GE Gas Turbine Training Manual PDF

Technology for Gas Turbines
Siemens Power Generation
Alpharetta, GA
September, 2006
GE Gas Turbine Training
GE GAS TURBINE CONTROLS PHILOSOPHY
Training Program Presented by
Turbine Technology Services Corporation

424 E. Central Blvd., Ste. 316
Orlando, FL 32801
Tel: 407-677-0813
Fax: 407-386-6293
Siemens Power Generation GE Gas Turbine Training

This text and the classroom instruction are designed to acquaint the attending students with GE Gas
Turbine Controls Philosophy and will focus on equipment originally manufactured by the General
Electric Company (hereafter OEM). The courseware does not purport to be complete nor is it
intended to be specific for the products of the OEM or other contributing companies. TTS will accept
no liability whatsoever for work undertaken on the basis of this text or associated classroom
instruction. The OEM instruction books, including current revisions of the Control Specifications,
should always be used whenever fieldwork is undertaken.
TMS. All rights Reserved.
GE Gas Turbine Training Siemens Power Generation

Table of Contents
Course Introduction.............................................................................. Section 1

Introduction to Gas Turbine Controls Philosophy
GE Gas Turbine Fleet ........................................................................... Section 2
GE Control System Evolution .............................................................. Section 3
GE Control System Fundamentals ...................................................... Section 4
GE Control System Documentation .................................................... Section 5
Siemens Power Generation Table of Contents

INTRODUCTION
Introduction 1.0

September 2006
GE Gas Turbine Training

GE GAS TURBINE CONTROLS PHILOSOPHY
Equipment
Models: GE Gas Turbine

Controls: SpeedtronicTM
Applications: Generator Drive
Prerequisite
It is highly recommended that participant attending this seminar have some experience operating or
maintaining General Electric gas turbines, or have previously attended a TTS or GE training course
on the same subject.
Goal
The goal of this course is to introduce the SpeedtronicTM Control System as applied to General
Electric manufactured gas turbines, through a better understanding of the normal operation of the
control and protection systems.
Objectives
Upon successful completion of this school, using the text materials provided, the gas turbine
instruction books and unit schematic piping diagrams, control specifications and electrical elementary
diagrams, the participant should be able to:
1. Identify GE Unit Types eg. MS5001
2. Identify GE SpeedtronicTM Control System eg. SpeedtronicTM Mark II
3. Understand GE Gas Turbine Design
4. Understand Gas Control Loops eg. Speed Control
Course Introduction 1.0

Course Outline
(Subject titles are general and times are approximate)
Course Introduction
Explain the goal and objectives for the course.
Introduction to GE Gas Turbine Controls Philosophy
GE Gas Turbine Fleet
GE Control System Evolution
Fuel Regulator
SpeedtronicTM Mark I
SpeedtronicTM Mark II
SpeedtronicTM Mark II with ITS
SpeedtronicTM Mark IV
SpeedtronicTM Mark V
SpeedtronicTM Mark VI
GE Control System Fundamentals
Basic Design
Startup Control
Speed Control
Temperature Control
Fuel Control
o Liquid Fuel
o Gas Fuel
IGV Control
Protection
o Trip Circuit
o Overspeed
o Over Temperature
o Flame Detection
o Combustion Monitor
Introduction to GE Gas Turbine Controls Philosophy - Course Outline 1.1

GE Control System Documentation
1.1 Piping and Instrumentation Drawing (PI&D)

1.2 Device Summary
1.3 Control Specification
1.4 Turbine Elementary
1.5 Turbine Connection Diagram
1.6 Motor Control Center Connection Diagram
1.7 Generator control Panel Connection Diagram
1.8 Control Sequence Program (CSP)
1.9 CSP Cross Reference
1.10 Alarm List
1.11 I/O Reports
Review
Introduction to GE Gas Turbine Controls Philosophy - Course Outline 1.2

GE GAS TURBINE FLEET
GE Gas Turbine Fleet 2.0

GE
Energy
GAS TURBINE AND

COMBINED CYCLE PRODUCTS
The Power of Technology, Experience and Innovation
The world demands a reliable supply of clean, dependable power. Always on the cutting edge of gas
turbine technology, GE offers a wide array of technological options to meet the most challenging
energy requirements. Using an integrated approach that includes parts, service, repair and project
management, we deliver results that contribute to our customers success. And our reputation for
excellence can be seen in everything we do.
GE ENERGY
GAS TURBINE AND COMBINED CYCLE PRODUCTS
Heat Rate
Heavy Duty Output
Btu/kWh kJ/kWh
2 MS9001H CC 520 MW 50 Hz 5,690 6,000
2 MS7001H CC 400 MW 60 Hz 5,690 6,000
6 MS9001FB CC 412.9 MW 50 Hz 5,880 6,202
6 MS7001FB CC 280.3 MW 60 Hz 5,950 6,276
CC 117.7 MW 50 Hz 6,240 6,582

CC 118.1 MW 60 Hz 6,250 6,593
8 MS6001FA
SC 75.9 MW 50 Hz 9,760 10,295
SC 75.9 MW 60 Hz 9,795 10,332
CC 262.6 MW 60 Hz 6,090 6,424

8 MS7001FA
SC 171.7 MW 60 Hz 9,360 9,873
CC 390.8 MW 50 Hz 6,020 6,350

8 MS9001FA
SC 255.6 MW 50 Hz 9,250 9,757
CC 193.2 MW 50 Hz 6,570 6,930

10 MS9001E
SC 126.1 MW 50 Hz 10,100 10,653
CC 130.2 MW 60 Hz 6,800 7,173

11 MS7001EA
SC 85.1 MW 60 Hz 10,430 11,002
CC 64.3 MW 50 Hz 6,950 7,341

12 MS6001B CC 64.3 MW 60 Hz 6,960 7,341
SC 42.1 MW 50/60 Hz 10,642 11,226
CC 67.2 MW 50 Hz 6,281 6,627
CC 67.2 MW 60 Hz 6,281 6,627
13 MS6001C
SC 45.4 MW 50 Hz 9,315 9,830
SC 45.3 MW 60 Hz 9,340 9,855
14 Small Heavy-Duty and Aeroderivative Gas Turbine

Products Overview
16 IGCC (Integrated Gasification Combined Cycle) Overview
NOTE: All ratings are net plant based on ISO conditions and natural gas fuel.
All CC ratings shown above are based on a 1 GT/1 ST configuration.
H System
2 Worlds Most Advanced Combined Cycle Gas Turbine Technology MS9001H/MS7001H

COMBINED CYCLE PERFORMANCE RATINGS
H SYSTEM
GEs H Systemthe worlds most advanced combined cycle system and the first capable of breaking Net Plant Heat Rate Net Plant GT Number
Output (MW) (Btu/kWh) (kJ/kWh) Efficiency & Type
the 60% efficiency barrierintegrates the gas turbine, steam turbine, generator and heat recovery steam
50 Hz
generator into a seamless system, optimizing each components performance. Undoubtedly the leading S109H 520 5,690 6,000 60.0% 1 x MS9001H
technology for both 50 and 60 Hz applications, the H delivers higher efficiency and output to reduce the
60 Hz
S107H 400 5,690 6,000 60.0% 1 x MS7001H
cost of electricity of this gas-fired power generation system.
Closed-Loop Steam Cooling
Open loop air-cooled gas turbines have a significant temperature drop across the first stage nozzles, which
reduces firing temperature and thermal efficiency. The closed-loop steam cooling system allows the turbine
to fire at a higher temperature for increased performance. It is this closed-loop steam cooling that enables
the H System to achieve 60% fuel efficiency capability while maintaining adherence to the strictest low NOx
Baglan Bay Power Station is the
standards and reducing CO2 emissions. Additionally, closed-loop cooling also minimizes parasitic extraction
launch site for GEs H System.
of compressor discharge air, thereby allowing more air to flow to the combustor for fuel premixing, thereby
enabling lower emissions.
PSP30462-05
An MS9001H is seen during
assembly in the factory.
RDC27903-13-03
Single Crystal Materials 3
H SYSTEM
The use of these advanced materials and Thermal Barrier Coatings ensures that components will stand
up to high firing temperatures while meeting maintenance intervals.
Dry Low NOx Combustors

A 9H gas turbine is
Building on GEs design experience, the H System employs a can-annular lean pre-mix DLN-2.5
readied for testing.
Dry Low NOx (DLN) Combustor System. Fourteen combustion chambers are used on the 9H, and
12 combustion chambers are used on the 7H. GE DLN combustion systems have demonstrated
the ability to achieve low NOx levels in several million hours of field service around the world.
RDC27916-09-09
Small Footprint/High Power Density
The H System offers approximately 40% improvement in power density per installed megawatt
compared to other combined cycle systems, once again helping to reduce the overall cost of
producing electricity.
Thoroughly Tested
PSP30246-10
The design, development and validation of the H System has been conducted under a regimen of extensive
component, sub-system and full unit testing. Broad commercial introduction has been controlled to follow Worlds first H turbine is transported
through Wales to Baglan Bay Power Station.
launch units demonstration. This thorough testing approach provides the introduction of cutting edge tech-
nology with high customer confidence.
F Class
4 Worlds Most Experienced Advanced Technology Gas Turbines

F CLASS
With over ten million hours of operation, our F class turbines have established GE as the clear industry
leader for successful fired hours in advanced technology gas turbines. Representing the worlds largest,
most experienced fleet of highly efficient gas turbines, designed for maximum reliability and efficiency
with low life cycle costs, our F class turbines are favored by both power generators and industrial
cogenerators requiring large blocks of reliable power.
Introduced in 1987, GEs F class gas turbines resulted from a multi-year development program using
technology advanced by GEs aircraft engine team and GE Global Research. GE continually advances
this technology by incrementally improving the F class product to attain ever higher combined cycle
efficiencies, while maintaining reliability and availability.
PSP30027-06
An MS9001FA gas turbine
ships from the plant.
Dry Low NOx combustor systems allow

GEs F Class turbines to meet todays strict
environmental emissions requirements.
RDC27305-02a
Our F class gas turbines, including the 6F (either 50 or 60 Hz), the 7F (60 Hz) and the 9F (50 Hz), offer 5
F CLASS
flexibility in cycle configuration, fuel selection and site adaptation. All F class gas turbines include an
18-stage axial compressor and a three-stage turbine, and they feature a cold-end drive and axial exhaust,
which is beneficial for combined cycle arrangements where net efficiencies over 58% can be achieved.
F/FA/FB EXPERIENCE
14000
11,844
12000
FIRED HOURS IN THOUSANDS
11,594
10,327
10000
9,061
8000 7,794
6,859
6000 5,790
4,899
4,186
4000 3,575
2,989
2000
0
95 96 97 98 99 00 01 02 03 04 05
YEAR
PSP30210-01
Half of all 6FA installations are located in
Europe. This CHP plant is owned by Porvoo,
PSP30114
Finland.
MS7001FB and MS9001FB
6 Worlds Most Advanced Air-Cooled Gas Turbine

The FB is the latest evolutionary step in GEs proven F series. Taking F technology to a new level of output
and efficiency, weve applied our cutting-edge technology, including the materials developed for the
H System, and the experience gained in over ten million advanced gas turbine fired hours. The result is a
large combined cycle system designed to provide high performance and low electrical cost.
This MS9001FB is seen on half shell
during assembly.
Improved output and efficiency means better fuel economy and reduced cost of producing electricity. With
todays competitive markets and unpredictable fuel prices, thisnow more than everis the key to success.
PSP30510-01
PSP30371-02
Hunterstown, PA 7FB launch site.
PSP30251-39
This MS7001FB is shown in
the factory.
In developing the FB, we followed a specific course that significantly improved the key driver of efficiency MS7001FB/MS9001FB 7
COMBINED CYCLE PERFORMANCE RATINGS

firing temperature. The FB firing temperature was increased more than 100 degrees Fahrenheit over GEs FA
technology, resulting in combined cycle efficiency rating improvements of better than one percentage Net Plant Heat Rate Net Plant GT Number
point. Output improvements of more than 5% were also achieved. These improvements equate to more MW
60 Hz 50 Hz
S109FB 412.9 5,880 6,202 58.0% 1 x MS9001FB
per MBtu of natural gas burned. S209FB 825.4 5,884 6,206 58.0% 2 x MS9001FB
S107FB 280.3 5,950 6,276 57.3% 1 x MS7001FB
The use of advanced turbine materials, such as Single Crystal First Stage Buckets, ensures that components S207FB 562.5 5,940 6,266 57.5% 2 x MS7001FB
can stand up to the higher firing temperatures of the FB without an increase in maintenance intervals.
Providing the basis of process rigor, Six Sigma methodologies were used to assure a highly reliable robust
design optimized for lowest cost of electricity. Indeed, in developing the FB, we were able to maintain many
of the proven features of the worlds most successful advanced technology turbine, the F/FA.
An MS7001FB is
seen in test cell.
PSP30266-02
PSP30299
MS6001FA, MS7001FA and MS9001FA MS6001FA SIMPLE CYCLE PERFORMANCE RATINGS
50 Hz Power 60 Hz Power
Generation Generation
Output (MW) 75.9 75.9

8 Proven Performance in a Mid-Size Package Heat Rate (Btu/kWh) 9,760 9.795
(kJ/kWh) 10,295 10,332
M S 6 0 0 1 FA , M S 7 0 0 1 FA a n d M S 9 0 0 1 FA
The highly efficient gear-driven 6FA gas turbine is a mid-size version of the well-proven 7FA and 9FA. Its Pressure Ratio 15.6:1 15.7:1
Mass Flow (lb/sec) 447 449
output range, high exhaust energy, full packaging and robust design ideally suit applications ranging from (kg/sec) 203 204
cogeneration and district heating to pure power generation in combined cycle and Integrated Gasification Turbine Speed (rpm) 5,231 5,254
Exhaust Temperature (F) 1,117 1,118
Combined Cycle (IGCC). (C) 603 603
Model Designation PG6111FA PG6111FA
To meet the need for mid-size power blocks with high performance in combined heat and power
applications, the high-speed 6FA produces 75.9 MW of simple cycle power at 35% efficiency and MS6001FA COMBINED CYCLE PERFORMANCE RATINGS
117 MW of combined cycle power at 54.7% net efficiency. In IGCC operation, gross plant efficiencies Net Plant Heat Rate Net Plant GT Number
can reach up to 46%.
60 Hz 50 Hz
S106FA 117.7 6,240 6,582 54.7% 1 x MS6001FA
S206FA 237.9 6,170 6,508 55.3% 2 x MS6001FA
A classic example of GEs evolutionary designs, the 6FA is a 2/3 scale of the 7FA. Its aerodynamically S106FA 118.1 6,250 6,593 54.6% 1 x MS6001FA
scaled 18-stage axial design reduces combustion chambers from 14 to 6. A cold-end drive allows exhaust S206FA 237.5 6,210 6,550 54.9% 2 x MS6001FA
gases to be directed axially into the HRSG. With over 860,000 operating hours and 61 units installed or on
order, the 6FA provides major fuel savings over earlier mid-range units in base-load operation. Adaptable
to single or multi-shaft configurations, it burns a variety of fossil fuels, which can be switched after start-up
without sacrificing performance. On natural gas the available Dry Low NOx (DLN) system can achieve NOx
emissions of 15 ppm. KEPCOs Seoinchon Plant, one
of the worlds largest combined
cycle plants, has operated
for more than 40,000 hours in
Industry Standard for 60 Hz Power in All Duty Cycles daily start/stop cyclic duty.
The wide range of power generation applications for the 7FA gas turbine includes combined cycle, cogenera-
tion, simple cycle peaking and IGCC in both cycle and base load operation with a wide range of fuels. Its high
RDC27834-34
reliabilityconsistently 98% or betterprovides customers more days of operation per year while minimizing
overall life cycle cost.
MS7001FA SIMPLE CYCLE PERFORMANCE RATINGS
60 Hz Power Generation
Output (MW) 171.7

Heat Rate (Btu/kWh) 9,360
As an industry leader in reducing emissions, the 7FAs DLN-2.6 combustor (proven in hundreds of thousands (kJ/kWh) 9,873 9
M S 6 0 0 1 FA , M S 7 0 0 1 FA a n d M S 9 0 0 1 FA
of operating hours) produces less than 9 ppm NOx and COminimizing the need for exhaust cleanup sys- Pressure Ratio 16.0:1
Mass Flow (lb/sec) 981
tems and saving millions for our customers. (kg/sec) 445
Turbine Speed (rpm) 3,600
With 100s of units in operation, GE continually makes incremental design enhancements to improve output, Exhaust Temperature (F) 1,114
(C) 601
efficiency, reliability and availabilityfor new units and upgrades to existing units. GE adds customer value
Model Designation PG7241FA
with power augmentation equipment that provides additional gas turbine performance in summer peak
demand periodsincluding inlet cooling, steam injection, and peak firing. MS7001FA COMBINED CYCLE PERFORMANCE RATINGS
Net Plant Heat Rate Net Plant GT Number

60 Hz
S107FA 262.6 6,090 6,424 56.0% 1 x MS7001FA
Proven Excellence in Reliable 50 Hz Combined Cycle Performance
S207FA 529.9 6,040 6,371 56.5% 2 x MS7001FA
Power producers around the world require reliable power generationwhich makes the 9FA the 50 Hz gas
turbine of choice for large combined cycle applications. As an aerodynamic scale of the highly successful
7FA gas turbine, the 9FA provides key advantages that include a fuel-flexible combustion system and higher MS9001FA SIMPLE CYCLE PERFORMANCE RATINGS
output performance. 50 Hz Power Generation
Output (MW) 255.6

The 9FA gas turbine is configured with the robust DLN-2.0+. Ideally suited for diverse fuels, this combustor Heat Rate (Btu/kWh) 9,250
(kJ/kWh) 9,757
is the industry leader in pollution prevention for 50 Hz combined cycle applications with greater than 56%
Pressure Ratio 17.0:1
efficiency, achieving less than 25 ppm NOx. Mass Flow (lb/sec) 1,413
(kg/sec) 641
The 9FA can be configured to meet site and power requirements. For re-powering applications with space
Exhaust Temperature (F) 1,116
limitations, it can be configured in a single-shaft combined cycle arrangement with the generator and steam (C) 602
Model Designation PG9351FA
turbine. For large combined cycle or cogeneration plants where flexible operation and maximum perform-
ance is the prime consideration, it can be arranged in a multi-shaft configuration where one or two gas MS9001FA COMBINED CYCLE PERFORMANCE RATINGS
turbines are combined with a single steam turbine to produce power blocks of 390 or 786 MW.
50 Hz
S109FA 390.8 6,020 6,350 56.7% 1 x MS9001FA
S209FA 786.9 5,980 6,308 57.1% 2 x MS9001FA
MS9001E
10 Fuel-Flexible 50 Hz Performer MS9001E SIMPLE CYCLE PERFORMANCE RATINGS

MS9001E
50 Hz Power Generation
The MS9001E gas turbine is GEs 50 Hz workhorse. With more than 390 units, it has accumulated over
Output (MW) 126.1
14 million fired hours of utility and industrial service, many in arduous climates ranging from desert heat Heat Rate (Btu/kWh) 10,100
(kJ/kWh) 10,653
and tropical humidity to arctic cold. Originally introduced in 1978 at 105 MW, the 9E has incorporated
Pressure Ratio 12.6:1
numerous component improvements. The latest model boasts an output of 126 MW and is capable of Mass Flow (lb/sec) 922
(kg/sec) 418
achieving more than 52% efficiency in combined cycle.
Exhaust Temperature (F) 1,009
Whether for simple cycle or combined cycle application, base load or peaking duty, 9E packages are (C) 543
comprehensively engineered with integrated systems that include controls, auxiliaries, ducts and silencing. Model Designation PG9171E
They are designed for reliable operation and minimal maintenance at a competitively low installed cost.
MS9001E COMBINED CYCLE PERFORMANCE RATINGS
Like GEs other E-class technology units, the Dry Low NOx combustion system is available on 9E, which can
achieve NOx emissions under 15 ppm when burning natural gas. Output (MW) (Btu/kWh) (kJ/kWh) Efficiency & Type
50 Hz
S109E 193.2 6,570 6,930 52.0% 1 x MS9001E
With its flexible fuel handling capabilities, the 9E accommodates a wide range of fuels, including natural S209E 391.4 6,480 6,835 52.7% 2 x MS9001E
gas, light and heavy distillate oil, naphtha, crude oil and residual oil. Designed for dual-fuel operation,
it is able to switch from one fuel to another while running under load. It is also able to burn a variety of
syngases produced from oil or coal without turbine modification. This flexibility, along with its extensive
experience and reliability record, makes the 9E well suited for IGCC projects. The MS9001E gas turbine
is designed to attain high
availability levels and low
In simple cycle, the MS9001E is a reliable, low first-cost machine for peaking service, while its high maintenance costs, resulting
combined cycle efficiency gives excellent fuel savings in base load operations. Its compact design in extremely low total cost
of ownership.
provides flexibility in plant layout as well as the easy addition of increments of power when a phased
capacity expansion is required.
RDC26213-12
MS7001EA
Time-Tested Performer for 60 Hz Applications MS7001EA SIMPLE CYCLE PERFORMANCE RATINGS 11
MS7001EA
60 Hz Power Generation Mechanical Drive
With more than 750 units in service, the 7E/EA fleet has accumulated tens of millions of hours of service
Output (MW) 85.1 (hp) 115,630
and is well recognized for high reliability and availability.
Heat Rate (Btu/kWh) 10,430 (Btu/shp-hr) 7,720
(kJ/kWh) 11,002
With strong efficiency performance in simple and combined cycle applications, this 85 MW machine is Pressure Ratio 12.7:1 11.9:1
Mass Flow (lb/sec) 648 (lb/sec) 659
used in a wide variety of power generation, industrial and cogeneration applications. It is uncomplicated (kg/sec) 294 (kg/sec) 299
and versatile; its medium-size design lends itself to flexibility in plant layout and fast, low-cost additions Turbine Speed (rpm) 3,600 (rpm) 3,600
Exhaust Temperature (F) 997 (F) 999
of incremental power. (C) 536 (C) 537
Model Designation PG7121EA M7121EA
With state-of-the-art fuel handling equipment, advanced bucket cooling, thermal barrier coatings and
a multiple-fuel combustion system, the 7EA can accommodate a full range of fuels. It is designed for dual-
MS7001EA COMBINED CYCLE PERFORMANCE RATINGS
fuel operation, able to switch from one fuel to another while the turbine is running under load or during
shutdown. 7E/EA units have accumulated millions of hours of operation using crude and residual oils. Output (MW) (Btu/kWh) (kJ/kWh) Efficiency & Type
60 Hz
S107EA 130.2 6,800 7,173 50.2% 1 x MS7001EA
In addition to power generation, the 7EA is also well suited for mechanical drive applications. S207EA 263.6 6,700 7,067 50.9% 2 x MS7001EA
An MS7001EA is shown on half shell

during assembly.
GT20821
MS6001B
12 Reliable and Rugged 50/60 Hz Power MS6001B SIMPLE CYCLE PERFORMANCE RATINGS
MS6001B
50/60 Hz Power Generation Mechanical Drive

The MS6001B is a performance proven 40 MW class gas turbine, designed for reliable 50/60 Hz power
Output (MW) 42.1 (hp) 58,380
generation and 50,000 hp class mechanical drive service. With availability well documented at 97.1% and Heat Rate (Btu/kWh) 10,642 (Btu/shp-hr) 7,650
(kJ/kWh) 11,226
reliability at 99.3%, it is the popular choice for efficient, low installed cost power generation or prime movers
Pressure Ratio 12.2:1 12.0:1
in mid-range service. Mass Flow (lb/sec) 311 (lb/sec) 309
(kg/sec) 141 (kg/sec) 140
With over 980 units in service, the versatile and widely used 6B gas turbine has accumulated over Turbine Speed (rpm) 5,163 (rpm) 5,111
Exhaust Temperature (F) 1,018 (F) 1,011
45 million operating hours in a broad range of applications: simple cycle, heat recovery, combined cycle, (C) 548 (C) 544
and mechanical drive. It can be installed fast for quick near-term capacity. Model Designation PG6581B M6581B
The rugged and reliable 6B can handle multiple start-ups required for peak load. It can accommodate a
MS6001B COMBINED CYCLE PERFORMANCE RATINGS
variety of fuels and is well suited to IGCC. In combined cycle operation the 6B is a solid performer at nearly
50% efficiency. It is also a flexible choice for cogeneration applications capable of producing a thermal Output (MW) (Btu/kWh) (kJ/kWh) Efficiency & Type
output ranging from 20 to 400 million Btu/hr. S106B 64.3 6,950 7,341 49.0% 1 x MS6001B
50 Hz
S206B 130.7 6,850 7,225 49.8% 2 x MS6001B
S406B 261.3 6,850 7,225 49.8% 4 x MS6001B
Like all GE heavy-duty gas turbines, the 6B has earned a solid reputation for high reliability and environ-
S106B 64.3 6,960 7,341 49.0% 1 x MS6001B
mental compatibility. With a Dry Low NOx combustion system, the 6B is capable of achieving less than
60 Hz
S206B 130.7 6,850 7,225 49.8% 2 x MS6001B
15 ppm NOx on natural gas. S406B 261.3 6,850 7,225 49.8% 4 x MS6001B
With its excellent fuel efficiency, low cost per horsepower and high horsepower per square foot, the MS6001B
is an excellent fit for selective mechanical applications.
An MS6001B rotor is
seen on half shell.
RDC24656-03
MS6001C
High Efficiency 45 MW Class Gas Turbine MS6001C SIMPLE CYCLE PERFORMANCE RATINGS 13
MS6001C
50 Hz 60 Hz
The 6C meets the need for low-cost electricity production in heat recovery operations for both 50 and 60 Hz
Output (MW) 45.4 45.3
including industrial cogeneration, district heating, and mid-sized combined-cycle power plants. Heat Rate (Btu/kWh) 9,315 9,340
(kJ/kWh) 9,830 9,855
Consistent with GEs evolutionary design philosophy, the 6C incorporates technologies that have been validated Pressure Ratio 19.6:1 19.6:1
Mass Flow (lb/sec) 270 270
in service worldwide. This evolutionary approach ensures users of the 6C that they are receiving advanced (kg/sec) 122 122
but well-proven technology. The Frame 6C builds on the experience and performance of GEs Frame 6B Turbine Speed (rpm) 7,100 7,100
Exhaust Temperature (F) 1,078 1,078
technology, proven in more than 45 million hours of service, and also incorporates key features of GEs (C) 581 581
advanced F technology. Model Designation PG6591C
The turbine includes components that provide high reliability and maintainability, such as a 12-stage compressor
MS6001C COMBINED CYCLE PERFORMANCE RATINGS
with fewer parts and removable blades and vanes. NOx emissions are limited to 15 ppm dry when operating
on natural gas, and 42 ppm when burning light distillate with water injection. Output (MW) (Btu/kWh) (kJ/kWh) Efficiency & Type
S106C 67.2 6,281 6,627 54.3% 1 x MS6001C
60 Hz 50 Hz
Improved operability features include less than 50% S206C 136.1 6,203 6,544 55.0% 2 x MS6001C
S106C 67.2 6,281 6,627 54.3% 1 x MS6001C
turndown while maintaining emissions guarantees, fast
S206C 136.1 6,203 6,544 55.0% 2 x MS6001C
and reliable starts in 13 minutes, and three stages of
compressor guide vanes for high efficiency at part load.
The 6C also features an F-class modular arrangement
and a Mark VI Speedtronic control system.
PSP30646-02
Akenerji Kemalpasa-Izmir Turkey
206C Combined-CycleCOD since November 2005
Rigorous field validation tests conducted at the Kemalpasa 6C launch
site confirmed the outstanding operability of the turbinehigh
efficiency and low emissions.
Small Heavy-Duty and Aeroderivative Gas Turbines
14 A Broad Portfolio of Packaged Power Plants

S M A L L H E AV Y - D U T Y a n d A E R O D E R I VAT I V E G A S T U R B I N E S
GE provides a broad range of power packages from 5 MW to nearly 50 MW for simple cycle, combined
cycle or cogeneration applications in the utility, private and mobile power industries. Marine applications
for these machines range from commercial fast ferries and cruise ships to military patrol boats, frigates,
destroyers and aircraft carriers.
Oil & Gas
GE is a world leader in high-technology turbine products and services for the oil & gas industry.
We offer full turnkey systems and aftermarket solutions for production, LNG, transportation, storage,
RDC26874-04
refineries, petrochemical and distribution systems.
The powerful LM6000 is one of the most

fuel-efficient simple cycle gas turbines in
the world.
SMALL HEAVY-DUTY GAS TURBINES
Output Heat Rate Pressure Turbine Speed Exhaust Flow Exhaust Temp.
(kW) (Btu/kWh) (kJ/kWh) Ratio (rpm) (lb/sec) (kg/sec) (F) (C)
Generator
GE5 5,500 11,130 11,740 14.8:1 16,630 43.1 19.6 1,065 574
Drive*
GE10 11,250 10,884 11,481 15.5:1 11,000 104.7 47.5 900 482
MS5001 26,830 12,028 12,687 10.5:1 5,094 276.1 125.2 901 483
(shp) (Btu/shp-h) Ratio (rpm) (lb/sec) (kg/sec) (F) (C)
GE5 7,510 8,080 14.6:1 12,500 44.2 20.0 1032 556

Mechanical
Drive**
GE10 15,575 10,543 15.5:1 7,900 103.3 46.9 903 484

MS5002C 38,005 8,814 8.8:1 4,670 274.1 123.4 963 517
MS5002E 43,690 8,650 10.8:1 4,670 311.7 141.4 948 509
*ISO conditions natural gas electrical generator terminals

**ISO conditions natural gas shaft output
AERODERIVATIVE GAS TURBINES 15
S M A L L H E AV Y - D U T Y a n d A E R O D E R I VAT I V E G A S T U R B I N E S
(kW) (Btu/kWh) (kJ/kWh) Ratio (rpm) (lb/sec) (kg/sec) (F) (C)
LMS100PA 98,894 7,563 7,979 40:1 3,000 458 208 782 416
LMS100PB 98,359 7,569 7,873 40:1 3,000 456 207 783 417
LM6000PC Sprint* 50,041 8,461 8,925 31.5:1 3,627 302 137 813 434
LM6000PC 42,890 8,173 8,621 29.2:1 3,627 284 129 817 436
50 Hz Power Gen
LM6000PD Sprint 46,903 8,272 8,725 30.9:1 3,627 292 132 834 446
LM6000PD 41,711 8,374 8,833 29.3:1 3,627 279 127 838 448
LM6000PD (liquid fuel) 40,400 8,452 8,915 28.5:1 3,627 272 123 853 456
LM2500RC 32,916 8,880 9,369 23:1 3,600 202 92 976 524
LM2500RD 32,689 8,901 9,391 23:1 3,600 201 91 977 525
LM2500PH 26,463 8,673 9,148 19.4:1 3,000 168 76 927 497
LM2000PE 22,346 9,630 10,158 18.0:1 3,000 154 70 1001 538 GE Energys Oil & Gas products
LM2000PS 17,674 9,779 10,315 16.0:1 3,000 142 64 894 479 are installed in major upstream,
LM1600PE 13,748 9,749 10,283 20.2:1 7,900 104 47 915 491 midstream, downstream
LMS100PA 98,816 7,569 7,986 40:1 3,600 458 207.6 780 416 and distribution applications
LMS100PB 98,196 7,582 7,872 40:1 3,600 456 207 782 417 around the world.
LM6000PC Sprint* 50,080 8,434 8,896 31.3:1 3,600 299 136 819 437
LM6000PC 43,471 8,112 8,557 29.1:1 3,600 282 128 824 440
60 Hz Power Gen
LM6000PD Sprint 46,824 8,235 8,686 30.7:1 3,600 290 132 837 447
GT06543
LM6000PD 42,336 8,308 8,763 29.3:1 3,600 278 126 846 452
LM6000PD (liquid fuel) 40,200 8,415 8,876 28.1:1 3,600 268 122 857 458
LM2500RC 33,394 8,753 9,235 23:1 3,600 201.9 91.6 976 524
LM2500RD 33,165 8,774 9,257 23:1 3,600 201 91 977 525
LM2500PH 27,763 8,391 8,850 19.4:1 3,600 167 76 922 494
LM2500PE 23,292 9,315 9,825 19.1:1 3,600 153 69 992 533
LM2000PS 17,606 9,587 10,112 15.6:1 3,600 139 63 886 474
LM1600PE 13,769 9,735 10,268 20.2:1 7,900 104 47 894 479
(hp) (Btu/shp-h) Ratio (rpm) (lb/sec) (kg/sec) (F) (C)
Mechanical Drive
LM6000PC 59,355 5,941 29.1:1 3,600 282 127.9 824 440
PSP30305
LM2500RC 45,740 6,435 23:1 3,600 202 92.0 980 527
LM2500RD 45,417 6,450 23:1 3,600 200.9 91.1 981 527
LM2500PE 31,164 6,780 19.5:1 3,600 152 69.0 976 524
LM2000PE 24,146 6,992 15.6:1 3,600 138.6 62.9 885 474
LM1600PE 19,105 7,016 20.2:1 7,900 104.3 47.3 915 491
*Sprint 2002 deck is used with water injection to 25 ppmvd for power enhancement.
NOTE: Performance based on 59F amb. Temp., 60% RH, sea level, no inlet/exhaust losses
on gas fuel with no NOx media unless otherwise specified
IGCC
16 The Next Generation Power Plant GE GAS TURBINES FOR IGCC APPLICATIONS
I G CC
Gas Turbines IGCC

Making Environmental Compliance Affordable
Model Syngas Power Rating Model Syngas CC Output Power
Integrated Gasification Combined Cycle (IGCC) technology is increasingly important in the world energy GE10 10 MW (50/60 Hz) GE10 14 MW (50/60 Hz)
6B 42 MW (50/60 Hz) 106B 63 MW (50/60 Hz)
market, where low cost opportunity feedstocks such as coal, heavy oils and pet coke are the fuels of choice. 7EA 90 MW (60 Hz) 107EA 130 MW (60 Hz)
And IGCC technology produces low cost electricity while meeting strict environmental regulations. 9E 150 MW (50 Hz) 109E 210 MW (50 Hz)
6FA 90 MW (50/60 Hz) 106FA 130 MW (50/60 Hz)
7FA 197 MW (60 Hz) 107FA 280 MW (60 Hz)
The IGCC gasification process cleans heavy fuels and converts them into high value fuel for gas turbines. 9FA 286 MW (50 Hz) 109FA 420 MW (50 Hz)
Pioneered by GE almost 30 years ago, IGCC technology can satisfy output requirements from 10 MW to 7FB 232 MW (60 Hz) 207FB 750 MW (60 Hz)
more than 1.5 GW and can be applied in almost any new or re-powering project where solid and heavy
fuels are available.
Optimal Performance
For each gasifier type and fuel, there are vast numbers of technical possibilities. Integrated Gasification
Combined Cycle (IGCC) systems can be optimized for each type of fuel as well as site and environmental
requirements. Using knowledge gained from successfully operating many IGCC units, GE has optimized
Cover Photo: PSP30502-03, Inside Cover Photos: RDC27191-05-05, PSP30502-01. Designed by GE Energy Creative Services.
system configurations for all major gasifier types and all GE IGCC gas turbine models.
PSP30120
Experience
GE engages experts from throughout the gasification industry at both operating and research levels to This 550 MW IGCC is located at the Saras oil
refinery in Sardinia. The three GE 109E single-
develop the most economical and reliable approaches to IGCC technology. Using the same combined cycle
shaft combined cycle units have accumulated
technology for IGCC that we use for conventional systems, GE offers extensive experience and high levels over 12,000 hours of syngas operation.
of reliability.
GE Value
GE
GEisValue
a leading global supplier of power generation technology, energy services and management Industries Served: 17
systems, with an installed base of power generation equipment in more than 120 countries.
Commercial and industrial
GE is a leading global supplier of power generation technology, energy services and management
GE Energy provides innovative, technology-based products and service solutions across the full
systems, with an installed base of power generation equipment in more than 120 countries. GE Energy
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spectrum of the energy
provides innovative, industry. products and service solutions across the full spectrum of the
technology-based
Distributed power
energy industry.
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Our people, products and services provide enhanced performance, competitive life cycle costs
Oil & Gas
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and continuous technological innovation with unmatched experience. Our Customer-Centric
Commercial and industrial power generation

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approach, combined with Six Sigma quality methodology, assures that customer needs
Distributed power
Gas compression
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Our people, products and services provide enhanced performance, competitive life-cycle costs and
continuous technological innovation with unmatched experience. Our Customer-Centric approach,
combined with Six Sigma quality methodology, assures that customer needs are defined up front and
that performance against customer expectations is measured and managed every step of the way.
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GEA 12985E (06/05)

GE Energy
GAS TURBINE AND

COMBINED CYCLE PRODUCTS
GER-3434D
GE Power Generation
GE Gas Turbine
Design Philosophy
D.E. Brandt
R.R. Wesorick
GE Industrial & Power Systems
Schenectady, NY
GER-3434D
GE GAS TURBINE DESIGN PHILOSOPHY

D.E. Brandt, R.R. Wesorick
GE Industrial 8c Power Systems
Schenectady, NY
INTRODUCTION blade angles, and stresses. Additionally, impor-

Several important design philosophies have tant cycle parameters are maintained, such as
pressure ratio and efficiency. If the scale factor is
enabled the GE family of heavy-duty gas turbines
defined as the ratio of the diameters, then shaft
to achieve worldwide market leadership. These
speed varies as the inverse of that ratio. Linear
design philosophies have been important in
dimensions vary directly as the scale factor; the
achieving continuous advances in the state-of-
airflow and power vary with the square of the
the-art gas turbine technology, and they will con-
scale factor; and the weight varies with the cube
tinue to guide technological developments. This
of the scale factor (Table 1). The vibratory fre-
paper will review the significance of certain GE
quencies of the blading, relative to rotational
design philosophies and development objectives
speed and centrifugal stress levels, are the same
for the flange-to-flange gas turbine.
for all scaled compressors and turbines. Thus,
The major elements of this philosophy are
the application of scaling allows maximum uti-
the evolution of designs, use of geometric scal-
lization of available experience.
ing, and thorough preproduction development.
The evolution of designs has been highly suc-
Table 1
cessful, and this approach will continue to be
SCALING RATIOS
the basis for further progress. One result of the
evolutionary approach is a family of axial-flow Scale
compressors whose flow, pressure ratio, and effi- Fat tor 0.5 1 2
ciency have been improved in several discrete
steps, while retaining the proven reliability of Pressure Ratio 1 1 1
existing designs. The historical development of Efficiency 1 1 1
these compressors will be described. Another RPM 2 1 0.5
result of the evolutionary approach is the Velocities 1 1 1
MS7001 turbine. It has been improved in perfor- Flow 0.25 1 4
Power 0.25 1 4
mance through six models, the A, B, C, E, EA, F
Weight 0.125 1 8
and FA. 1
Stresses 1 1
A second, highly successful principle of GEs Freq/ROM 1 1 1
product line has been geometric scaling of both Tip Speed 1 1 1
compressors and turbines. Scaling is based on
GT202,5
the principle that one can reduce or increase
the physical size of a machine while simultane- A third element of the GE design philosophy
ously increasing or decreasing rotational speed is thorough development. This involves design
analysis, quality manufacturing, testing, and
to produce an aerodynamically and mechanical-
ly similar line of compressors and turbines. feedback from field experience. This philosophy
Application of scaling has allowed the develop is evidenced by GEs substantial investment in
ment of the product line by the use of proven development and test facilities.
compressor and turbine designs. Machines such There are several other important considera-
as the MS1002, MS5001, MS6001, and MS9001 tions which have produced the combination of
were designed utilizing scaling which main- construction features found in GE-designed
tained geometric similarity with counterpart heavy-duty gas turbines. For example, the use of
components in MS3002 and MS7001 units. This relatively common materials such as grey iron
results in constant temperatures, pressures, and nodular iron in the casings, and low-alloy
steel compressor and turbine wheels, allows fab-
1
GER-3434D
rication in many locales using foundry and forg- Figure 1 illustrates the common open cycle
ing technology common to several equipment gas turbine which is nearly universal for power
industries. generation, mechanical drive, and aircraft appli-
The subjects of fuel flexibility, packaging, and cations. Other cycles such as reheat cycles and
maintenance are also important design consid- pumped storage cycles represent variations on
erations and are discussed in other papers. This that illustrated in Fig. 1.
paper will focus on the development philosophy
of the three major gas turbine elements: the Gas Turbine Configuration
compressor, the combustor, and the turbine.
Figure 2 illustrates an MS7001FA gas turbine.
It is typical of all gas turbines in commercial
GAS TURBINE DESCRIPTION operation today. Gas turbines with multiple
shafts, such as the heavy duty MS3002 and
The Gas Turbine Cycle MS5002, and aero-derivative gas turbines, are
modifications of the configurations shown in
The gas turbine cycle is a constant flow cycle Fig. 2. While these modifications require consid-
with a constant addition of heat energy. It is erable design and mechanical innovation, the
commonly referred to as the Brayton Cycle after basic description of the gas turbine remains
George Brayton. Figure 1 illustrates this cycle as unchanged.
it is plotted on temperature entropy coordi- In the compressor section, air is compressed
nates. The constant pressure lines diverge with to many atmospheres pressure by the means of a
increasing temperature and entropy. This diver- multiple-stage axial flow compressor. The com-
gence of the constant pressure lines make the pressor design requires highly sophisticated
simple cycle gas turbine possible. For all com- aerodynamics so that the work required to com-
mon gas turbines in use today, the lower pres- press the air is held to an absolute minimum in
sure represents atmospheric pressure, and the order to maximize work generated in the tur-
upper pressure represents the pressure after bine. Of particular interest in the design of any
compression of the air. Air is compressed from compressor is its ability to manage stall of its
state 1 to state 2 in an axial flow compressor, aerodynamic components. In starting the gas
while heat is added between states 2 and 3 in a turbine, the compressor must operate from zero
combustor. Work is then derived from the speed to full speed. It is essential that the vary-
expansion of the hot combustion gases from ing air flow within the compressor be so con-
states 3 to 4. Since the expansion from states 3 trolled that damage does not occur from avoid-
to 4 yield more work than that required to com- able stalling during part speed operation, and
press the air from states 1 to 2, useful work is that stalling is absolutely prevented at full speed.
produced to drive a load such as a generator. During low speed operation, the inlet guide
vanes are closed to limit the amount of air flow-
ing through the compressor, and provisions for
bleeding air from the compressor are provided
at one or more stages. This reduces the strength
of the stalling phenomena during part speed
operation, which avoids compressor damage.
The compressor aerodynamics are such that at
full speed operation, no stalling should occur.
Because sufficient margin exists between normal
operating conditions and those conditions
which would result in stall, General Electric gas
turbines do not experience stall phenomena
during normal full speed operation.
The combustor of a gas turbine is the device
GT17355A that accepts both highly compressed air from
Figure 1. Ideal Brayton Cycle the compressor and fuel from a fuel supply so
GER-3434D
RDC36333
Figure 2. MS7001FA simple cycle gas turbine
that continuous combustion can take place. This design of the axial-flow compressor was based
raises the temperature of the working gases to a on experience with the development of the
very high level. This combustion must take place TG180 aircraft jet engine during the mid-1940s.
with a minimum of pressure drop and emission In the late 1940s a prime mover was designed
production. The very high temperature gases based on the TG180 and intended for use in
flow from the combustor to the first stage tur- pipeline pumping and industrial power applica-
bine nozzles. tions. This prime mover, the earliest model of
It is in the turbine that work is extracted from the MS3002, was a 5000-hp gas turbine with a
the high pressure, high temperature working compressor airflow of 37 kg/set (81.5 lb/set) .
fluid as it expands from the high pressure devel- The original MS3002 compressor did not
oped by the compressor down to atmospheric
require bleed valves, variable-inlet guide vanes,
pressure. As the gases leave the combustor, the
or variable-angle stator vanes for the turbine to
temperature is well above that of the melting
point of the materials of construction in the accelerate and operate over a wide speed range
nozzles and first stage buckets. Extensive cooling without compressor surge. El Paso Natural Gas
of the early stages of the turbine is essential to Company purchased 28 of these turbines which,
ensure adequate component life. While the hot after 30 years of operation, have accumulated an
gases cool as they expand, the temperature of average of over 200,000 hours each.
the exhaust gases is still well above that of the In 1955, the design of a new compressor was
original ambient conditions. The elevated tem-
undertaken to better satisfy the electrical power
perature of the exhaust gases means that consid-
erable energy is still available for boiling and generation market; this design resulted in high-
superheating water in a combined cycle bottom- er airflow and higher efficiency. Blade air-foils,
ing plant. It is this use of the exhaust energy that an improvement over the NACA 65 series pro-
results in the dramatic improvement in cycle file, were tapered in chord and camber and
efficiencies between simple cycle turbine and specified a root thickness of 13.5% of chord to
combined cycle systems. provide ruggedness. Air extraction ports were
added to the fourth and tenth stages to avoid
surge while the compressor accelerated to rated
AXIAL COMPRESSOR speed. This design, used in the original MS5000,
produced an airflow rate of 72.4 kg/set (159.2
Aerodynamic Development
lb/set) and a pressure ratio of 6.78 at 4860 rpm.
GEs experience with compressor design Compressor airflow was later increased by rais-
spans several decades. The original heavy-duty ing the rotational speed to 5100 rpm and open-
3
GER-3434D
ing the inlet guide vanes, resulting in the basic illustrates the mechanical configurations associ-
MS5001M design which has led to todays mod- ated with these compressors. The MS5001N
ern compressors. compressor, which runs at 5,100 rpm, was scaled
Starting with the MS5001M, the family of to 3,600 rpm with over a 100% increase in air-
compressors in GEs present product line has flow, and used in the MS7001A design. The flow
been developed for single-shaft units by increas- and pressure ratio have been increased further
ing the diameter of the inlet stage to increase in the MS7001C and MS7001E by redesigning
the airflow and pressure ratio. For the the first four stages. A modification made to the
MS5001N, the first three stages of the MS5001M stators of stages 1 through 8 was applied to the
were redesigned, and a stage was added at the MS7001E, MSgOOlE, and MS6001 to improve
inlet. The fixed inlet guide vane was replaced underfrequency operation. Figure 6 shows how
with a variable guide vane to adjust the airflow the power available during underfrequency con-
at start-up and provide higher firing tempera- ditions was improved by this modification. With
ture at reduced load for regenerative-cycle and the current production compressor, this power
combined-cycle applications. The MS5001N reduction is unnecessary because of the
compressor operated at a pressure ratio of 9.8. It improved part-speed surge margin in the com-
was tested at GEs aircraft engine compressor pressor. The slight fall-off in power results from
facility at Lynn, Massachusetts, where flow, pres- reduced airflow at lower speed.
sure ratio, efficiency, start-up characteristics,
full-speed surge margin, and mechanical integri-
ty were established.
-
:$r M-Fr-%
I~~~~~------~
MS7001
MSfWlS
12.29c AREA
-A L -(B
____e_- a-------
1 I I ,Y, I , I
wed I m R I, n n P s m s BD(
rrwss.kl,
MS7OOlE /
MS7001 E to MS7001 FA
GT01645N
Figure 3. Growth in compressor air flow GTO4142E
Figure 5. Evolution of compressor design
- Production 1
/
Percent /
/
Rated Power 75 / Old Compressor
122OF Day (Surge Limited)
(50%) /I
50
Figure 4. Growth in compressor pressure

