1
TT-WS1AI-2
CUSTOMER TAG
235-TE-5379A1
235-TE-5379A2
235-TE-5382A1
235-TE-5382A2
TT-WS2FI-1
235-TE-5380A1
TT-WS2FI-2
235-TE-5380A2
TT-WS2AI-1
TT-WS2AI-2
235-TE-5381A1
235-TE-5381A2
DESCRIPTION
st
WHEEL SPACE TEMP. 1 STAGE FWD INNER #1
WHEEL SPACE TEMP. 1st STAGE FWD INNER #2
WHEEL SPACE TEMP. 1st STAGE AFT INNER #1
WHEEL SPACE TEMP. 1st STAGE AFT INNER #2
WHEEL SPACE TEMP. 2nd STAGE FWD INNER
#1
WHEEL SPACE TEMP. 2nd STAGE FWD INNER
#2
WHEEL SPACE TEMP. 2nd STAGE AFT INNER #1
WHEEL SPACE TEMP. 2nd STAGE AFT INNER #2

Alarms and Shutdown logic
There are single element thermocouples (TC) in each measurement location to monitor the wheel space
temperature. For each measurement section, the average temperature is calculated by the two TC.
If the average temperature exceeds the alarm level for more than 10s, a common alarm is generated.
If alarm level is reached continuously for more than 24 hours, alarm signal is generated and shutdown
sequence starts.
If the average temperature exceeds the shutdown level for more than 10s, a common alarm is generated that
cause shutdown sequence to start.
Water Wash Permissive
All of the average wheel space temperature values are compared against each other and the highest value is
selected. This value is then compared to a started threshold, to provide water wash permissive signal.
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4.12 SEISMIC VIBRATION

DEVICE NAME
CUSTOMER TAG
DESCRIPTION
39V-1A
39V-1B
39V-2A
39V-2B
235-VE-5361A1
235-VE-5361A2
235-VE-5362A1
235-VE-5362A2
HP SHAFT VIBRATION
HP SHAFT VIBRATION
LP SHAFT VIBRATION
LP SHAFT VIBRATION

The Seismic Vibration signals are wired to the BN3500 vibration monitoring system.
Alarm and trip logic
If one of sensor (39V-1A (235-VE-5361A1) 39V-1B (235-VE-5361A2), 39V-2A (235-VE-5362A1), 39V-2B (235VE-5362A2) ) reaches alarm level for more than 5s, alarm is generated.
If a sensor reaches trip level for more than 0.5s while a second sensor value is above alarm level, trip and
alarm are generated.
Inside each pair of sensors 39V-1A (235-VE-5361A1) 39V-1B (235-VE-5361A2) and 39V-2A (235-VE-5362A1),
39V-2B (235-VE-5362A2) ) , vibration differential calculation is done. If the differential is higher than a threshold
for more than 0.5s, alarm is generated.
In case of unhealthy or disabled sensors, the relative signals are discarded and alarm/trip logic is modified as
follows to maintain the reliability of operation (lowering availability):
One sensor faulty or disabled: nothing changes except that only the enabled and healthy signals are taken
into account. This is because of transmissibility of vibration between the two pairs: it assures that trip level
on the first pair is sensed at least at alarm level on the second pair.
Two sensors faulty or disabled: trip logic is based on only one sensor. If the two faulty or disabled sensors
belong to the same pair, shutdown signal L39VD2 and L39VD2_ALM alarm are generated
Trip notification is hardwired from BN to MarkVIeS.
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4.13 MAGNETIC SPEED PICK-UP
DEVICE NAME
DESCRIPTION
77NH-1
77NH-2
77NH-3
77NL-1
CUSTOMER
TAG
235-SE-5361A1
235-SE-5361A2
235-SE-5361A3
235-SE-5363A1
77NL-2
77NL-3
77HT-1
77HT-2
77HT-3
77LT-1
77LT-2
77LT-3
235-SE-5363A2
235-SE-5363A3
235-SE-5362A1
235-SE-5362A2
235-SE-5362A3
235-SE-5364A1
235-SE-5364A2
235-SE-5364A3
LP SHAFT MAGNETIC SPEED PICKUP WIRED (TO MARKVIES)

HP SHAFT MAGNETIC SPEED PICKUP WIRED (TO MARKVIES)


The median value of the magnetic pick-up signals for HP shaft 77NH-1(235-SE-5361A1), 77NH-2(235-SE5361A2) and 77NH-3(235-SE-5361A3) as well as the median value of the magnetic pick-up signals for LP shaft
77NL-1(235-SE-5363A1), 77NL-2(235-SE-5363A2) and 77NL-3(235-SE-5363A3) are sent to MarkVIe for
Turbine Control.
The median value of the magnetic pick-up signals for HP shaft 77HT-1(235-SE-5362A1), 77HT-2(235-SE5362A2) and 77HT-3(235-SE-5362A3) as well as the median value of the magnetic pick-up signals for LP shaft
77LT-1(235-SE-5364A1), 77LT-2(235-SE-5364A2) and 77LT-3(235-SE-5364A3) are sent to MarkVIeS and
upon detection of High-high condition the gas turbine is tripped.
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4.14 COMBUSTION CHAMBER FLAME DETECTOR
DEVICE NAME
28FD-2
CUSTOMER
TAG
235-BE-5361A1
DESCRIPTION
COMBUSTION CHAMBER FLAME DETECTOR
28FD-3
28FD-10
28FD-11
235-BE-5361A2
235-BE-5361A3
235-BE-5361A4


All 4 detectors 28FD-2 (235-BE-5361A1), 28FD-3 (235-BE-5361A2), 28FD-10 (235-BE-5361A3), 28FD-11
(235-BE-5361A4), are hardwired to MarkVIeS. If 3oo4 detectors do not detect flame inside the combustion
chamber, the Gas Turbine is tripped.
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4.15 INTERFACES WITH BENTLY NEVADA VIBRATION MONITORING SYSTEM

TURBINE BEARINGS

DEVICE NAME
XT-1X
XT-1Y
ZT-1
ZT-2
XT-2X
XT-2Y
XT-3X
XT-3Y
XT-4X
XT-4Y
ZT-3
ZT-4
XPL
CUSTOMER TAG
235-XT-5363A1
235-XT-5363A2
235-ZT-5361A1
235-ZT-5361A2
235-KT-5361A
235-XT-5364A1
235-XT-5364A2
235-XT-5365A1
235-XT-5365A2
235-XT-5366A1
235-XT-5366A2
235-ZT-5362A1
235-ZT-5362A2
235-KT-5362A
DESCRIPTION
NO CONTACT RADIAL VIBRATION (CASE BRG 1)
NO CONTACT AXIAL DISPLACEMENT (CASE BRG 1)
KEY PHASOR (CASE BRG 1)
KEY PHASOR (CASE BRG 4)

The NO Contact Radial Vibration, NO Contact Axial Displacement and Key phasor signals are all wired to
BN3500 Vibration Monitoring System.
Alarm Logic:
For high value of NO Contact Radial Vibration signals detected by any one of the sensors, a High alarm is
generated.
For high value of NO Contact Axial Displacement signal detected by any one of the sensors, a High alarm
is generated.
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COMPRESSOR BEARINGS

DEVICE NAME
CUSTOMER TAG
---
235-XT-5433A1
---
235-XT-5433A2
---
235-XT-5434A1
---
235-XT-5434A2
---
235-ZT-5433A1
---
235-ZT-5433A2
---
235-ZT-5433A3
DESCRIPTION
RADIAL VIBRATION PROBE ON
COMPRESSOR JOURNAL BEARING
AXIAL DISPLACEMENT PROBE ON
COMPRESSOR THRUST BEARING

The NO Contact Radial Vibration and NO Contact Axial Displacement signals are all wired to BN3500
Vibration Monitoring System.
Alarm and Trip logic:
Radial Vibration:
If 1oo2 probes [235-XT-5433A1 and 235-XT-5433A2] or [235-XT-5434A1 and 235-XT-5434A2]

detects vibration corresponding H setpoint, an alarm is generated. If vibration is HH then a Trip is
initiated and a notification is sent to MarkVIe for Time stamping.
If 2oo3 probes [235-ZT-5433A1, 235-ZT-5433A2 and 235-ZT-5433A3] detect axial displacement

corresponding HH setpoint, then a Trip is initiated and a notification is sent to MarkVIe for Time
stamping.
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4.16 EXHAUST TEMPERATURE
DEVICE NAME
CUSTOMER TAG
DESCRIPTION
TT-XD-1
TT-XD-2
TT-XD-3
TT-XD-4
TT-XD-5
TT-XD-6
TT-XD-7
TT-XD-8
TT-XD-9
TT-XD-10
TT-XD-11
TT-XD-12
TT-XD-13
235-TE-5376A1
235-TE-5376A2
235-TE-5376A3
235-TE-5376A4
235-TE-5376A5
235-TE-5376A6
235-TE-5376A7
235-TE-5376A8
235-TE-5376A9
235-TE-5376A10
235-TE-5376A11
235-TE-5376A12
235-TE-5376A13
EXHAUST TEMPERATURE
EXHAUST TEMPERATURE
EXHAUST TEMPERATURE
EXHAUST TEMPERATURE
EXHAUST TEMPERATURE
EXHAUST TEMPERATURE
EXHAUST TEMPERATURE
EXHAUST TEMPERATURE
EXHAUST TEMPERATURE
EXHAUST TEMPERATURE
EXHAUST TEMPERATURE
EXHAUST TEMPERATURE
EXHAUST TEMPERATURE

When the mean value of the Exhaust Thermocouples is greater than or equal to High value, a cumulative
alarm is generated.
When the mean value of the Exhaust Thermocouples is greater than or equal to High High value, a Trip is
initiated.
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4.17 EXHAUST DUCT BACK PRESSURE
DEVICE NAME
CUSTOMER TAG
DESCRIPTION
96EA-1A
96EA-1B
96EA-1C
235-PDIT-5367A1
235-PDIT-5367A2
235-PDIT-5367A3
EXHAUST DUCT BACK PRESSURE


When the median value of the three transmitters 96EA-1A (235-PDIT-5067A), 96EA-1B (235-PDIT5067B) and 96EA-1C (235-PDIT-5067C) reaches High threshold value an alarm is generated.
When the median value reaches High High threshold value a Trip of the GT is started.
This logic is implemented in MarkVIeS
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4.18 WATER WASH

DEVICE NAME
TW-1
23TW-1
88TW-1
PW-1
CUSTOMER TAG
C-235-001A-TK3
C-235-001A-H6
C-235-001A-P9-M
C-235-001A-P9
33ED-4
235-ZSL-5577A
20TW-1
20TW-2
235-XX-5578A
235-XX-5577A
DESCRIPTION
WASHING SOLUTION OF TANK
WASHING SOLUTION HEATER
WASHING SOLUTION PUMP MOTOR
WASHING SOLUTION PUMP
EXHAUST PLENUM DRAIN VALVE VA17-6
CLOSED
ON LINE WASHING WATER SUPPLY
OFF LINE WASHING WATER SUPPLY

On line water wash sequence
Cutout conditions
Turbine start sequence not ended
Compressor inlet temperature lower than the threshold 50F.
Selection logic
If all cut-out condition are not verified, on-line water wash is selected by HMI pushbutton.
Then, 3 seconds after the selection, the solenoid valve 20TW-1 (235-XX-5578A) is energized.
Water wash is de-activated (and solenoid valve 20TW-1 (235-XX-5578A) is de-energized) whenever on line
water wash is de-selected by pushbutton or a cut-out condition is verified.
Alarms
When the turbine start sequence is ended (L3), if the on line water wash pushbutton is selected while
temperature cut-out condition is verified, alarm is generated.
Off line water wash sequence

Cut-out conditions
Master selector not in CRANK mode
Selection logic:
If cut-out condition is not active, off-line water wash is selected by HMI pushbutton. If sequence is not already
active, off-line water wash is de-selected by HMI pushbutton.
Activation enabling conditions:
Master selector in CRANK mode
HP shaft zero speed detected
Off line water wash selected
Activation logic:
If activation-enabling conditions are all verified, the water wash sequence is activated when the unit is started.
Water wash cut-out:

Wheel spaces temperature high;
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Master protective signal dropped down

Flame detected
HP shaft below crank speed.
Water wash start:

If all cutout conditions are not verified and water wash sequence is activated, IGV open command is generated
and the cleaning solution intercept valve 20TW-2 (235-XX-5577A) is opened.
Water wash stop:
Once the water wash is started, it is stopped when the unit normal stop is detected.
Alarms:
When the water wash is selected, if wheel spaces temperature permissive is dropped down, alarm is generated.
Start permissive condition:
If limit switch 33ED-4 (235-ZSL-5577A) closed during starting sequence, alarm is generated and start
permissive inhibited. This logic is implemented in MarkVIeS.
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4.19 VENTILATION
DEVICE NAME
FNVF1/2
CUSTOMER TAG
C-235-001A-BL1A/B
88BA-1/2
C-235-001A-BL1A/B-M
33ID-1
33OD-1
33OD-2
33OD-3
TT-BA-2A
TT-BA-2B
TT-BA-2C
235-ZSH-5542A
235-ZSH-5543A
235-ZSH-5544A
235-ZSH-5545A
235-TE-5541A1
235-TE-5541A2
235-TE-5541A3
96SV-1A
235-PDIT-5541A1
96SV-1B
235-PDIT-5541A2
96SV-1C
235-PDIT-5541A3
TT-BA-3A/B/C
235-TE-5542A1/A2/A3
DESCRIPTION
VENTILATION FANS
MAIN & STAND-BY VENTILATION AIR FAN
MOTOR
VENTILATION INLET DAMPER OPEN
ACCESS. COMP. VENTILATION OUTLET OPEN
TURBINE COMP. VENTILATION OUTLET OPEN
COUPL. COMP. VENTILATION OUTLET OPEN
GT COMPART. INTERNAL TEMP
ENCLOSURE PRESSURE WITH RESPECT TO
ATMOSPHERIC PRESSURE
COUPL. COMP. INTERNAL TEMP.