GTOlllOH
ratio
c I
57 56
I I
59 60
I
Generator Line Frequency - Hz
The MS5001N and P, the MS7001A and B,

and the MS9001B are essentially the same aero- GT01646A
dynamic design, with increases in airflow and Figure 6. MS7001 under-frequency power
pressure ratio shown in Fig. 3 and 4. Figure 5 (peak load, hot day 50C (122F)
4
GEW3434D
A further improvement in the output of the 9EC is a direct scale of the 7EC for the 50 Hz
MS7001E machine was made by simply increas- size.
ing the outer diameter of the compressors. This Table 2 lists some of the parameters of these
has resulted in a 3.7% increase in flow and a axial compressors. By starting with an efficient,
new designation of MS7001EA, as illustrated in reliable design and improving this design in a
Fig. 3, 4 and 5. gradual manner, improved overall compressor
In 1986, GE introduced a new gas turbine performance has been achieved without sacrific-
the, MS7001F, and its derivative, the MS9001F; ing reliability or mechanical integrity.
in 1990, the uprated MS7001FA and MS9001FA
Table 2
(Fig. 7); and in 1993, the scaled MS6001FA. The
COMPRESSOR ROTOR
compressor for the MS7001FA is an axial-flow, DESIGN PARAMETERS
18-stage compressor with extraction provisions
Compressor Tip Turbine th.Qut
at stages 9 and 13. The compressor aerodynamic o&meter
and mechanical design closely follows the 17- unn F,Sspn., Inchcw (mm) GM Y2,Z
MS!mlP 1~0 49.1 (1247.1) 5100 28.3
stage MS7001E, but with an additional zero MS7wlS 88.5 (1766.31 ww 80.0
10=(333)
stage. For convenience in maintaining this rela- MSBOO1S 1~Wl 63.6 (2120.9) 3ooo 84.7
tionship, the MS7001FA compressor stages are Ms6oo1s 1114(34D) 60.1 (1272.5) 51w 38.3
USmOlE 1114(34D) 70.9 (1BOO.q 3600 75.6
numbered 0 through 17 rather than 1 through
Ms7oolEA 1120 (341) 71.3 (1611.0) 3600 63.5
18. MSBWlE 1114(340) 85.1 (2161 S) 3000 118.9
MS6WlFA l~(ssl) 56.1 (1425.5) 5236 70.1
MS7001 FA ==(391) 81.8 po72.q 3600 166.4
MSBOOIFA ~282(38) 97.9 (24B6.q 3000 226.5
MS7DOlEC l22? (374) 78.1 (lBE3.7) 2.600 116.0
MSB001EC 1227 (374) B3.7(2360.0) woo 168.2
Thorough testing is essential for the develop-

ment of modern axial compressors. In GEs
is
-. yfm-.-+.
i
,\
manufacturing facility in Greenville, South
Carolina, a standard MS7001 compressor (Fig.
8) is used as a loading device for testing proto-
RDC26662
Figure 7. MS9001FA gas turbine type gas turbines and as a compressor develop-
ment vehicle. The facility has been constructed
with nozzles for measuring airflow, valves for
The MS7001FA compressor was developed by regulating airflow, and flow straighteners in the
first scaling the diameters of the MS7001E, then inlet duct.
increasing the annulus area an additional
amount to achieve the desired flow, and lastly
adding a 0 stage. As a result, the MS7001FA is
aerodynamically similar to the MS7001E, and
most of the blading is identical to the MS7001E
except for length. Stages 0 and 1 have been
designed for operation in transonic flow using
design practices applied by aircraft gas turbine
designers. As a result of using this conservative
design approach, variable stators in addition to
variable-inlet guide vanes are not required for
surge control. The MS9001FA and MS6001FA
are direct scales of the MS7001FA. GTl0271
The 7EC compressor, although introduced Figure 8. MS7001 load test of axial-flow
later, uses a similar approach by adding a zero compressor
stage directly to the 7EA compressor. As shown
in Fig. 5, the aft stages are the same as 7EA. The
GER-3434D
The discharge system includes parallel dis- ing the wheels, thereby reducing the mass which
charge valves for coarse and fine adjustment of must be accelerated during start-up. The disks
the pressure ratio. Provisions for standard are assembled with a number of axial tie-bolts,
extraction, bleed flow, and flow measurement with the bolt-circle diameter selected to produce
have also been made. For test flexibility, some of a dynamically stiff rotor and good torque trans-
the controls for the load compressor have also mission. The stiffness and mass of GE rotors
been made to protect the equipment in case of insures that the first bending critical speed is
trips. above the running speed. The wheels are posi-
Test measurements include flow in and out of tioned radially by a rabbet fit near the bore.
the compressor, inlet and discharge pressures Axial clearance is provided between the wheel
and temperatures, and interstage pressures and rims to allow for thermal expansion during start-
temperatures needed to design stage-by-stage up.
characteristics. Dynamic data are measured to Application requirements have resulted in
evaluate rotating stall, surge, and blade stresses. several important mechanical design features in
Tests are run over a wide range of speeds and the axial compressor. In models with air-cooled
pressure ratios to generate a performance map, turbine buckets, the last-stage wheel has been
start-up characteristics, stress data, blade dynam- adapted to provide an extraction to supply the
ic characteristics, and to design surge margins. necessary cooling air for the turbine and rotor
Since 1968, seven full-scale compressor develop- buckets (Fig. 10). The system was designed and
ment programs have been conducted by GE. carefully tested to extract air without disturbing
Results include computer models which permit the main compressor flowpath. The extraction
design improvement analysis. As a result of these system is a radial in-flow turbine which accepts
tests, the performance and operating character- compressor air at the outer diameter entrance
istics of GE compressors can be predicted with with low-pressure loss, and completely guides
considerable accuracy throughout the operating the flow to a radial direction so it enters the
range. rotor bore without swirl. The guide slots in the
wheel eliminate free-vortex flow in the extrac-
Mechanical Construction tion system, providing aerodynamic stability over
GE axial compressors have proven to be the entire range of compressor operation.
durable, stable, and reliable. The design also
offers important versatility for optimizing com-
pressor wheel material characteristics, cost, and
service conditions.
GTO1412
Figure 10. Last-stage wheel with cooling-air
extraction
Higher-cycle pressure ratios produce higher

TCZO178A
Figure 9. MS5001 compressor rotor stacking compressor-discharge temperatures; the
MS7001E compressor-discharge temperature
Each stage of the compressor is an individual increased by 31.6C (57F) over the MS7001B
bladed disk (Fig. 9). The use of this construc- when the pressure ratio was raised from 9.6 to
tion allows some weight reduction bv contour- 11.5. To compensate for the temperature
6
GER-3434D
increase, higher-strength material (CrMoV) is als has resulted in a 35% improvement in frac-
used in the last compressor stage. This material ture toughness (Fig. 12). The banded area
has the high-temperature strength compatible shows the evolution of the minimum and maxi-
with a wheel life of 30 years at base load. mum observed values for low-temperature frac-
Gas turbine rotors are designed for may thou- ture toughness.
sands of starts. Start-up and shutdown thermal
stress, material properties, and material quality FGXlU~~
,50 Toughness , -40F (4%)
are considered in the design. Additionally, the I r
150
material quality of each wheel is ensured by very
stringent process controls and ultrasonic inspec-
tion procedures. Compressor wheels with tur-
bine-grade materials, such as CrMoV, receive KSlfi loo MPaLoO #
high-speed proof testing similar to our long-
standing practice for turbine wheels.
Each wheel is spun in a pit after being cooled
below its fracture appearance transition temper-
ature (FATT) . The wheel is then in a brittle con-
dition and would fail if a serious flaw existed. A
GTO1647, A
hot spin, with the wheel temperature well above
the FATT, is also used to enhance the life of the
wheel. The speed is sufficiently high to plastical-
ly yield the bore, producing a residual compres- The same proven alloys and construction
sive stress at the bore when the wheel is brought techniques have been employed in the
to rest. During subsequent operation of the MS6001FA, MS7001FA and MS9001FA designs, a
machine, the residual stress reduces the bore very trouble free and reliable design.
tensile stress, producing enhanced low-cycle
fatigue life (Fig. 11).
M-ULTIPLE-COMBUSTION
oPER*TING
STRESS WTHoT SYSTEM
Design
A typical reverse-flow multiple-combustion sys-
tem, similar to those in most of the GE heavy-
duty gas turbines, is shown in Fig. 13. This sys-
tem is a product of years of intensive
development and successful field application. In
the combustor, a highly turbulent reaction
occurs at temperatures above 19826 (3600F).
PEAK TANGENTIAL STRESS - % The essential feature of the combustor is to sta-
GT01424A
bilize the flame in a high-velocity stream where
Figure 11. Improvements due to hot spinning sustained combustion is difficult. The combus-
tion process must be stable over the wide range
The remainder of the compressor wheels are of fuel flows required for ignition, start-up, and
made of three basic grades of steel, CrMo, full power. It must perform within desirable
NiCrMo, and NiCrMoV the principal alloying ranges of emissions, exit temperature, and fuel
elements. Processing of these alloys produces a properties, and must minimize the parasitic
balance of desired material properties including pressure drop between compressor and turbine.
tensile strength and fracture toughness. The combustion hardware must be mechanically
Fracture toughness is important for good cyclic simple, rugged, and small enough to be proper-
life of wheels, especially in low ambient environ- ly cooled by the available air. This hardware
ments. Since 1970, optimization of these materi- must have acceptable life and be accessible,
7
GER-3434D
maintainable, and repairable. GEs reverse-flow, l Combustor diameter can readily be

multiple-combustion system is short, compact, increased to accommodate combustion of
lightweight, and is mounted within the flange-to- the low heating value gas fuels.
flange machine on the same turbine base. This l Combustor length can be provided for
multi-combustor concept has allowed full residual fuels.
machine size and operating conditions to be l The design is readily adaptable to modifrca-
applied to combustor systems during laboratory tions, such as water injection.
development testing.
l The components are small enough to be
adequately cooled.
As a result, all GE gas turbines, with their fully
developed combustion systems, are shipped
from the factory fully tuned, precluding the
need for start-up adjustments or field testing.
The combustion chamber diameters are not
scaled for the different turbine models. Only
two combustion liner diameters for non-DLN
applications are used for the GE product line: a
268 mm (10.7-in.) diameter for the MS3000,
MS5000, and MS6000; and a 358 mm (14.3-in.)
GT03619
diameter for the MS7000 and MS9000. The
Figure 13. Reverse-flow combustion system combustion liners for the MS5001N, MS6001,
MS7001B and MS7001E are shown in Fig. 14.
While model tests are useful for locating areas
of high pollutant formation, such models do not
allow prediction of other operating characteris-
tics. Since a scale model does not reproduce
chemical reactions, heat release rates, and aero-
dynamic mixing, neither mathematical nor geo-
metric modeling has proven satisfactory for
combustion development. In addition, aerody-
namic mixing, which is achieved by jet penetra-
tion from the walls of the combustor, is more
difficult in a larger-diameter combustor burner.
For this reason, good emissions performance,
which depends strongly on aerodynamic mixing,
cannot be predicted from scale model tests. A GT01422A
practical combustor can only be developed in Figure 14. Combustion liner comparison
full-scale tests.
Almost all laboratory testing of development The number of combustors, however, is
work can be done on a single-burner test stand adjusted proportionally to the machine airflow
at full operating conditions, with only a fraction divided by the pressure ratio, e.g., the MS9001E
of the fuel and air of a complete gas turbine. All uses 14 combustors compared to 10 on the
GE heavy-duty gas turbines except the MS1002 MS7001E because the 9E airflow is 1.44 times as
are designed to use multiple combustion cham- large.
bers offering significant adaptability such as: The MS7001FA combustion system consists of
14 combustion chambers. The liners are con-
l Small diameter permitting careful control
structed in a manner identical to the MS7001E
of the airflow patterns for smoke and NOx
liners but are 30% thicker and 210 mm (8.4 in.)
reduction.
shorter. The MS7001FA liners are constructed of
l The design allows control of the gas path
Hastelloy-X material, as are the other product
profile.
line liners, with the addition of HS-188 in the aft
8
GER-3434D
278 mm (11.1 in.) portion and the application extended from 3,000 to 12,000 hours.
of thermal barrier coating to the internal sur- Additionally, multi-fuel-nozzles result in a short-
face. These additions provide for improved er flame, and the MS7001FA combustion system
high-temperature strength and a reduction of is 575 mm (23 in.) shorter than the MS7001E
metal temperatures and thermal gradients. The system. The six fuel nozzles are mounted direct-
MS6001FA uses six combustors and the ly on the combustion end cover and require no
MS9001FA uses 18 . more piping connections than a single fuel noz-
zle because of manifolding integral with the
cover.
The combustion ignition system uses two
spark plugs and two flame detectors, along with
cross fire tubes. Ignition in one of the chambers
produces a pressure rise which forces hot gases
through the cross-fire tubes, propagating igni-
tion to other chambers within one second.
Flame detectors, located diametrically opposite
the spark plugs, signal the control system when
ignition has been completed. Because of the rel-
ative simplicity and reliability of this technique,
it is used in all GE heavyduty gas turbines.
GTlB104
Fuel is distributed into the combustion cham-
Figure 15. Combustion liner cap
bers by fuel nozzles. For gas, the fuel nozzle is a
simple cap with accurately drilled metering
Dynamic
Pressure
holes. Liquid fuels are metered by a positivedis-
0.5 k I
Standard Single Nozzle System placement, gear-element flow divider. Liquids
are either pressure-atomized or air-atomized if
0.3 better smoke performance is required. Residual
psi
0.2 fuel and crudes generally require atomizing air
Multinozzle System
0.1 to achieve acceptable smoke performance.
The size of the combustion liners provides the
space required to completely burn residual fuel.
Frequency (Hz)
Lighter fuels are also easily burned in these lin-
GT15267A ers. Smaller-diameter GE combustors allow pen-
Figure 16. Multi-and single-fuel nozzle etration of air jets into the combustor at accept-
combustion noise able pressure drops. Jet penetration is necessary
to mix the air with the fuel quickly and obtain
The liner cap is changed from the MS7001E complete combustion without forming soot in
design to accomodate six fuel nozzles instead of fuel-rich pockets. The highly stir-red flame pro-
one (Fig. 15). This multi-fuel-nozzle arrange- duced by these jets also reduces radiation to the
ment was selected because of the superior field liner walls, with beneficial effect on liner life.
experience with multi-fuel-nozzle systems on an The combustion liner is carefully cooled to
operating MS7001 gas turbine in utility service tolerate high-temperature gases a few millime-
with water injection for NOx control. This test, ters from the combustor liner wall. As firing
confirmed by extensive laboratory full-scale temperatures increase, more air is needed to
combustion tests, clearly demonstrated the combine with the fuel for adequate combustion,
reduced combustion noise (dynamic pressure) and less air is available for liner wall cooling.
level achieved when operating with multi-fuel This has been offset by a more efficient cooling
instead of single-fuel-nozzle systems (Fig. 16). system and by reducing the surface area
This noise reduction reduced wear in the com- (length) of the liner. Louver cooling, which has
bustion system so that combustion inspection been highly successful and reliable over the
intervals of a tested machine could have been years, has been replaced by slot cooling in the
GER-3434D
turbines with the highest firing temperatures.

The slot cooling method reduces liner metal
temperatures by 139C (250F) compared to an
equivalent louver system, and is the standard
cooling method in aircraft gas turbines.
The length of the combustor provides time to
complete the combustion reaction for the vari-
ety of fuels burned in the turbine and then
dilute the combustion products with excess air
to form a temperature profile acceptable to the
downstream turbine components. The tempera-
ture profile of hot gases entering the turbine
sections is carefully developed to provide maxi-
mum life for the nozzles and buckets. The aver- GTI 5365
age radial profile from the combustors will pro- Figure 17. Transition piece
duce lower temperatures near the bucket root
temperatures and thermal gradients.
where the centrifugal stress is maximum, and at Higher firing temperatures require combus-
the outer sidewall where nozzle bending stresses tors that release more energy in a given volume.
are also at a maximum. High volumetric heat release rates, which
The transition piece, which channels the depend on higher turbulent mixing in the com-
high-temperature gas from the combustion liner bustor primary zone, are achieved by raising the
to the first-stage turbine nozzle, is small enough
combustor pressure drop. As mixing has
to be cooled by air flowing from the compressor.
increased in combustors, the turbulence gener-
This provides effective cooling of the transition
ated by combustion may cause broad-frequency-
piece for firing temperatures up to 1OlOC banded noise. While this is generally white
(1850F). The outer portion of the transition
noise, it is possible for the combustion flame to
piece near the first-stage nozzle is less effectively couple with the acoustic characteristics of the
cooled, and at firing temperatures above 1OlOC
combustor volume or fuel system components to
( 1850F) jet-film cooling is added.
generate unacceptable pure tone frequencies,
The MS6001FA, MS7001FA and MS9001FA
or acoustic waves.
transition piece is constructed of two major
assemblies (Fig. 17)) which is unique to these
machines. The inner transition piece is sur-
rounded by a perforated sleeve with the same 100 -
general shape as the transition piece. This per-

104 Hz
forated sleeve forms an impingement cooling
Pressure
shell causing jets of compressor discharge air to Fluctuation
lIl0AR
be directed onto the transition piece body. The IPeak-to-Peak)
air, after impinging on the transition piece body,
then flows forward in the space between the
impingement sleeve and transition piece into
the annulus between the flow sleeve and the 100 200 300 400 500 600
combustion liner. It then joins additional air Frequency - Hz
flowing through bypass holes provided in the

flow sleeve to provide the air for the combus-
Figure 18. Combustor dynamic pressure
tion/cooling/ dilution processes (Fig. 17). The
spectrum
impingement sleeve is fabricated of- AISI-304
stainless steel, the transition piece body of
The characteristic frequency of the waves is
Nimonic 263, and the aft frame of cast FSX414. established by the combustor geometry or exter-
The internal surface of the transition piece has
nal equipment such as the fuel pump. One
a thermal barrier coating to minimize metal
example of this phenomenon is shown by a
10
GER-3434D
spectrum of the dynamic pressure within a com-

bustion chamber while burning natural gas (Fig.
18). When the chamber pressure near the fuel
nozzle rises, the fuel flow is reduced. Conversely,
a decrease in pressure near the fuel nozzle caus-
es an increase in fuel flow. Amplified pressure
oscillations occur when a low fuel-nozzle pres-
sure drop permits this fuel flow oscillation.
These dynamic pressures can be damaging to
the combustion hardware. Comprehensive test-
ing under actual operating conditions is neces-
sary to develop systems in which these pure tone
frequencies are avoided.
In order to determine an acceptable range of
fuel-nozzle pressure drops, stability maps (Fig. Figure 20. Gas turbine development laboratory
19) have been developed from tests run in our main test bay
Gas Turbine Development Laboratory. This map
is used to select fuel-nozzle designs which Additional cold-flow testing is conducted at
ensure stable system operation. the GE Research and Development Center on
scale models of all new combustion systems (Fig.
21). These models are used to measure the flow
lffir
distribution from the compressor discharge dif-
fuser to the individual combustion chambers.
1.04 -
FUEL NOZZLE
NO COMWJSTOR
Model testing is useful for measurements of stat-
GASPPRESSURE
RATIO ic pressure recovery and flow visualization to
COMBUSTOR
ensure flow stability in the vicinity of the com-
OSCILLATIONS
bustion chamber.
.cm .cm OOB 010 012
FUEL AIR RATIO
GT01425A
Figure 19. Combustor dynamic pressure

stability (gas fuel)
Development Testing
The Gas Turbine Development Laboratory
has six test stands which operate at full machine
conditions in either simple-cycle or regenera-
tive-cycle configurations. The stands are
equipped to inject water, steam, or inert gas for GTOOS16
emissions reduction. Tests may run using Figure 2 1. Combustion system scale model
gaseous or liquid propane, methane, distillates,
blended residuals, or heavy residual fuels. A low After laboratory development of combustors,
heating value fuel facility is also available with
testing is completed on a production turbine at
the capability to blend fuel and inert gases for a
full load conditions. This turbine is extensively
heating value range of 3353 to 4098 kJ/m9 (90
instrumented to evaluate the combustor perfor-
to 110 Btu/ft3). The main test bay is shown in
Fig. 20. Since laboratory testing of combustion mance and to permit comparison with the
components and systems can be performed results of the single-burner test. Measurements
under full machine conditions, we are able to are made of the gas temperature profile at the
achieve excellent correlations between laborato- entrance to the first-stage nozzle, metal tempera-
ry and field performance.
11
GER3434D
tures and vibratory response of the hardware, rapid swings in load). GEs design goal is to
combustor pressure drop, and dynamic pres- make the DLN system operate so that the gas
sures in combustors, fuel lines, and atomizing- turbine operator does not know such a system is
installed, i.e. it is transparent to the user. To
air piping. Lightoff, cross-firing, and control
date, a significant portion of the design and
characteristics are also measured. Emissions
development effort has focused on operability.
from the turbine exhaust are determined, The Dry Low NO, combustor, shown in the
including smoke and particulate matter, to com- cross section in Fig. 22, is a two-staged premixed
pare with laboratory tests and theoretical predic- combustor designed for use with natural gas fuel
tions. Water and steam injection systems are test- and capable of operation on liquid fuel. As
ed to determine the amount of water or steam shown, the combustion system comprises four
required to meet emissions standards. Years of major components: fuel injection system, liner,
venturi, and cap/centerbody. These are
gas turbine combustor development experience
arranged to form two stages in the combustor.
have shown that this combination of laboratory In the premixed mode, the first stage serves to
and machine testing is essential to the produc- thoroughly mix the fuel and air and to deliver a
tion of a reliable combustion system. uniform, lean, unburned fuel-air mixture to the
second stage.GE Dry Low NO, combustion sys-
Dry Low No, Development tems are currently operating in 60 field
GE Power Generations Dry Low NO, (DLN) machines, As of June 94, they have accumulated
development is a multi-faceted program to pro- over 200,000 operating hours.
vide combustors, controls, and fuel systems that
significantly reduce emissions from both the
current gas turbine product line and existing
field machines. There are many programs that
PRIMARY
provide products to meet current emissions FUEL NOZZLES
(6)
codes and prepare for more stringent require-
LEAN *ND
ments in the future. The available DLN prod- PREYWYG DlLTlcIH ZONE
PWYAR LON
ucts for the MS600lB, 700lEA, and 900lE
machines are designed to meet 15 ppmvd at SECOHDAR
FUEL NOZZLE
15% O2 of NO,. This DLN technology has (1)
been extended to produce equivalent products

for the MS700lFA and MS900lFA class
machines. More advanced DLN systems are END COVER
being developed to meet 9 ppmvd at 15% 02 of

GTI 505OA
NO,. Figure 22. Dry low NO, combustor
The Dry Low NO x system is a sophisticated
system that requires close integration of a
staged, premixed combutor, the gas turbines
TURBINE
SPEEDTRONICTM controls, and the fuel and
Background
associated sytems. Thus, there are two principal
measures of performance. The first one is emis- Increasing firing temperature has been the
sions- the base load levels of NO, and CO that most significant development thrust for turbines
can be achieved on both gas and oil fuel, and over the past 30 years. Baseload firing tempera-
how these levels vary across the load ranges of ture capability has increased from 816C (1500F)
the gas turbine. The second measure is oper- in 1961, when the MS5000 package power plant
ability- the smoothness and reliability of com- was introduced, to 1288C (2350F) today in the
bustor mode changes, the ability to load and MS600lFA, MS700lFA, and MSSOOIFA
unload the machine without restriction, the machines. The base rated power of the MS7000
capability to switch from one fuel to another has increased since the first model was shipped
and back again, and the response to rapid tran- in 1971, from the 46MW MS700lA to the 83.5-
sients (e.g., generator breaker open events or MW MS700lEA. Seventy percent of this increase
12
GER-3434D
has been accomplished through higher firing bucket imposes a greater performance penalty
temperature; the remainder from increases in upon that design. Conversely, for the same cool-
airflow because of compressor developments. ing airflow, the high energy-per-stage turbine
Higher turbine firing temperatures are bucket will inherently have a lower metal tem-
achieved by improved nozzle and bucket materi- perature, and hence, longer life.
als and by the air-cooling of this hardware.
Concurrent development in alloy corrosion and Turbine Cooling
oxidation resistance and bucket surface protec-
The thermal efficiency and specific output of
tion systems have played a significant role in
a gas turbine are strongly influenced by two
supporting firing temperature increases.
cycle parameters, pressure ratio and firing tem-
Aerodynamics perature (Fig. 24). Thermal efficiency increases
up to stoichiometric firing temperature levels
GE gas turbines are characterized as a high and pressure ratios of 5O:l or 60:1, in an ideal
energy-per-stage design, which requires a high cycle where losses for turbine cooling are not
stage pressure ratio. This results in the two or considered. Since superalloys begin to melt at
three turbine stages typical of GE heavyduty gas about 12OOC (2200F), the hot-gas-path compo-
turbines, instead of the five stage low energy-per- nents must be cooled to maintain metal temper-
stage design common in competing machines. atures well below this temperature. For this rea-
The temperature of the first of three high
energy-per-stage buckets will be approximately (1i4PC)ggy
44 2085F *
55C (100F) lower than the first of five low ener- ;c$,,;l
0
gy-per-stage buckets. As shown in Fig. 23, for a m&l0
given wheel speed, firing temperature, and tur- 40
42 1 30 166
bine output, higher energy-per-stage turbines 5%
IB (~ I
I. 12
have fewer stages than lower energy-per-stage E36-
.*
g
121 2
turbines . This results in a larger energy drop Y 34. 10 10
z
(hence reduction in temperature) per stage E 32
f P en8
TemD
:Lm40 200
mm
SpeclflCovtpti - KwLbLsec
1900 I I I
loo iw 400 Km
leoo Uwrn~seC
1700
16w GT01651A
,500 1?igure 24. No compressor extraction flow
OF
,400 (ideal flow)
13w
12w
1100
40
Iwo
I suoc I I I I I
R 18 28 38 48 56 y&y :g$ g&y
Turbine Bucket Stage 38
I J)30
I&?? 30
30 16 18
GT01649D s 36- 76
I
Figure 23. Bucket metal temperatures J 6 1 16 18
E 4 14 14
2= 34-
g 12 12
12
and, therefore, lower bucket metal tempera- w
5 32- 10 10
tures. E
St
Since high energy-per-stage turbines have t- 30- ~~ 8
888
inherently lower metal temperatures for a given
281 1 1
firing temperature, it follows that less cooling air 40 100 200
Specific Output - KWlLblSec
needs to be supplied in order to provide satisfac- ! 1
100 200 400
tory metal temperatures and component lives.
The greater amount of cooling air which must GT01652A
be supplied to a lower energy-per-stage turbine Figure 25. Compressor extraction flows as

needed (real flow)
13
GER-3434D
son, air is extracted from the compressor and in the bucket. Additionally, metering of air at
used to cool these components. the buckets allows the cooling flow to increase if
While substantial performance gains can be the buckets are damaged. This allows ash-form-
realized by increased firing temperature, a coming heavy fuels to be burned without concern
parison of Figs. 24 and 25 shows that perfor- for external plugging of the bucket cooling sys-
mance improvements are also possible at fixed tem.
firing temperatures by use of higher-tempera- Cooled buckets and advanced air-cooled first-
ture materials to reduce cooling losses. More stage nozzles were shipped in MS7001B turbines
efficient cooling systems will also improve per- beginning in 1972. A baseload firing tempera-
formance. ture of 1004C (1840F) was established, 106C
Beginning in the early 196Os, air-cooled first- (190F) higher than the MS7001A uncooled
stage nozzles were introduced into GE heavy- bucket design. In the FA model of the MS7001,
duty designs. Nozzle metal temperatures were nozzle and bucket cooling have been further
maintained at about 843C (1550F), as firing developed to provide a baseload firing tempera-
temperatures were raised to take advantage of ture of 12886 (2350F). The first-stage bucket is
stronger bucket alloys. By the late 196Os, turbine convectively cooled via serpentine passages with
baseload firing temperatures were near turbulence promoters formed by coring tech-
91 OC ( 1670F), and significant firing temperature niques during the casting process (Fig. 27). The
increases depended on cooling first-stage buck- cooling air leaves the bucket through holes in
ets. With future increases in mind, the MS7001 the tip as well as in the trailing edge. The sec-
was designed to be readily adaptable to bucket ond-stage bucket is cooled by convective heat
cooling. transfer using STEM (Shaped Tube Electrode
Several important criteria were selected for Machining) drilled radial holes with all the cool-
air-cooled turbines. First, the bucket air-cooling ing air exiting through the tip. The first-stage
circuit is entirely internal to the rotor, starting nozzle contains a forward and aft cavity in the
with radially inward extraction from the inner vane, and is cooled by a combination of film,
diameter of the compressor gas path. As the impingement, and convection techniques in
compressor acts as a centrifuge for dirt, the both the vane and sidewall regions (Fig. 28).
internal extraction point minimizes the amount There are a total of 575 holes in each of the 24
segments. The second-stage nozzle is cooled by
convection. The advanced cooling techniques
applied in the MS7001FA turbine components
are the result of extensive aircraft engine devel-
opment, as well as correlative field testing per-
formed on cooled components in current pro-
duction heavy-duty machines. In addition, hot
17th Stage cascade tests were performed MS7001FA
Compressor \ L Compressor1 ~%fiJ on
Discharge Flow
Extraction
GT21402A
Figure 26. Internal cooling circuit
of foreign matter taken into the cooling circuit.

The internal circuit, shown in Fig. 26, eliminates
the need for additional seals or packings
between the rotor and stator to contain the cool-
ing air, producing the highest possible integrity
of the circuit. Second, metering of the air is
accomplished by the buckets themselves because
the cooling circuit has a much greater flow area
than the bucket cooling holes. This provides the
GT15360
highest pressure drop for efficient heat transfer Figure 27. First-stage bucket cooling passages
14
GER-3434D
MS6001B bucket.
The bucket shank, which joins the bucket air-
foil and the dovetail, is a significant fraction of
the overall bucket length. Damping is intro-
duced near the bucket midspan by placing axial
pins underneath the bucket platform between
adjacent buckets. On first-stage buckets, the
damping provided by these pins virtually elimi-
nates all vibration involving tangential motion
and significantly reduces vibration in other
modes. The shank has a second important
GT153S2
Figure 28. First-stage nozzle cooling advantage in providing an effective thermal iso-
lation between the gas path and the turbine
first-stage components to validate the heat trans- wheel dovetail. The dovetail is maintained at a
fer design assumptions. low temperature, and because the shank is a uni-
form, unrestrained section, stress concentra-
tions in the dovetail are minimized.
Bucket Design
The integral tip shroud is the second major
Buckets are subjected to a gas force which vibration control feature of GEdesigned buckets
provides torque to the rotor. Relatively small and is used on the second and third stages.
variations in these gas forces can cause bucket Individual bucket shrouds are interlocked to
vibration. Coincidence of resonance between form a continuous band during operation. The
these periodic gas forces and bucket natural natural tendency for the buckets to untwist
modes must be avoided at full operating speed; under centrifugal load is used to force the mat-
however, resonance cannot be avoided at all ing faces of adjacent shrouds together, provid-
speeds, particularly during starting and shut- ing coulomb damping. The tip restraint provid-
down. Effective vibration control is required, ed by the continuous shroud band totally
therefore, to produce reliable turbine designs. eliminates the most sensitive mode of vibration,
All GE-designed turbines incorporate two the first flexural.
Service experience now provides a factual
record. Since 1962, when shanks were intro-
~np~c+md
l Vibn(icm MC& c.nnlfaim duced, no bucket of this design has experienced
l -pho
a vibration failure in the dovetail or wheel rim.
The long shank and tip shroud remain remark-
able innovations in vibration suppression.
The development of turbine stages which are
vibration free requires sophisticated interaction
between the aerodynamic design and testing dis-
ciplines. For free-standing buckets the calcula-
tion of frequencies is relatively routine; however,
the amplitude of vibration response of buckets
to aerodynamic stimulus is not easily deter-
~6wlulshmk
.Tlem.ls
hruh*lwheel mined without extensive test correlations. When
-3 -c the complexities of variable boundary condi-
tions at platform and tip shroud are introduced
GT196WA
Figure 29. MS6001 second stage bucket into the assembly, analytical predictions become
even more uncertain. Extensive test experience
is required, therefore, to produce a reliable
important features to suppress resonant vibra- design.
tion-the long-shank bucket and the bucket tip Several test techniques are used to ensure
shroud. Fig. 29 shows these features on the adequate margin against vibration. For simple
15
GER-3434D
stationary-bench testing, a bucket is mounted strain gauges mounted on the buckets is fed
on a heavy mass and driven at natural modes by through slip rings into the processing facility,
a harmonic external force. Such tests provide where both tape recordings and on-line analyses
useful data on expected modes, frequencies, are accomplished.
MATERIALS
Design Stress and Material Properties
The nature of the design process requires
serious consideration to the relationship
between predicted machine conditions such as
stress, strain, and temperature, and the capabili-
ty of the component materials to withstand
those conditions. Engineers will utilize the most
GTO3396 appropriate analytical methods and the most
Figure 30. Fourier analysis of bucket impulse
precise mechanical and thermal boundary con-
excitation ditions in the design effort. They will then modi-
and optimum strain gauge locations in prepara- fy the analytical results by factors of safety, corre-
tion for wheelbox tests. More extensive informa- lations, or experience to arrive at the specific
tion on bucket mode shapes is determined by value for stress and temperature for assessing
Fourier analysis of impulse excitation (Fig. 30).
Wheelbox testing is one of several important
steps used to produce reliable turbine designs.
The wheelbox (Fig. 31) is one of the major test
facilities in GEs Gas Turbine Development
MATERIAL
Laboratory. It is a large evacuated chamber in PROPERTY (+3fl)
which full turbine stages are run throughout the
operating speed range in order to determine 50% (MEAN)
bucket vibration response. Gas-force excitation

is simulated by an array of nozzles which direct
high-velocity air jets at the buckets. This facility TEMPERATURE
is capable of handling the full range of rotor
sizes produced and can operate over a speed GTW843A
Figure 32. Statistical nature of material
range of zero to 7,500 rpm. Vibration data from
properties
component life. This value is understood to be a

reasonably close and conservative approxima-
tion. It is of particular significance that this
value is specific, and that it becomes the stan-
dard against which the design and materials are
measured to judge acceptability.
Figure 32 illustrates the variability of material
properties. If many tests are run at a specific
temperature, a scattering of the property about
some mean value is noted. It should also be
noted that there is finite probability (generally
greater than 5%) that values for the measured
GTOI 403 property can fall outside of the scatterband of
Figure 3 1. Wheelbox facility actual data. This characteristic of material prop-
16
GER-3434D
erties requires the engineer to determine just

what value of the properly will be used to judge
the acceptability of the design. Should the aver-
age value, the lower scatterband value, or some
other value be used? It is clear that a proper and STRAIN (c) PRIMARY
detailed understanding of the properties pos-
sessed by the materials of construction is
required if a component is to be properly
designed.
The GE gas turbine designer goes to great
TIME (t-) A
lengths and considerable expense to develop Tr
information similar to that shown in Fig. 32.

Gil-A
More than ten million dollars over the past 20
Figure 33. Strain accumulation during the
years has been invested to develop a large body
standard creep test (constant stress
of data so that the behavior of the critical mate-
and temperature)
rials of construction can be described with con-
siderable confidence. In characterizing a materi-
al property, our practice is to obtain data from
several different heats, to account for chemistry
variations; from several heat-treat lots, to
account for heat-treat variables; and from sever-
al sources (cast-to-size bars, test slabs, and actual
parts), to account for grain size and other part-
related variables. Once all this is accomplished,
a material property value is typically selected so
that at least 99% of the sample at a given tem-
perature will have a greater strength than that
utilized for life prediction. This prudent
approach in evaluating life is the foundation of
ensuring reliability of the product. GTlt6845
Since the general nature of material behavior Figure 34. Surface cracking in IN-738 (after
variability has been addressed, it is appropriate 1.2% creep strain at 732C, 1350F)
now to discuss several specific material behavior r
topics that are significant to the gas turbine

Fatigue Test Temp * 1600F
design engineer and the user. Discussion of Maximum (871%)
StreSS
these topics, creep/rupture and fatigue- will
aid the operator in understanding the operating
and repair options associated with the gas tur-
KS1 ii MPa i:/ ;\/-;;;;;
bine, especially in nozzle, bucket, and combus-
tion hardware.
lo3 10 10 5 10 6 10
Creep/Rupture Cycles to Failure
Fig. 33 represents the classic creep/rupture

strain-versus-time relationship characteristic of Figure 35. Effect of preexposure in air on
metallic materials. This characteristic is impor- 871C (1600F) high-cycle fatigue
tant whenever a material is operating under Iife of cast IN-738
stress at temperatures greater than 50% of the
melting temperature (measured on the absolute trayed in Fig. 33 to establish the design criteria.
scale), as is the case with the high-temperature If distortion was important (as in a nozzle
components of a gas turbine. The designer his- deflecting downstream into the buckets), a
torically has utilized data such as those por- creep strain criterion would be chosen. If actual
17
GER-3434D
separation was important (as in bucket vane sep

aration), then time to rupture would be the cho-
sen criterion.
Research by GE gas turbine materials engi-
neers has shown that rupture time, shown in
Fig. 33, is not in itself a failure criterion. Figure
34 illustrates the degree of cracking developed
in the cast nickel-base superalloy IN-738 when it
has accumulated 1.2% creep strain at 732C
(1350F). This cracking developed well before
actual rupture of the test specimen. We have
observed that creep cracking develops in nickel-
GTOS847C
and cobalt-base superalloys at approximately the
Figure 36. Cooled nozzle vane showing
onset of the tertiary stage of creep (see Fig. 33). isotherms (typical)
For this reason, a time-to-rupture criterion is not
I
utilized when designing against failure; instead, NLXlll.
a creep strain criterion is chosen to avoid creep Shutdown
cracking. This criterion follows from the recog-

nition that multiple loading modes occur in a
TenSlIe
gas turbine, and that creep-induced damage has (+I
a deleterious effect upon fatigue life, as illustrat-
ed in Fig. 35. Strain 0
Thermal Fatigue
Compresswe
Thermal fatigue is the single most frequent (4
cause of machine repair or failure, and under-
Normal AmA
standing it requires substantial analytical, exper-
Temp
imental, and metallurgical effort. Cracking and
crack-induced failures of nozzle and combustion GTO6848A
Figure 37. Fit-stage bucket leading edge
hardware are prime examples of this phe-
strain/temperature variations (nor-
nomenon. Thermal fatigue-induced cracking
mal start-up and shutdown)
finds its genesis in the operationally induced
transient and steady-state gradients that are not coincide with the maximum temperature of
most generally associated with cooled hardware. the cycle. For this reason, complex material-test-
Neither can be eliminated, but their impact can ing procedures must be utilized to properly
be mitigated by judicious design and careful understand the thermal fatigue requirements of
operation. a given design and control sequence.
Figure 36 illustrates a typical nozzle vane
pitch cross section with lines of constant temper- Start/Stop Transient Effects
ature superimposed. The significant considera- The control functions provided with the GE
tion is the thermal gradients in the part in com- gas turbines are set to limit the impact of the
bination with the temperature. Both the start/stop cycle. The duration and severity of
thermal stress and the temperature associated light-off spikes are controlled so that only low
with this gradient cause fatigue damage during strains develop in turbine components without
both transient and steady-state operation. Thus, impeding light-off and cross firing. Acceleration
this gradient must be evaluated with much care and fired shutdown functions are also designed
in order to achieve an acceptable design. Figure to have a minimum impact upon part life. Great
37 illustrates a strain-versus-temperature trajec- effort has been expended to understand the
tory for a cooled part after normal operation of impact of start/stop cycles on cyclic life. Field
a gas turbine from start-up through full load to tests on an MS5002 unit and the MS9001E pro-
shutdown. Note that the maximum strains do totype incorporated a variety of start/stop char-
18
GER-3434D
acteristics to explore their impact upon cyclic used in the late 196Os, and they have increased
life. Fully instrumented hot section components the range of permissible fuels.
were incorporated to provide experimental cor- Coated and uncoated IN-738 buckets are
relation. The results of these efforts clearly shown in Fig. 39. These two buckets were run
demonstrated that the major deleterious cyclic simultaneously in an MS5002 located in the
effect is caused by machine trips, especially trips Arabian desert, one of the most corrosive envi-
from full load. Fig. 38 compares the impact ronments in the world. These buckets operated
upon strain range for a normal start/stop cycle for 24,731 hours in a unit burning sour gas with
with a cycle containing a full-load trip. While a
full-load trip is not catastrophic in itself, the
resultant life reduction is equivalent to that of
approximately 10 normal shutdowns. A reduc-
tion in fatigue life by a factor of 10 is substantial
TENSILE
l-1 Uncoated PtAl Coated RDCZ6B82
Figure 39. First-stage turbine buckets (coated
STRAIN 0 and uncoated IN-738 - 25,000 ser-
vice hours)
COYPRESSIVE 3.5% sulfur. The terrain surrounding the site

(-I
contains up to 3% alkali metals which frequently
contaminate the inlet air during dust storms. In
this environment the Pt-Cr-Al coating doubles
GTO6850 the corrosion life of the IN-738 bucket.
Figure 38. Leading edge strain/temperature Although the combination of IN-738 and Pt-
(firststage turbine bucket) Cr-Al coatings has offered a substantial improve-
and certainly warrants careful and detailed ment in corrosion resistance, improvements
attention to those machine factors that cause continue in first-stage bucket materials and man-
trips, especially the control, fuel, and auxiliary ufacturing processes, with the intent of produc-
systems. Slowing the acceleration adds an addi- ing machines of increased performance capabil-
tional 60% on the fatigue life of nozzles and ity and greater fuels flexibility. Two recent
buckets. developments have been phased into produc-
Corrosion Resistance Development tion, the first is Vacuum Plasma Spray (VPS)
A two-pronged program was implemented in coatings, the second is GTD-111 bucket alloy.
the 1970s to improve the corrosion resistance of The GE patented vacuum plasma spray coat-
the buckets. The first approach was to increase ings are overlay-type coatings, which offer better
the corrosion resistance of the base alloy itself, control of coating composition than diffusion
while still satisfying strength requirements. This coatings. These coatings were laboratory tested
program resulted in introduction of IN-738. The for mechanical strength and corrosion resis-
second program was the development of the tance and also rainbow field tested where a
first generation of long-life coatings. In the mid number of coatings were run side by side on the
to late 1970s platinum-chromium-aluminide dif- same machines for comparative evaluations. All
fusion-type coatings were introduced. These of these data established that VPS coatings are
alloy and coating improvements have increased extremely attractive for improving bucket corro-
corrosion resistance ninefold over the base alloy sion resistance. With full qualifications of this
19
GER-3434D
process, GE has introduced this coating into coatings does not lead easily to ductile composi-
first-stage bucket production. VPS coatings were tions. Current and future work is aimed at over-
further improved by the addition of an alu- coming this obstacle by identifying coating com-
minide coating to both external (airfoil) and positions which have high corrosion resistance
internal (cooling) surfaces for first stage while maintaining acceptable levels of ductility.
MS6001, MS7001, and MS9001 buckets (all
models). The aluminide layer improves oxida-
tion resistance.
PROTOTYPE TESTING
Improvements continue in bucket alloys, the The history of instrumented testing under
most recent of which is GTD-111 in equiaxed, loaded conditions began in 1965 with the
directionally solidified, and single crystal forms. MS5001 at the Schenectady plant outdoor test
This alloy increases metal temperature capability site and again in 1968 with the MS3002 on the
with equal or better strength than IN-738 and factory load test stand. This was followed by a
displays comparable corrosion resistance. Much fully instrumented MS7001A prototype unit test-
of the development work on this alloy was done ed at the LILCO Shoreham utility site. In 1971,
in the late 1970s and it is now our standard first- at the compressor load facility in the Greenville
stage alloy for all designs; in the MS6001FA, plant, the MS7001B was tested with over 1300
MS7001FA and MS9001FA it is used on all three channels of instrumentation. Again, in 1974 and
stages. 1976, this facility was used for testing the
MS7001C and the MS7001E with comparable
Mechanical Properties of Coatings and instrumentation. In 1979-80, prototype testing
of the MS6001 was accomplished with two
Substrate
instrumented units. One had limited stator sen-
Much analysis has been done toward under- sors and was tested in Montana at a Montana-
standing the effect of our VIS coatings on sub- Dakota Utility Company site, and the other unit,
strate mechanical properties. It has been deter- with almost 2200 channels of instrumentation,
mined that these coatings have little or no effect was load tested at Schenectady. In the span of
on substrate tensile or creep behavior. Vacuum one and a half years of testing, the unit achieved
plasma spray coatings have their largest impact 235 fired starts and over 281 fired hours of oper-
on low-cycle fatigue (LCF) . The GE-patented ation while generating over five million kWh of
coatings can, in some cases, cause 2-to-1 life electricity. The MS9001E design was tested at a
improvements compared to similar uncoated customer site in Germany in 1980 and 1981. In
materials, as shown in Fig. 40. Without excep- 1982, the second prototype was tested at an
tion, life improvements have been observed in Electricity Supply Board Company site in Dublin
cases where the VPS coating exhibits superior and at customer sites in Germany and Ireland.
ductility. Optimizing corrosion resistance of During the 1980s the design of the MS7001F
10
gas turbine was supported by a three-phase test
program:
Coated Phase I - Fundamental studies and
component tests
Phase II - Factory prototype tests
Total
Strain Phase III- Field prototype test
Range
The Phase I effort included the development
%
Uncoated Average and application of advanced analytical methods
10' and computer techniques to accurately predict
three-dimensional viscous fluid dynamics,
boundary layer heat transfer, dynamic response
of blading, dynamic response of complex sys-
I I I tems, and complex material behavior. Where
10 102 103 104 1
practical, the results of these advanced analytical
GTO72528 tools were checked on models and components
Figure 40. IN-738 low-cycle fatigue at 1600F
(871C)
20
GER-34343D
to ensure the accuracy of the predictions.

Examples include hot cascade testing of the F TECHNOLOGY
first-stage nozzle; liquid crystal studies of the
first-stage nozzle and bucket to verify heat trans- OPERATING EXPERIENCE
fer assumptions; flow testing of the rotor cooling As ofJune 1994, the MS7001F prototype unit
circuit and other components; materials behav- at Virginia Power has accumulated more than
ior testing under calculated strain/time/tem- 22,000 hours in combined cycle operation with a
perature cycles; dynamic response wheelbox reliability level of 98%. Twenty additional 7F
testing of all turbine buckets; exhaust system technology units are now in service, yielding
flow testing; and maintainability studies. A major similar performance. Clearly this experience
effort permitted complete and thorough devel- has been due in large part to the stability and
opment of the combustor prior to actually oper- quality of the design process used to create this
ating the machine. Field testing of selected family of gas turbines.
materials and configurations was included in
Phase I to gain manufacturing and operating
SUMMARY
experience.
Reliable heavy-duty gas turbines have resulted
Phase II was largely aimed at verifying the
from GEs design philosophy, based on a firm
compressor performance and obtaining compo-
analytical foundation and the experience of
nent and system performance and operating
years of gas turbine operation in the field. On
data. During this phase, a full compressor map
this basis, successful designs are carefully scaled
was developed, including surge margin. Also
to larger or smaller size. Scaling has been used
during this phase, extensive rotor and stator
to produce similar designs that range from 25 to
instrumentation was included to measure tem-
200 MW. Evolution of proven designs has result-
peratures, pressures, hot-gas-path profiles, blad-
ed from improved components and materials
ing dynamic behavior, and system dynamic
which have been applied prudently and careful-
behavior.
ly to increase power and thermal efficiency.
The Phase III test involved a full-load test at a
Finally, designs are carefully tested and demon-
customer site. The primary objective was to veri-
strated in extensive development facilities, and
fy all design and performance parameters.
by fully instrumented prototype machines in
Metal, cooling circuit, and gas path tempera-
order to provide full confirmation of the design
tures; cooling circuit and cycle pressures; and
under actual operating conditions.
component and system dynamic behavior were
all determined under both transient and steady-
state conditions. Cycle and emissions perfor-
mance were also determined under normal
steady-state conditions.
Each of the component and system data bases
developed during Phase II and Phase III were
compared with the analytical predictions before
the MS7001F design was fully validated for com-
mercial application. This testing involved investi-
gations with firing temperatures of 1288C
(2350F), justifying the uprate of the MS7001F at
150 MW to the MS7001FA at 166 MW. It also jus-
tified the MS9001FA rating of 226 MW and
MS6001FA rating of 68.8 MW.
A similar sequence of prototype testing has
been completed for the MS9001F. The first pro-
totype machine was tested at Greenville in 1991.
It is now commercial at Electricite de France
(EDF) in Paris, France having completed its full
load, f u 11y instrumented prototype tests in 1992.
0 1994 GE Company
31
LIST OF FIGURES GEK3434D
Figure 1. The Brayton Cycle

Figure 2. MS7001FA Simple Cycle Gas Turbine
Figure 3. Growth in compressor air flow (IS0 conditions)
Figure 4. Growth in compressor pressure ratio (IS0 conditions)
Figure 5. Evolution of compressor design
Figure 6. MS7001 under-frequency power (peak load, hot day 50C (122F)
Figure 7. MS9001FA gas turbine
Figure 8. MS7001 load test of axial-flow compressor
Figure 9. MS5001 compressor rotor stacking
Figure 10. Last-stage wheel with cooling-air extraction
Figure 11. Improvements due to hot spinning
Figure 12. Fracture toughness of compressor rotor steels
Figure 13. Reverse-flow combustion system
Figure 14. Combustion liner comparison
Figure 15. Combustion liner cap
Figure 16. Multi- and single-fuel nozzle combustion noise
Figure 17. Transition piece
Figure 18. Combustor dynamic pressure spectrum
Figure 19. Combustor dynamic pressure stability (gas fuel)
Figure 20. Gas turbine development laboratory main test bay
Figure 2 1. Combustion system scale model
Figure 22. Dry Low NO, combustor
Figure 23. Bucket metal temperature
Figure 24. No compressor extraction flow (ideal flow)
Figure 25. Compressor extraction flows as needed (real flow)
Figure 26. Internal cooling circuit
Figure 27. First-stage bucket cooling passages
Figure 28. First-stage nozzle cooling
Figure 29. MS6001 second stage bucket
Figure 30. Fourier analysis of bucket impulse excitation
Figure 31. Wheelbox facility
Figure 32. Statistical nature of material properties
Figure 33. Strain accumulation during the standard creep test (constant stress and temperature)
Figure 34. Surface cracking in IN-738 (after 1.2% creep strain at 732C, 1350F)
Figure 35. Effect of pre-exposure in air on 871C (1600F) high-cycle fatigue life of cast IN-738
Figure 36. Cooled nozzle vane showing isotherms (typical)
Figure 37. First-stage bucket leading edge strain/temperature variation (normal start-up and shut-
down)
Figure 38. Leading edge strain/ temperature (first-stage turbine bucket)
Figure 39. First-stage turbine buckets (coated and uncoated IN-738 - 25,000 service hours)
Figure 40. In-738 low-cycle fatigue at 1600 F (871 C)
LIST OF TABLES
Table 1 Scaling Ratios

Table 2 Compressor Rotor Design Parameters
For further information, contact your GE Field Sales
Represen ta tie or write to GE Power Generation Marketing
GE Industrial &
Power Systems
Genera/ Electric Company

Building 2, Room 1158
One River Road
Schenectady, NY 12345
9/94 (500)
g
GER-3695E
GE Power Systems
GE Aeroderivative
Gas Turbines - Design
and Operating Features
G.H. Badeer
GE IAD
GE Power Systems
Evendale, OH
GE Aeroderivative Gas Turbines - Design and Operating Features
Contents
Abstract . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Selection of Aeroderivative Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
LM1600 Gas Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
LM2500 Gas Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
LM2500+ Gas Turbine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
LM6000 Gas Turbine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
LM6000 Sprint System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
STIG Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Design and Operation of GE Aeroderivative Gas Turbines . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Design Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Fuels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Ratings Flexibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Performance Deterioration and Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Maintenance Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Advances in Aircraft Engine Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
List of Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
GE Power Systems GER-3695E (10/00)

i

ii
Abstract gas turbine products, which include the

LM1600, LM2500, LM2500+ and LM6000. In
Aeroderivative gas turbines possess certain tech-
addition, the LM2000 is offered as an integrat-
nical features inherent in their design heritage
ed packaged product including an LM2500 gas
which offer operational and economic advan-
turbine at reduced rating.
tages to the end user. This paper presents an
overall description of GE's current LM series of Figure 1 presents the performance characteris-
aeroderivative gas turbines with power output tics for power generation applications, while
ranging from 13 to 47 MW. It discusses opera- Figure 2 presents the product lines perform-
tional and economic considerations resulting ance characteristics for mechanical drive appli-
from GEs aeroderivative gas turbine design cations.
philosophies, and the value of these considera- GEs aeroderivative industrial products are pro-
tions in a customers gas turbine selection duced in two configurations:
process.
Gas turbine, made up of a GE-supplied
GE's total research and development budget for gas generator and power turbine
aircraft engine technology is approximately one
Gas generator, which may be matched
billion dollars a year. Todays entire GE gas tur-
to an OEM-supplied power turbine.
bine product line continues to benefit from this
constant infusion research and development These turbines are utilized in simple cycle,
funding. Advances are constantly being made STIG (Steam Injected Gas Turbine) applica-
which improve GEs gas turbine benefits to the tions for power enhancement, or integrated
customer. into cogeneration or combined-cycle arrange-
ments. GE also produces a variety of engine-
Introduction mounted, emissions control technologies,
Headquartered in Cincinnati, OH, GEs described in Figure 3.
Industrial Aeroderivative Gas Turbine Division
(GE-IAD) manufactures aeroderivative gas tur- Selection of Aeroderivative Engines
bines for industrial and marine applications. Prior to commencing production of a new
GE Power Systems sells and services the current aeroderivative gas turbine based on the current
GE INDUSTRIAL AERODERIVATIVE GAS TURBINE PERFORMANCE CHARACTERISTICS
GENERATOR DRIVE GAS TURBINE RATINGS
OUTPUT HEAT RATE EXHAUST FLOW EXHAUST TEMP. FREQUENCY
MODEL FUEL kWe Btu/kWhr kJ/kWhr lb/s kg/s deg F deg C Hz
LM1600PA G 13750 9624 10153 103 46.7 910 488 50/60
D 13750 9692 10225 103 46.7 928 498 50/60
LM2000 G 18000 9377 9892 139 63 886 474 60
LM2500PE G 22800 9273 9783 152 69 974 523 60
D 22800 9349 9863 152 69 994 534 60
LM2500PK G 30700 8815 9300 192 87.2 959 515 50/60
D 29600 8925 9415 189 85.8 965 518 50/60
LM2500PV G 30240 8598 9071 186 84.3 931 499 60
D 28850 8748 9229 182 82.5 941 505 60
LM6000PC G 43315 8198 8648 277 126 845 451 60
D 42111 8293 8748 276 125 851 455 60
G 42665 8323 8779 277 126 845 451 50
D 41479 8419 8881 276 125 851 455 50
LM6000PD G 42227 8246 8698 275 125 841 449 60
D 41505 8331 8787 273 124 854 457 60
G 41594 8372 8830 275 125 841 449 50
D 40882 8458 8921 273 124 854 457 50
Figure 1. GE aeroderivative product line: generator drive gas turbine performance characteristics

1
GE INDUSTRIAL AERODERIVATIVE GAS TURBINE PERFORMANCE CHARACTERISTICS

MECHANICAL DRIVE GAS TURBINE RATINGS*
OUTPUT HEAT RATE EXHAUST FLOW EXHAUST TEMP.

MODEL FUEL sHP kWs Btu/HPhr kJ/kWhr lb/s kg/s deg F deg C
LM1600PA G 19200 14320 6892 9750 103 46.7 910 488
D 19200 14320 6941 9820 103 46.7 928 498
LM2500PE G 31200 23270 6777 9587 152 69 974 523
D 31200 23270 6832 9665 152 69 994 534
LM2500PK G 42000 31320 6442 9114 192 87.2 959 515
D 40500 30200 6522 9227 189 85.8 965 518
LM2500PV G 42000 31320 6189 8756 186 84.3 931 499
D 40100 29900 6297 8909 182 82.5 941 505
LM6000PC G 58932 43946 6002 8490 277 126 845 451
D 56937 42458 6095 8621 276 125 851 455
LM6000PD G 57783 43089 6026 8524 275 125 841 449
D 56795 42352 6088 8611 273 124 854 457
*ISO (15C, 60% RH, SEA LEVEL, NO LOSSES), BASE LOAD, AVERAGE NEW ENGINE
Figure 2. GE aeroderivative product line: mechanical drive gas turbine performance characteristics
ENGINE MOUNTED NOx ABATEMENT METHODS

GAS GAS SIMPLE COMBINED WATER STEAM
MODEL GENERATOR TURBINE CYCLE CYCLE STIG INJECTION INJECTION DLE
LM1600 X X X X X X X X
LM2500+ X X X X X X X
LM6000 X X X X X X
Figure 3. GE aeroderivative product line: available equipment arrangements
line of aircraft engines, GE considers the fol- cost as low as possible, the aircraft engine cho-
lowing factors: sen as the basis for this line must be convertible
Market forecast for marine and from aircraft to marine and industrial usage:
industrial engines With very few changes to its original
Projected performance and price design
competitiveness of the new line of Using parts which are mass-produced
aeroderivative engines for the aircraft application.
Degree of difficulty involved in Figure 4 shows the operating hours accrued for
converting the aircraft engines design each of the GE parent engines in flight applica-
into the new, aeroderivative tions and their derivative engines in industrial
configuration. and marine service. For example, the LM2500
The last point is extremely important. In order and its parent aircraft engine have over 63 mil-
to keep a new aeroderivative products overall lion hours of operating experience and have
AIRCRAFT AERODERIVATIVE
QUANTITY OPERATING HOURS QUANTITY OPERATING HOURS
LM1600
(F404) 3400 7,000,000 146 3,500,000
LM2500
(TF39/CF6-6) 1130 32,300,000 1767 31,200,000
LM6000
(CF6-80C2) 2806 58,700,000 300 3,200,000
Data as of February, 2000
Figure 4. Aircraft and aeroderivative engine operating experience as of February 2000

2
demonstrated excellent reliability. All GE compressor. The low-pressure rotor consists of

AeroDerivative engines benefit from this com- the low-pressure turbine (LPT), which drives
bined experience. the low-pressure compressor (LPC) via a con-
centric drive shaft through the high-pressure
The following sections will introduce and sum-
rotor. The high-pressure rotor is formed by the
marize the key characteristics of each of the
high-pressure turbine driving the high-pressure
individual LM model gas turbines. Configur-
compressor (HPC). The LM2000, LM2500 and
ation terminology and arrangement options are
LM2500+ are single-rotor machines that have
defined in Figure 5.
Fuel
Inlet Combustor Exhaust
LPC HPC H L
P P PT
T T
Load Load
Variable Stators
Variable Bleed
Variable IGV
Core Engine
Figure 5. Gas turbine terminology and arrangement
one axial-flow compressor, and an aerodynami-

The following features are common to all LM cally coupled power turbine.
model gas turbines:
The LM1600, and LM6000 employ electronical-
A core engine (compressor, ly operated, variable-bleed valves arranged in
combustor, and turbine) the flow passage between the low- and high-
Variable-geometry for inlet guide and pressure compressors to match the LPC dis-
stator vanes charge airflow to the HPC. These valves are
Coated combustor dome and liner fully open at idle and progressively close to zero
bleed at approximately 50% power. The posi-
Air-cooled, coated, high-pressure
tion of these variable-geometry controls is a
turbine (HPT) blading
function of the LP rotor speed, HP rotor speed
Uncooled power turbine blading and inlet air temperature.
Fully tip-shrouded power turbine rotor
Aeroderivative engines incorporate variable
blading
geometry in the form of compressor inlet guide
Engine-mounted accessory gearbox vanes that direct air at the optimum flow angle,
driven by a radial drive shaft. and variable stator vanes to ensure ease of start-
The LM1600 and LM6000 are dual-rotor units. ing and smooth, efficient operation over the
A rotor consists of a turbine, drive shaft, and entire engine operating range.

3
Aeroderivative turbines are available with two thermal cycling and can operate at constant
types of annular combustors. Similar to those speed for generator drive applications, and over
used in flight applications, the single annular a cubic load curve for mechanical drive appli-
combustor features a through-flow, venturi cations. The LM6000 power turbine drives both
swirler to provide a uniform exit temperature the LPC and the load device. This feature facil-
profile and distribution. This combustor config- itates driving the load from either the front or
uration features individually replaceable fuel aft end of the gas turbine shaft.
nozzles, a full-machined-ring liner for long life,
and an yttrium-stabilized zirconium thermal All of the models have an engine-mounted,
barrier coating to improve hot corrosive resist- accessory drive gearbox for starting the unit
ance. In 1995, a dry, low emissions (DLE) com- and supplying power for critical accessories.
bustor was introduced to achieve low emissions Power is extracted through a radial drive shaft
without the use of fuel diluents, such as water or at the forward end of the compressor. Drive
steam. pads are provided for accessories, including the
lube and scavenge pump, the starter, the vari-
The LM1600, LM2000, LM2500, and LM2500+
able-geometry control, and the liquid fuel
all include an aerodynamically coupled, high-
pump.
efficiency power turbine. All power turbines are
fully tip-shrouded. The LM1600 PT and
LM2500+ High Speed Power Turbine (HSPT) LM1600 Gas Turbine
feature a cantilever-supported rotor. The power The LM1600 gas turbine consists of a dual-rotor
turbine is attached to the gas generator by a gas generator and an aerodynamically coupled
transition duct that also serves to direct the power turbine. The LM1600 is shown in Figure
exhaust gases from the gas generator into the 6, and consists of a three-stage, low-pressure
stage one turbine nozzles. Output power is compressor; a seven-stage, variable-geometry,
transmitted to the load by means of a coupling high-pressure compressor; an annular combus-
adapter on the aft end of the power turbine tor with 18 individually replaceable fuel nozzles;
rotor shaft. Turbine rotation is clockwise when a single-stage, high-pressure turbine; and a sin-
viewed from the coupling adapter looking for- gle-stage, low-pressure turbine. The gas genera-
ward. Power turbines are designed for frequent tor operates at a compression ratio of 22:1.
Figure 6. LM1600 gas turbine

4
The LM1600 incorporates variable-geometry in high-pressure turbine, the nozzles and blades
its LPC inlet guide vanes and HPC stator vanes. are air-cooled. For industrial applications, the
Four electronically operated, variable-geometry nozzles are coated with CODEP and the blades
bleed valves match the discharge airflow are coated with platinum-aluminide to improve
between the LPC and HPC. In industrial appli- resistance to erosion, corrosion and oxidation.
cations, the nozzles and blades of both the HPT
The six-stage power turbine operates at a nomi-
and LPT are air-cooled and coated with
nal speed of 3,600 rpm, making it ideal for 60
CODEP, a nickel-aluminide-based coating, to
Hz generating service. Alternatively, it can be
improve resistance to oxidation, erosion, and
used in 50 Hz service without the need to add a
corrosion. For marine applications, HPT noz-
speed reduction gear. The LM2500 can also
zles are coated with a thermal barrier coating,
operate efficiently over a cubic load curve for
LPT nozzles are coated with CODEP and the
mechanical drive applications.
blades of both the HPT and LPT are coated
with PBC22. The two-stage power turbine The LM2500 gas turbine is also offered at an
operates at a constant speed of 7,000 rpm over 18MW ISO rating as an integrated packaged
the engine operating range for generator drive product called the LM2000 with an extended
applications, and over a cubic load curve for hot-section life for the gas turbine.
mechanical drive applications.
LM2500+ Gas Turbine
LM2500 Gas Turbine The first LM2500+, a design based on the very
The LM2500 gas turbine consists of a single- successful heritage of the LM2500 gas turbine,
rotor gas turbine and an aerodynamically cou- rolled off the production line in December
pled power turbine. The LM2500 (Figure 7) 1996. The LM2500+ was originally rated at 27.6
consists of a six-stage, axial-flow design com- MW, for a nominal 37.5% thermal efficiency at
pressor, an annular combustor with 30 individu- ISO, no losses and 60 Hz. Since that time, its rat-
ally replaceable fuel nozzles, a two-stage, high- ing has continually increased to reach its cur-
pressure turbine, and a six-stage, high-efficiency rent level of 31.3 MW and 41% thermal effi-
power turbine. The gas generator operates at a ciency. An isometric view of the LM2500+ gas
compression ratio of 18:1. turbine, including the single annular combus-
The inlet guide vanes and the first six-stages of tor (SAC), is shown in Figure 8.
stator vanes are variable. In both stages of the The LM2500+ has a revised and upgraded com-

5
Figure 8. LM2500+ gas turbine
pressor section with an added zero stage for Casing isolation from flow path gases
increased flow and pressure ratio, and revised by use of liners stages 1-3.
materials and design in the HP and power tur- The LM2500+ two-stage HSPT has a design
bines. The gas generator operates at a compres- speed of 6100 rpm, with an operating speed
sion ratio of 22:1. The inlet end of the LM2500+ range of 3050 to 6400 rpm. It is sold for
design is approximately 13 inches/330 mm mechanical drive and other applications where
longer than the current LM2500, allowing for continuous shaft output speeds of 6400 rpm are
retrofit with only slight inlet plenum modifica- desirable. When the HSPT is used at 6,100 rpm
tions. In addition to the hanging support found to drive an electric generator through a speed
on the LM2500, the front frame of the reduction gear, it provides one of the best
LM2500+ has been modified to provide addi- options available for power generation applica-
tional mount link pads on the side. This allows tions at 50 Hz.
engine mounting on supports in the base skid.
Both the six-stage and two-stage power turbine
The LM2500+ is offered with two types of power options can be operated over a cubic load curve
turbines: a six-stage, low speed model, with a for mechanical drive applications.
nominal speed of 3600 rpm; or a two-stage high In 1998, a version of LM2500+ was introduced
speed power turbine (HSPT). to commercial marine application. The only dif-
The LM2500+ six-stage power turbine displays ferences between the marine and industrial ver-
several subtle improvements over the L2500 sions to address the harsher environment are as
model from which it was derived: follows:
Flow function was increased by 9%, in Stage 1 HPT nozzle coating

order to match that of the HPC. Stage 1 HPT shroud material and
Stage 1, 5 and 6 blades as well as the coating.
stage 1 nozzle were redesigned. LM6000 Gas Turbine
Disc sizing was increased for all of the The LM6000 turbine (Figure 9) consists of a five-
stages. stage LPC; a 14-stage HPC, which includes six
Spline/shaft torque capability was variable-geometry stages; an annular combustor
increased. with 30 individually replaceable fuel nozzles; a
GE Power Systems GER-3695E

(10/00) 6
two-stage, air-cooled HPT; and a five-stage LPT. ator only, and adds a unique power turbine. By
The overall compression ratio is 29:1. The maintaining high commonality, the LM6000
LM6000 does not have an aerodynamically cou- offers reduced parts cost and demonstrated reli-
pled power turbine. ability.
The LM6000 is a dual-rotor, direct drive gas The status of the LM6000 program, as of
turbine, derived from the CF6-80C2, high- February 2000, includes:
bypass, turbofan aircraft engine. The LM6000
takes advantage of its parent aircraft engines 300 units produced since introduction
low-pressure rotor operating speed of approxi- in 1991
mately 3,600 rpm. The low-pressure rotor is the 208 units in commercial operation
driven-equipment driver, providing for direct First DLE combustor in commercial
coupling of the gas turbine low-pressure system operation producing less than 25 ppm
to the load, as well as the option of either cold NOx - 1995
end or hot end drive arrangements.
High time engine =50,829 hours
The LM6000 maintains an extraordinarily high
12 month rolling average engine
degree of commonality with its parent aircraft
availability = 96.8%
engine, as illustrated in Figure 10. This is unlike
the conventional aeroderivative approach Engine reliability = 98.8%
which maintains commonality in the gas gener- Exceeded 3.1 million operating hours
Traditional Approach
Common Unique
HP HP Generator or Compressor
Compressor Turbine
LP LP
Compressor Turbine Power
Turbine
Common
LM6000 Approach
Generator or Compressor HP HP Alternate

Compressor Turbine Generator or Compressor
LP LP
Compressor Turbine
Figure 10. LM6000 concept

7
Variable speed mechanical drive atomized water injection at both LPC and HPC
capability 1998 inlet plenums. This is accomplished by using a
Dual fuel DLE in commercial high-pressure compressor, eighth-stage bleed
operation 1998 air to feed two air manifolds, water-injection
manifolds, and sets of spray nozzles, where the
LM6000 PC Sprint System in
water droplets are sufficiently atomized before
commercial operation - 1998
injection at both LPC and HPC inlet plenums.
In mid-1995, GE committed to a major product Figure 11 displays a cross-section of the LM6000
improvement initiative for the LM6000. New Sprint System. Figure 12 provides the Sprint
models designated as LM6000 PC/PD were first Gas Turbine expected performance enhance-
produced in 1997, and included a significant ment, relative to the LM6000-PC.
increase in power output (to more than 43 Since June 1998, when the first two
MW) and thermal efficiency (to more than Sprintunits began commercial operation, ten
42%); dual fuel DLE; and other improvements other installations have gone into service. As of
to further enhance product reliability. February 2000, LM6000 Sprint Gas Turbine
(Figure 13) operating experience exceeds
LM6000 Sprint System
20,000 hours. Sprint System conversion kits
Unlike most gas turbines, the LM6000 is prima- for LM6000 PC models are now available for
rily controlled by the compressor discharge those considering a potential retrofit.
temperature (T3) in lieu of the turbine inlet
temperature. Some of the compressor dis- STIG Systems
charge air is then used to cool HPT compo- STIG (Steam Injected Gas Turbine) systems
nents. SPRINT (Spray Inter-cooled Turbine) operate with an enhanced cycle, which uses
reduces compressor discharge temperature, large volumes of steam to increase power and
thereby allowing advancement of the throttle to improve efficiency. See Figure 14 for STIG sys-
significantly enhance power by 12% at ISO, and tem performance enhancements at ISO base
greater than 30% at 90F (32C) ambient tem- load conditions.
peratures. In the STIG cycle, steam is typically produced
The LM6000 Sprint System is composed of in a heat recovery steam generator (HRSG) and
Water
Air Metering
Manifold Valve Air
Orifice Manifold
23 Spray 24 Spray
Nozzles Nozzles
Water Manifold
8th Stage
Bleed Air Piping
Air atomized spray

- Engine supplied air
- Droplet diameter less than
20 microns
Figure 11. LM6000 Sprint flow cross section

8
55000
50000
12%
Shaft Power kW
TM
45000 SPRINT
40000
30%
35000
Base LM6000-PC
30000
Sea level, 60% Rel Hum, 5" Inlet/10" Exhaust losses
Natural Gas with Water Injection to 25 ppm
25000
40 50 60 70 80 90 100
Engine Inlet Temperature deg F
Figure 12. LM6000 Sprint gas turbine performance enhancement
Figure 13. LM6000 Sprint gas turbine
Standard Base Load, Sea Level, 60% RH, - Natural Gas - 60 Hertz -
4 in. (102mm) Inlet/10 in. (254mm) Exhaust Loss - Average Engine at the Generator Terminals*
Model Dry Rating (MWe) %Thermal Efficiency (LHV) STIG Rating (MWe) %Thermal Efficiency (LHV)
LM1600 13.3 35 16 37
LM2000 18 35 23.2 39
LM2500 22.2 35 27.4 39
*3% margin on Eff. Included
Figure 14. STIG system performance enhancement generator drive gas turbine performance
is then injected into the gas turbine. The installation includes a steam-injected gas tur-
STIG system offers a fully flexible operating bine, coupled with an HRSG which can be sup-
cycle, since the amount of steam injected can plementally fired. The control system regulates
vary with load requirements and steam avail- the amount of steam sent to process and, typi-
ability. Also, steam can be injected with the gas cally, the excess steam is available for injection.
turbine operating from 50% power to full load. Figure 16 shows the steam injection capability
A typical STIG cycle is shown in Figure 15. The for the various models.

9
Exhaust
To process
H 2O
HRSG
Steam
Fuel
Gas turbine
~
Air
Figure 15. Typical STIG cycle
Standard Base Load, Sea Level, 60% RH, - Natural Gas - 60 Hertz -
4 in. (102mm) Inlet/10 in. (254mm) Exhaust Loss - 25 PPM NOx
Steam Flows -lb/hr (kg/hr)
Model Rating (MWe)* %Thermal Efficiency* Fuel Nozzle Compressor Discharge
LM1600 16 37 11540 (5235) 9840 (4463)
LM2000 23.2 39 14558 (6604) 15442 (7005)
LM2500 27.4 39 18300 (8301) 31700 (14379)
LM2500+ 32.5 40 23700 (10750)
LM6000 42.3 41.1 28720 (13027)
* Average Engine at generator terminals
(2.5% on LM1600 Gen, 2.0% on all others Gen, 1.5% GB included)
Figure 16. STIG steam flow capability generator drive gas turbine performance
HP Steam to
combustor for
NOx abatement
HP Steam for
power augmentation
Figure 17. STIG system steam injection ports

10
The site at which steam is injected into the gas

ISO - Base Load - SAC Combustor
turbine differs according to the design of the Model
Unabated NOx Emissions (ppmvd ref.15% O2)
Natural Gas Distillate Oil
particular model. For instance, in both the LM1600

LM2000
127
129
209
240
LM2500 179 316
LM1600, LM2000 and LM2500, steam is inject- LM2500+ 229 346
LM6000 205 403
ed into the high-pressure section via the com-
bustor fuel nozzles and compressor discharge Figure 18. GE aeroderivative gas turbine unabated
plenum. See Figure 17 for the location of steam NOx emissions
injection ports on an LM2500 gas turbine. A
burning either natural gas or distillate oil.
STIG system is not planned for the LM6000,
Depending on the applicable federal, state,
beyond that steam injected through the fuel
country and local regulations, it may be neces-
nozzles for NOx abatement.
sary to reduce the unabated NOx emissions.
Emissions Figure 19 shows GEs current, guaranteed mini-
NOx emissions from the LM1600, LM2000, mum NOx emission levels for various control
LM2500, LM2500+ and LM6000 can be options. With steam or water-injection and sin-
reduced using on-engine water or steam injec- gle fuel natural gas, the LM2500 can guarantee
tion arrangements, or by the incorporation of NOx emissions as low as 15 ppm. For applica-
DLE combustion system hardware. The intro- tions requiring even lower NOx levels, other
duction of steam or water into the combustion means, such as selective catalytic reduction
system: (SCR), must be used.
Reduces NOx production rate In 1990, GE launched a Dry Low Emissions
Impacts the gas turbine performance Combustor Development program for its
Increases other emissions, such as CO aeroderivative gas turbines. A premixed com-
and UHC bustor configuration (Figure 20), was chosen to
achieve uniform mixing of fuel and air. This
Increases combustion system dynamic
premixing produces a reduced heating value
activity which impacts flame stability
gas, which will then burn at lower flame tem-
The last item results in a practical peratures required to achieve low NOx levels.
limitation on the amount of steam or Increased combustor dome volume is used to
water which can be used for NOx increase combustor residence time for com-
suppression. plete reaction of CO and UHC. DLE combus-
Figure 18 lists the unabated NOx emission levels tors feature replaceable premixer/nozzles and
for the GE Aeroderivative gas turbines when multiple burner modes to match low demand.
Figure 19. Minimum NOx emission guarantee levels wet and dry emissions control options

11
Combustion Liner
Heat Shield
Premixer
Figure 20. DLE combustor
In order to achieve low emissions throughout opment on the Dual Fuel DLE front.
the operating range, fuel is staged through the Completely dry operation has been achieved on
use of multiple annuli. The LM1600 uses a dou- gas and distillate fuels on two LM6000 engines
ble annular configuration, while all other mod- in the United Kingdom. Operating on liquid
els use a triple annular construction. fuel, NOx and CO emission levels have been less
than 125 ppm and 25 ppm, respectively. GE
Factory testing of components and engine
continues to do research on reducing liquid
assembly on an LM6000 gas turbine was com-
fuel to NOx levels below 65 ppm , with the goal
pleted in 1994. These tests demonstrated less
of achieving this by the end of the year 2000. By
than 15 ppm NOx, 10 ppm CO and 2 ppm UHC
early 2001, GE plans to release a Dual Fuel DLE
at a firing temperature of 2350F/1288C at
system on the LM2000, LM2500 and LM2500+
rated power of 41 MW.
gas turbines.
The Ghent power station in Belgium became
the first commercial operator to use the Design and Operation of GE
LM6000 fitted with the new DLE combustor sys- Aeroderivative Gas Turbines
tem. A milestone was reached in January 1995
when the station achieved full power at 43 MW Design Features
with low emissions of 16 ppm NOx, 6 ppm CO GE Aeroderivative gas turbines combine high
and 1 ppm UHC. As of today, the high time temperature technology and high pressure
LM6000 engine has accumulated over 34,000 ratios with the latest metallurgy to achieve sim-
hours. ple-cycle efficiencies above 40%, the highest
By the end of 1999, there were 3 LM1600, 58 available in the industry.
LM2500, 27 LM2500+, and 30 LM6000 gas tur- It is essential to GEs aeroderivative design phi-
bines equipped with the DLE combustion sys- losophy that an industrial or marine aeroderiv-
tem in service worldwide. ative gas turbine retain the highest possible
Today, GE continues its DLE technology devel- degree of commonality with the flight engine

12
on which the aeroderivative is based. This with other bearing designs. Roller bearings
results in a unique and highly successful have proven to be extremely rugged and have
approach to on-site preventive and corrective demonstrated excellent life in industrial serv-
maintenance, including partial disassembly of ice. Although bearings generally provide reli-
the engine and replacement of components able service for over 100,000 hours, in practice,
such as blades, vanes and bearings. On-site it is advisable to replace them when they are
component removal and replacement can be exposed during major repairs, or, at an estimat-
accomplished in less than 100 manhours. ed 50,000 hours for gas generators and 100,000
Complete gas generators and gas turbines can hours for power turbines.
be made available within 72 hours (guaran- The high-efficiency aeroderivative is an excel-
teed), with the complete unit replaced and lent choice for simple-cycle power generation
back on-line within 48 hours. The hot-section and cyclic applications such as peaking power,
repair interval for the aeroderivative meets the which parallels aircraft engine use. With start
industrial demand of 25,000 hours on natural times in the one-minute range, the aeroderiva-
gas. The LM engines have been adapted to tive is ideal for emergency power applications of
meet the important industrial standards of any sort.
ASME, API, NEC, ISO9001, etc., consistent with
With its inherently low rotor inertias, and the
their aircraft engine parentage.
variety of pneumatic and hydraulic starting
Other advantages related to the evolution from options available, the GE Aeroderivative engine
the flight application are the technical require- has excellent black start capability, meaning
ments of reduced size and low weight. The the ability to bring a cold iron machine on-
aeroderivatives rotor speeds (between 3,000 line when a source of outside electrical power is
and 16,500 rpm) and casing pressure (20 to 30 unavailable. An additional benefit of having low
atmospheres) may appear high when compared rotor inertias is that starting torques and power
with other types of gas turbines. However, the requirements are relatively low, which in turn
high strength materials specified for the aircraft reduces the size and installed cost of either the
engine are capable of handling these pressures pneumatic media storage system or the diesel
and rotor speeds with significant stress margins. or gasoline engine driven hydraulic systems. For
For example, cast Inconel 718, commonly used example, the LM2500 starting torque is less
for aircraft engine casing material, has a yield than 750 ft-lbs (1,017 N-m), and its air con-
strength of 104 ksi (717 kN/m2) at sumption during a typical start cycle is between
1200F/649C, while cast iron commonly used 2,000 and 2,600 SCFM (56,600 and 73,600
in other types of gas turbine casings has a yield l/min).
strength of 40 ksi at 650F (276 kN/m2 at
Fuels
343C).
Natural gas and distillate oil are the fuels most
The aeroderivative design, with its low support- frequently utilized by aeroderivatives. These
ed-weight rotors for example, the LM2500 HP engines can burn gaseous fuels with heating val-
rotor weighs 971 lbs/441 kg incorporates ues as low as 6,500 Btu/lb (15,120 kJ/kg).
roller bearings throughout. These do not Recently, an LM6000 with a single, annular
require the large lube oil reservoirs, coolers and combustor was modified to operate on medium
pumps or the pre-and post-lube cycle associated Btu (8,000-8,600 Btu/lb ~ 18,600-20,000 kJ/kg)

13
fuel. It demonstrated that it could operate with is an exception; at its base rating the hot-section
lower NOx emissions without requiring flame- repair interval is approximately 50,000 hours.
quenching diluents such as water or steam. Aeroderivatives utilize the same basic hardware
As part of GEs Research and Development as aircraft engines, which are designed to oper-
Program, an LM2500 combustor, modified to ate reliably at firing temperatures much higher
utilize low heating value biomass fuel, has been than the corresponding aeroderivative base rat-
operated in a full annular configuration at ing temperatures. By taking advantage of the
atmospheric pressure. A sector of the annular extensively air cooled hot-gas-path components
combustor design was then tested at gas turbine typically found in aircraft engines, aeroderiva-
operating pressures. Ignition, operability, gas tive models can operate at higher temperatures
temperature radial profiles, temperature varia- and power levels than their base rating.
tions and fuel switching were in acceptable The LM2500 will be used as an example, with
ranges when operated on simulated biomass the other LM products having similar charac-
fuel. Low NOx is a by-product since low heating teristics. Figure 21 illustrates the full capability of
value fuel is essentially the same as operating in the LM2500 as a function of ambient tempera-
a lean premix mode like the DLE combustor. ture. In the ambient temperature region above
Operating Conditions 55F/13C, the LM2500s maximum capability
is limited by the maximum allowable tempera-
The climatological and environmental operat-
ture at the power turbine inlet. Figure 21 also
ing conditions for aeroderivatives are the same
shows the availability of additional power above
as for other types of gas turbines. Inlet filtration
the ISO base rating of the unit.
is necessary for gas turbines located in areas
where sand, salt and other airborne contami- In order to achieve this increased power, opera-
nants may be present. tion at increased cycle temperature is necessary.
As with any gas turbine, the hot-gas-path section
At the extreme ends of the ambient tempera-
repair interval (HSRI) of the LM2500 is related
ture spectrum, the aeroderivative exhibits a less
to the cycle temperature. Figure 22 presents the
attractive lapse rate (power reduction at off-
relationship between output power, power tur-
ambient temperatures) than other types of gas
turbines. However, the LM aeroderivative does
have a constant power performance option
which can be applied in areas where the
extremes are encountered for extended periods
of time.
Ratings Flexibility
All turbines, including aeroderivatives, have
base ratings. In the case of GEs aeroderiva-
tives, when natural gas is used as the fuel and
the engine is operated at the base power tur-
bine inlet temperature control setting, its base
rating corresponds to a hot-section repair inter-
val of approximately 25,000 hours. The LM2000 Figure 21. LM2500 maximum power capability

14
where constant power, rather than variable

power, is required over a specific ambient tem-
perature range. This figure clearly shows that
the LM2500 is capable of producing this power
over the full ambient temperature range.
However, the estimated hot-section repair inter-
val for this type of operation is not apparent in
Figure 23, since when operating during high
ambient temperature conditions, the power tur-
bine inlet temperature corresponds to shorter
intervals than when operating at lower ambient
temperatures.
An ambient temperature profile for the partic-
Figure 22. Effect of increased power rating on
LM2500 hot-section repair interval
bine inlet temperature and estimated time

between hot-section repairs. The ISO rating tem-
perature corresponds to the curve for an esti-
mated 25,000 hours between hot-section repairs
when burning natural gas fuel. Figure 22 also
shows that power is available for applications
requiring more power than is available when lim-
iting the temperature to that associated with the
25,000 hours curve. However, those LM2500s uti- Figure 23. LM2500 constant power rating
lizing this additional power will require more fre-
quent hot-section repair intervals. ular site is needed to determine the duration of
operation at the various power turbine inlet
The LM2500, like any gas turbine operating at a
temperatures. Once this ambient temperature
constant cycle temperature, has more power
information is available, an estimate of the hot-
available at lower ambient temperatures than at
section repair interval for this power level and
higher ambient temperatures. This is shown in
particular site can be made. If the operator does
Figure 22 by the sloping lines of constant hot-
not provide duty cycle estimates, it is generally
section repair intervals (constant power turbine
assumed that a unit operates continuously for
inlet temperature). There are, however, many
8,600 hours per year for any given site.
applications in the industrial market that can-
not use all of the power that is available at the To carry this example further, assume the ambi-
lower ambient temperatures. In these cases, the ent temperature profile for this particular site
operating characteristic of constant power, results in an estimated hot-section repair inter-
regardless of the ambient temperature, is more val of 25,000 hours for this power level.
consistent with the actual requirements of the Comparison of operation at constant tempera-
installation. ture and constant power level is shown in Figure
Figure 23 shows an example of an application 24. Since both curves result in an estimated hot-

15
section repair interval of 25,000 hours, poten- severity of the local environment and opera-
tial power at low ambient temperatures has tional profile of the site determine the frequen-
been traded for more potential power at higher cy of washing.
ambient temperatures. Again, for an applica- Studies of representative engines in various
tion where the required power is independent applications show a predictable, nonrecover-
of the ambient temperature, a constant power able performance loss over long-term use.
rating results in trading off the higher power at Deterioration experience is summarized in
low ambient temperatures for extended con- Figure 25 for power and heat rate for an LM
stant power at higher ambient temperatures. aeroderivative gas turbine operating on natural
gas fuel.
Figure 24. LM2500 constant PT inlet temperature Figure 25. LM2500 field trends power and heat
and constant power operation rate deterioration
Performance Deterioration and Recovery This figure illustrates long-term, non-recover-

Deterioration of performance in GE able deterioration, not losses recoverable by
Aeroderivative (LM) industrial gas turbines has washing. Power deterioration at the 25,000-
proven to be consistent over various engine hour operating point is on the order of 4%;
lines and applications. Total performance loss is heat rate is within 1% of new and clean guar-
attributable to a combination of recoverable antee. These deterioration patterns are refer-
(by washing) and non-recoverable (recover- enced to the new and clean base rating guar-
able only by component replacement or repair) antee, although actual as-shipped engine per-
losses. formance is generally better than the guarantee
level.
Recoverable performance loss is caused by foul-
ing of airfoil surfaces by airborne contami- Generally, HPT components are replaced at
nants. The magnitude of recoverable perform- 25,000 hour intervals for reasons of blade life
ance loss is determined by site environment and and performance restoration. The result of
character of operations. Generally, compressor replacement of the HPT components is 60% or
fouling is the predominant cause of this type of more restoration of the non-recoverable per-
loss. Periodic washing of the gas turbine, either formance loss, depending on the extent of work
by on-line wash or crank-soak wash procedures, accomplished. Over 80% recovery can be
will recover 98% to 100% of these losses. The achieved if limited high-pressure compressor

16
repairs are performed at the same time. and combustion module replacement
General overhauls at about 50,000-hour inter- is 72 hours. This exchange allows the
vals entail more comprehensive component gas turbine to operate for an
restorations throughout the engine, and may additional 25,000 hours.
result in nearly 100% restoration of the non- Compactness. The GE AeroDerivative
recoverable performance. engines have inherited modest
When using liquid fuel, which is more corrosive dimensions and lightweight
than natural gas, a similar but more rapid pat- construction that generally allows for
tern of deterioration occurs, resulting in on-site replacement in less than 48
approximately the same 3% to 5% level at the hours.
typical 12,500-hour liquid-fuel HPT repair inter- Monitoring and Diagnostics Services
val. are made available by establishing
direct phone connections from the
Maintenance Features control system at the customers' sites
In an operators life cycle cost equation, the to computers in GE's LM monitoring
most important factors are engine availability center. These services link the
and maintenance cost. To enhance these con- expertise at the factory with the
siderations in regard to its aeroderivative operations in the field to improve
engines, GE has invested considerable effort in availability, reliability, operating
developing features to optimize the result of performance, and maintenance
this equation. GEs aeroderivatives unique effectiveness. Monitoring of key
designs allow for maintenance plans with the parameters by factory experts allows
following features: early diagnosis of equipment problems
Borescope inspection capability. This and avoidance of expensive secondary
feature allows on-station, internal damage. The ability for service
inspections to determine the engineers to view real-time operations
condition of internal components, in many cases results in accelerated
thereby increasing the interval troubleshooting without requiring a
between scheduled, periodic removals site visit (Figure 26).
of engines. When the condition of the
internal components of the affected
module has deteriorated to such an
extent that continued operation is not
practical, the maintenance program
calls for exchange of that module.
Modular design. Using their flight
heritage to maximum advantage,
aeroderivative engines are designed to
allow for on-site, rapid exchange of
major modules within the gas turbine.
Figure 26. Monitoring and Diagnostic services: GE
The elapsed time for a typical HPT
engineer remotely monitoring a unit

17
The integration of all of the features noted

above enables the operator to monitor the con-
dition of the engine, maximize uptime, and
conduct quick maintenance action. To learn in
greater depth about the maintenance of the GE
Aeroderivative gas turbines, refer to GER-3694,
Aeroderivative Gas Turbine Operating and
Maintenance Considerations.
Figure 28. GE90 high-bypass fan engine on
Advances in Aircraft Engine Boeing 777
Technology The advanced technologies proven in the GE90
GE Aircraft Engines invests over $1 billion engine include wide-chord composite fan
annually in research and development, much of blades, short durable 10-stage HPC, composite
which is directly applicable to all of GEs compressor blades and nacelles, and a dual-
aeroderivative gas turbines. In particular, con- dome annular combustor. These attributes con-
sistent and significant improvement has been tribute to delivering economic advantages of
made in design methodologies, advanced mate- low fuel consumption, low noise and emissions,
rials and high-temperature technologies. Areas reliability of a mature engine, and growth capa-
of current focus are presented in Figure 27. As bility to over 100,000 pounds thrust.
these technological advances are applied to In 1995, the GE90 engine entered commercial
industrial uses, GEs aeroderivative engines service on a Boeing 777 aircraft operated by
benefit from continual enhancement to attain British Airways. One year later, a growth version
greater power, efficiency, reliability, maintain- of this engine, rated at 90,000 pounds of thrust,
ability and reduced operating costs. was certified and delivered. By 2000, GE90
In 1993, GE Aircraft Engines began testing the engines had realized a major landmark, having
new, ultra-high thrust, GE90, high bypass fan accumulated more than one million flight
engine (Figure 28). The thrust level demonstrat- hours since entry into service. After logging
ed at initial certification was 87,400 pounds one million flight hours, and fueled by strong
(376,764 N), and since then, has reached a market interest and customer commitments,
thrust level of 110,000 pounds. the Boeing Company and GE introduced two
new, longer range models, powered by the
Components Advanced Materials
Multi-Hole Combustion Liner Metal Matrix Composites (MMC) newly introduced, growth derivative GE90-115B
Dual Annular Combustors Ceramic Matrix Composites

Aspirating Seals
Counter Rotating Turbines
Fiber Optic Controls
Advanced Processes
Dual Alloy Disks
engine.
Spray Forming
High Temperature Disks
Laser Shock Peening
MMC Frames/Struts
Translational friction Weld
Model Based Controls
Braiding

Composite Wide Chord Fan Blades
Swept Airfoils
Lightweight Containment

Resin Transfer Molding
Waterjet Machining
Summary
Superplastic Forming/Diffusion Bonding
High Torque Shafts
Robust Material Processes

Magnetic Bearings
Metals
Technology Aids GEs continued investment in R&D aircraft
Six Sigma Processes
High temperature Alloys

N5. N6, R88DT, MX4
Intermetallic Alloys

Remote Monitoring & Diagnostics
Concurrent Engineering/Manufacturing engine technology enables the LM series of gas
Design Engineering Workstations
NiAl, TiAl, Orthorhombic Ti
Structural Ti Castings

Computational Fluid Dynamics
Process turbines to maintain their leadership position
Non-metals Modeling
Polymeric Composites
PMR 15 Case

Stereolithography Apparatus
Virtual Reality in technology, performance, operational flexi-
Composite Fan Blade Advanced Instrumentation
High Temperature Polymerics (700oF/371oC)
Thermal Barrier Coatings
New Product Introduction Methods
bility, and value to the customer. Offered in
Figure 27. New processes and technologies power output from 13 to 47 MW, and having the
GE Power Systems GER-3695E (10/00) 18

ability to operate with a variety of fuels and applications, from power generation to
emission control technologies, GEs aeroderiva- mechanical drive, for the exploration, produc-
tive gas turbines have gained the widest accept- tion and transmission of oil and gas, as well as
ance in the industry, with total operating expe- marine propulsion systems including transport,
rience in excess of 41million hours. These tur- ferryboat, and cruise ship installations.
bines have been selected for a multitude of

19
List of Figures
Figure 1. GE aeroderivative product line generator drive gas turbine performance
Figure 2. GE aeroderivative product line mechanical drive gas turbine performance
Figure 3. Available GE aeroderivative product line equipment arrangements
Figure 4. Aircraft and aeroderivative engine operating experience as of February 2000
Figure 5. Gas turbine terminology and arrangement
Figure 8. LM2500+ gas turbine
Figure 10. LM6000 concept
Figure 11. LM6000 Sprint flow cross-section
Figure 12. LM6000 Sprint performance enhancement
Figure 13. LM6000 Sprint gas turbine
Figure 14. STIG System performance enhancement- generator drive gas turbine performance
Figure 15. Typical STIG cycle
Figure 16. STIG steam flow capability generator drive gas turbine performance
Figure 17 LM2500 STIG steam injection ports
Figure 18. GE aeroderivative gas turbine unabated NOx emissions
Figure 19. Minimum NOx emission guarantee levels - wet and dry emissions control options
Figure 20. DLE combustor
Figure 21. LM2500 maximum power capability
Figure 22. Effect of increased power rating on LM2500 hot-section repair interval
Figure 23. LM2500 constant power rating
Figure 24. LM2500 constant PT inlet temperature and constant power operation
Figure 25. LM2500 field trends - power and heat rate deterioration
Figure 26. Monitoring and Diagnostic Services: GE engineer remotely monitoring a unit.
Figure 27. New processes and technologies
Figure 28. GE90 high-bypass fan engine on Boeing 777

20
GE CONTROL SYSTEM
EVOLUTION
GE Control System Evolution 3.0

MICROPROCESSOR BASED SPEEDTRONIC MARK IV
GAS TURBINE CONTROL SYSTEM
INTRODUCTION
The object of this section is to give some historic background of the evolution that led to the
SPEEDTRONIC Mark IV system. It will also tabulate the pertinent functional features of Mark I,
Mark II and Mark IV, and highlight the salient features of the Mark IV system. It will touch on the
new technologies that have made possible a more comprehensive operator interface, a 2-to-1decrease
in system unavailability, and an order of magnitude improvement in application flexibility while at the
same time increasing the life of the gas turbine.
Background
Since the initial prototype field installation in 1968 on an MS 5001 gas turbine, the SPEEDTRONIC
control system evolved from Mark I through Mark II to Mark IV, from a combination of discrete solid
state components, meters, relays and drop-or light-type annunciators, to a system of redundant
microprocessors, CRT monitor, and output relays. The primary objective of these developments has
always been to improve overall gas turbine life, reliability, availability, application flexibility, and
serviceability.
Evolution Summary
A gas turbine control system is quite complex, and a number of systems have been used since the
original MS 3001 power generation unit was first commissioned in 1948. The SPEEDTRONIC Mark I
control was developed in 1965, and was first installed on production machines starting in 1968. It was
the first GE Co. solid state (with discrete components) analog control system, using about 50 printed
circuit boards, and it was coupled with relay type sequential and output logic.
This section summarizes the major systems that have been used to control GE gas turbines since their
inception. The tabulation is set up referenced to the approximate dates of production, but some systems
were used concurrently:
1. Fuel Regulator 1948 to 1970

2. Mechanical Controls 1954 to 1960
3. SPEEDTRONIC Mark I 1968 to 197
4. SPEEDTRONIC Mark II 1975 to 1982
5. SPEEDTRONIC Mark II with ITS* 1980 to 1984
6. SPEEDTRONIC Mark IV 1983 to 1992
The following is an overview of the basic control requirements, and it describes how each of the key
systems operates (including turbine sensors). Only the functions of the devices are provided, without
details of how the devices work. This applies primarily to the heavy duty gas turbine type, even though
much of it is similar for the aircraft derivative type.
GE Control System Evolution 1

BASIC CONTROL REQUIREMENTS

The Gas Turbine control system is designed to crank the turbine, bring it to purging speed (approx.
20%), fire it, and then bring the unit to operating speed. On generator drives, the control system
synchronizes the gas turbine to the line. For compressor or process drives, it checks the process
constraints and then loads the gas turbine to the appropriate point. This sequence must occur
automatically, and is done while minimizing the thermal stresses in the gas turbine hot gas path parts
and associated hardware. The total control system can be divided into four functional subsystems:
1. Control
2. Protection
3. Sequencing
4. Power Supply
The control subsystem is the predominant, and it must perform six basic functions:
1. Set start-up and normal fuel limits

2. Control turbine acceleration
3. Control turbine speed
4. Limit internal turbine temperatures
5. Control variable inlet guide vanes
6. Control 2nd stage nozzle (2-shaft units only)
Only one control function (or system) can control the fuel flow to the gas turbine at a time. The control
systems feed a "minimum value gate", whose output is used as the input by the fuel control system. A
minimum value is used to provide the safest operation of the turbine.
CONTROLS
Start-up Control
The gas turbine control system sets fuel limits during start-up for optimum ignition and crossfire, and
to prevent excessive thermal shock. Figure 3-4 is a typical curve showing fuel limits, speed, and
exhaust temperature vs. time. The control sets the upper fuel limit as a function of speed and time
events. At typically l8 to 20% speed, a fuel to air ratio is selected that will produce an approximately
l000 F temperature rise in the combustors.
After flame detection, the fuel flow limit is reduced to a warm-up value for about a minute to provide
slow heating of the turbine section parts. After the warm-up period, the fuel flow is slowly increased to
bring the turbine to operating speed. The gradual fuel increase is designed to minimize thermal shock.
The start-up control will set a maximum fuel limit after the unit is at rated speed, preventing the start-
up control from limiting fuel via the minimum value gate.