The ventilation system has a dual fan configuration driven by motors 88BA-12. Under normal condition, only
one fan, chosen by the operator as main, is operating, while the other, the auxiliary, is off.
Limit switches are provided to monitor the compartments access doors fully close condition and also to monitor
the fire dampers fully open condition. Median value of 96SV-1A/B/C (235-PDIT-5541A1/2/3) detects low
differential pressure between inside and outside of Accessory-Turbine enclosure. These transmitters send the
signal to SIS. If low differential pressure is detected, ventilation fan switch-over takes place; if already switched,
shutdown of the GT occurs.
Temperature elements are utilized to control turbine compartment outlet temperature (TT-BA-2A (235-TE-5541
A1) / TT-BA-2B (235-TE-5541 A2) / TT-BA-2C (235-TE-5541 A3)) and (TT-BA-3A (235-TE-5542 A1) / TT-BA3B (235-TE-5542 A2) / TT-BA-3C (235-TE-5542 A3))
Ventilation Start permissive conditions:
Fire dampers fully open.
Ventilation cutout conditions:
Turbine enclosure fire detected trip, detected by fire-fighting system interface signal 45FTT ;
Turbine enclosure Inergen discharged trip, detected by fire-fighting system interface signal 63CPD
(generated inside FF .
In addition ventilation cut out signals are sent from SIS directly to MCC (4BA1_C, 4BA2_C). This redundancy
ensures that the fans do not operate during fire or extinguishing action of Inergen.
Main/Auxiliary selection and changeover
Fan selection is done by HMI dedicated pushbuttons, normally when both fans are stopped. Selection can be
changed, also if main fan is running. At changeover, the new selected main fan starts immediately; the
deselected fan continues to run for 10 seconds, then it is stopped.
This changeover sequence doesn't activate auxiliary fan running alarm.
If changeover is done when both fans are running or both are stopped, nothing changes except the selection.
If turbine compartment pressure detected by (96SV-1A/B/C (235-PDIT-5541A1/A2/A3)) is lower than the alarm
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threshold, then alarm is generated and ventilation fan is switched over from one to another. If already switched
then shutdown occurs.
This loop is wired to the SIS which generates command for the changeover.
Auxiliary fan start requests:
Turbine enclosure temperature high alarm;
Turbine enclosure gas detected alarm, detected by gas detection system interface signal 45HTA ;
(Gas Detection loop is in SIS).
Also, in operative condition, from L4 pick-up to two hours after flameout, the following start condition is active:
Accessory-Turbine compartment differential pressure low alarm, detected by median value of (96SV-1A/B/C
(235-PDIT-5541A1/A2/A3))
Main fan command:
Main fan starts as soon as turbine starting sequence is initiated if all conditions below are verified:
all start permissive conditions are verified
all cutoff conditions are not verified
Offline water wash not selected
Main fan stops if at least one of the following conditions is verified:
After ventilation operative period (120 min) after flameout.
After L4 drop down, can be manually stopped by HMI dedicated pushbutton.
Auxiliary fan command
Auxiliary fan starts if the conditions below are all verified:
at least one of auxiliary fan start request is verified
all cutoffs conditions are not verified
If no auxiliary fan start request is active, it stops when one of the following conditions is verified:
together with the main, after ventilation operative period
manually by HMI pushbutton
from MCC
Manual fans command
If all start permissive conditions are verified and all cutoffs conditions are not verified, each fan can be manually
Alarms and trips logic
If high temperature is detected by voting logic of sensors in turbine (TT-BA-2A (235-TE-5541 A1) / TT-BA2B (235-TE-5541 A2) / TT-BA-2C (235-TE-5541 A3)) and coupling compartment (TT-BA-3A (235-TE5542 A1) / TT-BA-3B (235-TE-5542 A2) / TT-BA-3C (235-TE-5542 A3)) alarm is generated.
If high high temperature is detected by voting logic of sensors in turbine (TT-BA-2A (235-TE-5541 A1) /
TT-BA-2B (235-TE-5541 A2) / TT-BA-2C (235-TE-5541 A3)) and coupling compartment (TT-BA-3A (235TE-5542 A1) / TT-BA-3B (235-TE-5542 A2) / TT-BA-3C (235-TE-5542 A3)) trip is generated.
The gas detectors in the accessory and turbine compartment ventilation outlet are wired to MarkVIeS. If
1oo3 detectors detect an LEL level of 5% an alarm is generated. During start-up, this results in an Inhibit
to Start condition. If 2oo3 detectors detect an LEL level of 10% a trip of the GT is activated.
There are 3 H2S detectors in the Accessory compartment that are hardwired to MarkVIeS. Upon
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detection of High value of H2S, an alarm is generated.
If at least one enclosure door is not closed alarm is generated. This signal is hardwired to the MarkVIeS.
If dampers are not fully open, detected by 33ID-1 (235-ZSH-5542A) , 33OD-1 (235-ZSH-5543) , 33OD-2
(235-ZSH-5544) and 33OD-3 (235ZSH-5545) , alarms are generated.
If both 88BA-1 and 88BA-2 feedback signals are off for more than 30 seconds, alarm and normal
shutdown are generated
Start permissive condition

Ventilation inlet damper open.
Turbine, coupling and accessory compartment ventilation outlet dampers are open.
If high temperature is detected by voting logic of sensors in turbine and coupling compartment in turbine
compartment inhibit to start condition is generated.
If high level of gas is detected by voting logic of gas detectors in turbine and accessory compartment in
turbine compartment inhibit to start condition is generated.
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4.20 INLET AIR FILTRATION

DEVICE NAME
88TA-1
88TA-2
88TA-3
TA-1
TA-2
TA-3
96TF-1A
96TF-1B
96TF-1C
33AF-1A
45HF-1
45HF-2
45HF-3
CUSTOMER TAG
C-235-001A-BL3A-M
C-235-001A-BL3B-M
C-235-001A-BL3C-M
C-235-001A-BL3A
C-235-001A-BL3B
C-235-001A-BL3C
235-PDIT-5531A1
235-PDIT-5531A2
235-PDIT-5531A3
235-ZSL-5529A
235-AE-5529A1
235-AE-5529A2
235-AE-5529A3
DESCRIPTION
DUST EXTRACTOR FAN MOTOR
DUST EXTRACTOR FAN
DUST EXTRACTOR FAN
DUST EXTRACTOR FAN
TURBINE AIR INLET FILTER PRESS. CTRL
INLET FILTER INSPECTION DOOR CLOSED
INFRA RED GAS DETECTORS

Alarms and trips logic :
If inlet air filter differential pressure is detected high by median value of 96TF-1A (235-PDIT-5531/A1) , 96TF-1B
(235-PDIT-5531/A2) and 96TF-1C (235-PDIT-5531/A3) for more than 2 s, alarm L63TF1_ALM is generated
If inlet air filter differential pressure is detected high high by voting shutdown median value of 96TF-1A (235PDIT-5531/A1) , 96TF-1B (235-PDIT-5531/A2) and 96TF-1C (235-PDIT-5531/A3) , shutdown signal and alarm
signals are generated.
In case of filter house inspection door closed detected by 33AF-1A (235-ZSL-5529A) , alarm is generated and
permissive to start is given. This logic is implemented by SIS.
If only one of the shutdown transmitter 96TF-1A (235-PDIT-5531/A1) , 96TF-1B (235-PDIT-5531/A2) and
96TF-1C (235-PDIT-5531/A3) detect high pressure for more than 60 s but the other two transmitters do not
detect trip condition, alarm is generated.
In case of pulse jet local panel failure detected 86PJ, alarm is generated.
There are 3 Infra-Red Gas Detectors at the Air Inlet. These detectors are wired to the MarkVIeS. If 1oo3
detectors detect an LEL level of 5% an alarm is generated. If 2oo3 detectors detect an LEL level of 10% a trip of
the GT is activated along with cut-out of the ventilation fans.
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4.21 FUEL GAS

DEVICE
NAME
96FG-2A
96FG-2B
96FG-2C
90SR
TG-FG-1
96FG-1
96SR-1
96SR-2
65GC
96GC-1
96GC-2
33VG-2
20VG-2
--96FG
FG-1
--FG-2
--96FG-1A
96FG-1B
20PG-1
20PG-2
20PG-3
33PG-1
33PG-2
33PG-3
33PG-4
96PG-1
CUSTOMER TAG
DESCRIPTION
235-PT-5305A1
235-PT-5305A2
235-PT-5305A3
235-FCV-5303A2
235-TE-5306AA
235-PIT-5303A
235-ZT-5303A1
235-ZT-5303A2
235-FCV-5304A2
235-ZT-5304A1
235-ZT-5304A2
235-ZSL-5309A
235-XX-5309A
235-PDT-5306A
235-PT-5305A
235-TE-5305A1B
235-TE-5305A1A
235-TE-5305A2B
235-TE-5305A2A
235-FIT-5305A1
235-FIT-5305A2
23-XX-5306A
23-XX-5308A
23-XX-5307A
235-ZSH-5306A
235-ZSL-5306A
235-ZSH-5308A
235-ZSL-5308A
235-PIT-5307A
33PV-2
235-ZSH- 5307A
FTG-1A
FTG-1B
96FTG
235-TIT-5339
235-TIT-5340
235-TIT-5341
INTER-STAGE FUEL GAS PRESSURE

FUEL GAS STOP/SPEED RATIO VALVE ACTUATION
FUEL GAS SUPPLY TEMPERATURE
FUEL GAS PRESSURE UPSTREAM VALVE
FUEL GAS STOP/SPEED RATIO VALVE POSITION
FUEL GAS STOP/SPEED RATIO VALVE POSITION
FUEL GAS CONTROL VALVE ACTUATION
FUEL GAS CONTROL VALVE POSITION
FUEL GAS CONTROL VALVE POSITION
WARM-UP LINE VENT VALVE STATUS (CLOSED)
WARM-UP LINE VENT VALVE
DIFFERENTIAL PRESSURE ACROSS FUEL GAS Y-STRAINER
FUEL GAS PRESSURE FOR INLET FLOW CALCULATION
FUEL GAS TEMPERATURE FOR INLET FLOW CALCULATION
FUEL GAS INLET FLOW TRANSMITTER
FUEL GAS INLET FLOW TRANSMITTER
PURGE VALVE 1 ACTUATION SOLENOID
PURGE VALVE 2 ACTUATION SOLENOID
PURGE LINE VENT ACTUATION SOLENOID
PURGE VALVE 1 OPEN CONDITION
PURGE VALVE 1 CLOSE CONDITION
PURGE VALVE 2 OPEN CONDITION
PURGE VALVE 2 CLOSE CONDITION
FUEL GAS PURGE LINE PRESSURE TRANSMITTER
LIMIT SWITCH TO INTER STAGE VENT VALVE OF FUEL GAS
NOZZLE PURGE LINE
FUEL GAS TEMPERATURE UPSTREAM OF HEATER
FUEL GAS TEMPERATURE UPSTREAM OF HEATER
FUEL GAS TEMPERATURE DOWNSTREAM OF HEATER

Following description is aplicable if Fuel-Gas mode is activated.
Vent valve control sequence:
Vent valve opening is enabled if the following conditions are all verified:
Water wash off-line not active (~L83BW)
Flame not detected (~L28FDX)
Ignition command not detected (~L2TVX)
After start passed (L4)
Conditions above select an enabling window between start passed and igniting events (see figure 1). Also,
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venting is disabled in case of off -line water wash sequence.

L4
L2TVX
L28FDX
Opening enabling window
Alarm enabling
Figure 1 - Vent valve enabling

If vent valve opening is enabled, open command (l20vg2) is generated if fuel gas temperature is less than
K26FGL_VG2 (typically 4F) above alarm threshold K26FGL. Then it closes again with a hysteresis of
K26FGL_VG2_H (typically 8F).
After an opening command (l20vg2), if valve is not open, detected by ~l33vg2_c, within 3s, alarm
L86VG2_ALM is generated.
After a closing command (~l20vg2), if valve is not completely closed, detected by l33vg2_c, within K20VG2_C
(typically 30s), alarm L86VG2_ALM is generated.
If valve is not completely closed, detected by ~l33vg2_c, alarm L33VG2_ALM is generated if at least one of
the following conditions is true:
Water wash off-line active (L83BW)
Ignition active (L2TVX)
Before start passed and after K20VG2_C seconds from loss of L4.
After flame detection and before 1.1 * K20VG2_C seconds after loss of flame (~L28FDX).
Conditions above select the complementary to the enabling opening window (see figure 1). Note that in case of
trip event before ignition, the alarm is also disabled during maximum closing time (K20VG2_C) to allow vent
valve to close.
Alarms logic
If the fuel gas pressure is low, detected by l63fgl, during ignition L2TVX or with flame detected L28FDX,
alarm L63FGL_ALM is generated.
If the fuel gas temperature ftg2 is lower than K26FGL (typically 86F) during ignition L2TVX or with flame
detected L28FDX, then alarm L26FGL_ALM is generated.
If the fuel gas temperature ftg2 is higher than K26FGH (typically 284F), alarm L26FGH_ALM is
generated.
If Differential Pressure across Fuel Gas Y- Strainer is found high detected by 235-PDT-5306A , then a
High alarm is generated.
Fuel Gas Heater Control Logic :

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Fuel Gas heater control will not be performed by Thyristor panels. The logic that would be followed to perform
the ON / OFF command for the heaters and the logic that must be considered during GT starting is:
Logic to be managed by DCS and MCC:
IF FE-5305A (unit 1) + FE-5305A (unit 2) > or = 3000 kg/h
AND
IF TIT5341 (96FTG) < + 4C
THEN: heater ON.
IF TIT- 5339 (FTG-1A) or TIT5340 (FTG-1B) > or = + 7C

OR
IF TIT- 5341 (96FTG) > + 90C
THEN: heater OFF.
Logic to be managed by MKVIe:
The interlock to the opening of SRV/GCV during GT starting procedure:
IF TIT5339 (FTG-1A) or TIT5340 (FTG-1B) > or = + 8C
AND
TG-FG-1 (235-TE-5306AA) is not low
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4.22 LIQUID FUEL

DEVICE NAME
F-001A/B
F-002
F-003
PF-1
88PF-1
23FL
PF-2
88PF-2
77FD-1
77FD-2
77FD-3
------96HF-2
96FL-1
CUSTOMER TAG
C-235-001A-F-10A/B
C-235-001A-F-11
C-235-001A-F-12
C-235-001A-P1
C-235-001A-P1-M
C-235-001A-H4
C-235-001A-P12
C-235-001A-P12-M
235-SE-5313A
235-SE-5314A
235-SE-5315A
235-TIT-5313A1
235-TIT-5313A2
235-TIT-5313A3
235-PDIT-5314A
235-PIT-5318A
65FP-1
235-FCV-5315A1
20LF-2
235-XX-5316A
---
235-LIT-5313A
---
235-TIT-5314A
DESCRIPTION
LIQUID FUEL DUPLEX FILTER
LIQUID FUEL FILTER DOWNSTREAM PUMP
LIQUID FUEL HYD OIL FILTER
LIQUID FUEL PUMP
LIQUID FUEL PUMP MOTOR
LIQUID FUEL HEATER
LIQUID FUEL DRAIN PUMP
LIQUID FUEL DRAIN PUMP MOTOR
LIQUID FUEL FLOW DIVIDER SPEED PICK-UP
LIQUID FUEL TEMP
LIQUID FUEL TEMP
LIQUID FUEL TEMP
LIQUID FUEL FILTER DIFF. PRESSURE
LIQUID FUEL PRESSURE
LIQUID FUEL SYSTEM CONTROL VALVE
REGULATING SERVO VALVE
LIQUID FUEL BYPASS VALVE ACTUATING
SOLENOID VALVE
LIQUID FUEL TANK LEVEL
LIQUID FUEL TEMPERATURE FEEDBACK TO
THYRISTOR CONTROL PANEL

In Liquid Fuel System the main pump PF-1 delivers the 100% liquid fuel to the skid.
The fuel valve 235-XV-5316A has two operating positions:
By pass position: It provides the liquid by-pass through the recycle piping.
Liquid fuel temperature is monitored by RTDs and transmitted to MarkVIe v.i.a. Temperature transmitters
235-TIT-5313A1 , 235-TIT-5313A2 and 235-TIT-5313A3 .
If liquid fuel temperature low condition is detected (235-TAL-5313) an alarm is generated and liquid fuel
heater is turned on and the fuel valve is set in the by-pass position. An inhibit signal for liquid system
starting and running is generated.
For liquid fuel temperature low-low condition (235-TALL-5313) , GT Normal Stop condition is activated.
Fuel supply position:

Liquid fuel temperature detected by 235-TIT-5314A is sent to MarkVIe, which generates a control signal
and sends to the Thyristor control panel to switch on/off the heater based on the feedback.
Upon attaining the correct temperature the fuel is allowed to flow to the combustor by actuation of the SOV
235-XX-5316A .
If low pressure is detected by 235-PIT-5318A (96FL-1), an alarm is generated and Inhibit Liquid Fuel
Starting and running condition is generated.
If differential pressure across Liquid Fuel Filters detected by 235-PDIT-5314A (96HF-2) is detected high,
an alarm is generated.
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The Liquid Fuel Heater control is performed by Thyristor Control Panel. Following feedback signals are
transmitted to MarkVIe from Thyristor Control Panel:
Liquid Fuel Temperature
Liquid Fuel Heater Cut-out status
Liquid Fuel Heater working/ ok condition
Fault Condition
In case of Thyristor Control Panel failure, electric heater will remain turned on until its own cut-off.
The liquid fuel flow is sensed by each individual speed sensors 77FD-1 (235-SE-5313A) , 77FD-2 (235-SE5314A) and 77FD-3 (235-SE-5315A) and transmitted to MarkVIe which perform Liquid Fuel Bypass valve
65FP-1 (235-FCV-5315A1) control to recirculate the liquid fuel back to Liquid Fuel Tank (C-235-001A-TK1)
If the liquid fuel tank (TK-1) level is detected high (235-LAH-5313A) by the level transmitter 235-LIT-5313A
then the pump PF-2 is started to pump the liquid fuel to liquid fuel storage tank. If the level transmitter
senses the level to be low (235-LAL-5313A) the pump PF-2 is stopped.
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4.23 FUEL TRANSFER
4.23.1 Fuel Splitter

In dual fuel Gas Turbine the FSR (Fuel Stroke Reference) is divided into two signals to provide dual
fuel operation. The two signals are FSR1 and FSR2. Typically FSR1 is for liquid and FSR2 is for
gas.
Fuel transfer sequence can be activated only when the START-UP COMPLETE SEQUENCE flag is
satisfied.
4.23.2 Fuel Transfer (Liquid to Gas)

If the unit is running on liquid operator interface GAS target is selected, the following sequence of
events will take place:
1. FSR1 will remain at initial value but FSR2 will step to a value slightly greater than zero. This will
open the gas control valve slightly to bleed down the inter valve volume, P2. This is done in case a
high pressure has been entrapped. The presence of a pressure higher than that required by the
speed ratio controller would cause slow response in initiating gas flow.
2. After a time delay to bleed down P2 and fill the gas supply line, the software program ramp the
fuel commands at a rate programmed to a complete transfer.
3. As transfer progress, FSR1 will be reduced and FSR2 will increase at the programmed ramp rate.
When the transfer is complete, 235-XX-5316A solenoid valve switches 235-XV-5316A to recycle
position.
4.23.3 Fuel transfer (Gas to Liquid)

When transfer from gas to liquid is initiated, the liquid fuel pump clutch is engaged, energizing the
liquid fuel trip valve opens the liquid fuel stop valve, and the liquid purge is shut off.
Transfer from gas to liquid is essentially the same sequence as previously described except that gas
and liquid fuel command voltages are interchanged. For instance, at the beginning of a transfer
FSR2 remains at its initial value, but FSR1 steps to a value slightly greater than zero. This will
command a small liquid fuel flow. If there has been any fuel leakage past the check valves, this will
fill the liquid fuel piping and avoid any delay in delivery at the beginning of the FSR1 increase.
When transfer to total liquid is completed, a logic signal will close the gas fuel stop valve by deenergizing the gas fuel trip valve 235-XX-2948 (20FB-1) and initiating the gas fuel purge sequence.
During normal running condition, the automatic Fuel gas to liquid fuel transfer is activated by the
Fuel gas low-pressure transmitter 96FG-1.
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4.24 FUEL GAS BLOCK / FUEL GAS VENT VALVES

Fuel Block (20FB-1) valve logic
During starting sequence, fuel block valve is opened when L4 is detected. The opening is disabled if off line
water wash is selected.
When a trip (pressurized or depressurized) is detected the valve is closed.
Fuel Vent (20FV-1) valve logic
During starting sequence, fuel vent valve is closed after fuel line purge sequence. When a trip (pressurized or
depressurized) is detected the valve is opened. The opening is enabled when fuel block valve is completely
closed.
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4.25 ATOMIZING AIR SYSTEM

DEVICE NAME
CA-1
CA-2
FA2-1
FA1-1
FA3-1
20PL-1
20AA-1
AAT-1A
AAT-1B
AAT-1C
CUSTOMER TAG
C-235-001A-C1
C-235-001A-C2
C-235-001A-F6
C-235-001A-F5
C-235-001A-F7
235-XX-5376A
235-XX-5374A
235-TE-5458A1A
235-TE-5458A2A
235-TE-5458A3A
20AB-1
235-XX-5373A
33AA-1
235-ZSL-5373A
33AA-2
235-ZSH-5373A
96AA
96AA-2
235-PIT-5378A
235-PIT-5377A
DESCRIPTION
MAIN ATOMIZING AIR COMPRESSOR
AUXILIARY ATOMIZING AIR COMPRESSOR
STARTING COMPRESSOR AIR FILTER
AIR FILTER
AIR FILTER
LIQUID FUEL SYSTEM PURGE SOLENOID VALVE
VA18-1 CONTROL AIR ON/OFF VALVE
ATOMIZING AIR COOLER DISCHARGE TEMPERATURE
AUX. ATOMIZING AIR COMPRESSOR VALVE
CONTROL
POSITION
POSITION
ATOMIZING AIR MANIFOLD PRESSURE
PURGE AIR MANIFOLD PRESSURE

The purpose of atomizing air is, during liquid fuel operation, to break up the liquid fuel into a fine mist, so that
the fuel can ignite, and burn completely. In order to reach this requirement, the nominal pressure ratio of
atomizing air relative to combustion chamber (Pcc) air is 1.35. This pressure ratio is needed for proper
atomization of the liquid fuel. Improper liquid fuel atomization may result in incomplete combustion, and/or
carryover of liquid fuel droplets into the turbine. The main atomizing air compressor (CA-1) pressurizes
compressor discharge (Pcd) air to meet this requirement. During a liquid fuel startup, the nominal pressure ratio
of atomizing air relative to Pcd air is 1.5. This pressure ratio is needed to ignite the liquid fuel. In order to meet
this requirement a booster compressor driven by starting motor (CA-2) is required, because the main atomizing
air compressor is shaft driven, and does not develop enough pressure until the turbine reaches 90% speed.
Atomizing air is required during gas fuel operation. During gas fuel operation, atomizing air purges the
atomizing air circuits and the liquid fuel circuits. These circuits must be purged in order to cool the nozzle tips
and prevent backflow of combustion gases. During gas fuel operation, the nominal pressure ratio of atomizing
air relative to Pcc air is 1.05. The air flow is driven to Purge Air Manifold by the valve VA19-1, actuated by
solenoid 235-FX-5076 (20PL-1). During a gas fuel startup, the atomizing air circuits do not require purge.
Three thermocouples (235-TE-5458A1A (AAT-1A) , 235-TE-5458A2A (AAT-1B) , 235-TE-5458A3A (AAT-1C)
monitor the inlet temperature of the main atomizing air compressor in order to protect the compressor. Alarms
are generated for high and low level. Shutdown is generated for HH level. Trip is generated for LL condition.
The pressure in the manifold is monitored by 235-PIT-5378A (96AA) . Shutdown is generated if relative
pressure is below a threshold that is different for start-up, liquid fuel running, fuel gas running, shut-down.
During start-up the valve VA18 -1, actuated by solenoid 235-FV-5374A (20AA-1) , is open. The valve VA22-1,
actuated by solenoid 235-XX-5373A (20AB-1) is open to give air supply to booster compressor.
At end of start sequence (L3) VA22-1 receives the close command and the atomizing air system is driven by
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atomizing air compressor.

During fuel gas operation the nominal pressure ratio of atomizing air relative to Pcc (1.05) is guaranteed by
atomizing air compressor with VA18-1 closed. The correct suction pressure is guaranteed through the bypass
line orifice (235-FO-5375A) .
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4.26 SEAL GAS

DEVICE NAME
F-701/A/B
F-101/A & /B
-------------------------------------------------------------
CUSTOMER TAG
C-235-001A-F3A/B
C-235-001A-F2A/B
235-FIT-5506A
235-FIT-5507A
235-PDIT-5493A
235-PDIT-5501A1
235-PDIT-5501A2
235-PDIT-5501A3
235-PDIT-5504A1
235-PDIT-5504A2
235-PDIT-5504A3
235-PDIT-5505A1
235-PDIT-5505A2
235-PDIT-5505A3
235-PIT-5495A1
235-PIT-5495A2
235-PIT-5495A3
235-PIT-5499A
235-PIT-5500A
235-PIT-5508A
235-XX-5510A
235-ZSH-5508A
235-ZSH-5510A
235-ZSL-5508A
235-ZSL-5510A
235-PDIT-5509A
235-PDY-5501A
235-TE-5501A1A
235-TE-5501A2A
235-TE-5501A3A
235-XX-5509A
235-ZSL-5509A
DESCRIPTION
N2 FILTER
COALESCER MODULAR FILTER
COMPRESSOR DISCHARGE END PRIMARY VENT
COMPRESSOR SUCTION END PRIMARY VENT
NITROGEN FILTER PRESSURE
BUFFER SEAL GAS INLET
COMPRESSOR PRIMARY VENT PRESSURE
NITROGEN HEADER PRESSURE
SEAL GAS OUTLET BALANCING LINE PRESSURE
SEAL GAS INLET BALANCING LINE PRESSURE
PRIMARY VENT CONTROL PRESSURE
NITROGEN INTERMEDIATE INJECTION VALVE
FLARE PRESSURE CONTROL VALVE POSITION
FLARE PRESSURE CONTROL VALVE POSITION
SEAL GAS FILTERS
BUFFER GAS PRESSURE CONVERTOR
GAS AMPLIFIER- SEALS PROTECTION
EXTERNAL SEAL GAS INLET SOLENOID VALVE
EXTERNAL SEAL GAS INLET LIMIT SWITCH

The purpose of buffer gas is to maintain a constant volumetric flow of dry filtered gas between primary seal and
internal labyrinth avoiding unfiltered gas to reach seals. This is achieved actuating valve (235-PDCV-5501A)
through signal 235-PY-5501A to maintain differential pressures 235-PDIT-5501A1, 235-PDIT-5501A2 and 235PDIT-5501A3 to the set point value. A PI control is used.
Buffer gas alarm and fault logic
If any one of the differential pressures 235-PDIT-5501A1 or 235-PDIT-5501A2 or 235-PDIT-5501A3 lowers
below threshold value when starting sequence is ended (L3), an alarm is generated.
If differential pressure between buffer-gas filter (235-PDIT-5509A) is above threshold level an alarm is
generated.
Buffer gas manual operation

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Manual operation can be enabled by command L43SG_CMD. If enabled, 235-PDCV-5501A valve is managed
by seven pushbuttons:
L5SG_SR_CPB - Setpoint raise step
L5SG_SL_CPB - Setpoint lower step
L5SG_C_CPB - Valve close command (fine tuning)
L5SG_O_CPB - Valve open command (fine tuning)
L5SG_FC_CPB - Valve close command (latched till completely close or stop is detected)
L5SG_FO_CPB - Valve open command (latched till completely open or stop is detected)
L5SG_S_CPB - Stop
Primary vent flow alarm logic
Primary vent low flow alarms are enabled if pressurized state is detected (L4PV) and, during startup, after the
shaft has moved (~L14LR).
If enable condition is verified and if flow through primary vent line suction side, measured by 235-FIT5506A , 235-FIT-5507A , lowers below threshold an alarm is generated.
If flow through primary vent line suction side, measured by 235-FIT-5506A, 235-FIT-5507A , rises above
threshold an alarm is generated.
Primary vent pressure alarm and fault logic
If primary vent suction side pressure 235-PDIT-5504 A1 / 235-PDIT-5504 A2 / 235-PDIT-5504 A3 rises
above the trip threshold value, an alarm and depressurized trip are generated. The same alarm and trip
are generated in case of transmitter fault detected.
If primary vent discharge side pressure 235-PDIT-5505 A1 / 235-PDIT-5505 A2 / 235-PDIT-5505 A3
rises above the trip threshold value, an alarm and depressurized trip are generated. The same alarm and
trip are generated in case of transmitter fault detected.
Primary vent control pressure
The primary vent line pressure is monitored by 235-PIT-5508A and transmitted to MarkVIe which in turn
generates 4-20mA signal to control I to P convertor 235-PY-5508A that controls the Flare Pressure Control
Valve 235-PCV-5508A . The open/close position of 235-PCV-5508A is detected by 235-ZSH-5508 and 235ZSL-5508 .
Seal purge gas injection logic
If seal purge gas pressure 235-PIT-5495 A1 / 235-PIT-5495 A2 / 235-PIT-5495 A3 lowers below low
threshold an alarm is generated.
If seal purge gas pressure 235-PIT-5495 A1 / 235-PIT-5495 A2 / 235-PIT-5495 A3 becomes higher than
high threshold an alarm is generated.
If seal purge gas pressure 235-PIT-5495 A1 / 235-PIT-5495 A2 / 235-PIT-5495 A3 lowers below low low
threshold an alarm and pressurized trip is generated.
If the differential pressure 235-PDIT-5493A across the separation gas (Nitrogen) inlet filter is greater than
a threshold value an alarm is generated.
Start-up sequence
During the start-up sequence, if valve open condition is not detected, when L1X is active, the valve 235XV-5209 is opened through the command 235-XX5509A . The valve is closed when LP shaft reaches
70% of full speed.
Stop sequence
During the shutdown or pressurized trip sequence, if valve open condition is not detected, the valve 235XV-5509A is opened through the command 235-XX5509A when low pressure shaft speed goes below
the value of 60% of full speed.
Intermediate Buffer Gas isolation

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In order to prevent the risk of reverse pressurization of the primary seal, the buffer gas injection shall be
isolated maintaining however the injection to barrier seals.
A remote controlled isolation valve (solenoid type) on the buffer gas downstream filter line dedicated to
intermediate injection shall be provided. The valve shall be closed by the control logic in the following cases:
LP and Double Control Sealing System

The valve shall be closed when the differential pressure between seal gas and primary vent is below 0.3
bar.
HP Sealing System
The valve shall be closed when the suction pressure or balancing drum chamber pressure is below 3
barg.
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4.27 STEAM INJECTION

DEVICE
NAME
CUSTOMER TAG
96PJ-1
235-PIT-5325A
ST-SJ-1/2/3
235-TE-5325A1A/A2A/A3A
20SJ-2
33SJ-1
33SJ-2
33CJ-1
20BS-1
33BS-1
20BS-2
33BS-2
20BS-3
33BS-3
20BS-4
33BS-4
235-XX-5329A
235-ZSH-5329A
235-ZSL-5329A
235-ZSL-5326A
235-XX-5330A
235-ZSL-5330A
235-XX-5331A
235-ZSL-5331A
235-XX-5332A
235-ZSL-5332A
235-XX-5327A
235-ZSL-5327A
---
235-PY-5325A
96SJ-1
96SJ-2
60WQL
60WQL
235-FIT-5325A1
235-FIT-5325A2
235-XS-561
235-XS-561
DESCRIPTION
STEAM INLET FLOW CALCULATION PRESSURE
TRANSMITTER
STEAM INLET FLOW CALCULATION
TEMPERATURE INPUTS (RTD)
STEAM INJECTION STOP VALVE ACTUATION
STEAM INJECTION STOP VALVE OPEN
STEAM INJECTION STOP VALVE CLOSED
STEAM INJECTION CONTROL VALVE CLOSED
DRAIN VALVE NUMBER 1 ACTUATION
STEAM INJECTION DRAIN VALVE N.1 CLOSED
STEAM DISCHARGE (AFTER VA-4)
STEAM INJECTION MANIFOLD DRAIN VDI-4
STEAM INLET PRESSURE REGULATING I TO P
CONVERTOR
STEAM FLOW
STEAM FLOW
STEAM VALVES COMMAND
STEAM VALVES COMMAND