Speed Control
The gas turbine may have two types of speed governors: droop or isochronous. The droop governor is
used on generator drives, and is required to provide system stability. Figure 1-5 illustrates the droop
governor operation. For a unit operating isolated with a fixed speed set point, the speed of the turbine
would droop 4% if the load was increased from zero to rated. The speed regulation (or droop governor)
is provided by a proportional controller. The governor has an adjustable setpoint, with its maximum
point called the high speed stop (HSS), and its minimum point called the low speed stop (LSS).
The isochronous governor provides a constant turbine speed independent of load changes. This
governor is used on mechanical drive units, and may be used on a generator drive that is on a small
system. The isochronous governor could be shown by a "family" of horizontal lines instead of sloping
lines. Isochronous control is produced by a proportional plus integral controller.
A minimum fuel limit is provided to prevent speed control from causing a "flame out" during a system
disturbance. During a normal "fired" shutdown, minimum fuel provides a cooldown period with
minimum flame to minimize thermal shock that would occur if flame was abruptly extinguished.
Temperature Control
The internal temperature limit is at the entrance plane to the first stage nozzle, and is called the "firing"
temperature. This temperature is not measured directly in the turbine section flow path, since the high
temperatures shorten sensor life and large temperature gradients exist. The firing temperature is
calculated by measuring turbine exhaust temperature and compressor discharge pressure (which
represents the pressure drop through the turbine). This also corrects for ambient temperature
variations, since cold air is denser than warm air. For the same load, the compressor discharge pressure
will be higher on a cold day than on a warm day. On a cold day, the turbine section has a higher
pressure drop and temperatures. The exhaust temperature must be held lower, in order to maintain the
same firing temperature.
Figure 1-6 shows a plot of exhaust temperature vs. compressor discharge pressure for constant firing
temperature. A similar curve can be developed by using the fuel flow signal in place of compressor
discharge pressure (See Figure 1-7).
Protection
The protection system is designed to trip the turbine by stopping fuel flow when critical parameters are
exceeded, or control equipment fails. Fuel flow is stopped by a minimum of two separate devices; the
stop valve is the primary, and the control valve is the secondary.
The stop and control valves are closed by both electrical and hydraulic signals. The more complex
protective systems are listed below:
1. Overtemperature
2. Overspeed
3. Loss of Flame
4. Vibration
5. Combustion monitor (not part of early protective requirements, but now is a standard)

Other protective functions are required, such as low lube oil pressure or high lube oil temperature.
Although equally important, these protective functions can be performed by simpler components.
The protective system monitors the turbine during start-up and operation. A start-up is aborted if any
of the protection systems are still in a "trip" state at the time the turbine is given a "start" signal, and/
or a protection system fault or failure is detected. An alarm will occur if critical levels are reached or if
any portion of the protective system fails.
Sequencing
Sequential circuits are provided to sequence the turbine, the generator, the starting device, and the
auxiliaries during start-up, running, shutdown, and cooldown. The sequential system monitors the
protective system and other major systems such as the fuel, hydraulic, and trip oil systems, and
generates logic signals which permit the turbine to start and stop in a prescribed manner. These logic
signals include speed level signals, speed set point control, load capacity selection, fuel selection,
starting means control, and the system functional timers.
Power Supply
The power supply must be reliable and non-interruptable, and DC storage batteries are used as the
primary supply for control power, and for backup DC motor-driven pumps. AC power is required for
the ignitors, and can be supplied from the batteries with a DC/AC inverter when required to provide
"black start" capability.
EVOLUTION OF THE SPEEDTRONIC CONTROL SYSTEM
Fuel Regulator
The fuel regulator control system is a combination of mechanical, hydraulic, electrical, and pneumatic
control devices which were supplied by various vendors. The fuel regulator is a control device, but fuel
does not pass through the fuel regulator.
The primary control signal is called VCO (Variable Control Oil) pressure. Zero fuel flow occurs below
40 psig, and maximum fuel setting is at 200 psig. Fuel limits are determined by setting mechanical
stops for the various limiting values, and these adjustments are located on the fuel regulator.
The turbine speed is sensed by a 3-phase tachometer generator, whose output is rectified to provide a
DC voltage proportional to speed. This speed signal is used by the governor circuits to provide droop
governing, as isochronous control was rarely used. The operator controls the speed set point with a
motor driven potentiometer.
The turbine exhaust temperature is sensed by 12 control thermocouples connected in parallel to

measure an average exhaust temperature. The exhaust signal is changed to an air pressure value before
it is fed to the fuel regulator to limit VCO. The turbine firing temperature can be calculated by biasing
the exhaust temperature signal with either a VCO or PCD (compressor discharge pressure) value.

Valve or fuel pump stroke positioning is done by low pressure hydraulics (300 psig) and a hydraulic
positioning servo. There is no position feedback loop back to the control system. VCO is the position
set point for the hydraulic positioning servo.
The latest overtemperature protection for the fuel regulator units used two (2) to six (6) exhaust
thermocouples which are separate from the control thermocouples, and grouped into two channels with
an isothermal alarm and trip setting. One channel indicating a high value can cause a trip. Earlier
systems used two sensing bulbs with a pneumatic output in the exhaust duct.
Overspeed protection is provided by a mechanical overspeed bolt trip mechanism.
Vibration protection systems utilized velocity (seismic) type sensors, which is also the same for Mark
I, Mark II and Mark IV applications.
The latest flame detectors detect ultraviolet radiation in the combustion liners. Two or more detectors
are provided for turbine start-up and redundancy, but flame detection by only one detector is required
to operate the turbine. On older units, thermopiles and the exhaust thermocouples were used to detect
flame.
Sequencing is provided by using 125 Vdc relays along with the turbine switches for pressure,
temperature, and position.
The power supply is the unit battery at 125 Vdc.
SPEEDTRONIC Mark I & Mark II

The Mark I and Mark II system is an electro-hydraulic control system. The electric portion is
determined by analog calculation of operational amplifiers ("op amps"). High pressure (1200 to 1500
psig) hydraulic oil actuated devices are again used to position valves. A major difference between
Mark I and Mark II is the change in electrical components; Mark I used mostly discrete components,
while Mark II uses mostly integrated circuits.
The primary control signal is designated VCE (Variable Control "EMF") voltage. Zero fuel flow
occurs at 4 units of VCE, and maximum flow is at 18 to 20 VCE. For Mark I, the 0-20 VCE
represented 0-20 volts on the circuit boards, while in Mark II, it was only 0-10 volts due to the
microelectronics. Fuel limits are determined by adjusting potentiometers in the analog circuits.
The turbine speed is sensed by magnetic pickups close to a 60 toothed wheel. The pulses pass through
a pulse rate to analog convertor for the use by the operational amplifiers. The Mark I system uses two
(2) pickups: one for control and a comparator input, and the other for speed relays and a comparator
input to detect failures. The Mark II also uses two pickups, but the pulse signals are added by
capacitors. This method still provides a speed signal with one failed pickup, but the failed pickup
would cause an alarm. The operator controls the speed setpoint with a 10 or 12 bit reversing binary
counter, and a digital to analog converter to provide an analog signal to an operational amplifier.

The temperature control has a complex history, and the key characteristics are outlined on the
temperature control facts sheet. It should be noted that to control at a constant firing temperature, PCD
bias has become the preferred method of exhaust temperature biasing.
Valve positioning is done with high pressure hydraulics and controlled by an electrohydraulic servo
valve using LVDTs (Linear Variable Differential Transformers) to provide position feedback for
closed loop control. Redundancy has been achieved by using a two coil type servo valve and in most
cases, two LVDTs. The controls can function with just one servovalve coil and/ or LVDT working.
Overtemperature protection generally uses two (2) to six (6) dedicated exhaust thermocouples separate
from the control thermocouples and grouped into two channels. Any channel exceeding the trip setting
will cause a turbine trip.
The primary overspeed protection is provided by three magnetic pickups driving separate tuned
circuits. Two channels would have to sense an overspeed in order to trip the turbine. On most units, the
mechanical overspeed bolt is used as a backup, and is set to trip at a higher speed than the electronic
trip speed. The magnetic pickups for the overspeed protection are separate from the control pickups.
Flame detection employs ultraviolet radiation detectors similar to the later fuel regulator systems.
The sequencing in the Mark I utilizes 28 Vdc relays, while in the Mark II, digital logic software
provides the sequencing. Both control systems use relays where required for isolation, solenoid valves,
or customer signal interfacing.
The primary source of energy for the control power supplies is the unit battery, which is float-charged
by a charger connected to the 120 Vac 50/60 Hz panel board. The final bus voltages for Mark I are +50
Vdc, +28 Vdc, +12 Vdc, -50 Vdc and sometimes -12 Vdc. The final bus voltages on the Mark II are
+28 Vdc, + 12Vdc, +5.3 Vdc, and -12 Vdc.
SPEEDTRONIC Mark II with "ITS"

The ITS (Integrated Temperature System) system eliminated some of the control functions from the op
amps, and transfers them to a microprocessor. The control calculations are made by a digital computer
instead of an analog computer. The control functions performed by the ITS include temperature
control, inlet guide vane control, nozzle control for the two shaft units, water or steam injection
control, and overtemperature protection with an analog backup separate from the control
thermocouples.
The ITS is not the first gas turbine application of microprocessors, as the first application was a
combustion monitor in 1974. The combustion monitor did not provide control, but provided a
shutdown or trip logic if a combustion problem was detected inside the turbine. The ITS system also
includes the combustion monitor function.
The ITS system contains software sequencing, where logic decisions are made by the microprocessor
based on a defined program.

The ITS system requires a separate power supply input from the unit battery. The final bus voltages are
+28 Vdc, +15 Vdc, +5 Vdc, and -15 Vdc.
SPEEDTRONIC Mark IV
The Mark IV system is a microprocessor based, electro-hydraulic control system. The microprocessor
portion performs digital control calculations based on input signals from turbine sensors and the
control program. The microprocessor hardware will provide an analog voltage for a servo valve driver,
with its closed loop analog position feedback from an LVDT.
Redundancy is built in with three microprocessor controllers called <R>, <S>, and <T> which provide
basic control, and a fourth called <C> which provides communications. <RST> is the common
abbreviation for the three identical but independent controllers. The system can safely and reliabily
control with two (2) of the three (3) controllers operating.
The name of the primary fuel control signal is FSR (Fuel Stroke Reference). Zero fuel flow is at 0%
FSR, and maximum fuel flow is at l00% FSR. Fuel flow limits are set by adjusting control constants
visible on a CRT monitor display.
The turbine speed is sensed by three magnetic pickups (one for each controller) facing a 60-tooth
wheel. The pulses pass through a pulse rate to digital converter for use by the microprocessor for speed
control calculations. The speed setpoint is in software, using a reversing binary counter stored in
memory.
The temperature control is similar to ITS; however, each of the <RST> controllers sees only one third
of the exhaust thermocouples. <C> receives temperature information from each <RST> controller, and
<C> tells each controller how to correct its temperature measurement, so that it is equal to a true
average value.
The primary overspeed protection is based on speed measurements by the speed control pickups.
Overtemperature protection is based on the temperature measured by the control thermocouples, with
redundancy provided by the three (3) controllers.
Valve position control is by high pressure hydraulic oil flow regulated by a three (3) coil servovalve.
Each controller drives one of the three coils, and LVDTs provide position feedback.
Flame detection is the same as Mark II.
Sequencing is done in software, similar to ITS. Relays are used for isolation, solenoid valves, and
other interfacing.
The Mark IV has six (6) power supplies, one each for <RST> and <C>, and two (2) power supplies for
the relays. All power supplies are fed from the unit battery. AC power is required for the CRT and the
printer.
The table shown in Figure 1-8 outlines the key differences between Mark I, Mark II, and Mark IV.
SPEEDTRONIC CONTROL SYSTEM FEATURE EVOLUTION COMPONENTS
Mark I Mark II Mark IV
Discrete Transistors (few Max use of integrated Microprocessors -(four)

ICs) circuits
Meters Meters CRT Display*
Indicator Lights Indicator Lights CRT Display*
Annunciator Annunciator CRT Display*
Relay Sequential Solid State Seq. Software Seq.
Relay Output Relay Output Relay Output

Dual/(Single) LVDT Dual/(Single) LVDT Dual LVDT
2 Coil Servovalve 2 Coil Servovalve 3 Coil Servovalve

Exh.Thermocouples Exh.Thermocouples Exh.Thermocouples
12 Iron-Constantan 12 Chromel-Alumel 13-24 Chromel-Alumel
(13-17 w/"ITS")
(depends on Model Series)
Panel: 36x36x90 in. Panel: 36x36x90 in. Panel: 54x36x90 in

"ITS": 54x36x90 in
Control Functions
Signal: 0(4)-20 Signal: 0(4)-20 Signal: 0-100%

units units units
Fuel (VCE) Fuel (VCE) Fuel (FSR)
Inlet Guide Vanes Inlet Guide Vanes Inlet Guide Vanes

2nd Stg. Nozzle 2nd Stg. Nozzle 2nd Stg. Nozzle
Steam/Water Inject. Steam/Water Inject. Steam/Water Inject.
Start-up Temp.Suppr Start-up Temp.Track Start-up Accel.Cont

Monitoring
Vibration Vibration Vibration

Combustion monitor Combustion monitor
Turbine Wheelspaces Turbine Wheelspaces
Water/Steam Inject. Water/Steam Inject.

Adjustments-Controls and
Sequential
Potentiometers, etc Potentiometers, etc Software

logic rewiring logic rewiring Constants
Software Ladder Diagrams
Availability/ Reliability
Very good Very good Excellent
'Redundancy by 'Redundancy by 3 input
Association' /output vote, on-line
computer hardware repair
*Note: English and Metric units available (with "ITS")
PHILOSOPHY AND DESIGN CRITERION FOR SPEEDTRONIC MARK IV

CONTROL
The control design criteria has always been to strive for high starting reliability, maximum turbine life,
and high unit availability. The Mark IV design is a very fault-tolerant system that has demonstrated a
substantial forced outage rate improvement over the Mark I and Mark II designs.
Design Objective of SPEEDTRONIC Mark IV

The primary objective of SPEEDTRONIC Mark IV is improved application flexibility, an enhanced
operator interface, a substantial decrease in gas turbine outage rate, and a further softening of the start-
up thermal cycle. The reliability objective is met in part by a tenfold increase in fault tolerance of the
control devices and panel circuits, and is achieved by utilizing distributed microprocessors. The
improved gas turbine life objective is met by optimum programming of the starting cycle.
The SPEEDTRONIC Mark IV system is based on the microprocessors for both control and sequential
functions, as well as the execution of the operator interface. Figure 1-8 shows some of the key features
of the SPEEDTRONIC Control System evolution.
Microprocessors have been used in General Electric gas turbine controls, starting with the combustion
monitor. Their use also includes application to water and steam injection equipment, data-logging,
temperature control, automatic synchronizing, and the DATATRONIC* remote control and condition
monitoring system.
* Trademark of the General Electric Co, USA
If one section of the electronics fails, the turbine continues to run under the control of the remaining
sections. The failed section can be diagnosed, repaired, and returned to service while the gas turbine
continues to run. In this way the fault tolerance of the system is restored to the original level.

This is achieved by distributing control functions among four microcomputers; three <RST> are
identical control sections, and the fourth <C> handles communications. Powerful on-line diagnostics
indicate which section is faulty, right down to the circuit board level. System repair is enhanced with
the gas turbine running, and mean-time-to-repair is predicted to be three to four hours. It is estimated
that the Mark IV control will not cause a plant shutdown more often than once in ten years. In
addition, the system is capable of utilizing redundant sensor inputs, which significantly reduces forced
outages caused by faulty sensors.
More details on how these results were accomplished are presented later in the manual, along with a
description of the initial experiences obtained by running gas turbines with the new system.
It was also important to find an approach that would allow keeping the present panel size, even though
the computing power needed was greatly increased as compared to a non-redundant control. Due to
inclusion of a number of new functions such as combustion monitoring, synchronizing, and water/
steam injection, the latest SPEEDTRONIC Mark II panel had grown to 54" from the original 36" size.
This was accomplished by carefully modularizing the hardware, so that one basic control panel
configuration would cover all turbine types and applications. Each module was designed for automated
manufacture and test. Despite the increase in electronic functions, calculations show that because of
the fault tolerant design, the failure rate was lower than previous controls, and less than one in ten of
these failures would cause a forced outage.
As an optimized starting cycle has been applied to the Mark II control, the SPEEDTRONIC Mark IV
control represents a major step in industrial control flexibility, allowing GE to readily incorporate the
latest gas turbine cycle improvements.
The resulting panel shown in Figure 1-3, is distincitive in its difference from previous control panels
(Figures 1-1 & 1-2). The membrane switches and the CRT monitor display simplify the panel front
considerably, while bringing more information to the operator.
The biggest engineering challenge was software. Not only must the software accommodate the many
different types of controls, but it must also be able to diagnose faults while on-line. After a repair, it
must recover and re-initialize, so that the repaired section can be returned to service without any major
shift in the turbine operating point. The software is the other key to accomplishing the primary Mark
IV objective of dramatically improved control availability.
Figure 1-9 shows a block diagram of the basic Mark IV arrangement. The three control sections <R>,
<S>, & <T> are called <RST>, signifying that they are identical, but yet completely independent
processors. Each of them has inputs and outputs, and its own power supply.
The fourth section is called <C> for communicator. It is in communication with the <RST> sections
over three independent communication channels (3 pairs). In this way, a failure in one section of
<RST> is much less likely to cause damage to another control section than if <R>, <S>, & <T> were
allowed to communicate directly with one another. The <C> communicator also interfaces with the
operator through the membrane switches and CRT monitor. In the case of remote control, <C>
communicates with the remote computers.

Critical sensors are distributed to the <RST> controllers so that each section has an independent
assessment of turbine condition. For example, three individual speed signals are sent from the gas
turbine to the control system, one for each of <R>, <S>, & <T>. Each of these sections sends its values
to <C>, which calculates the median value, and sends a correction bias back to <RST>. Under normal
conditions, the turbine will be controlled by the median of all the exhaust thermocouples. If there is
some failure, each section of <RST> can make its own independent assessment of the proper fuel limit,
and the gas turbine will continue to run after a barely perceptible disturbance.
Sensors that are not critical to the operation are brought directly into <C>. This avoids extra I/O (input/
output) and processing in <RST>, simplifying these computers and making them more reliable. The
same reasoning is applied to the major portion of the operator interface, since it is not critical to the
operation. Should the communicator <C> or the CRT monitor fail, the alpha-numeric auxiliary display
and its associated pushbuttons (located in the upper right corner of the control insert) are utilized. They
can be used to monitor and operate the unit, and control the load until the repair can be made.
Outputs from the three sections must be logic voted; ordinarily two (2) out of three (3) are required.
Critical sequential outputs, such as the command to close the stop valve, are voted by properly
connecting the contacts of three independent relays. The turbine will trip if any two (or all three) of
<RST> indicates 'trip'. This trip function is accomplished as follows:
Run =(R*S + S*T + T*R)
NOTE: * = "AND" ; + = "OR"
Some of the less critical outputs are voted in dedicated logic, while others are brought out through
<C>.
The signals for continuous control, such as setting the fuel flow, IGVs (inlet guide vanes), etc. are
outputs such as the error signal for a servovalve. The servovalve is designed with three independent
coils, and the outputs of <RST> are summed by the ampere-turns of the servovalve's magnetic circuit.
Each of the outputs is limited in magnitude, such that any two signals can override a third.
If the turbine is on temperature control, and then <S> fails such that it drives the maximum current
(typically 8 mA) through the fuel servovalve in the direction to increase fuel. The actual fuel flow to
the turbine will increase slightly, causing the temperature to exceed the setpoint slightly in <R> and
<T>. The <RT> promptly call for a decrease in fuel, and together the <RT> are able to override the
false signal caused by <S>. The resulting transient is typically so small that the system doesn't reach
the alarm limit. The steady state value is parameter dependent (except for temperature control which is
an integrating system), so that the error is not detectable. Figure 1-10 shows such a trace of exhaust
temperature (Tx) and servovalve currents with three transients when:
a) the electronics fail

b) that section is powered down
c) the section is returned to service

Operator Interface
The operator interface consists of the control panel insert and an optional printer in a roll-out drawer.
Section 2 illustrates these items in more detail.
The industrial grade membrane ('push button') switches have better reliability than the older dedicated
switches with hand wiring. Pushing the pad ('button') on the membrane switch "arms" the command,
and is acknowledged by a flashing LED and a "beep". The operator then pushes the "execute" switch,
which causes the controls to respond and turns the LED on steady. If more than three (3) seconds pass
after the "arm command" was given before the operator pushes the "execute" button, the flashing LED
goes out, and the "execute" command will be ignored.
The normal display on the CRT monitor tracks the current status of the turbine. During start-up, the
speed and condition of the starting means are displayed. While loading the turbine, the starting means
information is deleted since it is of no interest, and load level data such as Tx, etc. is displayed. The
lower left corner of the display is reserved for alarms, and the text of the three (3) latest alarms appears
here along with the quantity of acknowledged alarms. The lower right corner gives the current value of
any three (3) parameters that the operator wants to display. Operators consider this feature of being
able to select any of a large number of parameters for special monitoring particularly handy.
The CRT displayed alarm messages are very useful in diagnosing problems with the turbine. The
alarms are not combined; instead of the 'Flame Detector Trip or Trouble' used on SPEEDTRONIC
Mark I & II, the Mark IV message might read as follows:
Date Time Status Description
08AUG83 14:05:22.72 "1" LOSS OF FLAME
There is a separate button for silencing the horn while staying with the "status display". To
acknowledge, clear, and review, the "Alarm" display is selected so the details of the alarm can be
observed for further action.
One display shows the 'state' of all the logic functions, including turbine mounted switches, internal
logic, and output relays. Similarly the values from all sensors and actuators can be displayed. This
detailed information is presented by selecting pages from the display menu. Any display can be copied
by the roll-out printer by pushing the "copy" button. Since there are almost 200 pages on the display,
only a few can be described here in more detail.
One important feature of the display is that it almost eliminates the necessity for entering the
SPEEDTRONIC Mark IV panel to make settings and diagnose problems. The majority of this work is
accomplished from the panel front. That is important from a reliability point of view; one bad move
inside the old style control system can cause the turbine to trip. With Mark IV, most settings are made
by using the "Control Constants" display. If the operator wishes to change the value for pre-selected
load, he will go to the control constants display and find the proper page.

The CRT will label one of the undedicated "soft" switches for entering the adjust mode. We call these
switches "soft" switches, since their function varies and is dependent on the software. Pressing this
"soft" switch will cause the Mark IV to ask for the password, as not everyone should be allowed to
adjust control constants! After entering the proper password number, the operator aligns the cursor in
front of the constant to be changed, and uses the increase or decrease switches to make the adjustment.
This process can be learned in a few minutes, and is a lot easier than the older method of hooking up
voltmeters to the proper points and adjusting potentiometers. Another feature of Mark IV is that the
settings are easily recorded using the printer.
Operators find the demand display particularly useful,and up to 64 values from one to two pages in the
Mark IV data base can be selected and displayed on the CRT. Selection is made directly from the panel
front by inputting the signal name using the membrane switch keyboard. The display can be printed
automatically at regular intervals if the operator desires.
There is a dedicated button on the membrane switch called "history",and pushing this button will cause
the historical log to be printed. It looks back in time from the present time or, if the unit is tripped,
from the most recent trip. The time increments are arranged in a pseudo logarithmic manner to
concentrate on the latest data near the time of trip. Each of the ten frames of data includes turbine
speed, turbine speed reference, fuel control reference, compressor discharge pressure, all exhaust
thermocouple temperatures, and all alarms.
The SPEEDTRONIC Mark IV has a standard option to interface with remote control and condition
monitoring systems. With the addition of a DCM system and/ or a maintenance computer, these remote
controls can give a very comprehensive historical record, including that of component service lives,
part numbers, etc.
Field Changes
The purpose of the field change capability is to facilitate required changes with appropriate
precautions. Changes or adjustments are normally required in three areas: 1) the control algorithm
constants (such as references and gains), 2) the position servos calibration, and 3) the sequencing logic,
which frequently requires minor changes during the installation and start-up to match special customer
site requirements.
The safeguards are as follows:
a) A User Password identification code is required for entering

b) The rate of change of constants is limited, if turbine is running
c) The adjustment ranges of critical parameters are limited
d) Servo calibration is permitted only in 'OFF' or 'CRANK'
e) Any sequencing changes should only be made if turbine is not running
The control constants can be changed by requesting the 'CONTROL CONSTANTS' display and
entering the password * code. Most constants are displayed in engineering units. The operator selects
the page containing the constant to be changed, and then places the cursor on that constant. Pressing
the "INCR" or "DECR" soft switch will then cause the selected constant to increase or decrease.
* NOTE: A Master Password Code, known only to a few key owner persons, is used to enter the User
ID Password into EEPROM, and thus allows the customer to change the 'key' at his discretion.
The control constants and sequencing data are stored in two sets of EEPROM, a primary and a backup
set.
There is a sequencing editor in the Mark IV panel to facilitate making changes to the sequencing logic.
A 'dumb' terminal is required and is plugged into the RS232 port on the processor card in the <C>
communicator module. A simple editor consisting of eight (8) display commands and three (3) editing
commands is then used to examine and modify the appropriate 'rung' of the relay ladder diagram. In
this simple editor, the elements of the 'rung' are displayed as instructions and also as graphics.
Experience has shown that a field engineer or maintenance person is comfortable with this editor after
a few hours of training and usage.
After completing control constant and/ or sequencing changes, the revisions to the primary EEPROM
set should be printed out from the panel and retained for review and incorporation into the drawings.
Once the changes have been verified to be correct, the data in the primary EEPROM set may be copied
into the backup set by performing a backup operation in the panel.
ADVANTAGES OF SPEEDTRONIC MARK IV CONTROL
Microcomputer technology has been applied to the Mark IV gas turbine control system and provides
improved availability, reliability, application flexibility, quality, and monitoring capability over
traditional solid state controls.
Availability
Common methods used to achieve high availability are:
1. Selection of highly reliable components

2. Redundancy by association
3. Redundancy by duplication of components
4. Reduction of the number of potential "single points" that can cause a trip
An example of redundancy by association is: when operating on speed control, the temperature control
will act as a back up in case the speed control fails. Temperature control will limit fuel flow and
prevent an overtemperature trip, and the operation of the unit is not interrupted.
Examples of redundancy by duplication include the two speed pick ups on Mark II, separate
thermocouples for control and protection, and two coils of a servo valve. A few industrial customers
may duplicate complete systems such as overtemperature, and use four channels instead of two. In the
few cases where a single point failure cannot be avoided, a highly reliable component is selected, such
as the unit battery.

Availability of the control panel is a function of the number and duration of forced outages caused by
failures in the control panel hardware and/ or software. Both the number and duration of such outages
are of concern to gas turbine owners. The SPEEDTRONIC Mark IV control reduces these outages by
virtue of the fault tolerance, quick on-line diagnostics and repair, and recovery time. This section deals
with calculations and extrapolations from past experience.
The calculations of failure rates for the hardware are based on Military (MIL) Specification criteria for
component failure rates, and weighted with experience from similar electronic boards. Increased
automation in board manufacture, modular construction, cable connections, and thorough automatic
testing indicate that the average MTBF (mean time between failures) will improve. The diagnostics
have the beneficial effect of keeping people out of the panel, and reducing the MTTR (mean time to
repair). We are estimating between 3 and 4 hours for MTTR at the present time. It is expected that the
average number of years between an electronic failure in the control panel will be about 50% better
than the earlier control panels, or about 1.5 years.
Of these failures, about l in 10 will cause a forced outage according to calculations. We have set our
goal target at a 10:1 improvement in control panel forced outage rate, or 10 years between forced
outages caused by the electronics. The relative forced outage rate of SPEEDTRONIC Mark II and
Mark IV & Mark IV with redundant sensors is shown in Figure 1-11.
One of the most difficult factors to assess is the reaction of operators and maintenance personnel; and
will they follow General Electric's recommendation of on-line service? This will depend on their
confidence at the time of the failure, which will depend on training and their assessment of the cost and
risk of shutting down compared to effecting an on-line computer hardware repair. General Electric's
position is that the improved availability is of prime importance to most users, and that they will utilize
the built-in capability of the panel for on-line repair.
Another issue is how long the panel will be left in a partially disabled state before doing the on-line
repair. With a partial failure, a second failure is more likely to cause a forced outage. The panel is
more vulnerable during this period, and statistical analysis provides some meaningful advice. If the
panel is repaired within 24 hours, there is no significant reduction in availability. If the panel is left
without repair until it finally causes a forced outage, the potential 10:1 improvement is almost
completely negated.
With the MTTR estimated at 3 to 4 hours, it seems reasonable for an owner to be able to repair the
control panel in this period of time. It depends on three factors:
1) Simple and accurate diagnostics

2) Knowledgable and trained personnel
3) Spare parts availability on site
The diagnostics are designed to be used easily by typical plant operators and maintenance personnel.
Sensors
The reliability of sensors has not been included in the foregoing description of availability of the
control panel. With SPEEDTRONIC Mark IV, more redundant sensors can be added to improve the
overall control availability. Making the sensors redundant decreases the sensor-induced forced outage
rate in heavy duty turbines by about 50%. However, some of the sensors can not be replaced with the
turbine running, because of their location, temperature environment, and proximity to moving parts.
When the influence of sensors is combined with the Mark IV panel, the mean-time-to-forced-outage
interval is estimated at three years. This assumes good maintenance, particularly for the sensors. If a
critical sensor has an MTBF of three years, and if all three sensors are working, the first failure should
occur in one year and will not shut down the turbine. The next failure of either of the remaining
sensors will probably shut the turbine down. This second occurrence will happen, on the average, in
only an additional six months. It is extremely important to replace sensors as soon as possible after a
failure. In fact, if no service is performed on sensors until there is a forced outage, there will be more
outages than without the redundant sensors.
Reliability
The Mark IV control system utilizes three computers identified as "controllers <R>, <S>, and <T>",
which contain identical software and hardware. These controllers perform all the critical control
calculations that are required for turbine operation. The circuitry of each controller is designed to drive
its outputs in a fail safe direction in the unlikely event of a computer stall or power failure.
The reliable means of protecting against random component failures is the two (2) out of three (3)
voting logic concept. If a failure occurs affecting only one controller, then the turbine will continue to
operate with the remaining two controllers. The fourth computer "communicator <C>" monitors
<RST> and initiates an alarm when there is a discrepancy between the controllers. This alarm is
audible and is displayed on the CRT.
Each controller <R>, <S>, and <T> makes its own assessment of turbine operation. This is
accomplished by distributing critical sensors between them, while <C> monitors the signals seen by
<R>,<S>, and <T> and performs a majority vote. When a component failure is detected, the
maintenance can be scheduled. In most cases the system can be returned to service while the turbine
remains operational.
Flexibility
In addition to the application flexibility that allows the Mark IV system to adapt to a wide variety of
unusual applications, the system allows easy conversion to Metric equivalent readouts simply by
selecting 'Metric' at the operator interface.
Quality
The Mark IV system wiring, circuit cards, and modules are arranged in a structured "Max. Case"
format. "Max Case" means that the circuitry is designed for the maximum functional requirements,
with all cards and modules in pre-arranged locations according to the application requirements. The
hardware, the interface between hardware and software, and the computer operating system become
repetitive systems applied the same way on almost every application. This standardization allows on-
and off-line diagnostics to enhance field troubleshooting.

An in-house software test system is available to thoroughly test application software before shipment.
A file of as-shipped software is stored in-house to document the customer's system.
Standardization of hardware is made possible by microcomputer technology. This hardware is used

independent of the application software, which varies from order to order.
The CRT monitor and the membrane switches on the Operator Interface Module are highly reliable.
The module is of fixed design which can be tested with built-in off-line diagnostics.
Operation and Monitoring

The CRT microprocessor monitoring system provides operations and maintenance personnel with a
vast amount of information. The CRT is very useful in diagnosing problems with the turbine, since
alarm information is not grouped together, but displayed as specific, time oriented information.
Detailed information such as internal logic values, output relay status, and output values of all sensors
and actuators is displayed by selecting pages from the display menu. Any display can be copied by the
roll-out printer by pressing the "copy" button.
The most important feature of the CRT operator interface is that it makes a vast amount of information
readily available for monitoring turbine operation. This type of display also avoids the necessity for
people to enter the Mark IV panel to make settings and diagnose problems. This is important from a
reliability and quality viewpoint, since it is no longer necessary to connect voltmeters and calibrators
to make control setting changes. In the Mark IV system, it is possible to change control constants by
simply entering the password that normally blocks the adjust mode, and make the adjustment using the
soft switches.

GER-3658D
SPEEDTRONIC MARK V GAS TURBINE

CONTROL SYSTEM
D. Johnson and R.W. Miller T. Ashley
GE Drive Systems GE Power Systems
Salem, VA Schenectady, NY
INTRODUCTION Dry Low NOx techniques, fuel staging and com-

The SPEEDTRONIC Mark V Gas Turbine
bustion mode are controlled by the Mark V sys-
Control System is the latest derivative in the tem, which also monitors the process.
highly successful SPEEDTRONIC series. Sequencing of the auxiliaries to allow fully auto-
Preceding systems were based on automated tur- mated startup, shutdown and cooldown are also
bine control, protection and sequencing tech- handled by the Mark V Control System. Turbine
niques dating back to the late 1940s, and have protection against adverse operating situations
grown and developed with the available technol- and annunciation of abnormal conditions are
ogy. Implementation of electronic turbine con- incorporated into the basic system.
trol, protection and sequencing originated with The operator interface consists of a color
the Mark I system in 1968. The Mark V system is graphic monitor and keyboard to provide feed-
a digital implementation of the turbine automa- back regarding current operating conditions.
tion techniques learned and refined in more Input commands from the operator are entered
than 40 years of successful experience, over 80% using a cursor positioning device. An arm/exe-
of which has been through the use of electronic cute sequence is used to prevent inadvertent tur-
control technology. bine operation. Communication between the
The SPEEDTRONIC Mark V Gas Turbine operator interface and the turbine control is
Control System employs current state-of-the-art through the Common Data Processor, or <C>, to
technology, including triple-redundant 16-bit the three control processors called <R>, <S> and
microprocessor controllers, two-out-of-three vot- <T>. The operator interface also handles com-
ing redundancy on critical control and protec- munication functions with remote and external
tion parameters and Software-Implemented devices. An optional arrangement, using a
Fault Tolerance (SIFT). Critical control and pro- redundant operator interface, is available for
tection sensors are triple redundant and voted those applications where integrity of the exter-
by all three control processors. System output nal data link is considered essential to contin-
signals are voted at the contact level for critical ued plant operations. SIFT technology protects
solenoids, at the logic level for the remaining against module failure and propagation of data
contact outputs and at three coil servo valves for errors. A panel mounted back-up operator dis-
analog control signals, thus maximizing both play, directly connected to the control proces-
protective and running reliability. An indepen- sors, allows continued gas turbine operation in
dent protective module provides triple redun- the unlikely event of a failure of the primary
dant hardwired detection and shutdown on operator interface or the <C> module.
overspeed along with detecting flame. This mod- Built-in diagnostics for troubleshooting pur-
ule also synchronizes the turbine generator to poses are extensive and include power-up,
the power system. Synchronization is backed up background and manually initiated diagnostic
by a check function in the three control proces- routines capable of identifying both control
sors. panel and sensor faults. These faults are identi-
The Mark V Control System is designed to ful- fied down to the board level for the panel and
fill all gas turbine control requirements. These to the circuit level for the sensor or actuator
include control of liquid, gas or both fuels in components. The ability for on-line replacement
accordance with the requirements of the speed, of boards is built into the panel design and is
load control under part-load conditions, tem- available for those turbine sensors where physi-
cal access and system isolation are feasible. Set
perature control under maximum capability
points, tuning parameters and control constants
conditions or during startup conditions. In addi-
are adjustable during operation using a security
tion, inlet guide vanes and water or steam injec-
password system to prevent unauthorized access.
tion are controlled to meet emissions and oper- Minor modifications to sequencing and the
ating requirements. If emissions control uses addition of relatively simple algorithms can be
1
GER-3658D
accomplished when the turbine is not operating. rapid growth in the field of control technology.
They are also protected by a security password. The hydro-mechanical design culminated in the
A printer is included in the control system fuel regulator and automatic relay sequencing
and is connected via the operator interface. The for automatic startup, shutdown and cooldown
printer is capable of copying any alpha-numeric where appropriate for unattended installations.
display shown on the monitor. One of these dis- The automatic relay sequencing, in combination
plays is an operator configurable demand dis- with rudimentary annunciator monitoring, also
play that can be automatically printed at a allowed interfacing with SCADA (Supervisory
selectable interval. It provides an easy means to Control and Data Acquisition) systems for true
obtain periodic and shift logs. The printer auto- continuous remote control operation.
matically logs time-tagged alarms, as well as the This was the basis for introduction of the first
clearance of alarms. In addition, the printer will electronic gas turbine control in 1968. This sys-
print the historical trip log that is frozen in tem, ultimately known as the SPEEDTRONIC
memory in the unlikely event of a protective Mark I Control, replaced the fuel regulator,
trip. The log assists in identifying the cause of a pneumatic temperature control and electro-
trip for trouble shooting purposes. mechanical starting fuel control with an elec-
The statistical measures of reliability and avail- tronic equivalent. The automatic relay sequenc-
ability for SPEEDTRONIC Mark V systems have ing was retained and the independent protective
quickly established the effectiveness of the new functions were upgraded with electronic equiva-
control because it builds on the highly success- lents where appropriate. Because of its electri-
ful SPEEDTRONIC Mark IV system. cally dependent nature, emphasis was placed on
Improvements in the new design have been integrity of the power supply system, leading to a
made in microprocessors, I/O capacity, SIFT DC-based system with AC- and shaft-powered
technology, diagnostics, standardization and back-ups. These early electronic systems provid-
operator information, along with continued ed an order of magnitude increase in running
application flexibility and careful design for reliability and maintainability.
maintainability. SPEEDTRONIC Mark V con- Once the changeover to electronics was
trol is achieving greater reliability, faster mean- achieved, the rapid advances in electronic sys-
time-to repair and improved control system tem technology resulted in similar advances in
availability than the SPEEDTRONIC Mark IV gas turbine control technology (Table 1). Note
applications. that more than 40 years of gas turbine control
As of May 1994, almost 264 Mark V systems experience has involved more than 5,400 units,
had entered commercial ser vice and system while the 26 years of electronic control experi-
operation has exceeded 1.4 million hours. The ence has been centered on more than 4,400 tur-
established Mark V level of system reliability, bine installations. Throughout this time period,
including sensors and actuators, exceeds 99.9 the control philosophy shown in Table 2 has
percent, and the fleet mean-time-between- developed and matured to match the capabili-
forced-outages (MTBFO) stands at 28,000 ties of the existing technology. This philosophy
hours. As of May 1994, there were 424 gas tur- emphasizes safety of operation, reliability, flexi-
bine Mark V systems and 106 steam turbine bility, maintainability and ease of use, in that
Mark V systems shipped or on order. order.
CONTROL SYSTEM HISTORY CONTROL SYSTEM

The gas turbine was introduced as an industri- FUNCTIONS
al and utility prime mover in the late 1940s with The SPEEDTRONIC Gas Turbine Control
initial applications in gas pipeline pumping and System performs many functions including fuel,
utility peaking. The early control systems were air and emissions control; sequencing of turbine
based on hydro-mechanical steam turbine gov- fuel and auxiliaries for startup, shutdown and
erning practice, supplemented by a pneumatic cooldown; synchronization and voltage match-
temperature control, preset startup fuel limiting ing of the generator and system; monitoring of
and manual sequencing. Independent devices all turbine, control and auxiliary functions; and
provided protection against overspeed, overtem- protection against unsafe and adverse operating
perature, fire, loss of flame, loss of lube oil and conditions. All of these functions are performed
high vibration. in an integrated manner that is tailored to
Through the early years of the industry, gas achieve the previously described philosophy in
turbine control designs benefited from the
2
GER-3658D
Table 1
ADVANCES IN ELECTRONIC CONTROL CONCEPTS
the stated priority. (when separated from the grid) or load (when
The speed and load control function acts to connected). The outputs are the commands to
control the fuel flow under part-load conditions the gas and liquid fuel control systems, the inlet
to satisfy the needs of the gover nor. guide vane positioning system and the emissions
Temperature control limits fuel flow to a maxi- control system. A more detailed discussion of
mum consistent with achieving rated firing tem- the control functionality required by the gas tur-
peratures and controls air flow via the inlet bine may be found in Reference 1.
guide vanes to optimize part-load heat rates on The fuel command signal is passed to the gas
heat recovery applications. The operating limits and liquid fuel systems via the fuel signal divider
of the fuel control are shown in Figure 1. A in accordance with the operators fuel selection.
block diagram of the fuel, air and emissions con- Startup can be on either fuel and transfers
trol systems is shown in Figure 2. The input to
the system is the operator command for speed
Table 2
GAS TURBINE CONTROL PHILOSOPHY
Single control failure alarms when running or during

startup
Protection backs up control, thus independent
Two independent means of shutdown will be available
Double failure may cause shutdown, but will always
result in safe shutdown
Generator-drive turbines will tolerate full-load rejection
without overspeeding
Critical sensors are redundant
Control is redundant
Alarm any control system problems
GT17610B
Standardize hardware and software to enhance relia- Figure 1.Gas turbine generator controls and
bility while maintaining flexibility limits
3
GER-3658D
GT17603B
Figure 2. Gas turbine fuel control
under load are accomplished by transitioning warm-up conditions, as well as maximum flow
from one system to the other after an appropri- for peak output at minimum ambient tempera-
ate fill time to minimize load excursions. System ture. The stop/speed ratio valve also acts as an
characteristics during a transfer from gas to liq- independent stop valve. It is equipped with an
uid fuel are illustrated in Figure 3. Purging of interposed, hydraulically-actuated trip relay that
the idle fuel system is automatic and continuous- can trip the valve closed independent of control
ly monitored to ensure proper operation. signals to the servo valve. Both the stop ratio
Transfer can be automatically initiated on loss of and control valves are hydraulically actuated,
supply of the r unning fuel, which will be single-acting valves that will fail to the closed
alarmed, and will proceed to completion with- position on loss of either signal or hydraulic
out operator intervention. Return to the origi- pressure. Fuel distribution to the gas fuel noz-
nal fuel is manually initiated. zles in the multiple combustors is accomplished
The gas fuel control system is shown schemat- by a ring manifold in conjunction with careful
ically in Figure 4. It is a two-stage system, incor- control of fuel nozzle flow areas.
porating a pressure control proportional to The liquid fuel control system is shown
speed and a flow control proportional to fuel schematically in Figure 5. Since the fuel pump is
command. Two stages provide a stable turn- a positive displacement pump, the system
down ratio in excess of 100:1, which is more achieves flow control by recirculating excess fuel
than adequate for control under starting and
GT20703B
GT17599
Figure 3. Dual fuel transfer characteristics
gas to liquid Figure 4. Gas fuel control system
4
GER-3658D
ulates the division of fuel among the multiple-

combustion stages according to a schedule that
is determined by a calculated value of the com-
bustion reference temperature. The control sys-
tem also monitors actual combustion system
operation to ensure compliance with the
required schedule. Special provisions are incor-
porated to accommodate off-normal situations
such as load rejection.
The gas turbine, like any internal combustion
engine, is not self-starting and requires an out-
side source of cranking power for startup. This
is usually a diesel engine or electric motor com-
bined with a torque converter, but could also be
GT17604
a steam turbine or gas expander if external
Figure 5. Liquid fuel control system steam or gas supplies are available. Startup via
the generator, using variable frequency power
from the discharge back to the pump suction. supplies, is used on some of the larger gas tur-
The required turndown ratio is achieved by mul- bines. Sufficient cranking power is provided to
tiplying the fuel command by a signal propor- crank the unfired gas turbine at 25% to 30%
tional to turbine speed. The resultant signal speed, depending on the ambient temperature,
positions the pump recirculation, or bypass even though ignition speed is 10% to 15%. This
valve, as appropriate to make the actual fuel extra cranking power is used for gas path purg-
flow, as measured by the speed of the liquid fuel ing prior to ignition, for compressor water wash-
flow divider, equal the product of turbine speed ing, and for accelerated cooldown.
and fuel command. This approach ensures a sys- A typical automatic starting sequence is
tem in which both the liquid and gas fuel com- shown in Figure 6. After automatic system
mands are essentially equal. Fuel distribution to checks have been successfully completed and
the liquid fuel nozzles in the multiple combus- lube oil pressure established, the cranking
tors is achieved via the flow divider. This is a device is started and, for diesel engines, allowed
proven mechanical device that consists of care- to warm up. Simple-cycle gas turbines with con-
fully matched gear pumps for each combustor, ventional upward exhausts do not require purg-
all of which are mechanically connected to run ing prior to ignition and the ignition sequence
at the same speed. can proceed as the rotor speed passes through
Control of nitrogen oxide emissions may be firing speed. If ignition does not occur before
accomplished by the injection of water or steam the 60 second cross-firing timer times out, the
into the combustors. The amount of water controls will automatically enter a purge
required is a function of the fuel flow, the fuel sequence, as described later, and then attempt
type, the ambient humidity and nitrogen oxide to refire.
emissions levels required by the regulations in However, if there is heat recovery equipment,
force at the turbine site. Steam flow require- or if the exhaust ducting has pockets where
ments are generally about 40% higher than the combustibles can collect, gas path purging
equivalent water flow, but have a more benefi- ensures a safe light-off. When the turbine reach-
cial effect on turbine performance. Accuracy of es purge speed, this speed is held for the neces-
the flow measurement, control system and sys- sary purge period, usually sufficient to ensure
tem monitoring meets or exceeds both EPA and three to five volume changes in the gas path.
all local code requirements. An independent, Purge times will vary from one minute to as long
fast-acting shutoff valve is provided to ensure as 10 minutes in some heat recovery applica-
against loss of flame from over-watering on sud- tions. When purging is completed, the turbine
den load rejection. rotor is allowed to decelerate to ignition speed.
Emissions control using Dry Low NOx com- This speed has been found to be optimum from
bustion techniques relies on multiple-combus- the standpoint of both thermal fatigue duty on
tion staging to optimize fuel/air ratios and the hot gas path components, as well as offering
achieve thorough premixing in various combi- reliable ignition and cross firing of the combus-
nations, depending on desired operating tem- tors.
perature. The emissions fuel control system reg- The ignition sequence consists of turning on
5
GER-3658D
GT17606D
Figure 6. Typical gas turbine starting characteristics

ignition power to the spark plugs and then set- step process that consists of matching turbine
ting firing fuel flow. When flame is detected by generator speed, and sometimes voltage, to the
the flame detectors, which are on the opposite bus, and then closing the breaker at the point
side of the turbine from the spark plugs, igni- where the two are in phase within predeter-
tion and cross-firing are complete. Fuel is mined limits.
reduced to the warm-up value for one minute Turbine speed is matched to the line frequen-
and the starting device power is brought to max- cy with a small positive differential to prevent
imum. If successful ignition and cross firing are the generator breaker from tripping on reverse
not achieved within an appropriate period of power at breaker closure. In the protective mod-
time, the control system automatically reverts ule, triple-redundant microprocessor-based syn-
back to the purge sequence, and will attempt a chronizing methods are used to predict zero-
second firing sequence without operator inter- phase angle difference and compensate for
vention. In the unlikely event of incomplete breaker closing time to provide true zero angle
cross firing, it will be detected by the combus- closure. Acceptable synchronizing conditions
tion monitor as a high exhaust temperature are independently verified by the triple-redun-
spread prior to loading the gas turbine. dant control processors as a check function.
After completion of the warm-up period, fuel At the completion of synchronizing, the tur-
flow is allowed to increase and the gas turbine bine will be at a spinning reserve load. The final
begins to accelerate faster. At a speed of about step in the starting sequence consists of auto-
30% to 50%, the gas turbine enters a predeter- matic loading of the gas turbine generator, at
mined program of acceleration rates, slower ini- either the normal or fast rate, to either a prese-
tially, and faster just before reaching running lected intermediate load, base load or peak
speed. The purpose of this is to reduce the ther- load. Typical starting times to base load are
mal-fatigue duty associated with startup. shown in Table 3. Although the time to full-
At about 40% to 85% speed, turbine efficien- speed no-load applies to all simple cycle gas tur-
cy has increased sufficiently so that the gas turbines, the loading rates shown are for standard
bine becomes self sustaining and external crank- combustion and may var y for some Dr y Low
ing power is no longer required. At about 80%
NOx systems.
to 90% speed, the compressor inlet guide vanes,
which were closed during startup to prevent Normal shutdown is initiated by the operator
compressor surge, are opened to the full-speed, and is reversible until the breaker is opened and
no-load position. the turbine operating speed falls below 95%.
As the turbine approaches running speed, The shutdown sequence begins with automatic
synchronizing is initiated. This is a two or three unloading of the unit. The main generator
breaker is opened by the reverse power relay at
6
GER-3658D
Table 3
SIMPLE CYCLE PACKAGE POWER PLANT STARTING TIMES
about 5% negative power, which drives the gas plies the AC power required for ignition and the
turbine fuel flow to a minimum value sufficient local operator interface. Power for the cooling
to maintain flame, but not turbine speed. The system fans is obtained from the main generator
gas turbine then decelerates to about 40% to through the power potential transformer after
25% speed, where fuel is completely shut off. As the generator field is flashed from the battery at
before, the purpose of this fired shutdown about 50% speed. The black start option uses a
sequence is to reduce the thermal fatigue duty DC batter y-powered turning device for rotor
imposed on the hot gas path parts. cooldown to ensure the integrity of the black
After fuel is shut off, the gas turbine coasts start capability.
down to a point where the rotor turning system As mentioned, the protective function acts to
can be effective. The rotor should be turned trip the gas turbine independently from the fuel
periodically to prevent bowing from uneven control in the event of overspeed, overtempera-
cooldown, which would cause vibration on sub- ture, high rotor vibration, fire, loss of flame or
sequent startups. Turning of the rotor for cool- loss of lube oil pressure. With the advent of
down or maintenance is accomplished by a microprocessors, additional protective features
ratcheting mechanism on the smaller gas tur- have been added with minimum impact on run-
bines, or by operation of a conventional turning ning reliability due to the redundancy of the
gear on some larger gas turbines. Normal cool- microprocessors, sensors and signal processing.
down periods vary from five hours on the small- The added functions include combustion and
er turbines to as much as 48 hours on some of thermocouple monitoring, high lube oil header
the larger units. Cool down sequences may be temperature, low hydraulic supply pressure,
interrupted at any point for a restart if desired. multiple control computer faults and compres-
Gas turbines are capable of faster loading in sor surge for the aircraft-derivative gas turbines.
the event of a system emergency. However, ther- Because of their nature or criticality, some
mal fatigue duty for these fast load starts is sub- protective functions trip the stop valve through
stantially higher. Therefore, selection of a fast the hardwired, triple-redundant protective mod-
load start is by operator action with the normal ule. These functions are the hardwired over-
start being the default case. speed detection system, which replaces the
Gas turbine generators that are equipped mechanical overspeed bolt on some units, the
with diesel engine starting devices are optionally manual emergency trip buttons, and customer
capable of starting in a blacked out condition process trips. As previously mentioned, the pro-
without outside electrical power. Lubricating oil tection model performs the synchronization
for starting is supplied by the DC emergency function to close the breaker at the proper
pump powered from the unit battery. This bat- instant. It also receives signals from the flame
tery also provides power to the DC fuel forward- detectors and determines if flame is on or off. A
ing pump for black starts on distillate. The tur- block diagram of the turbine protective system is
bine and generator control panels on all units shown in Figure 7. It shows how loss of lube oil,
are powered from the battery. An inverter sup- hydraulic supply, or manual hydraulic trip will
7
GER-3658D
GT20784B
Figure 7. Protective system block diagram; SPEEDTRONIC Mark V turbine control
result in direct hydraulic actuation of the stop SPEEDTRONIC MARK V

valves.
Interfacing to other application-specific trip CONTROL CONFIGURATION
functions is provided through the three control The SPEEDTRONIC Mark V control system
processors, the hardwired protection module or makes increased use of modern microprocessors
the hydraulic trip system. These trip functions and has an enhanced system configuration. It
include turbine shutdown for generator protec- uses SIFT technology for the control, a new
tive purposes and combined-cycle coordination triple-redundant protective module and a signif-
with heat recovery steam generators and single- icant increase in hardware diagnostics.
shaft STAG steam turbines. The latter is Standardized modular construction enhances
hydraulically integrated as shown in Figure 7. quality, speed of installation, reliability and ease
Other protective coordination is provided as of on-line maintenance. The operator interface
required to meet the needs of specific applica- has been improved with color graphic displays
tions. and standardized links to remote operator sta-
GT20781B
Figure 8. Standard control configuration
8
GER-3658D
tions and distributed control systems (DCS). alarms.

Figure 8 shows the standard SPEEDTRONIC The three control processors accept input
Mark V control system configuration. The top from various arrangements of redundant tur-
block in the diagram is the Inter face Data bine and generator sensors. Table 4 lists typical
Processor called . It includes a monitor, key- redundant sensor arrangements. By extending
board, and printer. Its main functions are driv- the fault tolerance to include sensors, as with
ing operator displays, managing the alarm pro- the Mark IV system, the overall control system
cess and handling operator commands. also availability is significantly increased. Some sen-
does system configuration and download, off- sors are brought in to all three control proces-
line diagnostics for maintenance, and imple- sors, but many, like exhaust thermocouples, are
ments interfaces to remote operator stations divided among the control processors. The indi-
and plant distributed control systems. vidual exhaust temperature measurements are
The Common Data Processor, or <C>, collects exchanged on the voter link so that each control
data for display, maintains the alarm buffers, processor knows all exhaust thermocouple val-
generates and keeps diagnostic data, and imple- ues. Voted sensor values are computed by each
ments the common I/O for non-critical signals of the control processors. These voted values are
and control actions. Turbine supervisory sensors used in control and sequencing algorithms that
such as wheelspace thermocouples come direct- produce the required control actions.
ly to <C>. The processor communicates with One key output goes to the servo valves used
<C> using a peer-to-peer communication link in position loops as shown in Figure 9. These
which permits one or more processors. <C> position loops are closed digitally. Redundant
gathers data from the control processors by par- LVDTs (Linear Variable Dif ferential
ticipating on the voting link. Transformers, a position sensor) produce a sig-
At the core of SPEEDTRONIC Mark V con- nal proportional to actuator position. Each con-
trol are the three identical control processors trol processor measures both LVDT signals and
called <R> <S> and <T>. All critical control algo- chooses the higher of the two signals. This value
rithms, turbine sequencing and primary protec- is chosen because the LVDT is designed to have
tive functions are handled by these processors. a strong failure preference for low voltage out-
They also gather data and generate most of the put. The signal is compared with the position
Table 4
CRITICAL REDUNDANT SENSORS
Parameter Type Function Usage Number

Speed Mag. Pickup CTL & PROT Dedicated 3 to 6
Exhaust temperature T.C. CTL & PROT Dedicated 13 to 27
Generator output Transducer Control Dedicated 3
Liquid fuel flow Mag. pickup Control Dedicated 3
Gas fuel flow Transducer Control Dedicated 3
Water flow Mag. pickup Control Dedicated 3
Actuator stroke LVDT Control Shared 2/Actuator
Steam flow Transducer Control Shared 1
Vibration Seismic probe Protection Shared 8 to 11
Flame Scanner Protection Shared 4 to 8
Fire Switch Protection Shared 17 to 21
Control oil pressure Switch Protection Shared 3
L.O. pressure Switch Protection Shared 3
L.O. temperature Switch Protection Shared 3
Exh. frame blwr. Switch Protection Shared 2
Filter delta p. Switch Protection Shared 3
Notes:
1. Dedicated sensors: one-third are connected to each processor
2. Shared sensors are shared by processors
3. Thee number of exhaust thermocouples is related to the number of combustors
4. Vibration and fire detectors are related to the physical arrangement
5. Generator output are redundant only for constant settable droop systems
6. Dry Low NOx has four flame detectors in each of two zones
9
GER-3658D
GT20782A
Figure 9. Digital servo position loops
command and the error signal passed through a is accomplished on a trip card associated with
transfer function and a D/A converter to a cur- the module. The trip card merges trip contact
rent amplifier. The current amplifier from each signals from the emergency overspeed, the main
control processor drives one of the three coils. control processors, manual trip push buttons
The servo valve acts on the sum of the ampere and other hardwired customer trips.
turns. If one of the three channels fails, the Overspeed and synchronization functions are
maximum current that one failed amplifier can independently performed in both the triple-
deliver is overridden by the combined signals redundant control and triple-redundant protec-
from the remaining two good amplifiers. The tive hardware, which reduces the probability of
result is that the turbine continues running machine overspeed or out of phase synchroniz-
under control. ing to the lowest achievable values.
The SIFT system ensures that the output fuel SPEEDTRONIC Mark V control provides
command signals to the digital ser vo stay in interfaces to DCS systems for plant control from
step. As a result, almost all single failures will the processor. The two interfaces available
not cause an appreciable bump in the con- are Modbus Slave Station and a standard ether-
trolled turbine parameter. Diagnostics of LVDT net link, which complies with the IEEE-802.3
excitation voltage, LVDT outputs that disagree, specification for the physical and medium access
and current not equalling the commanded control (MAC) layers. A GE protocol is available
value make it easy to find a system problem, so for use over the ethernet link. A hardwired
that on-line repair can be initiated quickly. interface is also available.
An independent protective module is Table 5 lists signals and commands available
internally triple redundant. It accepts speed sen- on the interfacing links. The table includes an
sors, flame detectors and potential transformer option for hard-wired contacts and 4-20 ma sig-
inputs to perform emergency electronic over- nals intended to interface with older systems
speed, flame detection and synchronizing func- such as SCADA remote dispatch terminal units.
tions. Hardware voting for solenoid outputs The wires are connected to the I/O module
10
GER-3658D
Table 5 associated with <C>.

INTERFACING OPTIONS The stage link that interconnects the <C>
processor with the processor is an
Hardwired
extendible Arcnet link that allows daisy chaining
Connects to common C processor I/O
multiple gas turbines with multiple proces-
Commands to turbine control
sors. Thus a single gas turbine can be controlled
Turbine start/stop
from multiple processors, or a single 
Turbine fast load
processor can control multiple gas and steam
Governor set point raise/lower
turbines. For multi-unit configurations, the 
Base/Peak load selection
processor can be equipped with plant load con-
Gas/Distillate fuel selection
trol capability that will allow plant level manage-
Generator voltage (VARS) raise/lower
ment of all units for both real and reactive
Generator synchronizing inhibit/release
power. The processor, or Operator
Feedback from turbine control
Interface, is shown in Figure 10.
Watts, VARS and volts (analog for meters)
In process plants where maintaining the link
Breaker status
to the DCS is essential to keeping the plant on-
Starting sequence status
line, two processors are used to obtain
Flame indication
redundant links to the DCS system. For critical
On temperature control indication
installations, a redundant <C> processor option,
Alarm management
referred to as the <D> processor, is available that
RS232C data transmission only, from <1>
ensures that no single hardware failure can
interrupt communications between the gas tur-
Modbus link
bine and the DCS system.
Turbine control is Modbus slave station
A specially configured PC is available to act as
Transmission on request by master, 300 to 19,200
a historian, or <H> processor, for the gas tur-
baud
bine installation. All data available in the Mark V
Connects to interface processor (I)
data base can be captured and stored by the his-
RS232C link layer
torian. Analog data is stored when the values
Commands available
change beyond a settable deadband, and events
All allowable remote commands are available
and alarms are captured when they occur. In
Alarm management
addition, data can be requested periodically or
Feedback from turbine control
on demand in user definable lists. The historian
Most turbine data available in the I data base
is sized so that about a months worth of data for
a typical four unit plant can be stored on line,
and provisions are included for both archiving
and restoring older data. Display options
include a full range of trending, cross-plotting
and histogram screens.
Compliance with recognized standards is an
important aspect of SPEEDTRONIC Mark V
controls. It is designed to comply with several
standards including:
ETL Approval has been obtained for
labeling of the Mark V control panel, with
ETL labeling of complete control cabs
CSA/UL Approval has been obtained
for the complete SPEEDTRONIC Mark V
control panel
UBC Seismic Code Section 2312 Zone 4
ANSI B133.4 Gas Turbine Control and
GT22904
Protection System
Figure 10. Mark V operator interface ANSI C37.90A Surge Withstand
11
GER-3658D
RDC26449-2-8
Figure 12. Panel internal arrangement

power supplies for the redundant processors
through replaceable fuses. Each control module
supplies its own regulated DC busses via AC/DC
converters. These can accept an extremely wide
range of incoming DC, which makes the control
tolerant of significant battery voltage dips, such
as those caused by starting a diesel cranking
motor. All power sources and regulated busses
are monitored. Individual power supplies can be
RDC26449-2-5
Figure 11. Mark V turbine control panel replaced while the turbine is running.
The Interface Data Processor, particularly a
remote , can be powered by house power.
HARDWARE This will normally be the case when the central
CONFIGURATION control room has an Uninterruptible Power
The SPEEDTRONIC Mark V gas turbine Supply (UPS) system. AC for the local pro-
control system is specifically designed for GE gas cessor will normally be supplied via a cable from
and steam turbines, and uses a considerable the SPEEDTRONIC Mark V panel or alterna-
number of CMOS and VLSI chips selected to tively from house power.
minimize power dissipation and maximize func- The panel is constructed in a modular fash-
tionality. The new design dissipates less power ion and is quite standardized. A picture of the
than previous generations for equivalent panels. panel interior is shown in Figure 12, and the
Ambient air at the panel inlet vents should be modules are identified by location in Figure 13.
between 32 F and 72 F (0 C and 40 C) with a Each of these modules is also standardized, and
humidity between 5 and 95%, non-condensing. a typical processor module is shown in Figure
The standard panel is a NEMA 1A panel that is 14. They feature card racks that tilt out so cards
90 inches high, 54 inches wide, 20 inches deep, can be individually accessed. Cards are connect-
and weighs approximately 1,200 pounds. Figure ed by front-mounted ribbon cables which can be
11 shows the panel with doors closed. easily disconnected for service purposes. Tilting
For gas turbines, the standard panel runs on the card rack back in place and closing the front
125 volt DC unit battery power, with AC auxil- cover locks the cards in place.
iary input at 120 volt, 50/60 Hz, used for the Considerable thought has been given to the
ignition transformer and the processor. The routing of incoming wires to minimize noise
typical standard panel will require 900 watts of and crosstalk. The wiring has been made more
DC and 300 watts of auxiliar y AC power. accessible for ease of installation. Each wire is
Alternatively, the auxiliary power can be 240 volt easily identified and the resulting installation is
AC 50 Hz, or it can be supplied from an option- neat.
al black start inverter from the battery. The panels are made in a highly standardized
The power distribution module conditions manufacturing process. Quality control is an
the power and distributes it to the individual integral part of the manufacturing; only thor-
oughly tested panels leave the factory. By having
12
GER-3658D
median value for each sensor and integrator

output, and uses these voted outputs in all sub-
sequent calculations. <S> and <T> follow the
same procedure.
The basic SIFT concept brings one sensor of
each kind into each of <R>, <S> and <T>. If a
sensor fails, the controller with the failed trans-
ducer initially has a bad value. But it exchanges
data with the other processors and when the vot-
ing takes place, the bad value is rejected.
Therefore, a SIFT-based system can tolerate one
failed transducer of each kind. In previous sys-
tems, one failed transducer was likely to cause
GT20783A
one processor to vote to trip. A failure of a dif-
Figure 13. Module map of panel interior ferent kind of transducer on another controller
could cause a turbine trip. This does not hap-
pen with SIFT because the input data is
exchanged and voted.
<C> is also connected to the voter link. It
eavesdrops while all three sets of variables are
transmitted by the control processors and calcu-
lates the voted values for itself. If there are any
significant disagreements, <C> reports them to
 for operator attention and maintenance
action. If one of the transducers has failed, its
output will not be correct and there will be a dis-
agreement with the two correct values. <C> will
then diagnose that the transducer or parts
immediately associated with it have failed and
GT21533A will post an alarm to .
Figure14. Typical processor module Voting is also performed on the outputs of all
integrators and other state variables. By
a highly controlled process, the resulting mod- exchanging these variables, fewer bumps in out-
ules and panels are very consistent and repeat- put are caused when a failure or a repair takes
able. place. For instance, if a turbine is set to run on
isochronous speed control with an isolated load,
an integrator compares the frequency of the
SOFTWARE CONFIGURATION generator with the nominal frequency reference
Improved methods of implementing the (50 Hz or 60 Hz). Any error is integrated to pro-
triple-modular redundant system center on SIFT duce the fuel command signal. If one computer
technology and result in a more robust control. calculates an erroneously high fuel command,
SIFT involves exchanging information on the nothing happens because the processors will
voter link directly between <R>, <S>, <T> and exchange the fuel command and vote and all
<C> controllers. Each control processor mea- will use the correct value of fuel command.
sures all of its input sensors so that each sensor When the processor is repaired and put back in
signal is represented by a number in the con- service, its fuel command will initially be set to
troller. The sensor numbers to be voted are zero. But as soon as the first data is exchanged
gathered in a table of values. The values of all on the voter link, the repaired control processor
state outputs, such as integrators, for example, will output the voted value that will be from one
the load setpoint, are added to the table. Each of the running processors so no bump in fuel
control processor sends its table out on the voter flow will occur. No special hardware or software
link and receives tables from the other proces- is needed to keep integrated outputs in step.
sors. Consider the <R> controller: it outputs its Since only one turbine is connected to each
table to and receives the tables from the <S> and panel, the triple-redundant control information
<T> controllers. Now all three controller tables must be recombined. This recombination is
will be in the <R> processor, which selects the done in software or, for more critical signals, in
13
GER-3658D
dedicated voting hardware. For critical outputs, there. The information for the control proces-
such as the fuel command, the recombination of sors is passed through <C> and stored in EEP-
the signals is done by the servo valve on the tur- ROM in <R>, <S> and <T>. Once the download
bine itself as previously explained. is complete, the processor can fail and the
For example, up to four critical 4 ma to 20 ma turbine will continue to run properly, accepting
outputs are voted in a dedicated electronic cir- commands from the local backup display while
cuit. The circuit selects the median signal for is being repaired.
output. It takes control power for the electronics Changes in control constants can be accom-
and the actual output current from all three sec- plished on-line in working memory. For exam-
tions such that any two control sections will sus- ple, a new set of tuning constants can be tried. If
tain the correct output. Non-critical outputs are they are found to be satisfactory, they can be
software voted and output by the I/O associated uploaded for storage in where they will be
with <C>. retained for use in any subsequent software
Logic outputs are voted by dedicated hard- download. also keeps a complete list of vari-
ware relay driver circuits that require two or ables that can be displayed and printed.
three on signals to pick up the output relay. The most critical algorithms for protection,
Control power for the circuit and output relay is control and sequencing have evolved over many
taken from all three control sections. years of GE gas turbine experience. These basic
Protective functions are accomplished by the algorithms are in EPROM. They are tuned and
control processors and, for overspeed, indepen- adapted with constants that are field adjustable.
dently by the Protective Module as well. By protecting these critical algorithms from
Primary speed pickups are wired to the control inadvertent change, the performance and safety
processors and used for both speed control and of the complete fleet of GE gas turbines is made
primary overspeed protection. The trip com- more secure.
mands, generated by the primary overspeed pro-
tective function in the control processors, each
activate a relay driver. The driver signals are sent OPERATION AND
to the trip card in the protective model where MAINTENANCE
independent relays are actuated. Contacts from The operator interface is comprised of a VGA
each of these three primary protective trip relays color graphics monitor, keyboard and printer.
are voted to cause the trip solenoid to drop out. The functions available on the operator inter-
Separate overspeed pickups are brought to the face are shown in Table 6.
independent protective module. Their relay Displays for normal operation center around
contacts are wired in a voting arrangement to the unit control display. It shows the status of
the other side of the trip solenoid and indepen- major selections and presents key turbine
dently cause the trip solenoid to drop out on parameters in a table that includes the variable
detection of overspeed. name, value and engineering units. A list of the
The processor is equipped with a hard oldest three unacknowledged alarms appears on
disk which keeps the records that define the site this screen. The operator interface also supports
software configuration. It comes from GE with an operator-entered list of variables, called a
the site-specific software properly configured. user defined display, where the operator can
For most upgrades, the basic software configura- type in any turbine-generator variable and it will
tion on the disk is replaced with new software be added to the variable list. Commands that
from the GE factory. The software is quite flexi- change the state of the turbine require an arm
ble and most required alterations can be made activate sequence to avoid accidental operation.
on site by qualified personnel. Security codes The exception is setpoint incrementing com-
limit access to the programs used to change con- mands, which are processed immediately and do
stants and sequencing, do logic forcing, manual not require an arm-activate sequence.
control and so forth. These codes are under the Alarm management screens list all the alarms
control of the owner so that if there is a need to in the chronological order of their time tags.
change access codes, new ones can be estab- The most recent alarm is added to the top of the
lished on site. Basic changes in configuration, display list. The line shows whether the alarm
such as an upgrade to turbine capability, has been acknowledged or not, and whether the
requires that the new software be compiled in alarm is still active. When the alarm condition
 and downloaded to the processor modules. clears, the alarm can be reset. If reset is selected
The information for <C> is stored in EEPROM and the alarm has not cleared, the alarm does
14
GER-3658D
Table 6 making a listing of the full text of all alarms or

OPERATOR INTERFACE FUNCTIONS turbine variables. When the printer has been
requested to make such an output, it will form
Control feed, print the complete list and form feed
Unit control again. Any alarms that happened during the
Generator control (or load control) time of printing were stored and are now print-
Alarm management ed. An optional alternative is to add a second
Manual control (examples) printer, dedicating one to the alarm log.
Preselected load setpoint Administrative displays help with various tasks
Inlet guide vane control such as setting processor real time clocks and
Isochronous control the date. These displays will include the selec-
Fuel stroke reference tion of engineering units and allow changing
Auxiliary control between English and metric units.
Water wash There are a number of diagnostic displays
Mechanical overspeed test that provide information on the turbine and on
the condition of the control system. A partial list
Data (examples) of the diagnostics available is presented in Table
Exhaust temperatures 7. The trip diagnostic screen traps the actual sig-
Lube oil temperatures nal condition that caused a turbine trip. This
Wheelspace temperatures display gives detailed information about the
Generator temperatures actual logic signal path that caused any trip. It is
Vibration accomplished by freezing information about the
Timers and event counters logic path when the trip occurs. This is particu-
Emission control data larly useful in identifying the original source of
Logical status trouble if a spurious signal manages to cause
Contracts in one of the control processors to call for a trip
Relay out and does not leave a normal diagnostic trail. In
Internal logic SPEEDTRONIC Mark V controls, all trips are
Demand display annunciated and information about the actual
Periodic logging logic path that caused the trip is captured. In
addition to this information, contact inputs are
Administrative resolved to one millisecond, which makes this
Set time/date sequence of events information more valuable.
Select scale units The previously mentioned comparison of vot-
Display identification numbers ing values is another powerful diagnostic tool.
Change security code Normally these values will agree and significant
Maintenance/Diagnostics disagreement means that something is wrong.
Control reference Diagnostic alarms are generated whenever there
Configuration tools is such a disagreement. Examination of these
Tuning tools records can reveal what has gone wrong with the
Constant change routines system. Many of these combinations have specif-
Actuator auto-calibrate ic diagnostics associated with them and the soft-
Trip display ware has many algorithms that infer what has
Rung display gone wrong from a pattern of incoming diag-
Logic forcing nostic signals. In this way the diagnostic alarm
Diagnostic alarms will identify as nearly as possible what is wrong,
Diagnostic displays such as a failed power supply, blown fuse, failed
Off-line card, or open sensor circuit.
On-line Some of the diagnostics are intended to
System memory access enhance turbine-generator monitoring. For
instance, reading and saving the actual closing
not clear and the original time tag is retained. time of the breaker is an excellent diagnostic on
The alarm log prints alarms in their arrival the health of the synchronizing system. An out-
sequence, showing the time tags which are sent put from the flame detectors which shows the
from the control modules with each alarm. effective ultraviolet light level is another new
Software is provided to allow printing of other diagnostic routine. It is an indicator of degrada-
information, such as copying of text screens, or
15
GER-3658D
Table 7 This upsets the operator much more than it dis-

MONITORING AND DIAGNOSTICS turbs the control processors or turbine. A back-
up display is provided to handle this situation. It
Power happens ver y infrequently, and repair of the
Incoming power sources normal operator interface will usually be accom-
Power distribution
All control voltages
plished in less than three hours. Optional
Battery ground, non-interfering with other ground redundant processors make the use of the
detectors back-up display even more unlikely. The gas tur-
Sensors and actuators bine control is completely automatic and needs
Contact inputs circuits can force and interrogate little human intervention for starting, running,
Open thermocouple stopping or tripping once a sequence is initiat-
Open and short on seismic vibration transducers ed.
LVDT excitation voltage The back-up display provides for a minimum
Servovalve current feedback loopback test set of control commands: start, stop, raise load
4/20 MA control outputs loopback testing
Relay driver; voting current monitor
and lower load. It reports all process alarms by
RTD open and short number. Since the alarm text can be altered on
Protective site in , a provision is included to print the
Flame detector; UV light level count output alarms with their internal alarm numbers. This
Synchronizer phase angle at closure list is used to look up the alarm name from the
Trip contact status monitor alarm number. The same is true for data points;
Voted data however, a preselected list of key data points are
programmed into the back-up panel that display
tion in the ultraviolet flame detection system. the short symbol name, value and engineering
In another example, the contact input circuits units. The control ships from the factory with
can be forced to either state and then be inter- this limited list of key parameters established for
rogated to ensure that the circuit functions cor- the back-up display.
rectly without disturbing their normal opera-
tion. The extent of this kind of diagnostics has
been greatly increased in SPEEDTRONIC CONTROL SYSTEM
Mark V control over previous generations. This EXPERIENCE
level of monitoring and diagnostics makes main- The SPEEDTRONIC Mark V Turbine
tenance easier and faster so that the control sys- Control System was initially put into service in
tem stays in better repair. A properly maintained May 1992 on one of three industrial generator
panel is highly fault-tolerant and makes systems drive MS9001B gas turbines. The system was sub-
starting and running reliability approach 100%. sequently put into utility service on two peaking
Once the diagnostic routines have located a gas turbines to obtain experience in daily start-
failed part, it may be replaced while the turbine ing service in order to develop a starting reliabil-
continues to run. The most critical function of ity assessment in addition to the continuous
the diagnostics is to identify the proper control duty running reliability assessment. General
section where the problem exists. Wrong identi- product line shipments of the Mark V System on
fication could lead to powering down a good new unit production commenced early in 1993,
section and result in a vote to trip. If the failed with new installations starting up throughout
section is also voting to trip, the turbine will trip. the second half of that year.
A great deal of effort has been put into identify- Today, virtually all turbine shipments include
ing the correct section. To affect the repair, the Mark V Turbine Controls. This includes 424 new
correct section is powered down. The module is gas turbines and 106 new steam turbines either
opened and tilted out, the offending card locat- shipped or on order. In addition, almost 80
ed, cables disconnected, card replaced and existing units have been committed to
cables reconnected. The rack is closed and retrofitted SPEEDTRONIC Mark V Turbine
power is reapplied to the module. The module Control Systems, however, the bulk of these are
will then join in with the others to control the designed as Simplex rather than the triple-
turbine and the fault tolerance is restored. redundant systems associated with new units.
Should the fault be in the or <C> proces- This is due to the floor space available in retrofit
sor, it is likely that the operator display will stop applications. Reliability of the in service fleet,
or go blank and commands can no longer be subsequent to commissioning and after accumu-
sent by the operator to the turbine from . lating more than 1.4 million powered opera-
16
GER-3658D
tional hours on 264 units, has been as expected. ware and software has been carried several steps
Indicated MTBFO (mean time between force further, but flexibility has also been increased.
outages) is in excess of 28,000 hours for the sys- Greater degrees of automated manufacturing
tem, which includes control panel, sensors, actu- and testing have been complimented by greater
ators and all intervening wiring and connectors. use of computer-aided engineering to standard-
This performance is shown relative to the rest of ize the generation and testing of software and
the electronic control history in Figure 15. system configuration. Thus, it is fully expected
Why is the Mark V system so much better than the Mark V system will further advance the con-
its predecessors? First, there are fewer compo- tinuing growth of gas turbine control system
nents to fail and fewer types of components in starting and running reliability.
the control panel. (This also means that there
are fewer spares to stock.) Two-out-of-three
redundancy on critical functions and compo- SUMMARY
nents ensures that failures, which are less likely The SPEEDTRONIC Mark V Gas Turbine
to begin with, are also less likely to cause a tur- Control System is based on a long history of suc-
bine trip. Extensive built-in diagnostics and the cessful gas turbine control experience, with a
ability to replace almost any component while substantial portion using electronic and micro-
running further minimize exposure time, while processor techniques. Further advancements in
running with a failed component when the the goals of starting and running reliability and
potential to trip resulting from a double failure, system availability will be achieved by logical evo-
is highest. Finally, the high degree of standard- lution of the unique architectural features devel-
ized, yet still flexible, software and hardware oped and initially put into service with the Mark
allowed a much greater degree of automated IV system. Flexibility of application and ease of
manufacturing and testing, substantially lower- operation will also grow to meet the needs of
ing the potential for human error, and increas- generator and mechanical drive systems, in pro-
ing the repeatability of the process. cess and utility operating environments, and in
The Mark V system is a further improvement both peaking and base load service.
over the Mark IV system. Although the two-out-
of-three voting philosophy is retained, its imple-
mentation is improved and made more robust
through use of SIFT techniques. Components
and types of components have been further
reduced in number. Standardization of hard-
GT21537B
Figure 15. Control system reliability
17
GER-3658D
REFERENCES
1. Rowen, W.I., Operating Characteristics of
Heavy-Duty Gas Turbines in Utility Service,
ASME Paper No. 88-GT-150, presented at the
Gas Turbine and Aeroengine Congress,
Amsterdam, Netherlands, June 6-9, 1988.
1996 GE Company
18
GER-3658D
LIST OF FIGURES
Figure 1. Gas turbine generator controls and limits

Figure 2. Gas turbine fuel control
Figure 3. Dual fuel transfer characteristics gas to liquid
Figure 4. Gas fuel control system
Figure 5. Liquid fuel control system
Figure 6. Typical gas turbine starting characteristics
Figure 7. Protective system block diagram; SPEEDTRONIC Mark V turbine control
Figure 8. Standard control configuration
Figure 9. Digital servo position loops
Figure 10.Mark V operator interface
Figure 11.Mark V turbine control panel
Figure 12.Panel internal arrangement
Figure 13.Module map of panel interior
Figure 14.Typical processor module
Figure 15.Control system reliability
LIST OF TABLES
Table 1. Advances in electronic control concepts

Table 2. Gas turbine control philosophy
Table 3. Simple cycle package power plant starting times
Table 4. Critical redundant sensors
Table 5. Interfacing options
Table 6. Operator interface functions
Table 7. Monitoring and diagnostics
g
GER-4193A
GE Power Systems
SPEEDTRONIC
Mark VI Turbine
Control System
Walter Barker
Michael Cronin
GE Power Systems
Schenectady, NY
SPEEDTRONIC Mark VI Turbine Control System
Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Triple Redundancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
I/O Interface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
General Purpose I/O . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Application Specific I/O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Operator Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Software Maintenance Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Communication Link Options. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Time Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Codes and Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Safety Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Printed Wire Board Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
CE Electromagnetic Compatibility (EMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
CE Low Voltage Directive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Humidity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Gas Contaminants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Dust Contaminants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Seismic Universal Building Code (UBC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
List of Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
List of Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
GE Power Systems GER-4193A (10/00)

i

ii
Introduction Architecture
The SPEEDTRONIC Mark VI turbine control The heart of the control system is the Control
is the current state-of-the-art control for GE tur- Module, which is available in either a 13- or 21-
bines that have a heritage of more than 30 years slot standard VME card rack. Inputs are
of successful operation. It is designed as a com- received by the Control Module through termi-
plete integrated control, protection, and moni- nation boards with either barrier or box-type
toring system for generator and mechanical terminal blocks and passive signal conditioning.
drive applications of gas and steam turbines. It is Each I/O card contains a TMS320C32 DSP
also an ideal platform for integrating all power processor to digitally filter the data before con-
island and balance-of-plant controls. Hardware version to 32 bit IEEE-854 floating point format.
and software are designed with close coordina- The data is then placed in dual port memory
tion between GEs turbine design engineering that is accessible by the on-board C32 DSP on
and controls engineering to insure that your con- one side and the VME bus on the other.
trol system provides the optimum turbine per-
In addition to the I/O cards, the Control
formance and you receive a true system solu-
Module contains an internal communication
tion. With Mark VI, you receive the benefits of
card, a main processor card, and sometimes a
GEs unmatched experience with an advanced
flash disk card. Each card takes one slot except
turbine control platform. (See Figure 1.)
for the main processor that takes two slots.
Cards are manufactured with surface-mounted
technology and conformal coated per IPC-CC-
830.
I/O data is transmitted on the VME backplane
between the I/O cards and the VCMI card
located in slot 1. The VCMI is used for inter-
nal communications between:
I/O cards that are contained within its
card rack
I/O cards that may be contained in
expansion I/O racks called Interface
Modules
Over 30 years experience I/O in backup Protection
Modules
Complete control, protection, and
monitoring I/O in other Control Modules used in
triple redundant control
Can be used in variety of applications configurations
Designed by GE turbine and controls The main processor card
engineering The main processor card executes the bulk of
the application software at 10, 20, or 40 ms
depending on the requirements of the applica-
Figure 1. Benefits of Speedtronic Mark VI tion. Since most applications require that spe-

1
cific parts of the control run at faster rates (i.e. Protection Module, but it is not required for
servo loops, pyrometers, etc.), the distributed tripping.
processor system between the main processor
and the dedicated I/O processors is very impor- Triple Redundancy
tant for optimum system performance. A QNX Mark VI control systems are available in
operating system is used for real-time applica- Simplex and Triple Redundant forms for small
tions with multi-tasking, priority-driven preemp- applications and large integrated systems with
tive scheduling, and fast-context switching. control ranging from a single module to many
Communication of data between the Control distributed modules. The name Triple Module
Module and other modules within the Mark VI Redundant (TMR) is derived from the basic
control system is performed on IONet. The architecture with three completely separate and
VCMI card in the Control Module is the IONet independent Control Modules, power supplies,
bus master communicating on an Ethernet and IONets. Mark VI is the third generation of
10Base2 network to slave stations. A unique pol- triple redundant control systems that were pio-
ing type protocol (Asynchronous Drives neered by GE in 1983. System throughput
Language) is used to make the IONet more enables operation of up to nine, 21-slot VME
deterministic than traditional Ethernet LANs. racks of I/O cards at 40 ms including voting the
An optional Genius Bus interface can be pro- data. Inputs are voted in software in a scheme
vided on the main processor card in Mark VI called Software Implemented Fault Tolerance
Simplex controls for communication with the (SIFT). The VCMI card in each Control
GE Fanuc family of remote I/O blocks. These Module receives inputs from the Control
blocks can be selected with the same software Module back-plane and other modules via its
configuration tools that select Mark VI I/O own IONet.
cards, and the data is resident in the same data- Data from the VCMI cards in each of the three
base. Control Modules is then exchanged and voted
The Control Module is used for control, pro- prior to transmitting the data to the main
tection, and monitoring functions, but some processor cards for execution of the application
applications require backup protection. For software. Output voting is extended to the tur-
example, backup emergency overspeed protec- bine with three coil servos for control valves and
tion is always provided for turbines that do not 2 out of 3 relays for critical outputs such as
have a mechanical overspeed bolt, and backup hydraulic trip solenoids. Other forms of output
synch check protection is commonly provided voting are available, including a median select
for generator drives. In these applications, the of 4-20ma outputs for process control and 0-
IONet is extended to a Backup Protection 200ma outputs for positioners.
Module that is available in Simplex and triple Sensor interface for TMR controls can be either
redundant forms. The triple redundant version single, dual, triple redundant, or combinations
contains three independent sections (power of redundancy levels. The TMR architecture
supply, processor, I/O) that can be replaced supports riding through a single point failure in
while the turbine is running. IONet is used to the electronics and repair of the defective card
access diagnostic data or for cross-tripping or module while the process is running. Adding
between the Control Module and the sensor redundancy increases the fault tolerance

2
of the overall system. Another TMR feature is has one, fixed, box-type terminal block. It can
the ability to distinguish between field sensor accept one 3.0 mm2 (#12AWG) wire or two 2.0
faults and internal electronics faults. mm2 (#14AWG) wires with 300 volt insulation.
Diagnostics continuously monitor the 3 sets of I/O devices on the equipment can be mounted
input electronics and alarms any discrepancies up to 300 meters (984 feet) from the termina-
between them as an internal fault versus a sen- tion boards, and the termination boards must
sor fault. In addition, all three main processors be within 15 m (49.2) from their correspon-
continue to execute the correct voted input ding I/O cards. Normally, the termination
data. (See Figure 2.) boards are mounted in vertical columns in ter-
mination cabinets with pre-assigned cable
ToTo Other
Other
Control
Control
GEGE
Systems
Systems
Operator
Operator Maintenance
/Maintenance
Interface
Interface
lengths and routing to minimize exposure to
Communications to DCS
Unit
Unit Data
Data Highway
Highway
CommunicationsToDCS
1.RS232
1. RS232 Modbus
Modbus Slave/Master
Slave/Master emi-rfi for noise sensitive signals such as speed
Ethernet
Ethernet Ethernet TCP-IP
2.Ethernet TCP-IPModbus
Modbus Slave
Slave
CIMPLICITY Display
CIMPLICITY RDisplay System
System
WindowsNT TM OperatingSystem
Windows NT Operating System
3.
3.Ethernet
Ethernet TCP-IP GSM
TCP-IPGSM inputs and servo loops.
Backup Protection
Primary Controllers BackupProtection
Primary Controllers 1.Emergency
Emergency Overspeed
1. Control 1. Overspeed
1. Control
2.2.Protection
Protection
2. Synch
2. Synch Check
Check Protection
Protection General Purpose I/O
3.
3.Monitoring
Monitoring 

<R>
<R>
Protection
Protection Module
Module Discrete I/O. A VCRC card provides 48 digital
Ethernet Control
Control Module
Module
Ethernet
P.S.
P.S.
CPU
inputs and 24 digital outputs. The I/O is divid-
X CPU
P
S
I/O
I/O
ed between 2 Termination Boards for the con-
Redundant Unit tact inputs and another 2 for the relay outputs.
RedundantUnit
Data Highway
Data Highway
(Required)
(ifrequired)
Ethernet- IONet
Ethernet - IONet (See Table 1.)
<S><S>
Control
Control Module
Module Analog I/O. A VAIC card provides 20 analog
Voting
SoftwareVoting
P.S.
P.S.
Y CPU
CPU inputs and 4 analog outputs. The I/O is divided
Software
P I/O
S I/O
between 2 Termination Boards. A VAOC is ded-
icated to 16 analog outputs and interfaces with
Ethernet --IONet
Ethernet IONet
1 barrier-type Termination Board or 2 box-type
<T>
<T>
Control
Control Module
Module Termination Boards. (See Table 2.)
P.S.
P.S.
Z CPU
CPU
P
S
I/O
I/O Temperature Monitoring. A VTCC card pro-
vides interface to 24 thermocouples, and a
Ethernet
Ethernet - IONet
- IONet VRTD card provides interface for 16 RTDs. The
input cards interface with 1 barrier-type
Figure 2. Mark VI TMR control configuration
TB Type I/O Characteristics
TBCI Barrier 24 CI 70-145Vdc, optical isolation, 1ms SOE
I/O Interface DTCI Box 24 CI

2.5ma/point except last 3 input are 10ma / point
18-32Vdc, optical isolation, 1ms SOE
2.5ma/point except last 3 input are 10ma/point
There are two types of termination boards. One TICI Barrier 24 CI 70-145Vdc, 200-250Vdc, 90-132Vrms, 190-264Vrms
(47-63Hz), optical isolation 1ms SOE, 3ma / point
type has two 24-point, barrier-type terminal TRLY Barrier 12 CO Plug-in, magnetic relays, dry, form C contacts
6 circuits with fused 3.2A, suppressed solenoid outputs
blocks that can be unplugged for field mainte- Form H1B: diagnostics for coil current
Form H1C: diagnostics for contact voltage
nance. These are available for Simplex and Voltage Resistive Inductive
24Vdc 3.0A 3.0 amps L/R = 7 ms, no suppr.
TMR controls. They can accept two 3.0 mm2 3.0 amps L/R = 100 ms, with suppr
125Vdc 0.6A 0.2 amps L/R = 7 ms, no suppr.
(#12AWG) wires with 300 volt insulation. 0.6 amps L/R = 100 ms, with suppr
120/240Vac 6/3A 2.0 amps pf = 0.4
Another type of termination board used on DRLY Box 12 CO Same as TRLY, but no solenoid circuits
Simplex controls is mounted on a DIN rail and Table 1. Discrete I/O
GE Power Systems GER-4193A (10/00) 3

reduced by eliminating peripheral instrumenta-

Analog I/O tion. The VTUR card is designed to integrate
TBAI Barrier 10 AI (8) 4-20ma (250 ohms) or +/-5,10Vdc inputs several of the unique sensor interfaces used in
2 AO (2) 4-20ma (250 ohms) or +/-1ma (500 ohms) inputs
Current limited +24Vdc provided per input turbine control systems on a single card. In
(2) +24V, 0.2A current limited power sources
(1) 4-20ma output (500 ohms)
some applications, it works in conjunction with
(1) 4-20ma (500 ohms) or 0-200ma (50 ohms) output
TBAO Barrier 16 AO (16) 4-20ma outputs (500 ohms)
the I/O interface in the Backup Protection
DTAI Box 10 AI (8) 4-20ma (250 ohms) or +/-5,10Vdc inputs Module described below.
2 AO (2) 4-20ma (250 ohms) or +/-1ma (500 ohms) inputs
Current limited +24Vdc available per input
(1) 4-20ma output (500 ohms)
Speed (Pulse Rate) Inputs. Four-speed inputs
DTAO Box 8 AO
(1) 4-20ma (500 ohms) or 0-200ma (50 ohms) output
(8) 4-20ma outputs (500 ohms)
from passive magnetic sensors are monitored by
the VTUR card. Another two-speed (pulse rate)
Table 2. Analog I/O inputs can be monitored by the servo card
VSVO which can interface with either passive or
Termination Board or 2 box-type Termination active speed sensors. Pulse rate inputs on the
Boards. Capacity for monitoring 9 additional VSVO are commonly used for flow-divider feed-
thermocouples is provided in the Backup back in servo loops. The frequency range is 2-
Protection Module. (See Table 3.) 14k Hz with sufficient sensitivity at 2 Hz to
detect zero speed from a 60-toothed wheel. Two
Temperature Monitoring
additional passive speed sensors can be moni-
TBTC Barrier 24 TC Types: E, J, K, T, grounded or ungrounded
H1A fanned (paralleled) inputs, H1B dedicated inputs
tored by each of the three sections of the
DTTC Box 12 TC Types: E, J, K, T, grounded or ungrounded Backup Protection Module used for emergency
TRTD Barrier 16 RTD 3 points/RTD, grounded or ungrounded
10 ohm copper, 100/200 ohm platinum, 120 ohm nick overspeed protection on turbines that do not
H1A fanned (paralleled) inputs, H1B dedicated inputs
DTAI Box 8 RTD RTDs, 3 points/RTD, grounded or ungrounded have a mechanical overspeed bolt. IONet is
10 ohm copper, 100/200 ohm platinum, 120 ohm nick
used to communicate diagnostic and process
Table 3. Temperature Monitoring data between the Backup Protection Module
and the Control Module(s) including cross-trip-
ping capability; however, both modules will ini-
Application Specific I/O tiate system trips independent of the IONet.
In addition to general purpose I/O, the Mark (See Table 4 and Table 5.)
VI has a large variety of cards that are designed
Synchronizing. The synchronizing system con-
for direct interface to unique sensors and actu-
sists of automatic synchronizing, manual syn-
ators. This reduces or eliminates a substantial
chronizing, and backup synch check protec-
amount of interposing instrumentation in
tion. Two single-phase PT inputs are provided
many applications. As a result, many potential
single-point failures are eliminated in the most VTUR I/O Terminations from Control Module
critical area for improved running reliability TTUR Barrier 4 Pulse rate Passive magnetic speed sensors (2-14k Hz)
2 PTs Single phase PTs for synchronizing
and reduced long-term maintenance. Direct Synch relays Auto/Manual synchronizing interface
2 SVM Shaft voltage / current monitor
interface to the sensors and actuators also TRPG* Barrier 3 Trip solenoids (-) side of interface to hydraulic trip solenoids
enables the diagnostics to directly interrogate TRPS*
TRPL*
8 Flame inputs UV flame scanner inputs (Honeywell)
the devices on the equipment for maximum DTUR Box 4 Pulse Rate Passive magnetic speed sensors (2-14k Hz)
DRLY Box 12 Relays Form C contacts previously described
effectiveness. This data is used to analyze device DTRT Transition board between VTUR & DRLY
and system performance. A subtle benefit of Table 4. VTUR I/O terminations from Control
this design is that spare-parts inventories are Module