Steam injection skid function is NOx reduction.
The 96PJ-1 (235-PIT-5325A) transmitter and ST-SJ-1 (235-TE-5325A1A) / ST-SJ-2 (235-TE-5325A2A) / STSJ-3 (235-TE-5325A3A) RTDs purpose is to calculate the steam mass flow in order to grant the necessary
steam/gas mass ratio inside combustion chambers.
Steam injection reference function is:
WQR2 = [WQKn_K * [(FQMT - WQKn_B)] + WQKn_N
Note the equation is of the form Y= mX + B
Y = WQR2
(function)
m = WQKn_K
(Diluent/Fuel slope)
x = (FQMT - WQKn_B)
(variable)
FQMT = Total Fuel Mass Flow Reference

WQKn_B = Fuel Flow Offset
b = WQKn_N
(offset)
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STEAM INJECTION FLOW VS. FUEL FLOW
MAX limit
WQKn_M
slope
WQKn_K
n=1
STEAM
FLOW
slope
WQKn_K
n=0
WQKn_N
WQKn_B
n=0
WQKn_E
WQKn_B
n=1
LK83WKn
n=1
FUEL FLOW
Note: The table is applicable for both fuel gas and liquid fuel with following parameters
Fuel Gas:
WQK0_N
0.00859739 Kg/sec
WQK0_M
1.47681
Kg/sec
Liquid Fuel:
WQK2_N
0.705118 Kg/sec
WQK2_M
2.19891
Kg/sec
The WQKn_E is the minimum fuel flow set point to start steam injection.
The WQKn_M is the steam injection maximum flow limit.
The ramp consists of multiple steps; the logic is used to select the n constant set to change the curve with fuel
flow.
The steam injection skid in order to be operative during turbine running requires a purging line heating
procedures in steps. With steam injection disabled the position of the valves is the following: VDI-1 closed, VS-3
closed, VDI-2 open, VA-4 closed, VDI-3 closed, and VDI-4 closed.
The VDI-1, VDI-3, VDI-4 valves are opened by the 20BS-1 (235-XX-5330A) , 20BS-3 (235-XX-5332A) , 20BS-4
(235-XX-5327A) commands, the control system will monitor the limit switch 33BS-1 (235-ZSL-5330A) ,33BS-3
(235-ZSL-5332A) , 33BS-4 (235-ZSL-5327A) in not closed position, if after 3 seconds from the drain valve
opening command the limit switches are still in closed position an alarm will be generated.
The first step permits to heat and drain from condensate vapor the stop valve and at the same time to heat. This
step permits also to drain and heat (with Pcd air) the piping from control valve to manifold and the manifold
itself. The opening command 20BS-1 (235-XX-5330A) will start a timer set at 120 seconds, when this timer is
expired the second step starts with the 20SJ-2 (235-XX-5329A) command in order to open the VS-3 stop valve.
The control system will monitor the limit switch 33SJ-1 (235-ZSH-5329A) in not closed position, if after 3
seconds from the drain valve opening command the limit switch is still in closed position an alarm will be
generated.
The 20BS-1 (235-XX-5330A) command is de-energized 1 second after the 33SJ-1 (235-ZSH-5329A) limit
switch not in closed position and the 20SJ-2 (235-XX-5329A) command active.
The opening command 20SJ-2 will start a timer set at 120 seconds, when this timer is expired the third step
starts with the 20BS-3 (235-XX-5332A) , 20BS-4 (235-XX-5327A) commands in order to close the VDI-3, VDI-4
drain valves.
The control system will monitor the limit switch 33BS-3 (235-ZSL-5332A) , 33BS-4 (235-ZSL-5327A) in closed
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position, if after 3 seconds from the drain valve opening command, the limit switch is not in closed position an
alarm will be generated.
VA-4 valve can now be opened and regulated by
4CJ-RUN
MOT. STEAM VALVE RUN
4CJ-DIR
MOT. STEAM VALVE DIRECTION
And the steam injection system can be operative. The control system will monitor the limit switch 33CJ-1 (235ZSL-5326A) in not closed position, if after 3 seconds from the drain valve regulating command the limit switch
is still in closed position an alarm will be generated.
The missing opening command to VS-3, VDI-1, VDI-2, VDI-3, VDI-4, VA-4 and not closed position feedback
from limit switch will also generate an alarm, delay time will be set on site.
During skid operation:
If the ST-SJ-1 (235-TE-5325/A1A) / ST-SJ-2 (235-TE-5325/A2A) / ST-SJ-3 (235-TE-5025/A3A) RTD

temperature is below a low low superheated steam threshold an alarm is generated.
If the ST-SJ-1 (235-TE-5325/A1A) / ST-SJ-2 (235-TE-5325/A2A) / ST-SJ-3 (235-TE-5025/A3A) RTDs
temperature is below a low superheated steam threshold an alarm is generated.
temperature is over a high threshold an alarm is generated.
temperature is over a high threshold an alarm is generated.
If the 96PJ-1 (235-PIT-5325A) pressure is below a low low threshold an alarm is generated.
If the 96PJ-1 (235-PIT-5325A) pressure is below a low threshold an alarm is generated.
If the 96PJ-1 (235-PIT-5325A) pressures is over a high threshold an alarm is generated.
If the96PJ-1 (235-PIT-5325A) pressure is over a high high threshold an alarm is generated.
To re-initialize steam injection after a system shutdown a MASTER reset is needed.
Press. L
Press. LL
Temp. H
Press. HH
Temp. HH
Press. H
Steam temp.
WORKING
AREA
Tem
p. L
p
T em
. LL
Steam
saturation
Steam
pressure
Pressure (Barg)
Temperature (C)
LL
16
260
L
18
280
H
23
390
HH
24
400
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5 ANTISURGE AND LOAD SHARING

The compressor surge control panel contains redundant CCC series 5 surge controllers for each compressor
stage.
The output of the surge controllers operates Antisurge valves for each stage to prevent compressor surge.
Antisurge supplier (C.C.C.) will show details on relevant Functional Description.
The interface signals between MarkVIe and CCC Controller is listed down Unit Control System Hardwired IO
List (SOM6629669).
Each Antisurge valve is equipped with a solenoid which is activated when the trip sequence is requested. For
further information see section 1.10 (Trip sequence).
Logic Description of Fast Opening Antisurge Valve:

l20as=0 means Fast Open Antisurge SOV is commanded to open.
This happens when the following condition occurs:
Condition:
1. The Shutdown condition is active
Or
2. Turbine is tripped and shaft is not stopped
(Considering Water-wash is not selected).
Reset Logic of the Fast opening SOV:
The SOV open condition is reset:

The Fast Opening command is reset if LP shaft is stopped or Reset pulse is obtained (K4PULS_RES =
60secs), whichever is earlier.
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6 FIRE FIGHTING MONITORING

6.1 ENCLOSURE FIRE DETECTION / FIGHTING:
DEVICE NAME
CBVF-1/2
CBVF-3 to
CBVF-10
CUSTOMER TAG
C-235-001A-V4A/B
DESCRIPTION
FIRE FIGHTING NITROGEN CYLINDER
C-235-001A-V5A to H
FIRE FIGHTING INERGEN CYLINDER
33CP-1A
235-ZSH-5565A
33CP-1D
235-ZSH-5566A
33CP-2A
235-ZSL-5565A
33CP-2D
235-ZSL-5566A
96CP-1A
96CP-1B
96CP-1C
45CR-1
45-CR-2
45FA-1
45FA-2
45FA-3
45FA-4
45FT-1
45FT-2
45FT-3
45FT-4
45FT-5
45FT-6
45UV/IR-1
45UV/IR-2
XL-3A
XL-3B
XL-3C
------XL-4A
XL-4B
XL-4C
------XL-2
XA-2
EDS-2
XL-1
XA-1
EDS-1
235-PT-5589A1
235-PT-55891B
235-PT-55891C
235-XX-5565A
235-FX-5566A
235-TSHH-5553A1
235-TSHH-5553A2
235-TSHH-5553A3
235-TSHH-5553A4
235-TSHH-5553A5
235-TSHH-5553A6
235-TSHH-5553A7
235-TSHH-5553A8
235-TSHH-5553A9
235-TSHH-5553A10
235-BE-5553A1
235-BE-5553A2
235-XL-5558A1
235-XL-5558A2
235-XL-5558A3
235-HS-5558A
235-HS-5558I
235-HS-5558M
235-XL-5555A1
235-XL-5555A2
235-XL-5555A3
235-HS-5555A
235-HS-5555I
235-HS-5555M
235-XL-5556A1
235-XA-5556A2
235-HS-5556A3
235-XL-5557A1
235-XA-5557A2
235-HS-5557A3
EXTINGUISHER HEADER ISOLATION VALVE OPEN

FEEDBACK TO MARKVIE
EXTINGUISHER HEADER ISOLATION VALVE OPEN
FEEDBACK TO MARKVIE
EXTINGUISHER HEADER ISOLATION VALVE CLOSE
FEEDBACK TO FF SYSTEM
EXTINGUISHER HEADER ISOLATION VALVE CLOSE
FEEDBACK TO FF SYSTEM
EXTINGUISHER DISCHARGE HEADER PRESSURE
FIRE DISCHARGE SOLENOIDS
FIRE DISCHARGE SOLENOIDS
HEAT RISE FIRE DETECTOR
UV/IR FIRE DETECTOR
UV/IR FIRE DETECTOR
GREEN LAMP- AUTO
FLASHING RED LAMP- DISCHARGED
WHITE LAMP INHIBITED
AUTO MODE SELECTED IN LOCAL PANEL-1
INHIBIT MODE SELECTED IN LOCAL PANEL-1
MANUAL MODE SELECTED IN LOCAL PANEL-1
GREEN LAMP- AUTO
FLASHING RED LAMP- DISCHARGED
WHITE LAMP INHIBITED
AUTO MODE SELECTED IN LOCAL PANEL-2
INHIBIT MODE SELECTED IN LOCAL PANEL-2
MANUAL MODE SELECTED IN LOCAL PANEL-2
FIRE DISCHARGE LAMP
FIRE DISCHARGE HORN
DISCHARGE PUSH BUTTON
FIRE DISCHARGE LAMP
FIRE DISCHARGE HORN
DISCHARGE PUSH BUTTON
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Inergen is discharged energizing two solenoid valves, 45CR-1 (235-XX-5565A) and 45CR-2 (235-XX-5566A).
In normal conditions these valves are de-energized. Inergen header isolation valves closure is detected by two
limit switches, 33CP-2A (235-ZSL-5565A) and 33CP-2B (235-ZSL-5566A) , cabled to FF panel. Inergen
header pressure is detected by median value of three pressure transmitters: 96CP-1A/B/C.
When the system is in Automatic Mode, extinguisher discharge procedure is activated in case of automatic fire
trip detection or extinguisher discharge push-button action, that activate the 45CR-1 (235-XX-5565A) and
45CR-2 (235-XX-5566A) solenoid valves.
These steps will be then executed:
3. UCS is notified through a contact, 45FTT open on trip.
4. Enclosure ventilation fans cut-out is available through 2 contacts, 4BA1_C1 ,4BA2_C, open on trip.
5. the following alarm means are activated:
horns close to the enclosure
red flashing lights by the turbine enclosure
Red flashing light or led mounted in the front of the FF system.
1. After a 30 seconds delay, the Inergen is released in the turbine enclosure.
2. The UCS is notified through a free of voltage contact 63CPD open when extinguisher is discharging.
3. Once discharge is complete, the UCS is notified through a free of voltage open contact 33CPX.
The extinguisher discharge header pressure is checked by pressure switches in case of high pressure is
detected the following steps are executed:
1. the UCS is notified through a free of voltage contact, 63CPD ,open on high pressure
2. Enclosure ventilation fans cut-out is available through 2 contacts, 4BA_C1, 4BA_C2 that open on trip.
3. the following alarm means are activated:
horns close to the enclosure
red flashing lights by the turbine enclosure
Red flashing light mounted in the front of the FF system.
The selector switches 235-HS5255A and 235-HS5258A have 3 positions and follow the logic below:
- When AUTO mode is selected, upon detection of Fire by any one of the Fire Detectors, the discharge
procedure is activated.
- When INHIBIT/OFF mode is selected, even if there is Fire in the enclosure, the system does not send
command to Inergen discharge solenoid valves,
- When MANUAL mode is selected at Field, the operator can press the 235-HS-5256X3 (EDS-2) or 235-HS5257X3 (EDS-1) push buttons at field to enable discharging of extinguisher at field.
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6.2
FIRE FIGHTING DEDICATED PLC INTERFACE:
Following signals are elaborated from FF dedicated PLC and affect turbine start/stop sequence:
If enclosure fire is detected, unit trips signal is generated (45FTT)
If Inergen is discharged, (33CPX (235- XS -144C) ESTINGUISHANT DISCHARGED and 63CPDX (235XS-656C) EXTINGUISHANT RELEASE IN PROGRESS) unit trip and alarm are generated.
If fire-fighting discharge is inhibited alarm (43CP-IX
ESTINGUISHANT
NOT
AVAILABLE
/
INHIBITED) is generated.
If FF system fault is detected, alarm (86FG-1 FIRE/GAS SYSTEM FAULT) is generated
Field Interface:
If fire-fighting Inergen discharge valves is detected closed by limit switch (33CP-1A, 33CP-1D), alarm is
generated.
If fire-fighting bottles are empty, alarm (by 33CR) is generated.
For details refer to Fire Fighting Logic Diagram (SOM6629826).
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7 MARKVIE INTERFACES WITH OTHER SYSTEMS

Here is given a brief explanation of all signals that are interfaced between MarkVIe and other systems external to MarkVIe.
Fire Fighting System vs. Unit Control System:
1. 235-XL 145 A (XL-A) (RED FRONT PANEL LAMP): It Is a Contact 24Vdc signal (lamp) in the UCS front panel that indicates Fire
condition.
2.
235-XL 145 B (XL-B) (GREEN FRONT PANEL LAMP): It Is a Contact 24Vdc signal (lamp) in the UCS front panel that indicates
Armed condition.
3.
235-XL 145 C (XL-C) (WHITE FRONT PANEL LAMP): It Is a Contact 24Vdc signal (lamp) in the UCS front panel that indicates
Inhibited condition.
4.
235-XS -146 (43AUTO) (3 POSITION AUTO/INHIBIT/MANUAL SELECTOR): It is 3 Position Auto / Inhibit Manual Mode Selector in
the UCS Front Panel.
5.
235-XS-610 (86PS-3) (110VDC BUS FAILURE): It is a contact signal (Open=Failure) from Fire Fighting Panel to MarkVIe indicating
failure condition of 110VDC Bus 3 located at Fire Fighting Panel.
Fire Fighting System vs. Customer Fire Fighting System:

1. 235-XS -144 C (33CPX) (EXTING. UNAVAILABLE/INHIBITED (VALVES CLOSED) (TO CUSTOMER FF): It is a contact signal (NO,
Close= valves closed) that indicate the open/ close condition of the extinguisher discharge header valves to Customer FF System.
2.
235-XS -655 C (43CP_IX) (ELECTRICAL DISCHARGE DIASABLED ALM (TO CUSTOMER FF) It is a contact signal (NO, Close=
electric discharge disabled) that indicate the electric discharge disabled condition to Customer FF System.
3.
235-XS -656 C (63CPDX) (EXTINGUISHANT DISCH. IN PROGRESS (TO CUSTOMER FF): It is a contact signal (NO, Close=
discharge in progress) that indicate the extinguisher discharge in progress condition to Customer FF System.
4.
235-XS -657 TC (45FTX) (FIRE DETECTED TRIP (TO CUSTOMER FF): It is a contact signal (NC, Open= Trip) that indicate the fire
detected Trip condition to Customer FF System.
MarkVIe vs. Fire Fighting System:

1.
235-XS-651 R (43CP_ARST) (FF SYSTEM REMOTE RESET): It is a contact signal (NO, Close= reset) that provide remote reset
from MarkVIe to FF detection system.
2.
235-XS-651 S (43CP_ASIL) (FF SYSTEM REMOTE SILENCE): It is a contact signal (NO, Close= silence) that provide remote
silence from MarkVIe to FF detection system.
3.
235-XS-5265 I (33CP-I) (EXTINGUISHER UNAVAILABLE/ INHIBITED (VALVES CLOSED)): It is a contact signal (NO, Close=
valves closed) that indicate the open/ close condition of the extinguisher discharge header valves from FF detection system to
MarkVIe.
4.
235-XS-652 IF (86FF_SD) (FF INPUT FAULT (NORMAL SHUTDOWN): It is a contact signal (NC, Open= Fault), transmitted from
FF detection system to MarkVIe that indicate the fault condition of the FF detection inputs.
5.
235-XS-652 SF (86FF-1) (FF SYSTEM FAULT): It is a contact signal (NC, Open= Fault), transmitted from FF detection system to
MarkVIe that indicate the fault condition of the FF PLC.
6.
235-XS-655 (43CP_I) (ELECTRICAL DISCHARGE DISABLED ALARM): It is a contact signal (NO, Close= electric discharge
disabled) that indicate the electric discharge disabled condition from FF detection system to MarkVIe.
7.
235-XS-656 A (63CPD) (EXTINGUISHER DISCHARGE IN PROGRESS): It is a contact signal (NO, Close= discharge in progress)
that indicate the extinguisher discharge in progress condition from FF detection system to MarkVIe.
8.
235-XS-657 T (45FTT) (FIRE DETECTED TRIP): It is a contact signal (NC, Open= Trip) that indicate the fire detected Trip condition
from FF detection system to MarkVIe.
MarkVIe vs. HRSG Burner Management System:

1. 235-XS-960 (DUCT BURNER PURGE COMPLETED): It is a contact signal from BMS to MarkVIe that indicate that the Duct Burner
Purge is completed.
2.
235-XS-961 (GT LOAD > 60%): It is a Contact signal (NO, Close = GT Load > 60%) from MarkVIe to the BMS indicating that GT
Load is greater than 60%.
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MarkVIe vs. CCC:

1. 235-XA-804 (TNL_O) (TURBINE SPEED TO LOAD SHARING CONTROL SYSTEM): It is a (4-20) mA signal transmitted from
MarkVIe to CCC Load Sharing Controller indicating the Turbine Speed.
2.
235-XA-808A (TNR_EXT) (SPEED SET-POINT FROM COMPRESSOR LOAD SHARING SYSTEM): It is a (4-20) mA signal
transmitted from CCC Load Sharing Controller to MarkVIe that gives speed set-point to MarkVIe.
3.
235-XS-800B (4SURGE-1) (ANTISURGE CONTROLLER SURGE DETECTED): It is a contact signal (NO, Close = Surge Detected)
transmitted from CCC Anti-surge Controller to MarkVIe indicating detection of Surge.
4.
235-XS-801 B (4SURGE-2) (ANTISURGE CONTROLLER #2 SURGE DETECTED): It is a contact signal (NO, Close = Surge Detected)
5.
235-XS-802 B (4SURGE-3) (ANTISURGE CONTROLLER #3 SURGE DETECTED): It is a contact signal (NO, Close = Surge Detected)
6.
235-XS-837 (ASC_RUN) (ANTISURGE CONTROLLER ENABLE): It is a contact signal (NO, Close = Enable) transmitted from
MarkVIe to CCC Anti-surge Controller indicating Turbine Start sequence has ended (L3=1) and CCC Anti-surge Controller is
enabled to perform Anti-surge Control.
7.
235-XS-842 (LS_RUN) (LOAD SHARING RUN / STOP): It is a Contact Signal (NO, Close= Load Sharing Enabled) transmitted from
MarkVIe to CCC Load Sharing Controller indicating that Turbine Start sequence has ended (L3=1) and CCC Load Sharing
Controller is enabled to perform Load Sharing Control.
8.
235-XS-806 (4TRACK) (TRACKING REQUEST TO LOAD SHARING SYSTEM): It is a Contact Signal (NO, Close = Tracking
Request enabled) transmitted from MarkVIe to CCC Controller to indicate CCC controller to remain in Tracking Mode.
9.
235-XS-807A (86AS) (ANTI-SURGE CONTROLLER FAULT): It is a contact signal (NC, Open=Fault) transmitted from CCC Antisurge / Load Sharing Controller to MarkVIe indicating Fault condition of CCC Anti-surge controller.
10. 235-XS-808B (86LS) (MASTER CONTROLLER FAULT): It is a contact signal (NC, Open=Fault) transmitted from CCC Master
Controller to MarkVIe indicating Fault condition of CCC Master Controller.
11. 235-XS838 (ASC_PR1) (3MCL1006 1ST STAGE PURGE REQUEST): It is a contact signal (NO, Close=Purge Request) transmitted
st
from MarkVIe to CCC Controller requesting Compressor 1 stage Purge.
ND
12. 235-XS-839 (ASC_PR2) (3MCL1006 2 STAGE PURGE REQUEST): It is a contact signal (NO, Close=Purge Request) transmitted
nd
13. 235-XS-840 (ASC_PR3) (3MCL1006 3RD STAGE PURGE REQUEST): It is a contact signal (NO, Close=Purge Request) transmitted
rd
14. 235-XS-830 (CST1) (3MCL1006 1ST STAGE SURGE TRIP): It is a contact signal (NC, Open=Surge detected Trip) transmitted from
st
CCC Controller to MarkVIe Indicating trip from 1 stage surge condition.
15. 235-XS-831 (CST2) (3MCL1006 2ND STAGE SURGE TRIP): It is a contact signal (NC, Open=Surge detected Trip) transmitted from
nd
RD
16. 235-XS-832 (CST3) (3MCL1006 3 STAGE SURGE TRIP): It is a contact signal (NC, Open=Surge detected Trip) transmitted from
rd
17. 235-XS-833 (3MCL1006 ANTISURGE VALVE POSITION FAILURE 1ST STAGE): It is a contact signal (NC, Open=Position failure)
st
transmitted from CCC Controller to MarkVIe Indicating Valve Position failure (1 stage).
18. 235-XS-834 (3MCL1006 ANTISURGE VALVE POSITION FAILURE 2ND STAGE): It is a contact signal (NC, Open=Position failure)
nd
RD
19. 235-XS-835 (3MCL1006 ANTISURGE VALVE POSITION FAILURE 3 STAGE): It is a contact signal (NC, Open=Position failure)
rd
20. 235-XS-836 (ASC_ESD) (ASC ESD/RUN NOTIFICATION): It is a contact signal (NC, Open=ESD) transmitted from MarkVIe to CCC
Controller Indicating Emergency Shutdown condition.
21. 235-XS-829 (ASC_PSF) (CCC POWER SUPPLY FAULT): It is a contact signal (NC, Open=Fault) transmitted from CCC to MarkVIe
Indicating fault condition of CCC Power Supply.
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MarkVIe vs. DCP:

1. 235-XS-200 I (42HR-1) (HYDRAULIC RATCHET MOTOR RUNNING): It is a contact signal (Close= Running) transmitted from DCP
to MarkVIe indicating the running status of Hydraulic Ratchet pump motor.
2.
235-XS-200 O (49HR-1) (HYDRAULIC RATCHET PUMP MOTOR OVERVOLTAGE): It is a contact signal (Open=Alarm)
transmitted from DCP to MarkVIe indicating the overvoltage status of Hydraulic Ratchet pump motor.
3.
235-XS-200 R (4HR-1) (HYDRAULIC RATCHET RUN/STOP COMMAND): It is a contact signal (NO, Close = Running) transmitted
from MarkVIe to DCP commanding Hydraulic Ratchet pump motor to Start. The inverted condition of the signal commands Stop
condition of the motor.
4.
235-XS-200 U (27HR-1) (HYDRAULIC RATCHET PUMP MOTOR UNDERVOLTAGE): It is a contact signal (Open=Alarm)
transmitted from DCP to MarkVIe indicating the under-voltage status of Hydraulic Ratchet pump motor.
5.
235-XS-206 A (DCP-30RA) (DCP- RECTIFIER A COMMON ALARM): It is a contact signal (Open=Alarm) transmitted from DCP to
MarkVIe indicating the common alarm condition of the DCP Rectifier A.
6.
235-XS-206 B (DCP-30RB) (DCP- RECTIFIER B COMMON ALARM): It is a contact signal (Open=Alarm) transmitted from DCP to
MarkVIe indicating the common alarm condition of the DCP Rectifier B.
7.
235-XS-207 (DCP-80X) (DCP BATTERY MINIMUM VOLTAGE): It is a contact signal (Open=Alarm) transmitted from DCP to
MarkVIe indicating the minimum voltage condition of the DCP Battery.
8.
235-XS-208 (DCP-BD) (DCP BATTERY DISCHARGING): It is a contact signal (Open=Alarm) transmitted from DCP to MarkVIe
indicating that the DCP Battery is discharging.
9.
235-XS-299 (UPS-EM) (UPS STATIC SWITCH AC EMERGENCY LINE ON): It is a contact signal (Open=Line On) transmitted from
DCP to MarkVIe indicating the UPS Static Switch Emergency Line On Condition.
10. 235-XS-851-A (52QE-1) (MINERAL LUBE OIL EMERGENCY DC PUMP RUNNING): It is a contact signal (Close= Running)
transmitted from DCP to MarkVIe indicating the running status of Mineral Lube Oil Emergency DC Pump.
11. 235-XS-851-B (49QE) (MINERAL LUBE OIL EMERGENCY DC PUMP FAULT): It is a contact signal (Open= Fault) transmitted from
DCP to MarkVIe indicating the fault status of Mineral Lube Oil Emergency DC Pump.
12. 235-XS-852 (14HLR) (TURBINE SHAFT ZERO SPEED): It is a wet contact (110Vdc, Closed= Zero speed) signal transmitted from
MarkVIe to DCP indicating the Turbine Shaft Zero Speed Condition.
13. 235-XS-853 (28FD) (TURBINE FLAME NOT DETECTED): It is a wet contact (110Vdc, Closed = Flame not detected) signal
transmitted from MarkVIe to DCP indicating the turbine flame not detected condition.
14. 235-XS-854 (4E) (UCP SYSTEM FULLY OPERATIVE): It is a wet contact (110Vdc, Closed = Fully Operative) signal transmitted
from MarkVIe to DCP indicating the UCP System Fully Operative condition.
15. 235-XS-855 (4-TEST) (PUMP TEST): It is a wet contact (110Vdc, Closed = Test) signal transmitted from MarkVIe to DCP
commanding the Emergency Lube Oil Pump test.
16. 235-XS-857 (63QL) (LUBE OIL PRESSURE NOT LOW): It is a wet contact (110Vdc, Closed = Pressure not low) signal transmitted
from MarkVIe to DCP indicating the Lube Oil header pressure not low condition.
17. 235-XS-858 (63QN) (LUBE OIL PRESSURE NORMAL): It is a wet contact (110Vdc, Closed = Pressure normal) signal transmitted
from MarkVIe to DCP indicating the Lube Oil header pressure normal condition.
18. 235-XS-859 (COOLDOWN SEQUENCE ENDED): It is a contact signal (Close= sequence ended) transmitted from DCP to MarkVIe
indicating the end of Cooldown sequence and expiration of Cooldown Timer.
MarkVIe vs. MCC:
1. 235-XS-100 I (52QA-1) (LUBE OIL AUXILIARY PUMP FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to
MarkVIe indicating running feedback of Lube Oil Auxiliary Pump Motor).
2.
235-XS-100-R (4QA-1A) (LUBE OIL AUXILIARY PUMP START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to
MCC indicating Start command to Lube Oil Auxiliary Pump Motor).
3.
235-XS-100-S (4QA-1B) (LUBE OIL AUXILIARY PUMP STOP COMMAND) It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC
indicating Stop command to Lube Oil Auxiliary Pump Motor).
4.
235-XS-102 I (52QV-1) (LUBE OIL VAPOUR EXTRACTOR 1 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC
to MarkVIe indicating running feedback of Lube Oil Vapor Extractor Motor 1).
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5.
235-XS-102-R (4QV-1A) (LUBE OIL VAPOUR EXTRACTOR 1 START COMMAND): It is a Pulse Signal (Pulse= Start) from
MarkVIe to MCC indicating Start command to Lube Oil Vapor Extractor 1 Motor).
6.
235-XS-102-S (4QV-1B) (LUBE VAPOUR EXTRACTOR 1 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to
MCC indicating Stop command to Lube Oil Vapor Extractor 1 Motor).
7.
235-XS-103 I (52QV-2) (LUBE OIL VAPOUR EXTRACTOR 2 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC
to MarkVIe indicating running feedback of Lube Oil Vapor Extractor Motor 2).
8.
235-XS-103-R (4QV-2A) (LUBE OIL VAPOUR EXTRACTOR 2 START COMMAND): It is a Pulse Signal (Pulse= Start) from
MarkVIe to MCC indicating Start command to Lube Oil Vapor Extractor 2 Motor).
9.
235-XS-103-S (4QV-2B) (LUBE VAPOUR EXTRACTOR 2 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to
MCC indicating Stop command to Lube Oil Vapor Extractor 2 Motor).
10. 235-XS-104I (52HQ) (AUX HYDRAULIC OIL PUMP FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to
MarkVIe indicating running feedback of Auxiliary Hydraulic Oil Pump Motor).
11. 235-XS-104-R (4HQ-1A) (AUX HYDRAULIC OIL PUMP START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to
MCC indicating Start command to Auxiliary Hydraulic Oil Pump Motor).
12. 235-XS-104-S (4HQ-1B) (AUX HYDRAULIC OIL PUMP STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to
MCC indicating Stop command to Auxiliary Hydraulic Oil Pump Motor).
13. 235-XS-812I (52BA-1) (VENTILATION FAN #1 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe
indicating running feedback of Ventilation Fan 1 Motor).
14. 235-XS-812-R (4BA-1A) (VENTILATION FAN #1 START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC
indicating Start command to Lube Oil Ventilation Fan 1 Motor).
15. 235-XS-812-S (4BA-1B) (VENTILATION FAN #1 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC
indicating Stop command to Lube Oil Ventilation Fan 1 Motor).
16. 235-XS-813I (52BA-2) (VENTILATION FAN #2 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe
indicating running feedback of Ventilation Fan 2 Motor).
17. 235-XS-813-R (4BA-2A) (VENTILATION FAN #2 START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC
indicating Start command to Ventilation Fan 2 Pump Motor).
18. 235-XS-813-S (4BA-2B) (VENTILATION FAN #2 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC
indicating Stop command to Ventilation Fan 2 Pump Motor).
19. 235-XS-810I (52PF-1) (LIQUID FUEL FORWARDING MOTOR 1 FEEDBACK): It is a Contact Signal (NO, Close= Running) from
MCC to MarkVIe indicating running feedback of Liquid Fuel Forwarding Pump Motor 1).
20. 235-XS-810-R (4PF-1A) (LIQUID FUEL FORWARDING MOTOR 1 START COMMAND): It is a Pulse Signal (Pulse= Start) from
MarkVIe to MCC indicating Start command to Liquid Fuel Forwarding Pump 1 Motor).
21. 235-XS-810-S (4PF-1B) (LIQUID FUEL FORWARDING MOTOR 1 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from
MarkVIe to MCC indicating Stop command to Liquid Fuel Forwarding Pump 1 Motor).
22. 235-XS-810 (4PF1_C) (LIQUID FUEL FORWARDING MOTOR 1 CUT OUT): It is a contact Signal (Open= Cut-Out) from MarkVIe to
MCC indicating cut-out condition of Liquid Fuel forwarding pump Motor 1).
23. 235-XS-811I (52PF-2) (LIQUID FUEL FORWARDING MOTOR 2 FEEDBACK): It is a Contact Signal (NO, Close= Running) from
MCC to MarkVIe indicating running feedback of Liquid Fuel Forwarding Pump Motor 2).
24. 235-XS-811-R (4PF-2A) (LIQUID FUEL FORWARDING MOTOR 2 START COMMAND): It is a Pulse Signal (Pulse= Start) from
MarkVIe to MCC indicating Start command to Liquid Fuel forwarding Pump 2 Motor).
25. 235-XS-811-S (4PF-2B) (LIQUID FUEL FORWARDING MOTOR 2 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from
MarkVIe to MCC indicating Stop command to Liquid Fuel forwarding Pump 2 Motor).
26. 235-XS-811 (4PF2_C) (LIQUID FUEL FORWARDING MOTOR 2 CUT OUT): It is a contact Signal (Open= Cut-Out) from MarkVIe to
MCC indicating cut-out condition of Liquid Fuel forwarding pump Motor 2).
27. 235-XS-126 I (52QT-1) (LUBE OIL HEATER #1 FEEDBACK): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe
indicating running feedback of Lube Oil Heater 1).
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28. 235-XS-126-R (4QT1_1A) (LUBE HEATER#1 START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC
indicating Start command to Lube Oil Heater 1).
29. 235-XS-126-S (4QT1_1B) (LUBE HEATER#1 STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC
indicating Stop command to Lube Oil Heater 1).
30. 235-XS-126 C (4QT1_C) (LUBE OIL HEATER 1 CUT OUT): It is a contact Signal (Open= Cut-Out) from MarkVIe to MCC indicating
cut-out condition of Lube Oil Heater 1).
indicating running feedback of Lube Oil Heater 2).
indicating running feedback of Lube Heater 3).
39. 235-XS-134 (27MC) (UNDERVOLTAGE FROM MCC): It is a Contact Signal (Open = Under-voltage) from MCC to MarkVIe
indicating under-voltage condition from MCC).
40. 235-XS-135 (49X) (COMMON OVERLOAD FROM MCC): It is a Contact Signal (Open = Overload) from MCC to MarkVIe indicating
Overload condition from MCC).
41. 235-XS-136 (74X-MCC) (DRAWERS COMMON ALARM): It is a Contact Signal (Open = Alarm) from MCC to MarkVIe indicating
Common alarm from MCC drawers).
42. 235-XS-139 (2TVX) (IGNITION COMMAND TO MCC): It is a Contact Signal (Close = Ignite) from MarkVIe to MCC commanding the
igniter to ignite).
43. 235-XS-515 I (52CR-1) (GT CRANKING MOTOR STATUS): It is a Contact Signal (NO, Close= Running) from MCC to MarkVIe
indicating running feedback of Cranking Motor).
44. 235-XS-515 L (86CR) (GT CRANKING MOTOR LOCKOUT): It is a Contact Signal (NO, Close= Lockout) from MCC to MarkVIe
indicating lockout condition of Cranking Motor).
45. 235-XS-515-R (4CR-1A) (GT CRANKING MOTOR START COMMAND): It is a Pulse Signal (Pulse= Start) from MarkVIe to MCC
indicating Start command to Cranking Motor).
46. 235-XS-515-S (4CR-1B) (GT CRANKING MOTOR STOP COMMAND): It is a Pulse Signal (Pulse= Stop) from MarkVIe to MCC
indicating Stop command to Cranking Motor).
47. 235-XS-558 (52TG) (FEED BACK TURNING GEAR): It is a Contact Signal (Cls=Running) from MCC to MarkVIe indicating
running feedback of turning gear.
48. 235-XS-559 (4TG1_R) (TURNING GEAR COMMAND-RESET): It is a Contact Signal (Cls=Reset) from MarkVIe to MCC
commanding the reset of turning gear.
49. 235-XS-560 (4TG1_S) (TURNING GEAR COMMAND-SET): It is a Contact Signal (Cls=Set) from MarkVIe to MCC
commanding the set of turning gear.
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MarkVIe vs. DCS:

1. 235-XS-0298 S (3CRS) (CUSTOMER READY TO START): It is a Contact Signal (NO, Close= Ready to Start) transmitted from DCS
to MarkVIe as a permissive to start the Gas Turbine.
2.
235-XS-0297 (14HMX) (GT CRANKING STATUS): It is a Contact Signal (NO, Close= Cranking status) transmitted from MarkVIe to
DCS indicating the GT cranking status.
3.
235-XS-0295 (3X) (GT RUNNING STATUS): It is a Contact Signal (NO, Close= Running status) transmitted from MarkVIe to DCS
indicating the GT running status (L3=1).
4.
235-XS-0294 (3RS) (GT READY TO START STATUS): It is a Contact Signal (NO, Close= Ready to Start) transmitted from MarkVIe
to DCS indicating the GT Ready to Start status.
5.
235-XS-0253 S (GT STARTING STATUS): It is a Contact Signal (NO, Close= Starting) transmitted from MarkVIe to DCS indicating
the GT start sequence initiated and the internal command Start Auxiliaries is true (L1X=1).
6.
235-XS-0253SD (94X_C) (GT NORMAL STOP STATUS): It is a Contact Signal (NO, Close= Stop) transmitted from MarkVIe to
DCS indicating the GT Normal stop status and that the Shutdown is in progress (L94X=1).
7.
235-XS-0253 TD (4T_C2) (GT TRIP STATUS DEPRESSURIZED): It is a Contact Signal (NC, Open= Trip) transmitted from
MarkVIe to DCS indicating the GT Depressurized Trip status.
8.
235-XS-0253 TP (4T_C1) (GT TRIP STATUS PRESSURIZED): It is a Contact Signal (NC, Open= Trip) transmitted from MarkVIe
to DCS indicating the GT Pressurized Trip status.
9.
235-XS-0254 (30ALM) (CUMULATIVE ALARM REPETITION): It is a Contact Signal (NC, Open= Trip) transmitted from MarkVIe to
DCS indicating the Cumulative alarm condition.
10. 235-XS-0293 (43R_C) (GT IN REMOTE CONTROL MODE): It is a Contact Signal (NO, Close= Remote Control Mode) transmitted
from MarkVIe to DCS indicating that Remote Control Mode is selected and the DCS can control the sequence.
11. 235-XS-0256 (4VALV) (PROCESS VALVE POSITIONING): It is a Contact Signal (NO, Close= Process valve positioning signal)
transmitted from MarkVIe to DCS indicating that Auxiliaries are started and Master Protective signal is enabled (L4=1). Now the
DCS must start the Purging sequence of the Process valves.
12. 235-XS-0257 R (1START) (PROCESS REMOTE START): It is a Contact Signal (NO, Close= Remote Start) transmitted from DCS
to MarkVIe commanding the GT to start after L3RS=1 is reached and from Master Selector in HMI Remote mode is selected.
13. 235-XS-0257 S (1STOP) (PROCESS REMOTE STOP): It is a Contact Signal (NO, Close= Remote Stop) transmitted from DCS to
MarkVIe commanding the GT to stop and if in HMI Remote mode is selected.
14. 235-XS-0257 T (4CT) (PROCESS REMOTE TRIP): It is a Contact Signal (NC, Open= Remote Trip) transmitted from DCS to
MarkVIe commanding the GT to Trip.
15. 235-XS-0298C (3CRC) (CUSTOMER READY TO CRANK): It is a Contact Signal (NO, Close= Ready to Crank) transmitted from
DCS to MarkVIe giving the permissive to MarkVIe to Crank. It indicates that the Process valve purging sequence is completed by
the DCS and the valve position is ok for a pressurized or a depressurized start and that the cranking can be started.
16. 235-XS-0260 (FUEL GAS SCRUBBER SYSTEM TRIP): It is a Contact Signal (NC, Open= Trip) transmitted from DCS to MarkVIe
indicating the Trip condition from Fuel Gas Scrubber system (in customers scope).
17. 235-XS-0261 (TNR) (SPEED SETPOINT FEEDBACK): It is a (4-20) mA signal transmitted from MarkVIe to DCS indicating the
speed set-point feedback.
18. 235-XS-0261 AL (60LC) (LOAD SETPOINT): It is a (4-20) mA signal transmitted from DCS to MarkVIe indicating the load set-point
from DCS. It is when the LP Shaft speed is controlled by Raise / Lower command from DCS.
19. 235-XS-0954 (DUCT BURNER PURGE CHANGEOVER SEQUENCE INITIATED): It is a Contact Signal (Close= Sequence
Initiated) from DCS to MarkVIe indicating that Duct Burner Purge Changeover sequence is initiated.
20. 235-XS-0955 (PURGE PHASE 1 COMPLETED- BYPASS STACK): It is a Contact Signal (NO, Close= Bypass Stack Purge
completed) from MarkVIe to DCS indicating that Purge Phase-1 (Bypass Stack) is completed.
21. 235-XS-0956 (TEG TEMPERATURE LESS THAN 371 DEG C): It is a Contact Signal (NO, Close= Exhaust temperature lesser than
371 deg. C) from MarkVIe to DCS indicating that Turbine Exhaust Gas temperature is lesser than 371 deg. C.
22. 235-XS-0957 (TEG TEMPERATURE 56 DEG C LOWER THAN FUEL AUTO IGNITION TEMPERATURE): It is a Contact Signal
(NO, Close= Exhaust temperature 56 deg. C lower than Fuel Auto Ignition temperature) from MarkVIe to DCS indicating that
Turbine Exhaust Gas temperature is 56 deg. C lower than Fuel Auto Ignition temperature.
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23. 235-XS-0958 (GT LOAD > 60%): It is a Contact signal (NO, Close = GT Load > 60%) from MarkVIe to the DCS indicating that GT
Load is greater than 60%.
24. 235-XS-0959 (HRSG HOT STATUS): It is a Contact signal (Close = Hot Status) from DCS to MarkVIe indicating that HRSG is in Hot
Status.
25. 235-XS-2056 (HOT GAS BYPASS VALVE OPEN COMMAND FOR PURGE): It is a Contact signal (Cls=Purge) from DCS to
MarkVIe commanding the hot gas bypass valve for purging sequence.
26. 235-XS-2057 (HOT GAS BYPASS VALVE OPEN/CLOSE FEEDBACK): It is a Contact signal (1=Open; 0=Close) from
MarkVIe to the DCS indicating a feedback position of hot gas bypass valve.
27. 235-XS-2059 (ANTISURGE 1st STAGE VALVE OPEN/CLOSE FEEDBACK): It is a Contact signal (1=Close; 0=Open) from MarkVIe
st
to the DCS indicating a feedback position of 1 stage antisurge valve.
28. 235-XS-2060 (ANTISURGE 2nd STAGE VALVE OPEN/CLOSE FEEDBACK): It is a Contact signal (1=Close; 0=Open) from MarkVIe
nd
29. 235-XS-2061 (ANTISURGE 3rd STAGE VALVE OPEN/CLOSE FEEDBACK): It is a Contact signal (1=Close; 0=Open) from MarkVIe
rd
MarkVIe vs. MarkVIeS:
1. 235-XS-703A (4FCV) (OFF SKID VALVE OPEN REQUEST FROM MARKVIE): It is a Contact Signal (Close= Valve Open) from
MarkVIe to MarkVIeS indicating that Auxiliaries are started (L4=1) and Off-skid valves need to be positioned (Fuel Gas Block valve
to open and Bleed valve to close).
2.
235-XS-703B (4FUEL) (ON SKID VALVE OPEN REQUEST FROM MARKVIE): It is a Contact Signal (NO, Close= Open valve) from
MarkVIe to MarkVIeS for On-Skid Gas Fuel valve Open request).
3.
235-XS-703C (4FUEL_LIQ) (ON SKID LIQUID VALVE OPEN REQUEST FROM MARKVIE): It is a Contact Signal (NO, Close= Open
valve) from MarkVIe to MarkVIeS for On-Skid Liquid Fuel valve Open request).
4.
235-XS-705 (4TM-REQ) (TRIP MULTIPLIER ON REQUEST FROM MARKVIE): It is a Contact Signal (NO, Close= Trip Multiplier on)
from MarkVIe to MarkVIeS to activate Trip Multiplier function).
5.
235-XS-712 (4T_S) (CUMULATIVE SAFETY TRIP TO MARKVIE): It is a Contact Signal (NC, Open= Trip) from MarkVIeS to MarkVIe
indicating Cumulative Trip condition).
6.
235-XS-721 (63BT) (VENTILATION SYSTEM RUNNING): It is a contact signal (NO, Close= Running) from MarkVIeS to MarkVIe
indicating that the ventilation system is running.
7.
235-XS-726 P (28FDX_S) (COMBUSTION CHAMBER FLAME ON (PRIMARY)): It is a contact signal (NO, Close= Flame on) from
MarkVIeS to MarkVIe indicating that the combustion chamber flame is ON.
8.
235-XS-730 (45HFA) (FILTER HOUSE GAS DETECTED ALARM TO MARKVIE): It is a contact signal (NC, Open= Alarm) from
MarkVIeS to MarkVIe indicating Filter House Gas Detected Alarm condition (for any gas detector detecting a gas level of 5% LEL at
filter house).
9.
235-XS-731 (45HFT) (FILTER HOUSE GAS DETECTED TRIP TO MARKVIE): It is a contact signal (NC, Open= Trip) from MarkVIeS
to MarkVIe indicating Filter House Gas Detected Trip condition (for 2oo3 gas detector detecting a gas level of 10% LEL at filter
house).
10. 235-XS-732 (45HDA-1) (ACC. COMPARTMENT GAS DETECTED ALARM TO MARKVIE): It is a contact signal (NC, Open= Alarm)
from MarkVIeS to MarkVIe indicating Enclosure Ventilation outlet (Accessory compartment) Gas Detected Alarm condition (for 1oo3
gas detector detecting a gas level of 5% LEL at enclosure ventilation outlet).
11. 235-XS-733 (45HDT-1) (ACC. COMPARTMENT GAS DETECTED TRIP TO MARKVIE): It is a contact signal (NC, Open= Trip) from
MarkVIeS to MarkVIe indicating Enclosure Ventilation outlet (Accessory compartment) Gas Detected Trip condition (for 2oo3 gas
detector detecting a gas level of 10% LEL at enclosure ventilation outlet).
12. 235-XS-734 (45HDA-2) (TURBINE COMPARTMENT GAS DETECTED ALARM TO MARKVIE): It is a contact signal (NC, Open=
Alarm) from MarkVIeS to MarkVIe indicating Enclosure Ventilation outlet (Turbine compartment) Gas Detected Alarm condition (for
1oo3 gas detector detecting a gas level of 5% LEL at enclosure ventilation outlet).
13. 235-XS-735 (45HDT-2) (TURBINE COMPARTMENT GAS DETECTED TRIP TO MARKVIE): It is a contact signal (NC, Open= Trip)
from MarkVIeS to MarkVIe indicating Enclosure Ventilation outlet (Turbine compartment) Gas Detected Trip condition (for 2oo3 gas
detector detecting a gas level of 10% LEL at enclosure ventilation outlet).
14. 235-XS-736 (45HSA) (ACC. COMPARTMENT H2S DETECTED ALARM TO MARKVIE): It is a contact signal (NC, Open= Alarm)
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from MarkVIeS to MarkVIe indicating Accessory compartment H2S concentration High Alarm condition.
Mark Vie vs. Plant Emergency Shutdown System:
1. 235-XS-254 R (GT RUNNING STATUS): It is a contact signal (NO, Close= Running) from MarkVIe to PESD indicating the running
status of GT (L3=1).
2.
235-XS-354 (GT SHUTDOWN FOR HRSG SHUTDOWN AND DIVERTER SYSTEM FAILURE TO CLOSE): It is a contact signal
(Open= Shutdown) from PESD to MarkVIe commanding the Gas Turbine shutdown due to HRSG shutdown and diverter system
failure to close.
3.
235-XS-454 (HRSG SHUTDOWN CONDITION RESET): It is a contact signal (Close=Reset) from PESD to MarkVIe indicating HRSG
Shutdown condition Reset.
4.
235-XS-554 (DIVERTER SYSTEM CLOSE): It is a contact signal (Close=Diverter close) from PESD to MarkVIe indicating Diverter
System close i.e. HRSG damper closed and Bypass stack damper Open.
5.
235-XS-654 (DIVERTER SYSTEM OPEN): It is a contact signal (Close=Diverter open) from PESD to MarkVIe indicating Diverter
System open i.e. HRSG damper open and Bypass stack damper closed.
6.
235-XS-754 (TEG TEMPERATURE 56 DEG C LOWER THAN FUEL AUTO IGNITION TEMPERATURE): It is a contact signal
(Close=Lower) from MarkVIe to PESD indicating Turbine exhaust Gas Temperature 56 deg. C Lower than Fuel Auto Ignition
temperature.
MarkVIe vs. Bently Nevada 3500 Temperature Monitoring System:

1. 235-XS-450 (43TM_ARST) (TEMPERATURE MONITOR RESET): It is a contact signal (Close= Reset) from MarkVIe to BN Temp
Monitor commanding Reset of the BN Temperature Monitor.
2.
235-XS-451 A (26TMA) (TEMPERATURE MONITOR CUMULATIVE ALARM): It is a contact signal (Open=Alarm) from BN Temp
Monitor to MarkVIe indicating cumulative alarm condition of Bearing metal temperature measurement.
3.
235-YS-430 (CENTRIFUGAL COMPRESSOR THRUST BEARING TEMPERATURE TRIP): It is a contact signal (Open=Trip) from
BN Temp Monitor to MarkVIe indicating trip condition of Thrust Bearing metal temperature.
4.
235-YS-451 F (86TM) (TEMPERATURE MONITOR FAULT): It is a contact signal (Open=Fault) from BN Temp Monitor to MarkVIe
indicating fault condition of the BN Temperature Monitor.
MarkVIe vs. Bently Nevada 3500 Vibration Monitoring System:

1. 235-XS-400 (43VM_ARST) (VIBRATION MONITOR RESET): It is a contact signal (Close= Reset) from MarkVIe to BN Vibration
Monitor commanding Reset of the BN Vibration Monitor
2.
235-XS-402 A (39VMA) (VIBRATION MONITOR CUMULATIVE ALARM): It is a contact signal (Open=Alarm) from BN Vibration
Monitor to MarkVIe indicating cumulative alarm condition of Bearing vibration measurement.
3.
235-YS-402 F (86VM) (VIBRATION MONITOR FAULT): It is a contact signal (Open=Fault) from BN Vibration Monitor to MarkVIe
indicating fault condition of the BN Vibration Monitor.
4.
235-YS-402 T (39VMT) (VIBRATION MONITOR CUMULATIVE TRIP): It is a contact signal (Open=Trip) from BN Vibration Monitor
to MarkVIe indicating cumulative trip condition of Bearing vibration measurement.
5.
235-YS-415 (39VC-1T) (CENTRIFUGAL COMPRESSOR RADIAL TRIP): It is a contact signal (Open=Trip) from BN Vibration
Monitor to MarkVIe indicating trip condition from Radial Vibration of bearings.
6.
235-YS-416 (39PC-1T) (CENTRIFUGAL COMPRESSOR AXIAL TRIP): It is a contact signal (Open=Trip) from BN Vibration Monitor
to MarkVIe indicating trip condition from Axial Displacement of bearings.
MarkVIe vs. Unit Control System:

1. 235-XS-601A (86PS-1) (24VDC BUS 1 FAILURE): It is a contact signal (Open=Failure) from UCS to MarkVIe indicating failure
condition of 24VDC Bus 1.
2.
235-XS-601B (86PS-2) (24VDC BUS 2 FAILURE): It is a contact signal (Open=Failure) from UCS to MarkVIe indicating failure
condition of 24VDC Bus 2.
3.
235-XS-602 (86PS-FG) (FIRE FIGHTING 24VDC BUS FAILURE): It is a contact signal (Open=Failure) from UCS to MarkVIe
indicating failure condition of 24VDC Bus in Fire Fighting Panel.
4.
235-XS-603 (86PS-FIELD) (FIELD 24VDC POWER BUS FAILURE): It is a contact signal (Open=Failure) from UCS to MarkVIe
indicating failure condition of 24VDC Bus to power field instruments.
5.
235-XS-999 (XA-1) (UCS ALARM BUZZER): It is a wet voltage contact from MarkVIe to UCS (Open= Buzzer on) indicating alarm or
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trip condition.
6.
235-XS-607 (49UCS) (UCS HIGH TEMPERATURE ALARM): It is a contact signal (Open=Alarm) from UCS to MarkVIe indicating
high temperature inside UCS.
7.
235-XS-612 A (110V AC BUS FAILURE AT TRAINVIEW SERVER PANEL): It is a contact signal (Open=Failure) from Trainview
Server Panel to MarkVIe indicating failure condition of 110VDC Bus at Trainview Server Panel.
8.
235-XS-613 A (24VDC BUS FAILURE AT TRAINVIEW SERVER PANEL): It is a contact signal (Open=Failure) from Trainview
Server Panel to MarkVIe indicating failure condition of 24VDC Bus at Trainview Server Panel.
MarkVIe vs. Local Control Panel:

1. 235-XS-614 (24VDC BUS FAILURE AT LOCAL CONTROL PANEL): It is a Contact signal (Open = Bus Failure) from LCP to
MarkVIe indicating 24VDC Bus failure at LCP.
2.
235-XS-615 (INVERTER FAILURE AT LOCAL CONTROL PANEL): It is a Contact signal (Open = Inverter Failure) from LCP to
MarkVIe indicating Inverter failure at LCP.
3.
235-XS-616 (LCP ALARM BUZZER SIGNAL): It is a wet contact (110Vdc, Closed = Alarm buzzer on) signal transmitted from
MarkVIe to DCP indicating the alarm or trip condition.
MarkVIe vs. Liquid Fuel Thyristor Panel:

1. 235-XA-5015A (LIQUID FUEL THYRISTOR PANEL FAULT): It is a Contact Signal (Open= Fault) from Liquid Fuel Thyristor Panel to
MarkVIe indicating the Fault status of the Liquid Fuel Thyristor Panel.
2.
235-XL-5015A (LIQUID FUEL HEATER RUNNING STATUS): It is a Contact Signal (Close= Running) from Liquid Fuel Thyristor
Panel to MarkVIe indicating the Running status of the Liquid Fuel Heater.
3.
235-XS-5015A (LIQUID FUEL HEATER CUT-OFF STATUS): It is a Contact Signal (Open= Cut-off) from Liquid Fuel Thyristor Panel
to MarkVIe indicating the Cut-off status of the Liquid Fuel Heater.
4.
TIT-5014 (LIQUID FUEL HEATER TEMPERATURE): It is a (4-20) mA signal from MarkVIe to Liquid Fuel Thyristor Panel that gives
analog set-point to the Liquid Fuel Thyristor Panel to turn-on or turn-off the heater based on temperature feedback of liquid fuel
received from field.
MarkVIe vs. Seal Gas Heater Thyristor Panel:

1. 235-TSHH-5509A (SEAL GAS HEATER CUT-OUT STATUS): It is a contact signal (Open= Cut-Out) from Thyristor Panel to
MarkVIe indicating cut-out condition of the Seal gas Heater.
2.
235-UA-5509A (TH1_F) (THYRISTOR PANEL FAULT STATUS): It is a contact signal (Open= Fault) from Thyristor Panel to
MarkVIe indicating fault condition of the Thyristor Panel.
3.
235-XA-5509 (SEAL GAS HEATER SET POINT TO THYRISTOR PANEL): It is a (4-20) mA signal transmitted from MarkVIe to
Thyristor Panel providing Seal Gas Heater Set-point.
4.
235-XI-5509A (TH1_ON) (THYRISTOR PANEL ON STATUS): It is a contact signal (Close=ON) from Thyristor Panel to MarkVIe
indicating ON condition of the Thyristor Panel.
5.
235-XI-5510A (H1_ON) (SEAL GAS HEATER ON/OFF COMMAND): It is a contact signal (Close=ON, Open = OFF) from MarkVIe
to Thyristor Panel commanding ON condition of the Seal Gas Heater.
6.
235-XS-5509A (TH1_CUT) (SEAL GAS HEATER CUT OUT): It is a contact signal (Close=Cut out) from MarkVIe to Thyristor Panel
commanding Cut out of the Seal Gas Heater.
MarkVIe vs. Pulse Jet Panel:

1. 235-XS-522 (86PJ) (PULSE JET PANEL FAULT): It is a contact signal (Open= Fault) from Pulse Jet Panel to MarkVIe indicating
Fault status of the Pulse Jet Panel.
2.
235-XS-523 (52PJ) (PULSE JET CLEANING CYCLE IN PROGRESS): It is a contact signal (Close= in progress) from Pulse Jet
Panel to MarkVIe indicating Pulse Jet Cleaning in Progress.
MarkVIeS vs. Fire Fighting System:

1. 235-XS-657 TS (45FTT_S) (FIRE DETECTED TRIP TO SAFETY SYSTEM): It is a contact signal (NC, Open=trip) from Fire Fighting
System to MarkVIeS indicating GT Trip due to Fire detection.
MarkVIeS vs. MCC:
1. 235-XS-709 A (4BA1_C) (VENTILATION MAIN FAN CUT-OUT): It is a Contact signal (NC, Open= Cut-out) from MarkVIeS to MCC
commanding the cut out of the ventilation main fan.
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2.
235-XS-709 B (4BA2_C) (VENTILATION STAND-BY FAN CUT-OUT): It is a Contact signal (NC, Open= Cut-out) from MarkVIeS to
MCC commanding the cut out of the ventilation stand-by fan.
MarkVIeS vs. Plant Emergency Shutdown System:

1. 235-XS-700 A (CESD-1) (CUSTOMER ESD SIGNAL 1): It is a Contact signal (Open= ESD) from PESD to MarkVIeS commanding
the Emergency Shutdown (Pressurized).
2.
235-XS-700 B (CESD-2) (CUSTOMER ESD SIGNAL-2): It is a Contact signal (Open= ESD) from PESD to MarkVIeS commanding
the Emergency Shutdown (Depressurized).
3.
235-XS-700 C (CESD_OP) (SAFETY TRIP REPETITION TO CUSTOMER ESD- PRESSURIZED): It is a Contact signal (NC,
Open= Trip) from MarkVIeS to PESD indicating the Emergency Shutdown (Pressurized).
4.
235-XS-700 D (CESD_ODP) (SAFETY TRIP REPETITION TO CUSTOMER ESD- DEPRESSURIZED): It is a Contact signal (NC,
Open= Trip) from MarkVIeS to PESD indicating the Emergency Shutdown (Depressurized).
MarkVIeS vs. Unit Control System:

1. 235-XS-5253 R1 (5ESD-R1) (ESD PUSH BUTTON FROM SAFETY RELAY- PRESSURIZED): It is a Contact signal (NC, Open=
Trip) from UCS to MarkVIeS indicating the Emergency Shutdown (Pressurized).
2.
235-YZ-575 T2 (5ESD-R2) (ESD PUSH BUTTON FROM SAFETY RELAY- DEPRESSURIZED): It is a Contact signal (NC, Open=
Trip) from UCS to MarkVIeS indicating the Emergency Shutdown (Depressurized).
MarkVIeS vs. Bently Nevada 3500 Vibration Monitoring System:

1. 235-XS-713 (4TM) (TRIP MULTIPLIER ON REQUEST TO VIBRATION MONITOR): It is a contact signal (Close= Trip Multiplier ON)
from MarkVIeS to BN Vibration Monitor commanding the Trip Multiplier function to be ON.
2.
235-YS-426 A (39BNVT-1) (CUMULATIVE VIBRATION TRIP 1 TO ESD SYSTEM): It is a contact signal (NC, Open=Trip) from BN
Vibration Monitoring System to MarkVIeS indicating cumulative vibration trip 1.
3.
235-YS-426 B (39BNVT-2) (CUMULATIVE VIBRATION TRIP 2 TO ESD SYSTEM): It is a contact signal (NC, Open=Trip) from BN
Vibration Monitoring System to MarkVIeS indicating cumulative vibration trip 2.
4.
235-YS-429 (39VT) (TURBINE SEISMIC TRIP): It is a contact signal (NC, Open=Trip) from BN Vibration Monitoring System to
MarkVIeS indicating Turbine Seismic Trip.
CCC vs. Unit Control System:

1. 235-XS-306 (COMMUNICATION DEVICE FAULT FOR MASTER CONTROLLER): It is a contact signal (NC, Open=Fault) from
CCC Master Controller chassis to CCC Master Controller indicating communication device fault to Master Controller.
2.
235-XS-601 C (COMMUNICATION DEVICE FAULT): It is a contact signal (NC, Open=Fault) from CCC Anti-surge Controller
chassis to CCC Anti-surge Controller indicating communication device fault to Anti-surge Controller.
3.
235-XS-601D (HVAC SYSTEM FAULT): It is a contact signal (NC, Open=Fault) from CCC Controller chassis to CCC Controller
indicating HVAC System fault to CCC Controller.
4.
235-XS-601 E (ANTISURGE CONTROLLER POWER / FAN FAULT): It is a contact signal (NC, Open=Fault) from CCC Anti-surge
Controller chassis to CCC Anti-surge Controller indicating Power/ Fan fault to Anti-surge Controller.
5.
235-XS-701 E (MASTER CONTROLLER POWER/FAN FAULT): It is a contact signal (NC, Open=Fault) from CCC Master Controller
chassis to CCC Master Controller indicating power/ fan fault to Master Controller.
Customer DCS vs. CCC:

1. 235-XS-0843 (MCP_SP) (PROCESS REMOTE SET-POINT (CTRL OF SUCTION HEADER PRESSURE): It is a 4-20mA signal
from Customer DCS to CCC (Master Controller) to perform Load Sharing by Controlling the Compressor Suction Header Pressure.
2.
235-XS-2058 (CLOSE ANTISURGE VALVE 1st STAGE FOR PURGE) It is a contact signal (Cls=Purge) from Customer DCS to CCC
st
commanding the antisurge valve 1 stage for purging sequence.
3.
235-XS-2062 (CLOSE ANTISURGE VALVE 2nd STAGE FOR PURGE) It is a contact signal (Cls=Purge) from Customer DCS to CCC
nd
4.
235-XS-2062 (CLOSE ANTISURGE VALVE 3rd STAGE FOR PURGE) It is a contact signal (Cls=Purge) from Customer DCS to CCC
rd
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8 CONTROL INTERFACE WITH WASTE HEAT RECOVERY UNIT