Flame Detection. The existence of flame either

VPRO I/O Terminations from Backup Protection Module
can be calculated from turbine parameters that
TPRO Barrier 9 Pulse rate Passive magnetic speed sensors (2-14k Hz) are already being monitored or from a direct
2 PTs Single phase PTs for backup synch check
3 Analog inputs (1) 4-20ma (250 ohm) or +/-5,10Vdc inputs interface to Reuter Stokes or Honeywell-type
(2) 4-20ma (250 ohm)
9 TC inputs Thermocouples, grounded or ungrounded flame detectors. These detectors monitor the
TREG* Barrier 3 Trip solenoids (+) side of interface to hydraulic trip solenoids
TRES* 8 Trip contact in 1 E-stop (24Vdc) & 7 Manual trips (125Vdc) flame in the combustion chamber by detecting
TREL*
UV radiation emitted by the flame. The Reuter
Table 5. VPRO I/O terminations from Backup Stokes detectors produce a 4-20ma input. For
Protection Module Honeywell flame scanners, the Mark VI supplies
on the TTUR Termination Board to monitor the 335Vdc excitation and the VTUR / TRPG
the generator and line busses via the VTUR monitors the pulses of current being generated.
card. Turbine speed is matched to the line fre- This determines if carbon buildup or other
quency, and the generator and line voltages are contaminates on the scanner window are caus-
matched prior to giving a command to close the ing reduced light detection.
breaker via the TTUR. Trip System. On turbines that do not have a
An external synch check relay is connected in mechanical overspeed bolt, the control can
series with the internal K25P synch permissive issue a trip command either from the main
relay and the K25 auto synch relay via the processor card to the VTUR card in the Control
TTUR. Feedback of the actual breaker closing Module(s) or from the Backup Protection
time is provided by a 52G/a contact from the Module. Hydraulic trip solenoids are wired with
generator breaker (not an auxiliary relay) to the negative side of the 24Vdc/125Vdc circuit
update the database. An internal K25A synch connected to the TRPG, which is driven from
check relay is provided on the TTUR; however, the VTUR in the Control Module(s) and the
the backup phase / slip calculation for this relay positive side connected to the TREG which is
is performed in the Backup Protection Module driven from the VPRO in each section of the
or via an external backup synch check relay. Backup Protection Module. A typical system trip
Manual synchronizing is available from an oper- initiated in the Control Module(s) will cause
ator station on the network or from a synchro- the analog control to drive the servo valve actu-
scope. ators closed, which stops fuel or steam flow and
Shaft Voltage and Current Monitor. Voltage can de-energizes (or energizes) the hydraulic trip
build up across the oil film of bearings until a solenoids from the VTUR and TRPG. If cross-
discharge occurs. Repeated discharge and arc- tripping is used or an overspeed condition is
ing can cause a pitted and roughened bearing detected, then the VTUR/TRPG will trip one
surface that will eventually fail through acceler- side of the solenoids and the VPTRO/TREG
ated mechanical wear. The VTUR / TTUR can will trip the other side of the solenoid(s).
continuously monitor the shaft-to- ground volt- Servo Valve Interface. A VSVO card provides 4
age and current, and alarm at excessive levels. servo channels with selectable current drivers,
Test circuits are provided to check the alarm feedback from LVDTs, LVDRs, or ratio metric
functions and the continuity of wiring to the LVDTs, and pulse-rate inputs from flow divider
brush assembly that is mounted between the feedback used on some liquid fuel systems. In
turbine and the generator. TMR applications, 3 coil servos are commonly

used to extend the voting of analog outs to the mination board can be provided with active iso-
servo coils. Two coil servos can also be used. lation amplifiers to buffer the sensor signals
One, two, or three LVDT/Rs feedback sensors from BNC connectors. These connectors can be
can be used per servo channel with a high select, used to access real-time data by remote vibra-
low select, or median select made in software. At tion analysis equipment. In addition, a direct
least 2 LVDT/Rs are recommended for TMR plug connection is available from the termina-
applications because each sensor requires an AC tion board to a Bently Nevada 3500 monitor.
excitation source. (See Table 6 and Table 7.) The 16 vibration inputs, 8 DC position inputs,
and 2 Keyphasor inputs on the VVIB are divid-
TSVO Barrier 2 chnls. (2) Servo current sources
ed between 2 TVIB termination boards for
(6) LVDT/LVDR feedback 3,000 rpm and 3,600 rpm applications. Faster
0 to 7.0 Vrms
(4) Excitation sources shaft speeds may require faster sampling rates
7 Vrms, 3.2k Hz on the VVIB processor, resulting in reduced
(2) Pulse rate inputs (2-14k Hz)
*only 2 per VSVO vibration inputs from 16-to-8. (See Table 8.)
DSVO Box 2 chnls. (2) Servo current sources
(6) LVDT/LVDR feedback
0 to 7.0 Vrms
VVIB I/O Terminations from Control Module
(2) Excitation sources
7 Vrms, 3.2k Hz TB Type I/O Characteristics
(2) Pulse rate inputs (2-14k Hz) TVIB Barrier 8 Vibr. Seismic, Proximitor,
*only 2 per VSVO Velomitor, accelerometer
charge amplifier
Table 6. VSVO I/O terminations from Control DC inputs
4 Pos.
Module 1 KP Keyphasor
Current limited 24Vdc
provided per probe
Nominal Servo Valve Ratings
Coil Nominal Coil Mark VI Table 8. VVIB I/O terminations from Control
Type Current Resistance Control
#1 +/- 10 ma 1,000 ohms Simplex & TMR Module
#2 +/- 20 ma 125 ohms Simplex
#3 +/- 40 ma 62 ohms Simplex Three phase PT and CT monitoring. The VGEN
#4 +/- 40 ma 89 ohms TMR
#5 +/- 80 ma 22 ohms TMR
card serves a dual role as an interface for 3
#6 +/- 120 ma 40 ohms Simplex phase PTs and 1 phase CTs as well as a special-
#7 +/- 120 ma 75 ohms TMR
ized control for Power-Load Unbalance and
Table 7. Nominal servo valve ratings Early-Valve Actuation on large reheat steam tur-
bines. The I/O interface is split between the
Vibration / Proximitor Inputs. The VVIB card TGEN Termination Board for the PT and CT
provides a direct interface to seismic (velocity), inputs and the TRLY Termination Board for
Proximitor, Velomitor, and accelerometer relay outputs to the fast acting solenoids. 4-
(via charge amplifier) probes. In addition, DC 20ma inputs are also provided on the TGEN for
position inputs are available for axial measure- monitoring pressure transducers. If an EX2000
ments and Keyphasor inputs are provided. Generator Excitation System is controlling the
Displays show the 1X and unfiltered vibration generator, then 3 phase PT and CT data is com-
levels and the 1X vibration phase angle. -24vdc municated to the Mark VI on the network
is supplied from the control to each Proximitor rather than using the VGEN card. (See Table 9.)
with current limiting per point. An optional ter- Optical Pyrometer Inputs. The VPYR card moni-

6
A backup operator interface to the

TB Type I/O Characteristics plant DCS operator interface
TGEN Barrier 2 PTs 3 Phase PTs, 115Vrms
5-66 Hz, 3 wire, open delta A gateway for communication links to
3 CTs 1 Phase CTs, 0-5A
other control systems
(10A over range) 5-66 Hz
4 AI 4-20ma (250 ohms) A permanent or temporary
or +/-5,10Vdc inputs
Current limited +24Vdc/input
maintenance station
TRLY Barrier 12 CO Plug-in magnetic relays
An engineers workstation
previously described
Table 9. VGEN I/O terminations from Control

Module
tors two LAND infrared pyrometers to create a
temperature profile of rotating turbine blades.
Separate, current limited +24Vdc and 24Vdc
sources are provided for each Pyrometer that
returns four 4-20ma inputs. Two Keyphasors are
used for the shaft reference. The VPYR and
matching TPYR support 5,100 rpm shaft speeds
and can be configured to monitor up to 92 buck-
ets with 30 samples per bucket. (See Table 10.)
TB Type I/O Characteristics Figure 3. Operator interface graphics:

TPYR Barrier 2 Pyrometers (8) 4-20ma (100 ohms) 7FA Mark VI
(2) Current limited
+24Vdc sources All control and protection is resident in the
(2) Current limited
Mark VI control, which allows the HMI to be a
-24Vdc sources
(2) Keyphasor inputs non-essential component of the control system.
It can be reinitialized or replaced with the
Table 10. VPYR I/O terminations from Control
process running with no impact on the control
Module
system. The HMI communicates with the main
processor card in the Control Module via the
Operator Interface Ethernet based Unit Data Highway (UDH). All
The operator interface is commonly referred to analog and digital data in the Mark VI is acces-
as the Human Machine Interface (HMI). It is a sible for HMI screens including the high reso-
PC with a Microsoft Windows NT operating lution time tags for alarms and events.
system supporting client/server capability, a System (process) alarms and diagnostics alarms
CIMPLICITY graphics display system, a for fault conditions are time tagged at frame
Control System Toolbox for maintenance, and a rate (10/20/40 ms) in the Mark VI control and
software interface for the Mark VI and other transmitted to the HMI alarm management sys-
control systems on the network. (See Figure 3.) tem. System events are time tagged at frame
It can be applied as: rate, and Sequence of Events (SOE) for contact
The primary operator interface for inputs are time tagged at 1ms on the contact
one or multiple units input card in the Control Module. Alarms can

7
be sorted according to ID, Resource, Device, made with password protection (5 levels) and
Time, and Priority. Operators can add com- downloaded to the Control Module while the
ments to alarm messages or link specific alarm process is running. All application software is
messages to supporting graphics. stored in the Control Module in non-volatile
Data is displayed in either English or Metric flash memory.
engineering units with a one-second refresh Application software is executed sequentially
rate and a maximum of one second to repaint a and represented in its dynamic state in a ladder
typical display graphic. Operator commands diagram format. Maintenance personnel can
can be issued by either incrementing / decre- add, delete, or change analog loops, sequenc-
menting a setpoint or entering a numerical ing logic, tuning constants, etc. Data points can
value for the new setpoint. Responses to these be selected and dragged on the screen from
commands can be observed on the screen one one block to another to simplify editing. Other
second from the time the command was issued. features include logic forcing, analog forcing,
Security for HMI users is important to restrict and trending at frame rate. Application soft-
access to certain maintenance functions such as ware documentation is created directly from
editors and tuning capability, and to limit cer- the source code and printed at the site. This
tain operations. A system called User includes the primary elementary diagram, I/O
Accounts is provided to limit access or use of assignments, the settings of tuning constants,
particular HMI features. This is done through etc. The software maintenance tools (Control
the Windows NT User Manager administration System Toolbox) are available in the HMI and
program that supports five user account levels. as a separate software package for virtually any
Windows 95 or NT based PC. The same tools
Software Maintenance Tools are used for EX2000 Generator Excitation
The Mark VI is a fully programmable control Systems, and Static Starters. (See Figure 4 and
system. Application software is created from in- Figure 5.)
house software automation tools which select
proven GE control and protection algorithms Communications
and integrate them with the I/O, sequencing, Communications are provided for internal data
and displays for each application. A library of transfer within a single Mark VI control; com-
software is provided with general-purpose munications between Mark VI controls and
blocks, math blocks, macros, and application peer GE control systems; and external commu-
specific blocks. It uses 32-bit floating point data nications to remote systems such as a plant dis-
(IEEE-854) in a QNX operating system with tributed control system (DCS).
real-time applications, multitasking, priority- The Unit Data Highway (UDH) is an Ethernet-
driven preemptive scheduling, and fast context based LAN with peer-to-peer communication
switching. between Mark VI controls, EX2000 Generator
Software frame rates of 10, 20, and 40 ms are Excitation Controls, Static Starters, the GE
supported. This is the elapsed time that it takes Fanuc family of PLC based controls, HMIs, and
to read inputs, condition the inputs, execute Historians. The network uses Ethernet Global
the application software, and send outputs. Data (EGD) which is a message-based protocol
Changes to the application software can be with support for sharing information with mul-

8
control. All trips between units are hardwired

even if the UDH is redundant.
The UDH communication driver is located on
the Main Processor Card in the Mark VI. This is
the same card that executes the turbine appli-
cation software; therefore, there are no poten-
tial communication failure points between the
main turbine processor and other controls or
monitoring systems on the UDH. In TMR sys-
tems, there are three separate processor cards
executing identical application software from
identical databases. Two of the UDH drivers are
Figure 4. Software maintenance tools card normally connected to one switch, and the
configuration other UDH driver is connected to the other
switch in a star configuration. Network topolo-
gies conform to Ethernet IEEE 802.3 standards.
The GE networks are a Class C Private
Internet according to RFC 1918: Address
Allocation for Private Internets February
1996. Internet Assigned Numbers Authority
(IANA) has reserved the following IP address
space 192.168.1.1: 192.168.255.255 (192.168/
Relay Ladder Diagram Editor
for Boolean Functions
16 prefix).
Communication links from the Mark VI to
remote computers can be implemented from
either an optional RS232 Modbus port on the
Figure 5. Software maintenance tools editors
main processor card in Simplex systems, or
tiple nodes based on the UDP/IP standard from a variety of communication drivers from
(RFC 768). Data can be transmitted Unicast, the HMI. When the HMI is used for the com-
Multicast or Broadcast to peer control systems. munication interface, an Ethernet card in the
Data (4K) can be shared with up to 10 nodes at HMI provides an interface to the UDH, and a
25Hz (40ms). A variety of other proprietary second Ethernet card provides an interface to
protocols are used with EGD to optimize com- the remote computer.
munication performance on the UDH. All operator commands that can be issued from
40 ms is fast enough to close control loops on an HMI can be issued from a remote computer
the UDH; however, control loops are normally through the HMI(s) to the Mark VI(s), and the
closed within each unit control. Variations of remote computer can monitor any application
this exist, such as transmitting setpoints software data in the Mark VI(s). Approximately
between turbine controls and generator con- 500 data points per control are of interest to a
trols for voltage matching and var/power-factor plant control system; however, about 1,200

9
points are commonly accessed through the Additional master communication

communication links to support programming drivers are available from the HMI.
screen attributes such as changing the color of
a valve when it opens. Time Synchronization
Time synchronization is available to synchro-
Communication Link Options
nize all controls and HMIs on the UDH to a
Communication link options include:
Global Time Source (GTS). Typical GTSs are
An RS-232 port with Modbus Slave Global Positioning Satellite (GPS) receivers
RTU or ASCII communications from such as the StarTime GPS Clock or other time-
the Main Processor Card. (Simplex: processing hardware. The preferred time
full capability. TMR: monitor data only sources are Universal Time Coordinated (UTC)
no commands) or GPS; however, the time synchronization
An RS-232 port with Modbus Master / option also supports a GTS using local time as
Slave RTU protocol is available from its base time reference. The GTS supplies a
the HMI. time-link network to one or more HMIs with a
time/frequency processor board. When the
An RS-232/485 converter (half- HMI receives the time signal, it is sent to the
duplex) can be supplied to convert Mark VI(s) using Network Time Protocol
the RS-232 link for a multi-drop (NTP) which synchronizes the units to within
network. +/-1ms time coherence. Time sources that are
Modbus protocol can be supplied on supported include IRIG-A, IRIG-B, 2137, NASA-
an Ethernet physical layer with TCP-IP 36, and local signals.
for faster communication rates from
the HMI. Diagnostics
Ethernet TCP-IP can be supplied with Each circuit card in the Control Module con-
a GSM application layer to support the tains system (software) limit checking, high/low
transmission of the local high- (hardware) limit checking, and comprehensive
resolution time tags in the control to a diagnostics for abnormal hardware conditions.
DCS from the HMI. This link offers System limit checking consists of 2 limits for
spontaneous transmission of alarms every analog input signal, which can be set in
and events, and common request engineering units for high/high, high/low, or
messages that can be sent to the HMI low/low with the I/O Configurator. In addition,
including control commands and each input limit can be set for latching/non-
alarm queue commands. Typical latching and enable/disable. Logic outputs
commands include momentary logical from system limit checking are generated per
commands and analog setpoint frame and are available in the database (signal
target commands. Alarm queue space) for use in control sequencing and alarm
commands consist of silence (plant messages.
alarm horn) and reset commands as
High/low (hardware) limit checking is provid-
well as alarm dump requests that cause
ed on each analog input with typically 2 occur-
the entire alarm queue to be
rences required before initiating an alarm.
transmitted from the Mark VI to the
These limits are not configurable, and they are
DCS.
10
selected to be outside the normal control ing the correct termination point. One wire in
requirements range but inside the linear hard- each connector is dedicated to transmitting an
ware operational range (before the hardware identification message with a bar-code serial
reaches saturation). Diagnostic messages for number, board type, hardware revision, and a
hardware limit checks and all other hardware connection location to the corresponding I/O
diagnostics for the card can be accessed with card in the Control Module.
the software maintenance tools (Control System
Toolbox). A composite logic output is provided
Power
in the data base for each card, and another
logic output is provided to indicate a high/low In many applications, the control cabinet is
(hardware) limit fault of any analog input or powered from a 125Vdc battery system and
the associated communications for that signal. short circuit protected external to the control.
Both sides of the floating 125Vdc bus are con-
The alarm management system collects and
tinuously monitored with respect to ground,
time stamps the diagnostic alarm messages at
and a diagnostic alarm is initiated if a ground is
frame rate in the Control Module and displays
detected on either side of the 125Vdc source.
the alarms on the HMI. Communication links
to a plant DCS can contain both the software When a 120/240vac source is used, a power
(system) diagnostics and composite hardware converter isolates the source with an isolation
diagnostics with varying degrees of capability transformer and rectifies it to 125Vdc. A diode
depending on the protocols ability to transmit high select circuit chooses the highest of the
the local time tags. Separate manual reset com- 125Vdc busses to distribute to the Power
mands are required for hardware and system Distribution Module. A second 120/240vac
(software) diagnostic alarms assuming that the source can be provided for redundancy.
alarms were originally designated as latching Diagnostics produce an under-voltage alarm if
alarms, and no alarms will reset if the original either of the AC sources drop below the under-
cause of the alarm is still present. voltage setting. For gas turbine applications, a
Hardware diagnostic alarms are displayed on separate 120/240vac source is required for the
the yellow status LED on the card front. Each ignition transformers with short circuit protec-
card front includes 3 LEDs and a reset at the tion of 20A or less.
top of the card along with serial and parallel The resultant internal 125Vdc is fuse-isolated
ports. The LEDs include: RUN: Green; FAIL: in the Mark VI power distribution module and
Red; STATUS: Yellow. fed to the internal power supplies for the
Each circuit card and termination board in the Control Modules, any expansion modules, and
system contains a serial number, board type, the termination boards for its field contact
and hardware revision that can be displayed; 37 inputs and field solenoids. Additional 3.2A fuse
pin D type connector cables are used to inter- protection is provided on the termination
face between the Termination Boards and the board TRLY for each solenoid. Separate 120Vac
J3 and J4 connectors on the bottom of the feeds are provided from the motor control cen-
Control Module. Each connector comes with ter for any AC solenoids and ignition trans-
latching fasteners and a unique label identify- formers on gas turbines. (See Table 11.)

11
IEC 6100-4-4: 1995

Steady Electrical Fast Transient Susceptibility
State Freq. Load Comments
Voltage
IEC 6100-4-5: 1995
125Vdc 10.0 A dc Ripple <= 10V p-p Surge Immunity
(100 to Note 1 IEC 61000-4-6: 1995
144Vdc)
Conducted RF Immunity
120vac 47 - 63Hz 10.0 A rms Harmonic distortion < 5%
(108 to Note 2 IEC 61000-4-11: 1994
132vac) Voltage Variation, Dips, and Interruptions
240vac 47 - 63 Hz 5.0 A rms Harmonic distortion < 5 % ANSI/IEEE C37.90.1
(200 to Note 3
264vac) Surge
Table 11. Power requirements CE - Low Voltage Directive

EN 61010-1
Codes and Standards Electrical Equipment, Industrial Machines
IEC 529
ISO 9001 in accordance with Tick IT by Lloyd's Intrusion Protection Codes/NEMA 1/IP 20
Register Quality Assurance Limited. ISO 9000-
Reference the Mark VI Systems Manual GEH-
3 Quality Management and Quality Assurance
6421, Chapter 5 for additional codes and stan-
Standards, Part 3: Guidelines for the Appli-
dards.
cation of ISO 9001 to Development Supply and
Maintenance of Software.
Environment
Safety Standards The control is designed for operation in an air-
UL 508A Safety Standard Industrial Control conditioned equipment room with convection
Equip. cooling. Special cabinets can be provided for
CSA 22.2 No. 14 Industrial Control Equipment operation in other types of environments.
Printed Wire Board Assemblies Temperature:

UL 796 Printed Circuit Boards Operating 0 to +45C +32 to +113F
UL recognized PWB manufacturer, Storage -40 to +70C -40 to +158F
UL file number E110691 The control can be operated at 50C during

maintenance periods to repair air-conditioning
ANSI IPC guidelines
systems. It is recommended that the electronics
ANSI IPC/EIA guidelines be operated in a controlled environment to
CE - Electromagnetic Compatibility (EMC) maximize the mean-time-between-failure
EN 50081-2 (MTBF) on the components.
Generic Emissions Standards Purchased commercial control room equipment
EN 50082-2:1994 such as PCs, monitors, and printers are typically
Generic Immunity Industrial Environment capable of operating in a control room ambient
EN 55011
of 0 to +40C with convection cooling.
Radiated and Conducted Emissions
IEC 61000-4-2:1995 Humidity
Electrostatic Discharge Susceptibility
IEC 6100-4-3: 1997 5% to 95% non-condensing
Radiated RF Immunity Exceeds EN50178: 1994

12
Elevation Communication Links From HMI:

Exceeds EN50178: 1994 RS232 Modbus Master/Slave, Ethernet
Modbus Slave, Ethernet TCP-IP GSM HMI
Gas Contaminants
SPEEDTRONIC Application Manual -
EN50178: 1994 Section A.6.1.4 Table A.2 (m)
Chapter 7 (GEH-6126), Ethernet TCP-IP
Dust Contaminants GEDS Standard
Exceeds IEC 529: 1989-11 (IP-20) Message Format (GSM) (GEI-100165)
Operator/Maintenance Interface HMI
Seismic Universal Building Code (UBC)
HMI for SPEEDTRONIC Turbine
Section 2312 Zone 4
Controls
Documentation Application Manual (GEH-6126)
The following documentation is available for Cim Edit Operation Manual (GFK-1396)
Mark VI Turbine Controls. A subset of this doc- User Manual (GFK-1180)
umentation will be delivered with each control
Cimplicity HMI For Windows NT
depending on the functional requirements of
Trending Operators
each system.
Manual (GFK-1260)
Manuals Turbine Historian System Guide
System Manual for SPEEDTRONICTM (GEH-6421)
Mark VI Turbine Control (GEH-6421)
Standard Blockware Library (SBLIB)
Control System Toolbox, for
Turbine Blockware Library
Configuring a Mark VI Controller
(TURBLIB)
(GEH-6403)
Configuring the Trend Recorder (GEH-
Drawings
6408) Equipment Outline Drawing AutoCAD
R14
System Data Base for System Toolbox
(GEI-100189) Equipment Layout Drawing AutoCAD
R14
System Data Base Browser (GEI-100271)
I/O Termination List (Excel
Data Historian (used for trip history)
Spreadsheet)
(GEI-100278)
Network one-line diagram (if
Communications To Remote
applicable)
Computers / Plant DCS
Application Software Diagram
RS232 Modbus Slave From Control
(printout from source code)
Module
Data List For Communication Link To
Modbus Communications
DCS
Implementation UCOC2000 - I/O
Drivers, Chapter 2

13
List of Figures
Figure 1. Benefits of Speedtronic Mark VI
Figure 2. Mark VI TMR control configuration
Figure 3. Operator interface graphics: 7FA Mark VI
Figure 4. Software maintenance tools card configuration
Figure 5. Software maintenance tools editors
List of Tables
Table 1. Discrete I/O
Table 2. Analog I/O
Table 3. Temperature Monitoring
Table 4. VTUR I/O terminations from Control Module
Table 5. VPRO I/O terminations from Backup Protection Module
Table 6. VSVO I/O terminations from Control Module
Table 7. Nominal servo valve ratings
Table 8. VVIB I/O terminations from Control Module
Table 9. VGEN I/O terminations from Control Module
Table 10: VPYR I/O terminations from Control Module
Table 11: Power requirements

14
GE CONTROL SYSTEM
FUNDAMENTALS
GE Control System Fundamentals 4.0

GE Power Systems
FUNDAMENTALS OF SPEEDTRONIC
MARK V CONTROL SYSTEM
SPEEDTRONIC Mark V Control contains a num- celeration, speed, temperature, shutdown, and
ber of control, protection and sequencing systems manual control functions illustrated in Figure 1.
designed for reliable and safe operation of the gas Sensors monitor turbine speed, exhaust tempera-
turbine. It is the objective of this chapter to describe ture, compressor discharge pressure, and other pa-
how the gas turbine control requirements are met, rameters to determine the operating conditions of
using simplified block diagrams and oneline dia- the unit. When it is necessary to alter the turbine op-
grams of the SPEEDTRONIC Mark V control, erating conditions because of changes in load or am-
protection, and sequencing systems. A generator bient conditions, the control modulates the flow of
drive gas turbine is used as the reference. fuel to the gas turbine. For example, if the exhaust
temperature tends to exceed its allowable value for a
CONTROL SYSTEM given operating condition, the temperature control
system reduces the fuel supplied to the turbine and
Basic Design thereby limits the exhaust tempera-
Control of the gas turbine is done by the startup, ac- ture.
TO CRT DISPLAY
FUEL
TEMPERATURE
TO CRT DISPLAY
FSR
FUEL
SPEED MINIMUM SYSTEM
VALUE
SELECT
LOGIC
ACCELERATION
RATE TO TURBINE
TO CRT
DISPLAY
START
UP
SHUT
DOWN
MANUAL
id0043
Figure 1 Simplified Control Schematic
Operating conditions of the turbine are sensed and modes of acceleration, manual FSR, and shutdown
utilized as feedback signals to the SPEEDTRONIC operate in a similar manner.
control system. There are three major control loops
startup, speed, and temperature which may be in Fuel Stroke Reference (FSR) is the command signal
control during turbine operation. The output of these for fuel flow. The minimum value select gate con-
control loops is connected to a minimum value gate nects the output signals of the six control modes to
circuit as shown in Figure 1. The secondary control the FSR controller; the lowest FSR output of the six
A00100 1 FUNDAMENTALS OF SPEEDTRONIC
LOGIC FSRSU <R><S><T>
START-UP
CQTC CONTROL
<R><S><T>
FSR FSRACC ACCELERATION
TNHAR CONTROL
LOGIC TNH
TNH TNHAR
FSRMIN
FSRSU FSR
<R><S><T>
LOGIC FSRMAN MANUAL FSR FSRACC
FSRC FSRMAN
FSRSD FSR
MIN
FSRN GATE
FSRT
LOGIC FSRSD
<R><S><T>
FSRC SHUTDOWN
TNHCOR FSRMIN CONTROL
FSR
CQTC
FSRMIN
SPEED CONTROL <R><S><T>

LOGIC
QTBA
TCQC
TNH
77NH PR/D FSRN
LOGIC TNR
TNR
LOGIC TNRI ISOCHRONOUS

TNRI ONLY
TEMPERATURE CONTROL
LOGIC TTRX
TBQB
TCQC <R><S><T>
96CD A/D
TTRX FSRT
FSR
LOGIC
<R><S><T>
FSR
TBQA TTXM
TCQA
TTXD <R><S><T> TTXM
TTXD A/D
MEDIAN
id0038V
Figure 2 Block Diagram Control Schematic

GE Power Systems
control loops is allowed to pass through the gate to L14HM Minimum Speed (approx. 16%
the fuel control system as the controlling FSR. The speed)
controlling FSR will establish the fuel input to the
L14HA Accelerating Speed (approx. 50%
turbine at the rate required by the system which is in
speed)
control. Only one control loop will be in control at
any particular time and the control loop which is L14HS Operating Speed (approx. 95%
controlling FSR will be displayed on the CRT. speed)
Figure 2 shows a more detailed schematic of the The zerospeed detector, L14HR, provides the sig-
control loops. This can be referenced during the ex- nal when the turbine shaft starts or stops rotating.
planation of each loop to show the interfacing. When the shaft speed is below 14HR, or at zero
speed, L14HR picksup (fail safe) and the permis-
sive logic initiates ratchet or slowroll operation
Startup/Shutdown Sequence and Control during the automatic startup/cooldown sequence
of the turbine.
Startup control brings the gas turbine from zero The minimum speed detector L14HM indicates that
speed up to operating speed safely by providing the turbine has reached the minimum firing speed
proper fuel to establish flame, accelerate the turbine, and initiates the purge cycle prior to the introduction
and to do it in such a manner as to minimize the low of fuel and ignition. The dropout of the L14HM
cycle fatigue of the hot gas path parts during the se- minimum speed relay provides several permissive
quence. This involves proper sequencing of com- functions in the restarting of the gas turbine after
mand signals to the accessories, starting device and shutdown.
fuel control system. Since a safe and successful
startup depends on proper functioning of the gas The accelerating speed relay L14HA pickup indi-
turbine equipment, it is important to verify the state cates when the turbine has reached approximately
of selected devices in the sequence. Much of the 50 percent speed; this indicates that turbine startup
control logic circuitry is associated not only with ac- is progressing and keys certain protective features.
tuating control devices, but enabling protective cir-
The highspeed sensor L14HS pickup indicates
cuits and obtaining permissive conditions before
when the turbine is at speed and that the accelerating
proceeding. sequence is almost complete. This signal provides
General values for control settings are given in this the logic for various control sequences such as stop-
description to help in the understanding of the oper- ping auxiliary lube oil pumps and starting turbine
ating system. Actual values for control settings are shell/exhaust frame blowers.
given in the Control Specifications for a particular Should the turbine and generator slow during an un-
machine. derfrequency situation, L14HS will drop out at the
underfrequency speed setting. After L14HS drops
Speed Detectors out the generator breaker will trip open and the Tur-
bine Speed Reference (TNR) will be reset to
An important part of the startup/shutdown se- 100.3%. As the turbine accelerates, L14HS will
quence control of the gas turbine is proper speed again pick up; the turbine will then require another
sensing. Turbine speed is measured by magnetic start signal before the generator will attempt to auto
pickups and will be discussed under speed control. synchronize to the system again.
The following speed detectors and speed relays are
typically used: The actual settings of the speed relays are listed in
the Control Specification and are programmed in the
L14HR ZeroSpeed (approx. 0% speed) <RST> processors as EEPROM control constants.
STARTUP CONTROL While the turbine is at rest, electronic checks are
made of the fuel system stop and control valves, the
accessories, and the voltage supplies. At this time,
The startup control operates as an open loop con- SHUTDOWN STATUS will be displayed on the
trol using preset levels of the fuel command signal CRT. Activating the Master Operation Switch (L43)
FSR. The levels are: ZERO, FIRE, WARM from OFF to an operating mode will activate the
UP, ACCELERATE and MAX. The Control ready circuit. If all protective circuits and trip latches
Specifications provide proper settings calculated for are reset, the STARTUP STATUS and READY
the fuel anticipated at the site. The FSR levels are set TO START messages will be displayed, indicating
as Control Constants in the SPEEDTRONIC Mark that the turbine will accept a start signal. Clicking on
V startup control. the START Master Control Switch (L1S) and
EXECUTE will introduce the start signal to the
Startup control FSR signals operate through the logic sequence.
minimum value gate to ensure that other control
functions can limit FSR as required. The start signal energizes the Master Control and
Protection circuit (the L4 circuit) and starts the
The fuel command signals are generated by the necessary auxiliary equipment. The L4 circuit
SPEEDTRONIC control startup software. In addi- permits pressurization of the trip oil system and en-
tion to the three active startup levels, the software gages the starting clutch if applicable. With the L4
sets maximum and minimum FSR and provides for circuit permissive and the starting clutch engaged,
manual control of FSR. Clicking on the targets for the starting device starts turning. Startup status mes-
MAN FSR CONTROL and FSR GAG RAISE sage STARTING will be displayed on the CRT.
OR LOWER allows manual adjustment of FSR See point A on the Typical Startup Curve Figure
setting between FSRMIN and FSRMAX. 3.
SPEED %
100
80
ACCELERATE
IGNITION &
CROSSFIRE WARMUP
60 IGV DEGREES
START 1 MIN
AUXILIARIES &
DIESEL WARMUP
Tx F/10
40 PURGE COAST
DOWN
20
FSR %
0
A B D
APPROXIMATE TIME MINUTES id0093
Figure 3 Mark V Start-up Curve
When the turbine breaks away (starts to rotate), the clutch then requires torque from the starting device
L14HR signal deenergizes starting clutch solenoid to maintain engagement. The turbine speed relay
20CS and shuts down the hydraulic ratchet. The L14HM indicates that the turbine is turning at the
GE Power Systems
speed required for proper purging and ignition in the then controlled by the speed loop and the auxiliary
combustors. Gas fired units that have exhaust con- systems are automatically shut down.
figurations which can trap gas leakage (i.e., boilers) The startup control software establishes the maxi-
have a purge timer, L2TV, which is initiated with the mum allowable levels of FSR signals during start
L14HM signal. The purge time is set to allow three up. As stated before, other control circuits are able to
to four changes of air through the unit to ensure that reduce and modulate FSR to perform their control
any combustible mixture has been purged from the functions. In the acceleration phase of the startup,
system. The starting means will hold speed until FSR control usually passes to acceleration control,
L2TV has completed its cycle. Units which do not which monitors the rate of rotor acceleration. It is
have extensive exhaust systems may not have a possible, but not normal, to reach the temperature
purge timer, but rely on the starting cycle and natural control limit. The CRT display will show which pa-
draft to purge the system. rameter is limiting or controlling FSR.
The L14HM signal or completion of the purge cycle Fired Shutdown
(L2TVX) enables fuel flow, ignition, sets firing
level FSR, and initiates the firing timer L2F. See A normal shutdown is initiated by clicking on the
point B on Figure 3. When the flame detector out- STOP target (L1STOP) and EXECUTE; this
put signals indicate flame has been established in the will produce the L94X signal. If the generator break-
combustors (L28FD), the warmup timer L2W er is closed when the stop signal is initiated, the Tur-
starts and the fuel command signal is reduced to the bine Speed Reference (TNR) counts down to reduce
WARMUP FSR level. The warmup time is pro- load at the normal loading rate until the reverse pow-
vided to minimize the thermal stresses of the hot gas er relay operates to open the generator breaker; TNR
path parts during the initial part of the startup. then continues to count down to reduce speed. When
the STOP signal is given, shutdown Fuel Stroke Ref-
If flame is not established by the time the L2F timer erence FSRSD is set equal to FSR.
times out, typically 60 seconds, fuel flow is halted.
When the generator breaker opens, FSRSD ramps
The unit can be given another start signal, but firing
from existing FSR down to a value equal to
will be delayed by the L2TV timer to avoid fuel ac-
FSRMIN, the minimum fuel required to keep the
cumulation in successive attempts. This sequence
turbine fired. FSRSD latches onto FSRMIN and de-
occurs even on units not requiring initial L2TV
creases with corrected speed. When turbine speed
purge.
drops below a defined threshold (Control Constant
At the completion of the warmup period (L2WX), K60RB) FSRSD ramps to a blowout of one flame
the startup control ramps FSR at a predetermined detector. The sequencing logic remembers which
rate to the setting for ACCELERATE LIMIT. The flame detectors were functional when the breaker
startup cycle has been designed to moderate the opened. When any of the functional flame detectors
highest firing temperature produced during accel- senses a loss of flame, FSRMIN/FSRSD decreases
eration. This is done by programming a slow rise in at a higher rate until flameout occurs, after which
FSR. See point C on Figure 3. As fuel is increased, fuel flow is stopped.
the turbine begins the acceleration phase of startup. During coastdown on units having motor driven at-
The clutch is held in as long as the starting device omizing air booster compressors, the booster is
provides torque to the gas turbine. When the turbine started at L14HS drop out to prevent exhaust smoke
overruns the starting device, the clutch will disen- during the shut down. Units not having motor driven
gage, shutting down the starting device. Speed relay boosters may require higher fuel shut off speed to
L14HA indicates the turbine is accelerating. avoid smoke.
The startup phase ends when the unit attains full Fired shut down is an improvement over the former
speednoload (see point D on Figure 3). FSR is fuel shut off at L14HS drop out. By maintaining
flame down to a lower speed there is significant re- generator speed (TNH) and the calledfor speed
duction in the strain developed on the hot gas path reference (TNR).
parts at the time of fuel shut off.
The calledforspeed, TNR, determines the load of
the turbine. The range for generator drive turbines is
normally from 95% (min.) to 107% (max.) speed.
SPEED CONTROL The startup speed reference is 100.3% and is preset
when a START signal is given.
The Speed Control System controls the speed and
load of the gas turbine generator in response to the TNR MAX. HIGH SPEED STOP
actual turbine speed signal and the calledfor speed 107
reference. While on speed control the control mode

message SPEED CTRLwill be displayed.
104
Speed Signal
REFERENCE % (TNR)
Three magnetic sensors are used to measure the SPEED
speed of the turbine. These magnetic pickup sensors 100
FSNL
(77NH1,2,3) are high output devices consisting
FULL SPEED NO LOAD FSR
RATED FSR
of a permanent magnet surrounded by a hermetically
sealed case. The pickups are mounted in a ring
around a 60toothed wheel on the gas turbine com- MINIMUM FSR
pressor rotor. With the 60tooth wheel, the frequen-
MAX FSR
cy of the voltage output in Hertz is exactly equal to
the speed of the turbine in revolutions per minute. 95
LOW SPEED STOP
TNR MIN.
The voltage output is affected by the clearance be- FUEL STROKE REFERENCE (LOAD)
(FSR)
id0044
tween the teeth of the wheel and the tip of the mag-
netic pickup. Clearance between the outside Figure 4 Droop Control Curve
diameter of the toothed wheel and the tip of the mag-
netic pickup should be kept within the limits speci- The turbine follows to 100.3% TNH for synchro-
fied in the Control Specifications (approx. 50 mils). nization. At this point the operator can raise or lower
If the clearance is not maintained within the speci- TNR, in turn raising or lowering TNH, via the
fied limits, the pulse signal can be distorted. Turbine 70R4CS switch on the generator control panel or by
speed control would then operate in response to the clicking on the targets on the CRT, if required. Refer
incorrect speed feedback signal. to Figure 4. Once the generator breaker is closed
onto the power grid, the speed is held constant by the
The signal from the magnetic pickups is brought into grid frequency. Fuel flow in excess of that necessary
the Mark V panel, one mag pickup to each controller to maintain full speed no load will result in increased
<RST>, where it is monitored by the speed control power produced by the generator. Thus the speed
software. control loop becomes a load control loop and the
speed reference is a convenient control of the de-
Speed/Load Reference sired amount of load to be applied to the turbine
generator unit.
The speed control software will change FSR in pro- Droop speed control is a proportional control,
portion to the difference between the actual turbine changing FSR in proportion to the difference be-
GE Power Systems
tween actual turbine speed and the speed reference. Normally 4% droop is selected and the setpoint is
Any change in actual speed (grid frequency) will calibrated such that 104% setpoint will generate a
cause a proportional change in unit load. This pro- speed reference which will produce an FSR result-
portionality is adjustable to the desired regulation or ing in base load at design ambient temperature. If the
Droop. The speed vs. FSR relationship is shown unit has PEAK capability, 104% TNR will pro-
on Figure 4. duce an FSR resulting in peak load.
When operating on droop control, the fullspeed
If the entire grid system tends to be overloaded, grid noload FSR setting calls for a fuel flow which is
frequency (or speed) will decrease and cause an FSR sufficient to maintain full speed with no generator
increase in proportion to the droop setting. If all load. By closing the generator breaker and raising
units have the same droop, all will share a load in- TNR via raise/lower, the error between speed and
crease equally. Load sharing and system stability are reference is increased. This error is multiplied by a
the main advantages of this method of speed control. gain constant dependent on the desired droop setting
<RST>
SPEED CONTROL
FSNL
TNR
SPEED
REFERENCE
+ ERROR + FSRN
+
SIGNAL
TNH
SPEED
DROOP
<RST>
SPEED CHANGER LOAD SET POINT
MAX. LIMIT
L83SD
RATE
MEDIAN
L70R SELECT
RAISE
L70L
LOWER
L83PRES TNR
PRESET SPEED
LOGIC REFERENCE
PRESET
OPERATING
L83TNROP MIN.
MIN. SELECT LOGIC
START-UP
OR SHUTDOWN
id0040
Figure 5 Speed Control Schematic

and added to the FSNL FSR setting to produce the trol can drive FSR to zero and are not influenced by
required FSR to take more load and thus assist in FSRMIN.
holding the system frequency. Refer to Figures 4 and
5. Synchronizing
The minimum FSR limit (FSRMIN) in the SPEED-
TRONIC Mark V system prevents the speed control Automatic synchronizing is accomplished using
circuits from driving the FSR below the value which synchronizing algorithms programmed into <RST>
would cause flameout during a transient condition. and software. Bus and generator voltage signals
For example, with a sudden rejection of load on the are input to the core which contains isolation
turbine, the speed control system loop would want to transformers, and are then paralleled to <RST>.
drive the FSR signal to zero, but the minimum FSR <RST> software drives the synch check and synch
setting establishes the minimum fuel level that pre- permissive relays, while provides the actual
vents a flameout. Temperature and/or startup con- breaker close command. See Figure 6.
<XYZ>
AUTO SYNCH
<RST>
AUTO SYNCH
PERMISSIVE
CALCULATED PHASE WITHIN LIMITS AND
GEN VOLTS A CALCULATED SLIP WITHIN LIMITS

A>B L25
REF B AND L83AS BREAKER
AUTO SYNCH CLOSE
CALCULATED ACCELERATION
PERMISSIVE
LINE VOLTS
A
A>B CALCULATED BREAKER LEAD TIME
REF B
id0048V
Figure 6 Synchronizing Control Schematic

There are three basic synchronizing modes. These tem frequency has varied enough to cause an
may be selected from external contacts, i.e., genera- unacceptable slip frequency (difference between
tor panel selector switch, or from the SPEEDTRON- generator frequency and grid frequency), the speed
IC Mark V CRT. matching circuit adjusts TNR to maintain turbine
speed 0.20% to 0.40% faster than the grid to assure
1. OFF Breaker will not be closed by SPEED- the correct slip frequency and permit synchronizing.
TRONIC Mark V control
For added protection a synchronizing check relay is
2. MANUAL Operator initiated breaker closure provided in the generator panel. It is used in series
when permissive synch check relay 25X is satis- with both the auto synchronizing relay and the
fied manual breaker close switch to prevent large out
3. AUTO System will automatically match volt- ofphase breaker closures.
age and speed and then close the breaker at the
appropriate time to hit top dead center on the
synchroscope ACCELERATION CONTROL
For synchronizing, the unit is brought to 100.3% Acceleration control compares the present value of
speed to keep the generator faster than the grid, as- the speed signal with the value at the last sample
suring load pickup upon breaker closure. If the sys- time. The difference between these two numbers is a
GE Power Systems
measure of the acceleration. If the actual accelera- the firing temperature of the gas turbine; it is this
tion is greater than the acceleration reference, temperature that must be limited by the control sys-
FSRACC is reduced, which will reduce FSR, and tem. From thermodynamic relationships, gas tur-
consequently the fuel to the gas turbine. During bine cycle performance calculations, and known site
startup the acceleration reference is a function of conditions, firing temperature can be determined as
turbine speed; acceleration control usually takes a function of exhaust temperature and the pressure
over from speed control shortly after the warmup ratio across the turbine; the latter is determined from
period and brings the unit to speed. At Complete the measured compressor discharge pressure (CPD).
Sequence, which is normally 14HS pickup, the The temperature control system is designed to mea-
acceleration reference is a Control Constant, nor- sure and control turbine exhaust temperature rather
mally 1% speed/second. After the unit has reached than firing temperature because it is impractical to
100% TNH, acceleration control usually serves only measure temperatures directly in the combustion
to contain the units speed if the generator breaker chambers or at the turbine inlet. This indirect control
should open while under load. of turbine firing temperature is made practical by
utilizing known gas turbine aero and thermody-
namic characteristics and using those to bias the ex-
haust temperature signal, since the exhaust
temperature alone is not a true indication of firing
ISOTHERMAL
temperature.
EXHASUT TEMPERATURE (Tx)
Firing temperature can also be approximated as a

function of exhaust temperature and fuel flow (FSR)
and as a function of exhaust temperature and genera-
tor output (DWATT). Either FSR or megawatt ex-
haust temperature control curves are used as
backup to the primary CPDbiased temperature
control curve.
These relationships are shown on Figures 7 and 8.
The lines of constant firing temperature are used in
the control system to limit gas turbine operating
COMPRESSOR DISCHARGE PRESSURE (CPD)
id0045 temperatures, while the constant exhaust tempera-
Figure 7 Exhaust Temperature vs.
ture limit protects the exhaust system during start
Compressor Discharge Pressure up.
Exhaust Temperature Control Hardware

TEMPERATURE CONTROL
ChromelAlumel exhaust temperature thermocou-
The Temperature Control System will limit fuel ples are used and, depending on the gas turbine mod-
flow to the gas turbine to maintain internal operating el, there may be 13 to 27. These thermocouples are
temperatures within design limitations of turbine mounted in the exhaust plenum in an axial direction
hot gas path parts. The highest temperature in the gas circumferentially around the exhaust diffuser. They
turbine occurs in the flame zone of the combustion have individual radiation shields that allow the ra-
chambers. The combustion gas in that zone is di- dial outward diffuser flow to pass over these 1/16
luted by cooling air and flows into the turbine sec- diameter (1.6mm) stainless steel sheathed thermo-
tion through the first stage nozzle. The temperature couples at high velocity, minimizing the cooling ef-
of that gas as it exits the first stage nozzle is known as fect of the longer time constant, cooler plenum
mand signal to the analog control system to limit ex-
haust temperature.
Temperature Control Command Program

ISOTHERMAL
EXHASUT TEMPERATURE (Tx)
The temperature control command program

compares the exhaust temperature control setpoint
with the measured gas turbine exhaust temperature
as obtained from the thermocouples mounted in the
exhaust plenum; these thermocouples are scanned
and cold junction corrected by programs described
later. These signals are accessed by <RST> as well
as <C>. The temperature control command program
in <RST> (Figure 9) reads the exhaust thermocou-
ple temperature values and sorts them from the high-
FUEL STROKE REFERENCE (FSR) est to the lowest. This array (TTXD2) is used in the
id0046
combustion monitor program as well as in the Tem-
Figure 8 Exhaust Temperature vs. Fuel perature Control Program. In the Temperature Con-
Control Command Signal
trol Program all exhaust thermocouple inputs are
monitored and if any are reading too low as
walls. The signals from these individual, un- compared to a constant, they will be rejected. The
grounded detectors are sent to the SPEEDTRONIC highest and lowest values are then rejected and the
Mark V control panel through shielded thermocou- remaining values are averaged, that average being
ple cables and are divided amongst controllers the TTXM signal.
<RST>.
If a Controller should fail, this program will ignore
the readings from the failed Controller. The TTXM
Exhaust Temperature Control Software signal will be based on the remaining Controllers
thermocouples and an alarm will be generated.
The software contains a series of application pro- The TTXM value is used as the feedback for the ex-
grams written to perform the exhaust temperature haust temperature comparator because the value is
control and monitoring functions such as digital and not affected by extremes that may be the result of
analog input scan. A major function is the exhaust faulty instrumentation. The temperaturecontrol
temperature control, which consists of the following command program in <RST> compares the exhaust
programs: temperature control setpoint (calculated in the tem-
peraturecontrolbias program and stored in the
1. Temperature control command
computer memory) TTRXB to the TTXM value to
2. Temperature control bias calculations determine the temperature error. The software pro-
gram converts the temperature error to a fuel stroke
3. Temperature reference selection reference signal, FSRT.
The temperature control software determines the
cold junction compensated thermocouple readings, Temperature Control Bias Program
selects the temperature control setpoint, calculates
the control setpoint value, calculates the representa- Gas turbine firing temperature is determined by the
tive exhaust temperature value, compares this value measured parameters of exhaust temperature and
with the setpoint, and then generates a fuel com- compressor discharge pressure (CPD) or exhaust
GE Power Systems
<RST
TO
COMBUSTION
TTXDR TTXD2 MONITOR
TTXDS SORT
HIGHEST
TO
TTXDT LOWEST
REJECT REJECT
HIGH AVERAGE TTXM
LOW
TCs AND REMAINING
QUANTITY LOW
OF TCs USED
<RST> <RST>
TEMPERATURE TEMPERATURE CONTROL

CORNER
CONTROL
REFERENCE
FSRMIN
CPD +
FSRMAX
SLOPE
TTRXB
MIN MEDIAN
SELECT SELECT FSRT
SLOPE
TTXM
+
FSR +
GAIN
CORNER
FSR
ISOTHERMAL
id0032
Figure 9 Temperature Control Schematic
temperature and fuel consumption (proportional to

FSR). In the computer, firing temperature is limited DIGITAL
COMPUTER
INPUT
by a linearized function of exhaust temperature and DATA MEMORY
CPD backed up by a linearized function of exhaust

temperature and FSR (See Figure 8). The tempera-
ture control bias program (Figure 10) calculates the SELECTED TEMPERATURE
exhaust temperature control setpoint TTRXB based TEMPERATURE CONTROL COMPUTER
REFERENCE BIAS MEMORY
TABLE
on the CPD data stored in computer memory and PROGRAM
constants from the selected temperaturereference

table. The program calculates another setpoint based
on FSR and constants from another temperature CONSTANT
STORAGE
reference table.
id0023
Figure 11 is a graphical illustration of the control set- Figure 10 Temperature Control Bias
points. The constants TTKn_C (CPD bias corner) corner) and TTKn_M (FSR bias slope) are used with
and TTKn_S (CPD bias slope) are used with the the FSR data to determine the FSR bias exhaust tem-
CPD data to determine the CPD bias exhaust temperature setpoint. The values for these constants are
perature setpoint. The constants TTKn_K (FSR bias given in the Control SpecificationsControl System
Settings drawing. The temperaturecontrolbias Temperature Reference Select Program
program also selects the isothermal setpoint
TTKn_I. The program selects the minimum of the The exhaust temperature control function selects
three setpoints, CPD bias, FSR bias, or isothermal control setpoints to allow gas turbine operation at
for the final exhaust temperature control reference. various firing temperatures. The temperaturerefer-
During normal operation with gas or light distillate enceselect program (Figure 12) determines the op-
fuels, this selection results in a CPD bias control erational level for control setpoints based on digital
with an isothermal limit, as shown by the heavy lines input information representing temperature control
on Figure 11. The CPD bias setpoint is compared requirements. Three digital input signals are de-
with the FSR bias setpoint by the program and an coded to select one set of constants which define the
alarm occurs when the CPD setpoint is higher. For control setpoints necessary to meet those require-
units operating with heavy fuel, FSR bias control ments. Typical digital signals are BASE SE-
will be selected to minimize the effect of turbine LECT, PEAK SELECT and HEAVY FUEL
nozzle plugging on firing temperature. The FSR bias SELECT and are selected by clicking on the ap-
setpoint will then be compared with the CPD bias propriate target on the operator interface CRT. For
setpoint and an alarm will occur when the FSR set- example, the PEAK SELECT signal determines
point exceeds the CPD setpoint. A ramp function is operation at PEAK (vs. BASE) firing temperature.
provided in the program to limit the rate at which the When the appropriate set of constants are selected,
setpoint can change. The maximum and minimum they are stored in the selectedtemperaturerefer-
change in ramp rates (slope) are programmed in ence memory.
constants TTKRXR1 and TTKRXR2. Consult the
Control Sequence Program (CSP) and the Control
Specifications drawing for the block diagram il- FUEL CONTROL SYSTEM
lustration of this function and the value of the
constants. Typical rate change limit is 1.5F per se- The gas turbine fuel control system will change fuel
cond. The output of the ramp function is the exhaust flow to the combustors in response to the fuel stroke
temperature control setpoint which is stored in the reference signal (FSR). FSR actually consists of two
computer memory. separate signals added together, FSR1 being the
calledfor liquid fuel flow and FSR2 being the
calledfor gas fuel flow; normally, FSR1 + FSR2 =
FSR. Standard fuel systems are designed for opera-
tion with liquid fuel and/or gas fuel. This chapter
will describe a dual fuel system. It starts with the ser-
vo drive system, where the setpoint is compared
EXHAUST TEMPERATURE
TTKn_K with the feedback signal and converted to a valve

TTKn_I ISOTHERMAL
TTKn_C
TEMPERATURE SELECTED
DIGITAL REFERENCE TEMPERATURE
INPUT DATA SELECT REFERENCE
TABLE
CPD CONSTANT
FSR STORAGE
id0054
Figure 11 Exhaust Temperature Control Setpoints id0106
Figure 12 Temperature Reference Select Program

GE Power Systems
position. It will describe liquid, gas and dual fuel op- If the hydraulic actuator is a doubleaction piston,
eration and how the FSR from the control systems the control signal positions the servovalve so that it
previously described is conditioned and sent as a set ports highpressure oil to either side of the hydraulic
point to the servo system. actuator. If the hydraulic actuator has spring return,
hydraulic oil will be ported to one side of the cylin-
Servo Drive System der and the other to drain. A feedback signal pro-
vided by a linear variable differential transformer
(LVDT, Figure 13) will tell the control whether or
The heart of the fuel system is a three coil electro not it is in the required position. The LVDT outputs
hydraulic servovalve (servo) as shown in Figure 13. an AC voltage which is proportional to the position
The servovalve is the interface between the electri- of the core of the LVDT. This core in turn is con-
cal and mechanical systems and controls the direc- nected to the valve whose position is being con-
tion and rate of motion of a hydraulic actuator based trolled; as the valve moves, the feedback voltage
on the input current to the servo. changes. The LVDT requires an exciter voltage
3-COIL TORQUE MOTOR
which is provided by the TCQC card.
TORQUE
Figure 14 shows the major components of the servo
MOTOR
ARMATURE
TORQUE
MOTOR
positioning loops. The digital (microprocessor sig-
N N nal) to analog conversion is done on the TCQA card;
this represents calledfor fuel flow. The calledfor
JET TUBE
FORCE
fuel flow signal is then compared to a feedback rep-
S S
FEEDBACK
SPRING resenting actual fuel flow. The difference is ampli-
FAIL
fied on the TCQC card and sent through the QTBA
SAFE
BIAS card to the servo. This output to the servos is moni-
SPRING
tored and there will be an alarm on loss of any one of
the three signals from <RST>.

P R P
1 2 Liquid Fuel Control
SPOOL VALVE FILTER The liquid fuel system consists of fuel handling
PS
DRAIN
components and electrical control components.
1350 PSI
Some of the fuel handling components are: primary
fuel oil filter (low pressure), fuel oil stop valve, fuel
HYDRAULIC
pump, fuel bypass valve, fuel pump pressure relief
ACTUATOR valve, secondary fuel oil filter (high pressure), flow
divider, combined selector valve/pressure gauge as-
TO <RST> LVDT
sembly, false start drain valve, fuel lines, and fuel
ABEX Servovalve id0029 nozzles. The electrical control components are: liq-
Figure 13 Electrohydraulic Servovalve uid fuel pressure switch (upstream) 63FL2, fuel oil
The servovalve contains three electrically isolated stop valve limit switch 33FL, fuel pump clutch sole-
coils on the torque motor. Each coil is connected to noid 20CF, liquid fuel pump bypass valve servo-
one of the three Controllers <RST>. This provides valve 65FP, flow divider magnetic speed pickups
redundancy should one of the Controllers or coils 77FD1, 2, 3 and SPEEDTRONIC control cards
fail. There is a nullbias spring which positions the TCQC and TCQA. A diagram of the system show-
servo so that the actuator will go to the fail safe posi- ing major components is shown in Figure 15.
tion should ALL power and/or control signals be The fuel bypass valve is a hydraulically actuated
lost. valve with a linear flow characteristic. Located
POSTION FEEDBACK
LVDT
TBQC <R> <QTBA>
ANALOG ANALOG
INPUT TCQC
3.2KHZ OUTPUT
EXCITATION
REF
D/A
FUEL
Figure 14 Servo Positioning Loops
<S>
SERVO
TCQC 3.2KHZ VALVE
REF
D/A TORQUE
MOTOR
HYDRAULIC
ACTUATOR
HIGH
<T> PRESSURE
OIL
TCQC 3.2KHZ
EXCITATION
REF
D/A
POSTION FEEDBACK
LVDT
id0026
GE Power Systems
between the inlet (low pressure) and discharge (high fuel necessary to meet the control system fuel de-
pressure) sides of the fuel pump, this valve bypasses mand. It is positioned by servo valve 65FP, which
excess fuel delivered by the fuel pump back to the receives its signal from the controllers.
fuel pump inlet, delivering to the flow divider the
<RST>
FSR1 FQ1 <RST>
FQROUT <RST>
TCQA
TNH TCQA
L4 TCQC
L20FLX PR/A
BY-PASS VALVE ASM.
P R 65FP TYPICAL
40 DIFFERENTIAL FLOW FUEL NOZZLES
PRESSURE GUAGE DIVIDER
77FD-1
63FL-2 OH
HYDRAULIC COMBUSTION
SUPPLY CHAMBER
OFV
FUEL CONN. FOR PURGE

STOP WHEN REQUIRED
VALVE VR4
OF AD
MAIN FUEL PUMP

ATOMIZING
AIR
33FL
ACCESSORY
GEAR FALSE START
DRIVE DRAIN VALVE
OLT-
CONTROL CHAMBER OFD
OIL 77FD-2
TO DRAIN
77FD-3
id0031V
Figure 15 Liquid Fuel Control Schematic
The flow divider divides the single stream of fuel TCQC card modulates servovalve 65FP based on in-
from the pump into several streams, one for each puts of turbine speed, FSR1 (calledfor liquid fuel
combustor. It consists of a number of matched high flow), and flow divider speed (FQ1).
volumetric efficiency positive displacement gear
pumps, again one per combustor. The flow divider is Fuel Oil Control Software
driven by the small pressure differential between the
When the turbine is run on liquid fuel oil, the control
inlet and outlet. The gear pumps are mechanically
system checks the permissives L4 and L20FLX and
connected so that they all run at the same speed,
does not allow FSR1 to close the bypass valve unless
making the discharge flow from each pump equal.
they are true (closing the bypass valve sends fuel to
Fuel flow is represented by the output from the flow
the combustors). The L4 permissive comes from the
divider magnetic pickups (77FD1, 2 & 3). These
Master Protective System (to be discussed later) and
are noncontacting magnetic pickups, giving a
L20FLX becomes true after the turbine vent timer
pulse signal frequency proportional to flow divider
times out. These signals control the opening and
speed, which is proportional to the fuel flow deliv-
closing of the fuel oil stop valve. The fuel pump
ered to the combustion chambers.
clutch solenoid (20CF) is energized to drive the
pump when the stop valve opens.
The TCQA card receives the pulse rate signals from
77FD1, 2, and 3 and outputs an analog signal The FSR signal from the controlling system goes
which is proportional to the pulse rate input. The through the fuel splitter where the liquid fuel re-
quirement becomes FSR1. The FSR1 signal is mul- Gas Fuel Control
tiplied by TNH, so fuel flow becomes a function of
speed an important feature, particularly while the Fuel gas is controlled by the gas speed ratio/stop
unit is starting. This enables the system to have bet- valve (SRV) and gas control valve (GCV) assembly.
ter resolution at the lower, more critical speeds In all but the Fseries machines, two valves are com-
where air flow is very low. This produces the bined in this assembly as shown on Figure 16; the
FQROUT signal, which is the digital liquid fuel two valves are physically separate on the Fseries
flow command. At full speed TNH does not change, machines. Both are servo controlled by signals from
therefore FQROUT is directly proportional to FSR. the SPEEDTRONIC control panel and actuated by
singleacting hydraulic cylinders moving against
FQROUT then goes to the TCQA card where it is springloaded valve plugs.
changed to an analog signal to be compared to the
feedback signal from the flow divider. As the fuel VENT TO
ATMOSPHERE
flows into the turbine, speed sensors 77FD1, 2,
and 3 send a signal to the TCQA card, which in turn RING MANIFOLD
outputs the fuel flow rate signal (FQ1) to the TCQC THREE
REDUNDANT
card. When the fuel flow rate is equal to the called GAS
PRESSURE
20VG1
TRANS-
for rate (FQ1 = FSR1), the servovalve 65FP is DUCERS TO FUEL
ATMOSPHERE
moved to the null position and the bypass valve re- 96FG2A, B, C NOZZLES
(TYPICAL)
mains stationary until some input to the system STRAINER
changes. If the feedback is in error with FQROUT,
the operational amplifier on the TCQC card will PKG LK OFF
PKG LK OFF
change the signal to servovalve 65FP to drive the by- MS3002 2 Manifolds 3 Nozzles
MS5001 1 Manifold 10 Nozzles
pass valve in a direction to decrease the error. MS5002 1 Manifold 12 Nozzles
MS6001 1 Manifold 10 Nozzles
SPEED RATIO/ GAS
STOP VALVE CONTROL MS7001 1 Manifold 10 Nozzles
VALVE MS9001 1 Manifold 14 Nozzles
The flow divider feedback signal is also used for id0051
system checks. This analog signal is converted to Figure 16 Gas Fuel System
digital counts and is used in the controllers software It is the gas control valve which controls the desired
to compare to certain limits as well as to display fuel gas fuel flow in response to the command signal
flow on the CRT. The checks made are as follows: FSR. To enable it to do this in a predictable manner,
the speed ratio valve is designed to maintain a prede-
1. L60FFLH:Excessive fuel flow on startup termined pressure (P2) at the inlet of the gas control
valve as a function of gas turbine speed.
2. L3LFLT1:Loss of LVDT position feedback
(MS71 & MS91) The fuel gas control system consists primarily of the
following components: gas strainer, gas supply
3. L3LFBSQ:Bypass valve is not fully open when pressure switch 63FG, speed ratio/stop valve assem-
the stop valve is closed. bly, fuel gas pressure transducer(s) 96FG, gas fuel
vent solenoid valve 20VG, control valve assembly,
4. L3LFBSC:Servo current is detected when the
LVDTs 96GC1, 2 and 96SR1, 2, electrohy-
stop valve is closed.
draulic servovalves 90SR and 65GC, dump valve(s)
5. L3LFT:Loss of flow divider feedback VH5, three pressure gauges, gas manifold with
pigtails to respective fuel nozzles, and SPEED-
If L60FFLH is true for a specified time period (nom- TRONIC control cards TBQB and TCQC. The com-
inally 2 seconds), the unit will trip; if L3LFLT1 ponents are shown interconnected schematically in
through L3LFT are true, these faults will trip the unit Figure 17. A functional explanation of each subsys-
during startup and require manual reset. tem is contained in subsequent paragraphs.
GE Power Systems
TCQC
FPRG POS1 TCQC TCQC
POS2 GAS CONTROL GAS CONTROL

SPEED RATIO FSR2 VALVE SERVO VALVE POSITION
VALVE CONTROL FEEDBACK
FPG
TBQB 96FG-2A
96FG-2B
96FG-2C 20VG
TRANSDUCERS
VENT
COMBUSTION
CHAMBER
63FG-3
STOP/ GAS
RATIO CONTROL
VALVE VALVE
GAS
P2
Electrical
Connection GAS
MANIFOLD
Hydraulic LVDTS LVDTS
Piping 96SR-1,2 96GC-1,2
Gas Piping
VH5-1 DUMP
RELAY
TRIP
90SR SERVO
65GC SERVO
HYDRAULIC
SUPPLY id0059V
Figure 17 Gas Fuel Control System

Gas Control Valve card where it is converted to an analog signal. The
gas control valve stem position is sensed by the out-
The position of the gas control valve plug is intended put of a linear variable differential transformer
to be proportional to FSR2 which represents called (LVDT) and fed back to an operational amplifier on
for gas fuel flow. Actuation of the springloaded gas the TCQC card where it is compared to the FSROUT
control valve is by a hydraulic cylinder controlled by input signal at a summing junction. There are two
an electrohydraulic servovalve. LVDTs providing feedback ; two of the three con-
When the turbine is to run on gas fuel the permis- trollers are dedicated to one LVDT each, while the
sives L4, L20FGX and L2TVX (turbine purge com- third selects the highest feedback through a highse-
plete) must be true, similar to the liquid system. lect diode gate. If the feedback is in error with
This allows the Gas Control Valve to open. The FSROUT, the operational amplifier on the TCQC
stroke of the valve will be proportional to FSR. card will change the signal to the hydraulic servo-
valve to drive the gas control valve in a direction to
FSR goes through the fuel splitter (to be discussed in decrease the error. In this way the desired relation-
the dual fuel section) where the gas fuel requirement ship between position and FSR2 is maintained and
becomes FSR2, which is then conditioned for offset the control valve correctly meters the gas fuel. See
and gain. This signal, FSROUT, goes to the TCQC Figure 18.
<RST>
OFFSET
GAIN
<RST>
FSR2 +
TBQC
+
HIGH
SELECT
L4
L3GCV
FSROUT
ANALOG
I/O
GAS CONTROL VALVE
GAS
P2

GAS CONTROL VALVE
POSITION LOOP

CALIBRATION

POSITION
LVDT
LVDTS
ELECTRICAL CONNECTION 96GC-1, -2
GAS PIPING
SERVO
HYDRAULIC PIPING VALVE FSR
id0027V
Figure 18 Gas Control Valve Control Schematic

GE Power Systems
<RST>
TNH
<RST>
GAIN
+ FPRG
OFFSET + D
A
L4
FPG
L3GRV
HIGH POS2
SELECT
96FG-2A
96FG-2B
96FG-2C
SPEED RATIO VALVE
GAS
TBQB

96SR-1,2
LVDTS

OPERATING
CYLINDER
PISTON
TRIP OIL DUMP

RELAY
SERVO
VALVE
LEGEND
HYDRAULIC
ELECTRICAL OIL ANALOG
CONNECTION I/O
MODULE
GAS PIPING
HYDRAULIC
PIPING P2
DIGITAL or PRESSURE
CONTROL VOLTAGE
TNH
Speed Ratio Valve Pressure Calibration
id0058V
Figure 19 Speed Ratio/Stop Valve Control Schematic

The plug in the gas control valve is contoured to pro- The speed ratio/stop valve provides a positive stop
vide the proper flow area in relation to valve stroke. to fuel gas flow when required by a normal shut
The gas control valve uses a skirted valve disc and down, emergency trip, or a norun condition. Hy-
venturi seat to obtain adequate pressure recovery. draulic trip dump valve VH5 is located between the
High pressure recovery occurs at overall valve pres- electrohydraulic servovalve 90SR and the hydrau-
sure ratios substantially less than the critical pres- lic actuating cylinder. This dump valve is operated
sure ratio. The net result is that flow through the by the low pressure control oil trip system. If permis-
control valve is independent of valve pressure drop. sives L4 and L3GRV are true the trip oil (OLT) is at
Gas flow then is a function of valve inlet pressure P2 normal pressure and the dump valve is maintained in
and valve area only. a position that allows servovalve 90SR to control the
cylinder position. When the trip oil pressure is low
As before, an open or a short circuit in one of the ser- (as in the case of normal or emergency shutdown),
vo coils or in the signal to one coil does not cause a the dump valve spring shifts a spool valve to a posi-
trip. The GCV has two LVDTs and can run correctly tion which dumps the high pressure hydraulic oil
on one. (OH) in the speed ratio/stop valve actuating cylinder
to the lube oil reservoir. The closing spring atop the
valve plug instantly shuts the valve, thereby shutting
Speed Ratio/Stop Valve off fuel flow to the combustors.
In addition to being displayed, the feedback signals
The speed ratio/stop valve is a dual function valve. It and the control signals of both valves are compared
serves as a pressure regulating valve to hold a de- to normal operating limits, and if they go outside of
sired fuel gas pressure ahead of the gas control valve these limits there will be an alarm. The following are
and it also serves as a stop valve. As a stop valve it is typical alarms:
an integral part of the protection system. Any emer-
gency trip or normal shutdown will move the valve 1. L60FSGH: Excessive fuel flow on startup
to its closed position shutting off gas fuel flow to the 2. L3GRVFB: Loss of LVDT feedback on the SRV
turbine. This is done either by dumping hydraulic oil
3. L3GRVO: SRV open prior to permissive to open
from the Speed Ratio Valve VH5 hydraulic trip
relay or driving the position control closed electri- 4. L3GRVSC: Servo current to SRV detected prior
cally. to permissive to open
5. L3GCVFB: Loss of LVDT feedback on the
The speed ratio/stop valve has two control loops. GCV
There is a position loop similar to that for the gas
control valve and there is a pressure control loop. 6. L3GCVO: GCV open prior to permissive to
See Figure 19. Fuel gas pressure P2 at the inlet to the open
gas control valve is controlled by the pressure loop 7. L3GCVSC: Servo current to GCV detected
as a function of turbine speed. This is done by pro- prior to permissive to open
portioning it to turbine speed signal TNH, with an
8. L3GFIVP: Intervalve (P2) pressure low
offset and gain, which then becomes Gas Fuel Pres-
sure Reference FPRG. FPRG then goes to the TCQC The servovalves are furnished with a mechanical
card to be converted to an analog signal. P2 pressure null offset bias to cause the gas control valve or
is measured by 96FG which outputs a voltage pro- speed ratio valve to go to the zero stroke position
portional to P2 pressure. This P2 signal (FPG) is (fail safe condition) should the servovalve signals or
compared to the FPRG and the error signal (if any) is power be lost. During a trip or norun condition, a
in turn compared with the 96SR LVDT feedback to positive voltage bias is placed on the servo coils
reposition the valve as in the GCV loop. holding them in the valve closed position.
GE Power Systems
Dual Fuel Control Fuel Transfer Liquid to Gas
If the unit is running on liquid fuel (FSR1) and the

Turbines that are designed to operate on both liquid GAS membrane switch is pressed to select gas
and gaseous fuel are equipped with controls to pro- fuel, the following sequence of events will take
vide the following features: place, providing the transfer and fuel gas permis-
sives are true (refer to Figure 21):
1. Transfer from one fuel to the other on command.
FSR1 will remain at its initial value, but FSR2 will
2. Allow time for filling the lines with the type of
step to a value slightly greater than zero, usually
fuel to which turbine operation is being trans-
0.5%. This will open the gas control valve slightly to
ferred.
bleed down the intervalve volume. This is done in
3. Mixed fuel operation. case a high pressure has been entrained. The pres-
ence of a higher pressure than that required by the
4. Operation of liquid fuel nozzle purge when op- speed/ratio controller would cause slow response in
erating totally on gas fuel. initiating gas flow.
The software diagram for the fuel splitter is shown in
Transfer from Full Gas to Full Distillate
Figure 20.
FSR2
<RST> UNITS
FUEL SPLITTER
L84TG FSR1
A=B
TOTAL GAS
PURGE
L84TL TIME
A=B
TOTAL LIQUID SELECT DISTILLATE
MAX. LIMIT
MIN. LIMIT
MEDIAN
L83FZ SELECT Transfer from Full Distillate to Full Gas
PERMISSIVES
FSR1
RAMP
UNITS
RATE
L83FG
GAS SELECT FSR2
L83FL
LIQUID SELECT PURGE
TIME
FSR FSR1 SELECT GAS
LIQUID REF.
FSR2
GAS REF.
Transfer from Full Distillate to Mixture
id0034 FSR1
UNITS
Figure 20 Fuel Splitter Schematic
FSR2
Fuel Splitter PURGE

TIME
SELECT GAS SELECT MIX
id0033
As stated before FSR is divided into two signals, Figure 21 Fuel Transfer
FSR1 and FSR2, to provide dual fuel operation. See
Figure 20. After a typical time delay of thirty seconds to bleed
down the P2 pressure and fill the gas supply line, the
FSR is multiplied by the liquid fuel fraction FX1 to software program ramps the fuel commands, FSR2
produce the FSR1 signal. FSR1 is then subtracted to increase and FSR1 to decrease, at a programmed
from the FSR signal resulting in FSR2, the control rate through the median select gate. This is complete
signal for the secondary fuel. in thirty seconds.
When the transfer is complete logic signal L84TG The atomizing air bypass valve VA18 is opened by
(Total Gas) will disengage the fuel pump clutch energizing 20AA. This results in a purge pressure ra-
20CF, close the fuel oil stop valve by deenergizing tio across the fuel nozzles of 1:1, resulting in a small
the liquid fuel dump valve 20FL, and initiate the volume of liquid fuel flow being purged into the
purge sequence. combustors.
Liquid Fuel Purge After a 10 second time delay which permits reaching
To prevent coking of the liquid fuel nozzles while steady state nozzle pressure ratio, purge valve
operating on gas fuel, some atomizing air is diverted VA191 is actuated by energizing solenoid valve
through the liquid fuel nozzles. See Figure 22. The 20PL1. This results in a higher cooling/purging air
following sequence of events occurs when transfer flow through the liquid fuel nozzles.
from liquid to gas is complete.
20PL-1
TO LIQUID
NOZZLES
AV
VA19-1
FROM ATOMIZING
AIR PRECOOLER AA
20AA PITCH
AV
PITCH
ORIFICE
PURGE AIR MANIFOLD

BLOW-OFF
VA18 TO ATOMS. TELL TALE
LEAKOFF
PC
TO INLET OF
ATOMIZING FROM
AIR PRECOOLER ATOMIZING
(RECIRCULATION) AIR COMPRESSOR
ORIFICE
id0039
Figure 22 Dual Fuel Liquid Fuel Nozzle Purge System
The time delay is needed to reduce the load spike fuel piping and avoid any delay in delivery at the be-
which occurs when the liquid fuel is purged into the ginning of the FSR1 increase.
combustion chamber.
The rest of the sequence is the same as liquidto
gas, except that there is usually no purging se-
Fuel Transfer Gas to Liquid quence.
Mixed Fuel Operation
Transfer from gas to liquid is essentially the same se-
Gas turbines may be operated on a mixture of liquid
quence as previously described, except that gas and
and gas fuel. Operation on a selected mixture is ob-
liquid fuel command signals are interchanged. For
tained by entering the desired mixture at the operator
instance, at the beginning of a transfer, FSR2 re-
interface and then selecting MIX.
mains at its initial value, but FSR1 steps to a value
slightly greater than zero. This will command a Limits on the fuel mixture are required to ensure
small liquid fuel flow. If there has been any fuel leak- proper combustion, gas fuel distribution, and gas
age out past the check valves, this will fill the liquid nozzle flow velocities. Percentage of gas flow must
GE Power Systems
be increased as load is decreased to maintain the ing and unloading of the generator, and deceleration
minimum pressure ratio across the fuel nozzle. of the gas turbine. This IGV modulation maintains
proper flows and pressures, and thus stresses, in the
MODULATED INLET GUIDE VANE compressor, maintains a minimum pressure drop
SYSTEM across the fuel nozzles, and, when used in a com-
bined cycle application, maintains high exhaust
The Inlet Guide Vanes (IGVs) modulate during the temperatures at low loads.
acceleration of the gas turbine to rated speed, load-
<RST>
<RST>
CSRGV
CSRGV IGV REF CSRGVOUT

D/A
HIGH
SELECT
ANALOG
I/O
CLOSE
HM3-1
HYD.
SUPPLY R P OPEN
IN FH6 OUT
1
90TV-1
2 1
A
96TV-1,2
OLT-1
TRIP OIL
C1
VH3-1
D C2
ORIFICES (2)
OD
id0030
Figure 23 Modulating Inlet Guide Vane Control Schematic
Guide Vane Actuation 96TV2, and, in some instances, solenoid valve

20TV and hydraulic dump valve VH3. Control of
90TV will port hydraulic pressure to operate the
The modulated inlet guide vane actuating system is variable inlet guide vane actuator. If used, 20TV and
comprised of the following components: servovalve VH3 can prevent hydraulic oil pressure from flow-
90TV, LVDT position sensors 96TV1 and ing to 90TV. See Figure 23.
Operation fully closed position. The inlet guide vanes remain
fully closed as the turbine continues to coast down.
During startup, the inlet guide vanes are held fully For underspeed operation, if TNHCOR decreases
closed, a nominal 34 degree angle, from zero to below approximately 91%, the inlet guide vanes
83.5% corrected speed. Turbine speed is corrected modulate closed at 6.7 degrees per percent decrease
to reflect air conditions at 80 F; this compensates in corrected speed. In most cases, the MS5001 being
for changes in air density as ambient conditions an exception, if the actual speed decreases below
change. At ambient temperatures greater than 80 F, 95% TNH, the generator breaker will open and the
corrected speed TNHCOR is less than actual speed turbine speed setpoint will be reset to 100.3%. The
TNH; at ambients less than 80 F, TNHCOR is IGVs will then go to the minimum full speed angle.
greater than TNH. After attaining a speed of approx- See Figure 24.
imately 83.5%, the guide vanes will modulate open
at about 6.7 degrees per percent increase in corrected FULL OPEN (MAX ANGLE)
speed. When the guide vanes reach the minimum
IGV ANGLE DEGREES (CSRGV)

full speed angle, nominally 57, they stop opening;
this is usually at approximately 91% TNH. By not SIMPLE CYCLE
(CSKGVSSR)
COMBINED
CYCLE
(TTRX)
allowing the guide vanes to close to an angle less
than the minimum full speed angle at 100% TNH, a MINIMUM FULL SPEED ANGLE
minimum pressure drop is maintained across the ROTATING
STALL STARTUP
fuel nozzles, thereby lessening combustion system REGION PROGRAM
resonance. Solenoid valve 20CB is usually opened REGION OF NEGATIVE

5TH STAGE EXTRACTION
PRESSURE
when the generator breaker is closed; this in turn FULL CLOSED
(MIN ANGLE)
closes the compressor bleed valves. 0 100
CORRECTED SPEED%
(TNHCOR) 0 100
As the unit is loaded and exhaust temperature in- LOAD%
BASE LOAD
FSNL
creases, the inlet guide vanes will go to the full open EXHAUST TEMPERATURE
id0037
position when the exhaust temperature reaches one
Figure 24 Variable Inlet Guide Vane Schedule
of two points, depending on the operation mode se-
lected. For simple cycle operation, the IGVs move to
the full open position at a preselected exhaust tem- PROTECTION SYSTEMS
perature, usually 700 F. For combined cycle opera-
tion, the IGVs begin to move to the full open The gas turbine protection system is comprised of a
position as exhaust temperature approaches the tem- number of subsystems, several of which operate
perature control reference temperature; normally, during each normal startup and shutdown. The oth-
the IGVs begin to open when exhaust temperature is er systems and components function strictly during
within 30 F of the temperature control reference. emergency and abnormal operating conditions. The
most common kind of failure on a gas turbine is the
During a normal shutdown, as the exhaust tempera- failure of a sensor or sensor wiring; the protection
ture decreases the IGVs move to the minimum full systems are set up to detect and alarm such a failure.
speed angle; as the turbine decelerates from 100% If the condition is serious enough to disable the
TNH, the inlet guide vanes are modulated to the ful- protection completely, the turbine will be tripped.
ly closed position. When the generator breaker
opens, the compressor bleed valves will be opened. Protective systems respond to the simple trip signals
such as pressure switches used for low lube oil pres-
In the event of a turbine trip, the compressor bleed sure, high gas compressor discharge pressure, or
valves are opened and the inlet guide vanes go to the similar indications. They also respond to more com-
GE Power Systems
plex parameters such as overspeed, overtempera- turbine. In each case there are two essentially inde-
ture, high vibration, combustion monitor, and loss of pendent paths for stopping fuel flow, making use of
flame. To do this, some of these protection systems both the fuel control valve (FCV) and the fuel stop
and their components operate through the master valve (FSV). Each protective system is designed in-
control and protection circuit in the SPEEDTRON- dependent of the control system to avoid the possi-
IC control system, while other totally mechanical bility of a control system failure disabling the
systems operate directly on the components of the protective devices. See Figure 25.
MASTER
PRIMARY PROTECTION GCV GAS FUEL
OVERSPEED CIRCUIT SERVOVALVE CONTROL VALVE
<RST>
OVERTEMP
SRV GAS FUEL

SERVOVALVE SPEED RATIO/
STOP VALVE
VIBRATION
RELAY
COMBUSTION VOTING 20FG
MONITOR MODULE
SECONDARY
OVERSPEED MASTER
PROTECTION
CIRCUIT BYPASS
LOSS <XYZ> VALVE FUEL
of SERVOVALVE PUMP
FLAME
RELAY LIQUID
VOTING 20FL FUEL STOP
MODULE VALVE
id0036V
Figure 25 Protective Systems Schematic
Trip Oil system is used to selectively isolate the fuel system

not required.
A hydraulic trip system called Trip Oil is the primary Significant components of the Hydraulic Trip Cir-
protection interface between the turbine control and cuit are described below.
protection system and the components on the tur-
bine which admit, or shutoff, fuel. The system con-
Mechanical Overspeed Trip
tains devices which are electrically operated by
SPEEDTRONIC control signals as well as some to-
tally mechanical devices. This is a totally mechanical device located in the ac-
cessory gearbox and is actuated automatically by the
Besides the tripping functions, trip oil also provides overspeed bolt if the units speed exceeds the bolts
a hydraulic signal to the fuel stop valves for normal setting. The result is a rapid decay of trip oil pressure
startup and shutdown sequences. On gas turbines which stops all fuel flow to the unit. See Figure 26
equipped for dual fuel (gas and oil) operation the and the Overspeed Protection System.
Inlet Orifice Dump Valve
Each individual fuel branch in the trip oil system has

An orifice is located in the line running from the a solenoid dump valve (20FL for liquid, 20FG for
bearing header supply to the trip oil system. This ori- gas). This device is a solenoidoperated springre-
fice is sized to limit the flow of oil from the lube oil turn spool valve which will relieve trip oil pressure
system into the trip oil system. It must ensure ade- only in the branch that it controls. These valves are
quate capacity for all tripping devices, yet prevent normally energizedtorun, deenergizedtotrip.
reduction of lube oil flow to the gas turbine and other This philosophy protects the turbine during all nor-
equipment when the trip system is in the tripped mal situations as well as that time when loss of dc
state. power occurs.
PROTECTIVE MASTER
SIGNALS PROTECTION
L4
CIRCUITS
LIQUID
FUEL
LIQUID FUEL
STOP VALVE
20FG 20FL
MANUAL TRIP
(WHEN PROVIDED)
ORIFICE AND
CHECK VALVE
NETWORK
63HL
INLET ORIFICE
GAS FUEL
GAS SPEED RATIO/
12HA FUEL STOP VALVE
OVERSPEED
TRIP
WIRING 63HG
RESET
PIPING
MANUAL
TRIP
GAS FUEL
DUMP RELAY
VALVE
OH
id0056
Figure 26 Trip Oil Schematic Dual Fuel

Check Valve & Orifice Network for gas) which will ensure tripping of the turbine if
the trip oil pressure becomes too low for reliable op-
At the inlet of each individual fuel branch is a check eration while operating on that fuel.
valve and orifice network which limits flow out of
that branch. This network limits flow into each Operation
branch, thus allowing individual fuel control with-
out total system pressure decay. However, when one The tripping devices which cause unit shutdown or
of the trip devices located in the main artery of the selective fuel system shutdown do so by dumping
system, e.g., the overspeed trip, is actuated, the the low pressure trip oil (OLT). See Figure 26. An in-
check valve will open and result in decay of all trip dividual fuel stop valve may be selectively closed by
pressures. dumping the flow of trip oil going to it. Solenoid
valve 20FL can cause the trip valve on the liquid fuel
Pressure Switches stop valve to go to the trip state, which permits clo-
sure of the liquid fuel stop valve by its spring return
Each individual fuel branch contains pressure mechanism. Solenoid valve 20FG can cause the trip
switches (63HL1,2,3 for liquid, 63HG1,2,3 valve on the gas fuel speed ratio/stop valve to go to
GE Power Systems
the trip state, permitting its springreturned closure. detection software, and associated logic circuits and
The orifice in the check valve and orifice network are set to trip the unit at 110% rated speed.
permits independent dumping of each fuel branch of
There is also a mechanical overspeed protection sys-
the trip oil system without affecting the other
tem on all units except for Fmodel heavyduty and
branch. Tripping all devices other than the individu-
aeroderivatives. This consists of the overspeed bolt
al dump valves will result in dumping the total trip
assembly in an accessory gear shaft and the over-
oil system, which will shut the unit down.
speed trip mechanism. This system should be set to
During startup or fuel transfer, the SPEEDTRON- trip the unit at 112.5% rated speed. All systems oper-
IC control system will close the appropriate dump ate to trip the fuel stop valves and, redundantly, drive
valve to activate the desired fuel system(s). Both the FSR command to zero.
dump valves will be closed only during fuel transfer
Electronic Overspeed Protection System
or mixed fuel operation.
The dump valves are deenergized on a 2out The electronic overspeed protection function is per-
of3 voted trip signal from the relay module. This formed in both <RST> and <XYZ> as shown in Fig-
helps prevent trips caused by faulty sensors or the ure 27. The turbine speed signal (TNH) derived from
failure of one controller. the magnetic pickup sensors (77NH1,2, and 3) is
compared to an overspeed setpoint (TNKHOS).
The signal to the fuel system servovalves will also When TNH exceeds the setpoint, the overspeed trip
be a close command should a trip occur. This is signal (L12H) is transmitted to the master protective
done by clamping FSR to zero. Should one control- circuit to trip the turbine and the ELECTRICAL
ler fail, the FSR from that controller will be zero. OVERSPEED TRIP message will be displayed on
The output of the other two controllers is sufficient the CRT. This trip will latch and must be reset by the
to continue to control the servovalve. master reset signal L86MR.
<RST> <XYZ>
By pushing the Emergency Trip Button, 5E P/B, the HIGH PRESSURE OVERSPEED TRIP
P28 vdc power supply is cut off to the relays control- TNH HP SPEED
A TO MASTER
ling solenoid valves 20FL and 20FG, thus deener- TRIP SETPOINT A>B SET
L12H
PROTECTION
AND ALARM
gizing the dump valves. TNKHOS B AND
LATCH
MESSAGE
TEST
TNKHOST
TEST
Overspeed Protection LH3HOST PERMISSIVE RESET
L86MR1 MASTER RESET
The SPEEDTRONIC Mark V overspeed system is SAMPLING RATE = 0.25 SEC
designed to protect the gas turbine against possible id0060
damage caused by overspeeding the turbine rotor. Figure 27 Electronic Overspeed Trip
Under normal operation, the speed of the rotor is Mechanical Overspeed Protection System
controlled by speed control. The overspeed system
would not be called on except after the failure of oth- The mechanical overspeed protection system con-
er systems. sists of the following principal components:
The overspeed protection system consists of a pri- 1. Overspeed bolt assembly in the accessory gear
mary and secondary electronic overspeed system. shaft
The primary electronic overspeed protection system 2. Overspeed trip mechanism in the accessory gear
resides in the <RST> controllers. The secondary
electronic overspeed protection system resides in 3. Position limit switch 12HA
the <XYZ> controllers. Both systems consist of The mechanical overspeed protection system is the
magnetic pickups to sense turbine speed, speed backup for the electronic overspeed protection sys-
tem. As the backup system, the trip speed setting is OLT
higher than the primary or electronic overspeed

protection setting. For the most part the mechanical 12 HA
overspeed protection system is an integral part of the MANUAL

RESET
gas turbine unit and will trip the fuel stop valves MANUAL
TRIP
closed when the turbine speed is at, or exceeds, the OD
trip setting of the overspeed bolt assembly. This trip OVERSPEED BOLT
id0047
action is totally independent of the electronic con-
Figure 28 Mechanical Overspeed Trip
nections in the turbine control panel. Whenever this speed trip mechanism limit switch 12HA on the
trip is actuated an alarm will occur. outside of the accessory gear.
Overspeed Bolt Assembly
Overtemperature Protection
An overspeed bolt assembly mounted in an accesso-
ry gear shaft is used to sense the overspeed of the gas The overtemperature system protects the gas turbine
turbine. It is a springloaded, eccentrically located against possible damage caused by overfiring. It is a
bolt assembled in a cartridge and designed so that backup system, operating only after the failure of the
the spring force holds the bolt in the seated position temperature control system.
until the trip speed is reached. As the shaft speed in-
creases, centrifugal force acting on the bolt is bal- TTKOT1 TRIP
anced by the spring force within the bolt assembly

and the bolt remains seated. Further increase of the
shaft speed causes the centrifugal force on the bolt to
EXH TEMP
exceed the spring force and the bolt moves outward

in less than one shaft revolution where it contacts
and trips the overspeed trip mechanism. The spring TTRX
force can be adjusted so that the overspeed bolt will TRIP MARGIN
trip at a specified shaft speed. TTKOT2
ALARM MARGIN
TTKOT3
Overspeed Trip Mechanism CPD/FSR

id0053
The overspeed trip mechanism for the turbine shaft Figure 29 Overtemperature Protection
is also mounted in the accessory gear, adjacent to the
overspeed bolt assembly. When actuated, the over- Under normal operating conditions, the exhaust
speed bolt assembly trips the latching trip finger of temperature control system acts to control fuel flow
the overspeed trip mechanism. This action releases when the firing temperature limit is reached. In cer-
the trip valve in the mechanism and dumps the trip tain failure modes however, exhaust temperature
oil system pressure to drain, which in turn closes the and fuel flow can exceed control limits. Under such
trip valves controlling the fuel stop valves. This in circumstances the overtemperature protection sys-
turn dumps the hydraulic control oil from the stop tem provides an overtemperature alarm about 25 F
valve actuating cylinders to drain, thus closing the above the temperature control reference. To avoid
valves. This also prevents hydraulic pressure from further temperature increase, it starts unloading the
reopening the valves. See Figure 28. gas turbine. If the temperature should increase fur-
ther to a point about 40 F above the temperature
The overspeed trip mechanism may be tripped control reference, the gas turbine is tripped. For the
manually and must be reset manually. The trip but- actual alarm and trip overtemperature setpoints refer
ton and the reset handle are mounted with the over- to the Control Specifications. See Figure 29.
GE Power Systems
Overtemperature trip and alarm setpoints are deter- set signal L86MR1 must be true to reset and unlatch
mined from the temperature control setpoints the trip.
derived by the Exhaust Temperature Control soft-
ware. See Figure 30. Flame Detection and Protection System
<RST> The SPEEDTRONIC Mark V flame detectors per-

OVERTEMPERATURE
TRIP AND ALARM form two functions, one in the sequencing system
TTXM
A
A>B
L30TXA
TO ALARM
and the other in the protective system. During a nor-
ALARM ALARM
TTKOT3 B MESSAGE
AND SPEED
SETPOINT
mal startup the flame detectors indicate when a
LOWER
flame has been established in the combustion cham-
bers and allow the startup sequence to continue.
TTRXB
A
A>B
Most units have four flame detectors, some have
TTKOT2 B
two, and a very few have eight. Generally speaking,
OR
A
if half of the flame detectors indicate flame and half
TTKOT1
TRIP ISOTHERMAL
B
A>B
SET
AND
L86TXT
TO MASTER
(or less) indicate noflame, there will be an alarm
TRIP PROTECTION
LATCH AND ALARM
MESSAGE
but the unit will continue to run. If more than half in-
L86MR1
SAMPLING RATE: 0.25 SEC.