CONTROL SYSTEM
8.1.1 INTERLOCK SIGNALS
JOB TAG
235-XS-0959
235-XS-0958
235-XS-0957
235-XS-0956
235-XS-0955
235-XS-0954
235-XS-254 R
235-XS-354
235-XS-454
235-XS-554
235-XS-654
235-XS-754
235-XS-960
235-XS-961
DESCRIPTION
HRSG Hot Status
GT Load Greater than 60%
Teg temperature 56 deg. C lower than Fuel Auto
Ignition temperature
Teg temperature less than 371 deg. C
Purge Phase 1 completed (Bypass stack)
Duct Burner Purge Changeover Sequence initiated
GT Running Status
GT Shutdown for HRSG Shutdown and Diverter
System failure to close
HRSG Shutdown condition Reset
Diverter System Close
Diverter System Open
Teg temperature 56 deg. C lower than Fuel Auto
Ignition temperature
Duct Burner Purge Completed
GT Load Greater than 60%
FROM
DCS
MarkVIe
MarkVIe
TO
MarkVIe
DCS
DCS
TYPE
HW
HW
HW
MarkVIe
MarkVIe
DCS
MarkVIe
PESD
DCS
DCS
MarkVIe
PESD
MarkVIe
HW
HW
HW
HW
HW
PESD
PESD
PESD
MarkVIe
MarkVIe
MarkVIe
MarkVIe
PESD
HW
HW
HW
HW
BMS
MarkVIe
MarkVIe
BMS
HW
HW

GT + HRSG PURGE & START UP (GT/BMS SYSTEMS LOGIC DCS LOGIC)
A purge of both the HRSG enclosure and by-pass system shall be completed prior to the light-off of the GT
and prior to the admission of combustion turbine exhaust gas into the HRSG. The purge sequence
(GT+HRSG) shall be managed by MarkVIe.
Purge shall be accomplished by at least five volume changes and for duration of not less than 5 minutes.
During the purge, the flow rate shall be not less than 8% of GT full-load mass air-flow.
Depending on the availability of the HRSG, the followings two cases have to be considered:
First case - HRSG available
When the HRSG is available, the GT can operate in combined cycle mode. In this case both the by-pass stack
and the HRSG must be purged. With all the following purge permissives MarkVIe can start the GT/HRSG
purge sequence:
HRSG shutdown not present (235-XS-454)
No GT shutdown causes present and GT trip condition reset (235-XS-254 R)
Diverter damper system close (235-XS-554) that indicates the condition HRSG damper closed & bypass
stack Damper open from PESD)
GT not firing
GT flow rate not less than 8% of GT full-load mass air-flow

The GT+HRSG purge sequence will purge first the By-pass stack (phase 1) and then the HRSG duct (phase
2).
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At the end of the phase 1, the MarkVIe will send to DCS the hardwire signal 235-XS-0955 (Purge phase 1
completed by GTS) in order to open the diverter system dampers allowing the purge sequence to proceed with
the phase 2. The phase 2 is allowed to proceed when the Diverter System Open (235-XS-654) signal is
obtained from PESD. The Diverter system Open condition is equivalent to HRSG damper open and by pass
damper in closed condition.
The purge rate, volume changes and duration will be provided by MarkVIe for both phases. At the purge end
(i.e. both the phase 1 and the phase 2 are completed), the GTS will have the permissive to put the GT in
service in combined cycle mode through the HRSG.
The following signals shall be available from MarkVIe to DCS, by serial link:
GT+HRSG Purge requested
GT+HRSG Purge in progress (phase 1, phase 2)
GT+HRSG Purge completed (phase 1, phase 2)
GT+HRSG Purge interrupted (phase 1, phase 2)
HRSG purge in Fresh Air (FA) mode
The Phase 2 (HRSG duct purge by GTS) could be replaced, as alternative, by the duct burner purge
performed in FA mode (FA duct burner purge sequence managed by BMS logic).
In this case, after the HRSG duct purging in FA mode the DCS logic, with all the following permissives:
NOT GT Running (~235-XS-254 R)
HRSG in FA mode
HRSG isolation provided and maintained
Duct burner purge completed by BMS (after HRSG isolation provided and maintained) (235-XS-960)
HRSG duct purging in FA mode enabled by DCS (selection by operator) shall transfer the system to Combined
Cycle mode by the following way: when GTS sends the hardwire signal (235-XS-0955) to DCS (purge phase 1
completed by GTS) then the DCS will execute the following sequence:
Diverter damper system open command
Set the signal: Duct Burner Purge change-over sequence initiated (235-XS-0954)
With the signal, Diverter damper system NOT in close position (~235-XS-554) the DCS shall carry out:
FA duct damper close command (hardwired signal sent to the Diverter Damper System)
With the resulting signals:
Diverter damper system in open position & FA duct damper in close position (xx seconds delayed)
The DCS shall carry out:
FA fan stop command (FA fan damper will close)
Reset the signal: Duct Burner Purge change-over sequence initiated (235-XS-0954)
The signal: Duct Burner Purge change-over sequence initiated is reset also if at least one of the following
conditions is detected:
HRSG Shutdown
GT running (235-XS-254 R)
GT trip (from PESD to DCS)
Purge phase 1 completed (235-XS-0955) NOT present
This signal is reset, in any case, after a prefixed time (about xx seconds, to allow the complete execution of the
transfer sequence to CC mode).
MarkVIe will set the condition purge phase 2 completed and will have the permissive to put the GT in service in
combined cycle mode, through the HRSG, when MarkVIe verifies the following condition:
Purge phase 1 completed (235-XS-0955) &
Duct Burner Purge Completed (235-XS-960) from BMS (10 sec Off-Delay in order to allow the diverter
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opening) &
Duct Burner Purge change-over sequence initiated (235-XS-0954) &
Diverter Dampers system in open position (235-XS-654).
Second Case - HRSG not available

If HRSG shutdown is present (HSRG not available) the GT can operate only in open cycle mode. In this case,
MarkVIe can start the GT purge sequence through the by-pass stack (phase 1) if all the following purge
permissives are fulfilled:
No GT shutdown causes present and GT trip condition reset from MarkVIe
Diverter damper system close (235-XS-554)
GT not firing
GT flow rate not less than 8% of GT full-load mass air-flow
The purge rate, volume changes and duration shall be decided by MarkVIe.
At the end of the phase 1 (GT+ By-pass stack purge completed), MarkVIe will have the permissive to put the
GT in service in open cycle mode (through the by-pass stack).
During combined cycle operation and following the GT+HRSG purge as above indicated, the combustion
turbine shall be permitted to switch in open cycle mode (by closing the diverter system dampers by DCS) and
to purge and operate in open cycle through the by-pass stack.
When GT has operated in open cycle through the by-pass stack, then the HRSG purged condition shall be
reset. In this case the TEG shall not be permitted to re-enter the HRSG at a later time without HRSG repurging (the opening of the diverter system dampers shall not been allowed by DCS and PESD).
With GT running in open cycle mode through the by-pass stack, then the following two scenarios can be
considered:
HRSG duct shall be purged in FA mode (FA duct burner purge sequence managed by BMS logic. In FA
mode it shall be possible to light-off the auxiliary fire burner and start up the HRSG; then the TEG shall be
permitted to re-enter the HRSG at a later time (by activating the manual change over sequence from FA
mode to CC mode, without lowering the GT load. TEG shall not be permitted to re-enter the HRSG if the
HRSG is not in service, pressurized and in hot state (*).
The GT is operated with an exhaust gas temperature at least 56C lower the auto-ignition temperature of
fuels (235-XS-754) designed for use in the GT and in the Duct burner (TEG temp. <= xxx C, to be
defined - 235-XS-0957).In this case the TEG, at this lower temperature, shall be permitted to re-enter the
HRSG (by opening the diverter system dampers by DCS) and shall be used to perform the duct burner
purge (monitored by BMS). After the duct burner purge (hardwired signal from BMS to MarkVIe 235-XS960), MarkVIe will have the permissive to increase the load. Further limitations in TEG temperature are
foreseen according to the actual status of HRSG.
NOTE
1) HRSG isolation shall be considered maintained when all the following conditions are satisfied:
HRSG damper close (hardwired signal from PESD to DCS)
Sealing air pressure > min (xx sec maintained in order to allow sealing fans change over) (hardwired signal
from PESD to DCS)
(*)TEG shall not be permitted to re-enter the HRSG if the HRSG is not in hot state (HRSG is considered in
hot state if Boiler drum pressure >30 barg).If the HRSG hot state condition is not present, then MarkVIe has to
decrease the load in order to reduce the TEG temperature less than 371 C (235-XS-0956).
The hot status of HRSG will be sent from DCS to GTS via the hardwired signal (235-XS-0959).
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9 THROTTLING VALVE OPERATION <6>

9.1.1 DEVICE SUMMARY:
Software Signal Tags as per P&ID Description
a20tv2
235-XY-5333A
3MCL second stage side stream throttling valve
command
a20tv3
235-XY-5333B
3MCL third stage side stream throttling valve
command
A26GS
235-TIT-5401A1
3MCL First Stage Suction Temperature
A26GSS2
235-TIT-5402A1
3MCL Second Stage Side Stream Temperature
a33tv2_fbk
235-FZT-5333A
feedback
a33tv3_fbk
235-FZT-5333B
3MCL third stage side stream throttling valve
feedback
A63GS
235-PIT-5401A1
3MCL First Stage Suction Pressure
A63GSS2
235-PIT-5402A1
3MCL Second Stage Side Stream Pressure
A63GSS3
235-PIT-5403A1
3MCL Third Stage Side Stream Pressure
l20tv2
235-FY-5333A
solenoid
l20tv3
235-FY-5333B
3MCL third stage side stream throttling valve solenoid
l33tv2_1o
235-ZSH-5333AA 3MCL second stage side stream throttling valve
opened -1
235-ZSH-5333AB 3MCL second stage side stream throttling valve
l33tv2_2o
opened -2
l33tv2_3o
235-ZSH-5333AC 3MCL second stage side stream throttling valve
opened -3
l33tv2_c
235-ZSL-5333A
closed
l33tv3_1o
235-ZSH-5333BA 3MCL third stage side stream throttling valve opened 1
235-ZSH-5333BB 3MCL third stage side stream throttling valve opened l33tv3_2o
2
l33tv3_3o
235-ZSH-5333BC 3MCL third stage side stream throttling valve opened 3
l33tv3_c
235-ZSL-5333B
3MCL third stage side stream throttling valve closed
--235-ZSH-5401A
Propane Compressor 1st stage anti-surge valve open
--235-ZSH-5402A
Propane Compressor 2nd stage anti-surge valve open
--235-ZSH-5403A
Propane Compressor 3rd stage anti-surge valve open
--235-XS-2064
Notification to DCS to open Process isolation valves
--235-XS-2065
Process valve open feedback received from DCS

Control system requirements:
Control system shall ensure (during startup) that Stage 2 throttle valve is opened in order to keep Stage 1
compressor operative point on the right region of map. An excessive opening of the valve will cause Stage
1 compressor to run in surge conditions (during startup transient). A reduced opening of the valve will not
ensure sufficient flow to feed Stage 2 compressor thus causing potential surge of Stage 2 and choke of
Stage 1 (compressor maps mismatch). The same considerations hold for Stage 3 throttle valve.
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Throttle valves shall be operated just in startup/shutdown of one train, only if the other train is already
running and in production (i.e. Pressure/Temperature in suction drums are at normal conditions specified in
customer Heat and Material Balance).
Control system shall ensure that throttle valve actuation system is fully disabled during compressor normal
running.
Throttle valves shall be operated just when anti surge valves are fully opened. This operational requirement
will avoid any interaction between anti surge control system and throttling valves control.
Startup shall be inhibited by control system if valve has failed before starting opening the valve.
Compressor trip shall be foreseen in case of valve failure during startup or normal shut down. In such
cases the action of hot gas bypass valve should ensure compressor to safely stop.
Throttling Valve sequence:
Description of the sequence of operation of the valves:
The valve open/close can be done in 2 modes namely Manual mode and Auto mode. Manual mode is
enabled only during machine stopped condition (detected by zero speed of the turbine). The manual / auto
mode may be selected by having a selector button on HMI.
The solenoid valve to the throttling valve is energized when Ready to start is attained (in which open
feedback of throttling valve s checked) and Turbine start sequence is initiated (L1X).
The open status of the throttling valves is a permissive to start the turbine and it remains open till Start
Passed phase is achieved (L4).
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If the second unit is not running, then the throttling valve is kept in full open condition throughout.
Otherwise the throttling valves are controlled to control the pressure ratio of the different stages of the
compressor.
After L4 the throttling valves are closed following a fast ramp down.
After throttling valves closure, UCS will notify DCS to open the Process valves. On receipt of Process
Valve open feedback from DCS, sequence will continue further with Cranking.
The Throttling action starts based on pressure ratio control after the LP Speed (TNL) is greater than 20%
(K77TV_EN) and this continues till TNL reaches operative speed (70% speed).
Then the operating speed of the other unit is checked and the speed auto-raise functionality is enabled to
equalise the speed of unit starting up with the other.
When TNL for both units are equalized then the Throttling valve is opened following a steady ramp further
opened to 100%.
The set-point of Throttling Valve is dynamically obtained by Pressure Ratio extrapolation with corrected
speed at choking limits of compressor curve.
After the throttling valves are fully opened (detected by the limit switches) then an enabling signal would be
sent from MarkVIe to CCC Master and Anti-surge Controller. If limit switches detect closed condition of the
throttling valve a trip is generated by 2oo3 voting logic.
The Throttling valve remains in full open condition until L3 is lost.
With Trip or Normal Shutdown when L3=0, the Anti-surge valve must remain in full open condition and the
throttling valves start closing following the pressure ratio control action till TNL reaches 20% speed.
After that the valves close following a steady ramp down to fully closed condition.
After this is attained a permissive is sent to DCS to close the Isolation valves. Further to zero speed
detection of LP shaft (L14LR) after a delay of 3 minutes SOV for throttling is de-energized opening up the
throttling valve.
Alarms:
L33TV2_ALM
L33TV3_ALM
L43TV2_ALM
L43TV3_ALM
L4TV_ALM
3MCL SECOND STAGE TV POSITION HIGH ERROR

3MCL THIRD STAGE TV POSITION HIGH ERROR
3MCL SECOND STAGE TV MANUAL CTRL ALARM
3MCL THIRD STAGE TV MANUAL CTRL ALARM
3MCL THROTTLING VALVE TRIP LOGIC
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Control System Functional Description (Propylene Refrigerant Compressor)

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TITLE

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

MINIMUM OPERATING SPEED

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

Turbine and Auxiliares

Is Off -Line Water

Figure 1 - Ready to start

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

Figure 2 - Auxiliaries starting

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

Turbine and Auxiliaries

Start process valve

Open Hot Gas

Close Anti -surge

Anti-surge valve open / close feedback

Hot Bypass valve open command for purge

3CRC (235 -XS-0298C)

-Ratchet system de -activation

Notes:(1) Note that if water wash is

(2) For Pressurized start-up

(3) For De-pressurized start-up

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

IGNITION AND WARM-UP

Figure 4 - Ignition and warm-up

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

ACCELERATION TO OPERATIVE SPEED

Figure 5 - Acceleration to operative speed

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

Figure 6 - Complete sequence

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

TURBINE SPEED CONTROL BY DCS

Turbine and Auxiliaries

LP Shaft speed controlled

Figure 7 Turbine Speed Control by DCS

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

Figure 8 - Shutdown request

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

Figure 9 - Shutdown sequence

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

1.10 TRIP REQUEST

Turbine and Auxiliaries

Core Engine Trip?

Figure 10 - Trip request

CONTROL SYSTEM FUNCTIONAL DESCRIPTION

1.11 TRIP SEQUENCE

Turbine and Auxiliaries

Unit summary Trip

-Solenoid valves (20HD-1), (20HD-2)

-Close fuel gas block valve (20FB-1B)

Open anti -surge valves and

Throttling valves close

- Position liquid fuel recirculation valve

Ventilation Timer activated

Open the Throttling

Fuel gas block valve (20FB-1) and fuel

Lube Oil cooler timer

-Lube oil Cooler system Stop

HP shaft min. operati ve

-Ventilation System Stop

(3) Close after 5 hours or during start -up