RESET
dicate lossofflame, the unit will trip on LOSS OF
id0055
FLAME. This avoids possible accumulation of an
Figure 30 Overtemperature Trip and Alarm explosive mixture in the turbine and any exhaust
heat recovery equipment which may be installed.
Overtemperature Protection Software The flame detector system used with the SPEED-
TRONIC Mark V system detects flame by sensing
ultraviolet (UV) radiation. Such radiation results
Overtemperature Alarm (L30TXA) from the combustion of hydrocarbon fuels and is
more reliably detected than visible light, which va-
The representative value of the exhaust temperature ries in color and intensity.
thermocouples (TTXM) is compared with alarm and The flame sensor is a copper cathode detector de-
trip temperature setpoints. The EXHAUST TEM- signed to detect the presence of ultraviolet radiation.
PERATURE HIGH alarm message will be dis- The SPEEDTRONIC control will furnish up to
played when the exhaust temperature (TTXM) +350Vdc to drive the ultraviolet detector tube. In the
exceeds the temperature control reference (TTRXB) presence of ultraviolet radiation, the gas in the detec-
plus the alarm margin (TTKOT3) programmed as a tor tube ionizes and conducts current. The current
Control Constant in the software. The alarm will au- through the detector will discharge through circuity
tomatically reset if the temperature decreases below in the SPEEDTRONIC control until the driving
the setpoint. voltage decreases to the point where the gas is no
longer ionized. This cycle continues as long as there
Overtemperature Trip (L86TXT)
is ultraviolet radiation. The SPEEDTRONIC counts
An overtemperature trip will occur if the exhaust the number of current pulses per second through the
temperature (TTXM) exceeds the temperature con- ultraviolet sensor. If the number of pulses per se-
trol reference (TTRXB) plus the trip margin cond exceeds a set threshold value, the SPEED-
(TTKOT2), or if it exceeds the isothermal trip set- TRONIC generates a logic signal to indicate
point (TTKOT1). The overtemperature trip will FLAME DETECTED by the sensor. Typically,
latch, the EXHAUST OVERTEMPERATURE there will be about 300 pulses/second when a strong
TRIP message will be displayed, and the turbine ultraviolet signal is present.
will be tripped through the master protection circuit. The flame detector system is similar to other protec-
The trip function will be latched in and the master re- tive systems, in that it is selfmonitoring. For exam-
ple, when the gas turbine is below L14HM all and the turbine will continue to run. More than half
channels must indicate NO FLAME. If this condi- the flame detectors must indicate NO FLAME in
tion is not met, the condition is annunciated as a order to trip the turbine.
FLAME DETECTOR TROUBLE alarm and the
Note that a shortcircuited or opencircuited detec-
turbine cannot be started. After firing speed has been
tor tube will result in a NO FLAME signal. The
reached and fuel introduced to the machine, if at
flame detection circuits are incorporated in the pro-
least half the flame detectors see flame the starting
tective module and is triple redundant, utilizing
sequence is allowed to proceed. A failure of one de-
three channels called <X>, <Y>, and <Z>.
tector will be annunciated as FLAME DETECTOR
TROUBLE when complete sequence is reached
SPEEDTRONIC Mk V Flame Detection
Turbine
Protection
Logic
28FD
UV Scanner
28FD
UV Scanner Analog Flame
I/O CRT
Detection Display
(Flame Logic
28FD Detection
UV Scanner Channels)
28FD
UV Scanner
Turbine
Control
Logic
NOTE: Excitation for the sensors and signal processing is

performed by SPEEDTRONIC Mk V circuits
Figure 31 SPEEDTRONIC Mk V Flame Detection ido115
Vibration Protection nels. Each channel detects excessive vibration by

means of a seismic pickup mounted on a bearing
The vibration protection system of a gas turbine unit housing or similar location of the gas turbine and the
is composed of several independent vibration chan- driven load. If a predetermined vibration level is ex-
GE Power Systems
ceeded, the vibration protection system trips the tur- nance or replacement action is required. By using
bine and annunciates to indicate the cause of the trip. the display keypad and CRT display, it is possible to
monitor vibration levels of each channel while the
Each channel includes one vibration pickup (veloc- turbine is running without interrupting operation.
ity type) and a SPEEDTRONIC Mark V amplifier
circuit. The vibration detectors generate a relatively
low voltage by the relative motion of a permanent Combustion Monitoring
magnet suspended in a coil and therefore no excita-
tion is necessary. A twistedpair shielded cable is
used to connect the detector to the analog input/out- The primary function of the combustion monitor is
put module. to reduce the likelihood of extensive damage to the
gas turbine if the combustion system deteriorates.
The pickup signal from the analog I/O module is in- The monitor does this by examining the exhaust
putted to the computer software where it is temperature thermocouples and compressor dis-
compared with the alarm and trip levels pro- charge temperature thermocouples. From changes
grammed as Control Constants. See Figure 32. that may occur in the pattern of the thermocouple
When the vibration amplitude reaches the pro- readings, warning and protective signals are gener-
grammed trip set point, the channel will trigger a trip ated by the combustion monitor software to alarm
signal, the circuit will latch, and a HIGH VIBRA- and/or trip the gas turbine.
TION TRIP message will be displayed. Removal
This means of detecting abnormalities in the com-
of the latched trip condition can be accomplished
bustion system is effective only when there is in-
only by depressing the master reset button
complete mixing as the gases pass through the
(L86MR1) when vibration is not excessive.
turbine; an uneven turbine inlet pattern will cause an
uneven exhaust pattern. The uneven inlet pattern
<RST> could be caused by loss of fuel or flame in a combus-
L39TEST
tor, a rupture in a transition piece, or some other
39V
combustion malfunction.
FAULT
OR
L39VF
A
VF The usefulness and reliability of the combustion
AB
VA ALARM mocouples is in good working condition.
L39VA
ALARM B
A AND
TRIP SET
AND
TRIP Combustion Monitoring Software
VT L39VT
A>B LATCH
TRIP B
RESET
The controllers contain a series of programs written
AUTO OR MANUAL RESET
L86AMR
to perform the monitoring tasks (See Combustion
Monitoring Schematic Figure 33). The main moni-
id0057
tor program is written to analyze the thermocouple
Figure 32 Vibration Protection
readings and make appropriate decisions. Several
different algorithms have been developed for this
When the VIBRATION TRANSDUCER FAULT depending on the turbine model series and the type
message is displayed and machine operation is not of thermocouples used. The significant program
interrupted, either an open or shorted condition may constants used with each algorithm are specified in
be the cause. This message indicates that mainte- the Control Specification for each unit.
<RST>
COMBUSTION MONITOR ALGORITHM

CTDA
MAX TTKSPL1 MEDIAN

SELECT
MIN TTKSPL2 CALCULATE

ALLOWABLE MEDIAN TTXSPL
SPREAD SELECT
TTXC
MAX TTKSPL5
MIN TTKSPL7
CONSTANTS
A L60SP1
A>B
TTXD2 B
CALCULATE A L60SP2
ACTUAL A>B
SPREADS B
A L60SP3
A<B
B
A L60SP4
A<B
B
id0049
Figure 33 Combustion Monitoring Function Algorithm (Schematic)
The most advanced algorithm, which is standard for a. SPREAD #1 (S1): The difference between the
gas turbines with redundant sensors, makes use of highest and the lowest thermocouple reading
the temperature spread and adjacency tests to differ- b. SPREAD #2 (S2): The difference between the
entiate between actual combustion problems and highest and the 2nd lowest thermocouple
thermocouple failures. The behavior is summarized reading
by the Venn diagram (Figure 34) where:
c. SPREAD #3 (S3): The difference between the
highest and the 3rd lowest thermocouple
reading
VENN DIAGRAM ALSO TRIP IF:
S2 S1
uK
The allowable spread will be between the limits
TTKSPL7 and TTKSPL6, usually 30 F and 125 F.
S S 1
allow allow
TRIP IF S1 & S2
OR S2 & S3 COMMUNICATIONS
ARE ADJACENT FAILURE
The values of the combustion monitor program
TYPICAL K1 = 1.0
TRIP IF S1 & S2
K2 = 5.0
K3 = 0.8
constants are listed in the Control Specifications.
ARE ADJACENT
K3
MONITOR
ALARM
TC ALARM
S1
The various <C> processor outputs to the CRT cause
K1 K2 S
allow
alarm message displays as well as appropriate con-
id0050 trol action. The combustion monitor outputs are:
Figure 34 Exhaust Temperature Spread Limits
Exhaust Thermocouple Trouble Alarm
1. Sallow is the Allowable Spread, based on aver- (L30SPTA)
age exhaust temperature and compressor dis-
charge temperature. If any thermocouple value causes the largest spread
to exceed a constant (usually 5 times the allowable
2. S1, S2 and S3 are defined as follows: spread), a thermocouple alarm (L30SPTA) is pro-
GE Power Systems
duced. If this condition persists for four seconds, the If any of the trip conditions exist for 9 seconds, the
alarm message EXHAUST THERMOCOUPLE trip will latch and HIGH EXHAUST TEMPERA-
TROUBLE will be displayed and will remain on TURE SPREAD TRIP message will be displayed.
until acknowledged and reset. This usually indicates The turbine will be tripped through the master pro-
a failed thermocouple, i.e., open circuit. tective circuit. The alarm and trip signals will be dis-
played until they are acknowledged and reset.
Combustion Trouble Alarm (L30SPA)
Monitor Enable (L83SPM)
A combustion alarm can occur if a thermocouple
value causes the largest spread to exceed a constant
The protective function of the monitor is enabled
(usually the allowable spread). If this condition per-
when the turbine is above 14HS and a shutdown sig-
sists for three seconds, the alarm message COM-
nal has not been given. The purpose of the enable
BUSTION TROUBLE will be displayed and will
signal (L83SPM) is to prevent false action during
remain on until it is acknowledged and reset.
normal startup and shutdown transient conditions.
High Exhaust Temperature Spread Trip When the monitor is not enabled, no new protective
(L30SPT) actions are taken. The combustion monitor will also
be disabled during a high rate of change of FSR. This
A high exhaust temperature spread trip can occur if: prevents false alarms and trips during large fuel and
load transients.
1. COMBUSTION TROUBLE alarm exists, the
second largest spread exceeds a constant (usual- The two main sources of alarm and trip signals being
ly 0.8 times the allowable spread), and the low- generated by the combustion monitor are failed ther-
est and second lowest outputs are from adjacent mocouples and combustion system problems. Other
thermocouples causes include poor fuel distribution due to plugged
2. EXHAUST THERMOCOUPLE TROUBLE or worn fuel nozzles and combustor flameout due,
alarm exists, the second largest spread exceeds a for instance, to water injection.
constant (usually 0.8 times the allowable The tests for combustion alarm and trip action have
spread), and the second and third lowest outputs been designed to minimize false actions due to failed
are from adjacent thermocouples thermocouples. Should a controller fail, the thermo-
3. the third largest spread exceeds a constant (usu- couples from the failed controller will be ignored
ally the allowable spread) for a period of five (similar to temperature control) so as not to give a
minutes false trip.

GE CONTROL SYSTEM
DOCUMENTATION
GE Control System Documentation 5.0

PIPING & INSTRUMENTATION DRAWING (PI&D)
Piping & Instrumentation Drawing (P&ID) 5.1

DEVICE SUMMARY
Device Summary 5.2

SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
CONTROL SPECIFICATION
Control Specification 5.3

MARK I Sample
Control Specification - Mark I Sample 5.3.1

SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
MARK II Sample
Control Specification - Mark II Sample 5.3.2

SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
MARK IV Sample
Control Specification - Mark IV Sample 5.3.3

SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
SA
MP
LE
MARK V Sample
Control Specification - Mark V Sample 5.3.4

SA
M
PL
E
SA
M
PL
E
SA
M
PL
E
SA
M
PL
E
SA
M
PL
E
SA
M
PL
E
SA
M
PL
E
SA
M
PL
E
SA
M
PL
E
SA
M
PL
E
SA
M
PL
E
SA
M
PL
E
SA
M
PL
E
TURBINE ELEMENTARY
Turbine Elementary 5.4

Fuel Regulator
Turbine Elementary - Fuel Regulator 5.4.1

Speedtronic Mark I
Turbine Elementary - Speedtronic Mark I 5.4.2

Speedtronic Mark II
Turbine Elementary - Speedtronic Mark II 5.4.3

Speedtronic Mark IV
Turbine Elementary - Speedtronic Mark IV 5.4.3

TURBINE CONNECTION DIAGRAM
Turbine Connection Diagram 5.5

MOTOR CONTROL CENTER CONNECTION DIAGRAM
MCC Connection Diagram 5.6

GENERATOR CONTROL PANEL CONNECTION DIAGRAM
Generator Control Panel Connection Diagram 5.7

CONTROL SEQUENCE PROGRAM
Control Sequence Program 5.8

MKV Control Sequence Program S O F T W A R E Document created: 29-Nov-99
Segment: Title Page Units Reference

R E Q U I S I T I O N I N F O R M A T I O N

CUSTOMER : Multi-Customer

STATION NAME : Singapore

STATION LOCATION : Singapore

APPLICATION : GAS TURBINE

TURBINE MODEL : MS6001B - GEN DRIVE

TURBINE S/N : XXXXX

CUSTOMER UNIT NO. : Unit #1

REQUISITION NO. : Axxxxxxxx
E

SHOP ORDER NO. : xxxxxxx

DESIGN MEMO NO. : xxxxxxx

ENGINEER : Reqn. Engr.

PANEL TYPE : TMR

BBL REVSION
PL : 1.3


IDP VERSION
P R O C E S S O R
:
O P T I O N S

M
OPTIONS ACTIVE : No options active

SA
MARK V SPEEDTRONIC G E N E R A L E L E C T R I C Notes

CONTROL SYSTEM -------
C O M P A N Y A "-" before a rung reference indicates
BBL REV: 1.3 signal originates at that rung.

TYPE: T M R APPLICATION: G A S T U R B I N E Refer to the document reading aid on
sheet number 2 for further information.
S.O: D.M: TURBINE S/N: SITE:
xxxxxxx xxxxxxx XXXXX Multi-Customer CONT. ON SH 002 SH NO. 001
Segment: Help Page Units Reference

D O C U M E N T R E A D I N G A I D

1. Current Segment (CSP only)

2. Engineering Units Column

3. Reference Infomation Column

4. Rung Number

> <<< Rung Number 136 >>>

TMV - Time Delay
L4 Input L0Input
/

K4Y 0Final L4Y
B stat
A>B ( )
A 0
/
5. Rung >
dt + Curr1 T4Y
E
O
+ 0
-1 /
z

6. Rung Cross-reference

K4Y -- TIME DELAY sec = +1.0 sec
L4
L4Y
T4Y
SEQ_TRB1
SEQ_TRB2
SEQ_TRB1
SEQ_TRB1
SEQ_TRB1
SEQ_TRB1
SEQ_TRB1
PL
-- MASTER PROTECTIVE SIGNAL
-131
-- T.D. LOSS OF MASTER PROTECTIVE
82, L28FDT
182, L2DWZ2
148, L63QTX
139, L3CP_ALM
130, L4S
95, L3STCK1
-- T.D. LOSS OF MASTER PROTECTIVE
SEQ_TRB1

-136, L4Y
SEQ_TRB2
SEQ_TRB1
SEQ_TRB1
SEQ_TRB1
SEQ_TRB1
SEQ_TRB1
79, L28FDTX
174, L48DSX
143, L4ETR_FLT
-136, L4Y
103, L4_RLYT
44, L1X
Cross-reference Notes:
sec

LOGIC

LOGIC

----------------------
M
a. The "=" indicates K14Y is a control constant. Value is 1.0 sec

b. L4Y is written to by the current rung, so the complete "where used" list is shown.
This takes the form:

SEQ_TRB1 95, L3STCK1

This means that an L4Y "contact" is used in the L3STCK1 rung, which is located in
segment SEQ_TRB1, rung number 95. In the Signal Index Document, this list is always shown.

c. L4 is not written by the current rung, so only the origin is shown. This takes the form:

SEQ_TRB1 -131
SA

This means that the "coil" for the L4 "contact" used in this rung is located in segment
SEQ_TRB1, rung 131. The "-" before the 131 indicates that L4 is "written" (originates)
at that rung. The cross-reference for rung 131 contains the complete "where used" list for L4.

<<< Rung Number 137 >>>

L71QH_
L71QH ALM
( )

L71QH -- LUBE OIL TANK LEVEL HIGH LOGI Q_QD1_CI15

L71QH_ALM -- LUBE OIL LEVEL HIGH ALARM LOGI ALARM 109
SEQ_TRB1 -80, L71QH_ALM

7. Alarm and I/O information

Notes: ALARM 109 indicates that L71QH_ALM is the driver for alarm 109.
Q_QD1_CI15 indicates L71QH is a contact input (no. 15) in the <QD1> core.
(see IO.ASG file for abbreviations)




Segment: F:\UNIT1\SEQ_TRB1Units Reference

----------------------------------------------------------------
---- Segment name: seq_trb1
----------------------------------------------------------------
----
---- Created by RLD_MSE on: Mon Jul 19 09:49:22 1999
----
----------------------------------------------------------------

-
-
-
-
- SEQ_TRB1.SRC for MERCK PHARM
- PA USA
- WEST POINT, PA
- PPV581
- R05215
- A88G800333
- JOSEPH V. STROBA
-
- 07/19/99
-
-
-
E
-
-


TNXLATV1 - Speed convert
TNH
<
TNH1 0TNH_spd -1 TNH_RPM

ZERO

ZERO

ZERO

KTNH_GAIN
>

PL
x<
1TNL_spd -1
KTNL_GAIN
>

2TNI_spd -1
KTNI_GAIN
>
3PN_spd
KPN_GAIN
-1

>

TNL
<
TNL_RPM
x<

TNI
<
TNI_RPM
x<

PN_RPM
x<

M

KPN_GAIN -- Starting Device Speed Calibration r = p/% r

KTNH_GAIN -- HP shaft speed conversion constant % -> rpm r = p/% r

KTNI_GAIN -- IP shaft speed conversion constant % -> rpm r = p/% r

KTNL_GAIN -- LP shaft speed conversion constant % -> rpm r = p/% r

PN_RPM -- Turbine Starting Device Speed rpm
SEQ_TRB1 -3
SA

TNH -- HP Turbine Speed %
SEQ_TRB1 -3

TNH1 -- Q QTBA- 51 HP Speed probe #1 % QQ_MPU1

TNH_RPM -- HP Turbine Speed (RPM) rpm
SEQ_TRB1 -3

TNI -- IP Speed %
SEQ_TRB1 -3

TNI_RPM -- IP Speed RPM rpm
SEQ_TRB1 -3

TNL -- LP shaft speed %
SEQ_TRB1 -3

TNL_RPM -- LP Speed RPM rpm
SEQ_TRB1 -3






L14TV1 - SPEED LOGIC SENSING

TNH
>A True L14HR
TNK14HR1 AB <
>(B False
TNK14HR2 AC
>(C

TNK14HP1 A True
>(B AB L14HP
TNK14HP2 False<
>(C AC

TNK14HF1 A True
>(B AB L14HF
TNK14HF2 False<
>(C AC

TNK14HM1 A True
>(B AB L14HM
TNK14HM2 False<
>(C AC

TNK14HA1 A True
>(B AB L14HA
E
TNK14HA2 False<
>(C AC

TNK14HS1 A True
>(B AB L14HS
TNK14HS2 False<
>(C AC

TNK14HC1 A True
>(B AB L14HC
TNK14HC2 False<

ZERO
>(C

TNK14HT2

0Speed PL AC

A True

LK14PR1
LK14PR2
>(C

AC

TNK14HT1 A True
>B

>C

LK14P11 A True
>(B
LK14P12

AB L14HT
False<
AC

L14PR
AB <
>(B False

AB L14P1
False<

>(C AC
M

LK14P21 A True
>B AB L14P2
LK14P22 False<
>C AC

ZERO 1Speed
A True L14LR
TNK14LR1 AB <
>(B False
TNK14LR2 AC
>(C

SA
TNK14LA1 A True
>(B AB L14LA
TNK14LA2 False<
>(C AC

TNK14LS1 A True
>(B AB L14LS
TNK14LS2 False<
>(C AC

TNK14LX1 A True
>(B AB L14LX
TNK14LX2 False<
>(C AC

TNK14LY1 A True
>B AB L14LY
TNK14LY2 False<
>C AC





L14HA -- HP Speed - Accelerating speed LOGIC
SEQ_TRB1 -4

L14HC -- Auxiliary Cranking Speed Relay LOGIC
SEQ_TRB1 -4

L14HF -- HP Speed - At field flashing speed LOGIC
SEQ_TRB1 -4

L14HM -- HP Speed - Minimum Firing Spd LOGIC
SEQ_TRB1 -4

L14HP -- HP Speed - Spare speed signal LOGIC
SEQ_TRB1 -4

L14HR -- HP Speed - Zero Speed LOGIC
SEQ_TRB1 -4

L14HS -- HP Speed - Min operating speed LOGIC
SEQ_TRB1 -4

L14HT -- Cooldown Slow Roll Start Speed Relay LOGIC
SEQ_TRB1 -4

L14LA -- LP Shaft at Acceleration Speed LOGIC
SEQ_TRB1 -4

L14LR -- LP Speed - Zero speed LOGIC
SEQ_TRB1 -4
E

L14LS -- LP Speed - Min operating speed LOGIC
SEQ_TRB1 -4

L14LX -- LP Speed - spare LOGIC
SEQ_TRB1 -4

L14LY -- LP Speed - spare LOGIC
SEQ_TRB1 -4

L14P1 -- Starting Device above Min Speed LOGIC

L14P2

L14PR

LK14P11

LK14P12

LK14P21

LK14P22

LK14PR1
SEQ_TRB1 -4
PL
-- Starting Device above Cranking Speed
SEQ_TRB1 -4
-- Starting Device Zero Speed
SEQ_TRB1 -4
-- Diesel Speed Level Detect : 14P1 Pick-up Setpnt
-- Diesel Speed Level Detect : 14P1 D.O. Setpnt
-- Diesel Speed Level Detect : 14P2 Pick-up Setpnt
-- Diesel Speed Level Detect : 14P2 D.O. Setpnt
-- Diesel Speed Level Detect : 14PR Pick-up Setpnt

LOGIC

LOGIC

% = 1.7 %

% = 18 %

% = 9.0 %

% = 8.0 %

% = 00 %

M
LK14PR2 -- Diesel Speed Level Detect : 14PR D.O. Setpnt % = 01 %

SEQ_TRB1 -3

TNK14HA1 -- HP Spd Level Detect: 14HA Pick Up Setpoint % = 5.0 %

TNK14HA2 -- HP Spd Level Detect: 14HA Drop Out Setpoint % = 4.0 %

TNK14HC1 -- HP Spd Level Detect: 14HC Pick Up Setpoint % = 6.0 %

TNK14HC2 -- HP Spd Level Detect: 14HC Drop Out Setpoint % = 5.0 %

SA
TNK14HF1 -- HP Spd Level Detect: 14HF Pick Up Setpoint % = 9.0 %

TNK14HF2 -- HP Spd Level Detect: 14HF Drop Out Setpoint % = 9.0 %

TNK14HM1 -- HP Spd Level Detect: 14HM Pick Up Setpoint % = 1.0 %

TNK14HM2 -- HP Spd Level Detect: 14HM Drop Out Setpoint % = 1.0 %

TNK14HP1 -- HP Spd Level Detect: 14HP Pick Up Setpoint % = 1.0 %

TNK14HP2 -- HP Spd Level Detect: 14HP Drop Out Setpoint % = 1.0 %

TNK14HR1 -- HP Spd Level Detect: 14HR Pick Up Setpoint % = 006 %

TNK14HR2 -- HP Spd Level Detect: 14HR Drop Out Setpoint % = 031 %

TNK14HS1 -- HP Spd Level Detect: 14HS Pick Up Setpoint % = 9.0 %

TNK14HS2 -- HP Spd Level Detect: 14HS Drop Out Setpoint % = 9.0 %

TNK14HT1 -- HP Spd Level Detect : 14HT Pick Up Setpoint % = 84 %

TNK14HT2 -- HP Spd Level Detect : 14HT Drop Out Setpoint % = 32 %

TNK14LA1 -- LP Spd Level Detect: 14LA Pick Up Setpoint % = 5.0 %

TNK14LA2 -- LP Spd Level Detect: 14LA Drop Out Setpoint % = 4.0 %





TNK14LR1 -- LP Spd Level Detect: 14LR Pick Up Setpoint % = 84 %

TNK14LR2 -- LP Spd Level Detect: 14LR Drop Out Setpoint % = 32 %

TNK14LS1 -- LP Spd Level Detect: 14LS Pick Up Setpoint % = 9.0 %

TNK14LS2 -- LP Spd Level Detect: 14LS Drop Out Setpoint % = 9.0 %

TNK14LX1 -- LP Spd Level Detect: 14LX Pick Up Setpoint % = 6.0 %

TNK14LX2 -- LP Spd Level Detect: 14LX Drop Out Setpoint % = 5.0 %

TNK14LY1 -- LP Spd Level Detect: 14LY Pick Up Setpoint % = 84 %

TNK14LY2 -- LP Spd Level Detect: 14LY Drop Out Setpoint % = 32 %

E

PL

M

SA






EOS_GAS - GAS EMERGENCY OVERSPEED AND PROTECTION

HPOS pickups TNH_OS
<
Convert mag
pickup pulses
LPOS pickups to speed (%) TNL_OS
<

IO Config
Decode
Jumpers and
Compare

tnh_tp_sp
emergency
overspeed trip tnl_tp_sp
setpoints

IO Config
Decode A l3lp
Jumpers and 0 A>B
Compare B LP Shaft
E
enable

1%

TNH_OS ++
OA l12h_tp1
tnh_tp_sp + A>B
OB
4% +

L83HOST_P

0.2%

>(

PL
A
1.0%

rateA

A
tnh_mn (IO Config)

112h_tp2
-200%/s A<BAND
B

l14h_mn
A>B

L14H_ZE
+ A<B<
OB

B
M

1%

TNL_OS ++
OA l12l_tp1
tnl_tp_sp + A>B
OB
4% +

L83LOST_P
>(
A L14L_ZE
SA
1.0% + A<B<
OB
0.2% +

rateA l12l_tp2
-200%/s A<BAND
B

l12h_tp1 L12H_P
SET <
AND
LATCH
L86MR_TCEA
> RESET

l12h_tp2 L12H_ACC
( SET <
AND
LATCH

RESET

l12l_tp1 L12L_P
( SET <
AND
LATCH

RESET

l12l_tp2 L12L_ACC
( SET <
AND
LATCH

RESET

L69LP_LR L12L_LR
>o ( SET <
l14h_mn AND
LATCH
L14L_ZE AND
RESET
l3lp

L12H_P

L12H_ACC

L14H_ZE

L97HP0T_BYP AND
>o
L12L_P
l12tp
L12L_ACC OR OR

l3lp AND

L4_XTP
>
L12L_LR

K4_1* K4_3*
o
L4_FB
K4_2* K4_4* <

4ETR1* L4ETR1
<
4ETR2* L4ETR2
<

4PTR1* L4PTR1_FB
<
4PTR2* L4PTR2_FB
<
4PTR3* L4PTR3_FB
<
4PTR4* L4PTR4_FB
<
E
*Relay contact on TCTG card

Emergency trip PB circuit L5E_TCEA
<

L30ALM Audible Alarm
>2 Hz Pulses

MARK V SPEEDTRONIC
CONTROL SYSTEM
T M R
D.M:
xxxxxxx

BBL REV: 1.3

PL
G E N E R A L
APPLICATION:
TURBINE S/N:
xxxxxxx XXXXX
E L E C T R I C
C O M P A N Y
G A S T U R B I N E
SITE:
Multi-Customer

Notes

-------
signal originates at that rung.
TYPE: Refer to the document reading aid on

A "-" before a rung reference indicates

S.O:
CONT. ON SH 008 SH NO. 007
M
SA


L12H_ACC -- TCEA HP Excessive acceleration trip LOGIC TCEA -> CDB
SEQ_TRB1 -5

L12H_P -- TCEA HP Overspeed trip LOGIC TCEA -> CDB
SEQ_TRB1 -5

L12L_ACC -- TCEA LP Excessive acceleration trip LOGIC TCEA -> CDB
SEQ_TRB1 -5

L12L_LR -- LP shaft locked at breakaway - check HP speed LOGIC
SEQ_TRB1 -5

L12L_P -- TCEA HP Overspeed trip LOGIC TCEA -> CDB
SEQ_TRB1 -5

L14H_ZE -- TCEA HP Zero speed LOGIC TCEA -> CDB
SEQ_TRB1 -5

L14L_ZE -- TCEA LP Zero speed LOGIC TCEA -> CDB
SEQ_TRB1 -5

L30ALM -- TCEA Audible alarm driver signal LOGIC CDB --> TCEA

L4ETR1 -- TCEA State of Trip Relay 1 LOGIC TCEA -> CDB
SEQ_TRB1 -5

L4ETR2 -- TCEA State of Trip Relay 2 LOGIC TCEA -> CDB
SEQ_TRB1 -5

E
L4PTR1_FB -- TCEA PTR Trip relay 1 status LOGIC TCEA -> CDB
SEQ_TRB1 -5

L4PTR2_FB -- TCEA PTR Trip relay 2 status LOGIC TCEA -> CDB
SEQ_TRB1 -5

L4PTR3_FB -- TCEA State of Bypass Relay 1 LOGIC TCEA -> CDB
SEQ_TRB1 -5

L4PTR4_FB -- TCEA State of Bypass Relay 2 LOGIC TCEA -> CDB
SEQ_TRB1 -5

L4_FB

L4_XTP

L5E_TCEA

L69LP_LR

L83HOST_P

L83LOST_P

SEQ_TRB1
-- TCEA Cross trip
SEQ_TRB1
SEQ_TRB1
-5
-118
-5
PL
-- TCEA 4 Relay circuit status (Ext trips)
-- TCEA 5E/PB Circuit Status
-- Rotor locked-inhibit LP breakaway check

-- TCEA Overspeed Test, Offline
SEQ_TRB1 -6
-- TCEA Overspeed Test, Offline

LOGIC TCEA -> CDB

LOGIC CDB --> TCEA

LOGIC TCEA -> CDB

LOGIC CDB --> TCEA

LOGIC CDB --> TCEA

LOGIC CDB --> TCEA

L86MR_TCEA -- TCEA Master Reset LOGIC CDB --> TCEA
M
SEQ_TRB1 -12

L97HP0T_BYP -- Bypass zero HP speed trip LOGIC
SEQ_TRB1 -92

TNH_OS -- High press shaft overspeed % TEA -> CDB
SEQ_TRB1 -5

TNL_OS -- Low pressure shaft overspeed mag pickup % TEA -> CDB
SEQ_TRB1 -5

SA






L12HV2 - HP OVERSPEED

TNH_OS +
>OA L12HFD_C
TNKHDIF - A>B <
>((B
- L
(O(A A L12HFD_P
TNH + A>B T<
> B C
TNKHF H
>/(A L12HF
A>B <
L83HF_INH B
>
A L12H
TNKHOS A>B <
>/B
TNKHOST
> RESET
L86MR1_CPB
>

L83HEOST_CMD L83HEOST_CMD
>/ (<

L83HOST
E
OR<

L83HMOST_CMD L83HMOST_CMD
>/ <
L4 L83HOST_P
> <

/
"1" L83HF_INH
/ <
L28FDX

LFALSE

L12H

>
L12H_P
L12H_ACC
0OS_BOLT
PL >
L12H_P_ALM
><
L12H_ACC_ALM
><
L12HBLT_ALM
<

-- ALMTXT:'ELECTRICAL OVERSPEED TRIP - HP'

SEQ_TRB1
SEQ_TRB1
-6
L12HBLT_ALM -- ALMTXT:'OVERSPEED BOLT TRIP - HP'
-6

LOGIC ALARM 038

LOGIC ALARM 044

L12HF -- ALMTXT:'CONTROL SPEED SIGNAL LOSS - HP' LOGIC ALARM 214
M
SEQ_TRB1 -6

L12HFD_C -- ALMTXT:'CONTROL SPEED SIGNAL TROUBLE - HP' LOGIC ALARM 039
SEQ_TRB1 -6

L12HFD_P -- ALMTXT:'PROTECTIVE SPEED SIGNAL TROUBLE - HP' LOGIC ALARM 041
SEQ_TRB1 -6

L12H_ACC -- TCEA HP Excessive acceleration trip LOGIC TCEA -> CDB
SEQ_TRB1 -5

L12H_ACC_ALM -- ALMTXT:'PROTECTIVE MODULE ACCELERATION TRIP- HP' LOGIC ALARM 042
SEQ_TRB1 -6
SA

L12H_P -- TCEA HP Overspeed trip LOGIC TCEA -> CDB
SEQ_TRB1 -5

L12H_P_ALM -- ALMTXT:'PROTECTIVE MODULE OVERSPEED TRIP - HP' LOGIC ALARM 040
SEQ_TRB1 -6

L28FDX -- Flame Detection Control LOGIC
SEQ_TRB1 -174

L4 -- Master protective signal LOGIC
SEQ_TRB1 -117

L83HEOST_CMD -- HP electrical overspeed test selection command LOGIC
SEQ_TRB1 -6

L83HF_INH -- HP Speed Signal Fault Enable or Inhibit LOGIC
SEQ_TRB1 -6

L83HMOST_CMD -- HP mechanical overspeed test selection command LOGIC
SEQ_TRB1 -6

L83HOST -- ALMTXT:'OVERSPEED TEST MODE SELECTED - HP' LOGIC ALARM 043
SEQ_TRB1 -6





L83HOST_P -- TCEA Overspeed Test, Offline LOGIC CDB --> TCEA
SEQ_TRB1 -6

L86MR1_CPB -- COMMAND PB Master reset LOGIC
SEQ_TRB1 -12

SEQ_TRB1 -3

TNH_OS -- High press shaft overspeed % TEA -> CDB
SEQ_TRB1 -5

TNKHDIF -- Control Speed Signal Trouble Setpoint % = 65 %

TNKHF -- Speed Signal Fault % = 5%

TNKHOS -- Overspeed Trip Setting for HP Turbine % = 10.0 %

TNKHOST -- HP OST Test Speed Setpoint Adjust % = 13.5 %


L3CO
MM_IO L14HSX L94X L3SFLT
///( )

L3SFL
T_ALM
( )
E

L14HSX -- Auxiliary Signal to L14HS LOGIC
SEQ_AUX -73.2

L3COMM_IO -- Common I/O Status (1=OK, 0=Lost Communications) LOGIC OP_SYS_LOGIC

L3SFLT -- Control System Fault Trip LOGIC
SEQ_TRB1 -7

L3SFLT_ALM

L94X

L3VO
TE_R
L3VO
TE_S
SEQ_TRB1
L3VO
TE_T
-7
-- Turbine Shutdown
OP_SYSTEM_LOGICS
SEQ_TRB1 -71.3
PL
-- ALMTXT:'START-UP SHUTDOWN <C> COMM FAILURE-TRIP'
L3VO
TE_Q
( )

LOGIC ALARM 243

LOGIC

M

L3VOTE_Q -- LCC <R,S,T> Composite Voting Status OK LOGIC
SEQ_TRB1 -9

L3VOTE_R -- LCC <R> Voting OK LOGIC OP_SYS_LOGIC

L3VOTE_S -- LCC <S> Voting OK LOGIC OP_SYS_LOGIC

L3VOTE_T -- LCC <T> Voting OK LOGIC OP_SYS_LOGIC


SA
L3LI L3CO L3COM_

NK_C MM_IO B
( )

L3COMM_IO -- Common I/O Status (1=OK, 0=Lost Communications) LOGIC OP_SYS_LOGIC

L3COM_B -- Communications with OK LOGIC
SEQ_TRB1 -10

L3LINK_C -- LCC <C> Link OK LOGIC OP_SYS_LOGIC


L3COM_ L3COM_
B B_ALM
/( )

L3COM_B -- Communications with OK LOGIC
SEQ_TRB1 -10

L3COM_B_ALM -- ALMTXT:'COMMON IO COMMUNICATION LOSS' LOGIC ALARM 062
SEQ_TRB1 -11






L86MR L86MR
1_CPB 1_CPB
( )

L86MR_
TCQA
( )

L86MR_
DCC
( )

L86MR_
TCEA
( )

L86MR_
TCQB
( )

L86MR1_CPB -- COMMAND PB Master reset LOGIC
SEQ_TRB1 -12

L86MR_DCC -- DCC Master Reset LOGIC CDB --> DCC
SEQ_TRB1 -12
E

L86MR_TCEA -- TCEA Master Reset LOGIC CDB --> TCEA
SEQ_TRB1 -12

L86MR_TCQA -- TCQA Master Reset LOGIC CDB --> TCQA
SEQ_TRB1 -12

L86MR_TCQB -- TCQB Master Reset LOGIC CDB --> TCQB
SEQ_TRB1 -12


L43O_C
L28FDX

L3ADJ

L43O_C

L28FDX
PL
-- Flame Detection Control
SEQ_TRB1 -174
-- Auto calibrate permissive
SEQ_TRB1 -13
-- Off, Crank, or Cooldown Mode Selected
SEQ_TRB1 -22.6
L3ADJ
/( )

LOGIC

LOGIC

LOGIC

M
COPY
L3ADJ Enable Copy Analog LZZ
/( )

ZERO 1input output0 JADJ

JADJ -- Calibration selection command pass code CNT15
SA
SEQ_TRB1 -14

L3ADJ -- Auto calibrate permissive LOGIC
SEQ_TRB1 -13


COPY
L3ADJ Enable Copy Analog LZZ
/( )

ZERO 1input output0 GSADJ_CMD

GSADJ_CMD -- Auto Calib Analog Forcing Command %
SEQ_TRB1 -15

L3ADJ -- Auto calibrate permissive LOGIC
SEQ_TRB1 -13



CSP CROSS REFERENCE
CSP Cross Reference 5.9

g GE Power Systems
SIGNAL LIST CROSS REFERENCE
AFKAP_SITE -- Site Average Ambient Pressure in Hg <0 in>

SEQ_TRB2 73
AFKPEFTD -- Exhaust Pressure Fault Time Delay sec <5.0 sec>

SEQ_TRB3 72
AFKPEMN -- Exhaust Pressure Minimum Value inH2O <-10 inH2O>

SEQ_TRB3 72
AFKPEMX -- Exhaust Pressure Maximum Value inH2O <35 inH2O>

SEQ_TRB3 72
AFKQG -- Compressor Inlet Flow Constant CNT09 <1.0 CNT09>

SEQ_AUX 118
AFKQPC -- INHG to INH20 CNT05 <8.0 CNT05>

SEQ_AUX 118
AFPAP -- Q -TBQB-037 Barometric press transmitter

SEQ_TRB2 73 SEQ_TRB3 16 SEQ_NOX 5
E
SEQ_AUX
L 16
in Hg
SEQ_AUX 118
AFPAPX -- Selected Ambient Press (Const or Meas.) in Hg

SEQ_TRB2 -73 SEQ_TRB2 74
AFPAP_P -- Inlet Bleed Heat Ambient Pressure (psia) psi

SEQ_TRB3 -16 SEQ_TRB3 17
P SEQ_TRB3 18
AFPBD -- C -CTBA-040 Cprsr bellmouth differential press transmitter [96BD-1] inH2O

SEQ_AUX 118
AFPCS -- C
SEQ_TRB2 74 SEQ_AUX 118
M
-CTBA-046 Inlet air total press transmitter [96CS-1] inH2O
AFPEP -- C -CTBA-049 Exhaust press transmitter [96EP-1] inH2O

A
SEQ_TRB3 72
AFQ -- Compressor Inlet Air Flow lbs/s

SEQ_AUX -118
AFQD
S
-- Compressor Inlet Dry Air Flow lbs/s
SEQ_AUX -118
csp_xref.doc 1
8/13/01
ALARM LIST
Alarm List 5.10

g GE Power Systems
ALARM LIST
DROP# | SIGNAL NAME | ALARM TEXT
------|--------------|----------------------------------------
0 | L30DIAG_C | DIAGNOSTIC ALARM <C><Q>
1 | L30FORCED | FORCED LOGIC SIGNAL DETECTED
2 | LWLX4MIN | INJECTION TO FUEL RATIO LOW: 4 MIN AVG
3 | LWLXHR | INJECTION TO FUEL RATIO LOW: HOURLY AVG
4 | L30TXA_C | EXHAUST TEMPERATURE HIGH <C>
5 | L86TXT_C | EXHAUST OVERTEMPERATURE TRIP <C>
32 | L64D | BATTERY 125 V DC GROUND
33 | L27DZ_ALM | BATTERY DC UNDERVOLTAGE
34 | L43DIAG_ALM | OFFLINE DIAGNOSTICS RUNNING
LE
35 | L43MAINT | MAINTENANCE - FORCING MODE ENABLED
36 | L5E_ALM | MANUAL TRIP - LOCAL
37 | L86MP | MASTER PROTECTIVE STARTUP LOCKOUT
38 | L12H | ELECTRICAL OVERSPEED TRIP - HP
39 | L12HFD_C | CONTROL SPEED SIGNAL TROUBLE - HP
40 | L12H_P_ALM | PROTECTIVE MODULE OVERSPEED TRIP - HP
41 | L12HFD_P | PROTECTIVE SPEED SIGNAL TROUBLE - HP
42 | L12H_ACC_ALM | PROTECTIVE MODULE ACCELERATION TRIP- HP
43 | L83HOST | OVERSPEED TEST MODE SELECTED - HP
44 | L12HBLT_ALM | OVERSPEED BOLT TRIP - HP
45 | L12L | ELECTRICAL OVERSPEED TRIP - LP
MP
46 | L12LFD_C | CONTROL SPEED SIGNAL TROUBLE - LP
47 | L12L_P_ALM | PROTECTIVE MODULE OVERSPEED TRIP - LP
48 | L12LFD_P | PROTECTIVE SPEED SIGNAL TROUBLE - LP
49 | L12L_ACC_ALM | PROTECTIVE MODULE ACCELERATION TRIP- LP
50 | L83LOST | OVERSPEED TEST MODE SELECTED - LP
51 | L12LF | CONTROL SPEED SIGNAL LOSS - LP
52 | L12LBLT_ALM | OVERSPEED BOLT TRIP - LP
53 | L3A | TURBINE UNDERSPEED
54 | L4CT_ALM | CUSTOMER TRIP
55 | L3CP_ALM | CUSTOMER START INHIBIT
56 | L48 | TURBINE INCOMPLETE SEQUENCE
57 | L62TT2_ALM | FAILURE TO START
58 | L30FD_ALM | FAILURE TO IGNITE
59 | L28FD_ALM | FLAME DETECTOR TROUBLE
SA
60 | L28FDT | LOSS OF FLAME TRIP

61 | L28FD_SD | CHAMBER FLAMED OUT DURING SHUTDOWN
62 | L3COM_B_ALM | COMMON IO COMMUNICATION LOSS
63 | L2SFT | STARTUP FUEL FLOW EXCESSIVE TRIP
64 | L60FSRG | FSR GAG NOT AT MAX LIMIT
65 | L3DWRF | LOSS OF EXTERNAL SETPOINT LOAD SIGNAL
66 | L3TFLT | LOSS OF COMPRESSOR DISCHARGE PRESS BIAS
67 | L30TFX | TURBINE AIR INLET TROUBLE
68 | L63TF1H_ALM | TURBINE AIR INLET DIFF PRESSURE ALARM
69 | L63TFH_ALM | TURBINE AIR INLET DIFF PRESS SHUTDOWN
70 | L63TFH_SENSR | TURBINE AIR INLET DIFF PRESS SW TROUBLE
71 | L52QA_ALM | AUX LUBE OIL PUMP MOTOR RUNNING
72 | L72QEZ_ALM | EMERGENCY LUBE OIL PUMP MOTOR RUNNING
73 | L63QQ1H_ALM | MAIN LUBE OIL FILTER DIFF PRESSURE HIGH
74 | L63QTX | LOW LUBE OIL PRESSURE TRIP
75 | L63QAL_ALM | LUBE OIL PRESSURE LOW
76 | L63QT_SENSR | LUBE OIL PRESSURE SWITCH TROUBLE
77 | L71QH_ALM | LUBE OIL LEVEL HIGH
78 | L71QL_ALM | LUBE OIL LEVEL LOW
79 | L26QN_ALM | LUBE OIL TANK TEMPERATURE LOW
80 | L26QA_ALM | LUBE OIL HEADER TEMPERATURE HIGH
alarm_list.doc 1
8/13/01
I/O REPORTS
I/O Reports 5.11

IO Report for
DM No. : R05215
MERCK PHARM
WEST POINT, PA
Station : PA USA
Requisition No. : A88G800333
Shop Order No.
Creator
:
:
PPV581
E
JOSEPH V. STROBA
Technician : MIKE E. LAWSON
Drawing No.
Revision No.
:
:
342A4576IO
00
L
GE Industrial Control Systems
Salem, VA
M P
S A
&a0R
&a0C
USING THE I/O REPORT
Introduction
The I/O (Input/Output) report represents the job specific assignment of I/O terminations in
the SpeedtronicTM Mark V control panel. This report also contains I/O related information including signal
name, scale type, cabling information, and device nomenclature.
termination points.
Note: I/O reports are arranged in alphanumeric order according to (1) core name, (2) card name, and (3) terminal
point numbers.
DM & Steam Turbine Numbers
Located in the bottom left-hand corner of each page of an I/O Report is a unique identification code that
represents both the individual job (site) and turbine frame size. This value is termed the "DM" (Design Memo)
number for Gas Turbine applications and simply "Steam Turbine number" for Steam Turbine applications.
E
Drawing Numbers
L
Located on the bottom right-hand side of each I/O report page is another unique identification code that
represents the document's "drawing number." Typically, this value will be represented as follows:
123A4567IO
M P
S A
Page 2
&a0R
&a0C
I/O REPORT INDEXES
The I/O Report catalogs signal transmissions into thirteen individual classifications. Some of these
alphanumeric and textual listings are too varied (Cable Number) or self-evident (Nomenclature) to
summarize. However, in a effort to promote understanding of this document, the following records are
offered:
Note: These References Are Subject To Change.
TERMINAL BOARDS
Core Terminal Board Card Location Typical Device
C CTBA 6 ANALOG I/O (4/20ma input/output)

C TBCA 9 RTD INPUTS
C TBCB (OPTIONAL) 7 ANALOG INPUTS (0/1ma,4/20ma,RTD)
C TBQA (OPTIONAL) 8 THERMOCOUPLE INPUTS
CD DTBA 6 DIGITAL INPUT (Contacts 1 through 46)

CD DTBB 7 DIGITAL INPUT (Contacts 47 through 96)
CD DTBC 8 DIGITAL OUTPUT (Solenoids/Relays 1 through 18; Relays 19 through 30)
CD DTBD 9 DIGITAL OUTPUT (Solenoids/Relays 31 through 48; Relays 49 through 60)
P PTBA 6
E
PROTECTION I/O (Flame Detectors,Overspeed,Synchronizing,
Trip Solenoid Drivers)
PD PDTB 1 PANEL POWER INPUTS
QD1
QD1
DTBA
DTBB
6
7
DIGITAL
DIGITAL
INPUT
INPUT
L
(Contacts 1 through 46)
(Contacts 47 through 96)
QD1 DTBC 8 DIGITAL OUTPUT (Solenoids/Relays 1 through 18; Relays 19 through 30)
QD1 DTBD 9 DIGITAL OUTPUT (Solenoids/Relays 31 through 48; Relays 49 through 60)
(OPTIONAL CORE) QD2 DTBA

P 6 DIGITAL INPUT (Contacts 1 through 46)
(OPTIONAL CORE) QD2 DTBB 7 DIGITAL INPUT (Contacts 47 through 96)
(OPTIONAL CORE) QD2 DTBC 8 DIGITAL OUTPUT (Solenoids/Relays 1 through 18; Relays 19 through 30)
(OPTIONAL CORE) QD2 DTBD 9 DIGITAL OUTPUT (Solenoids/Relays 31 through 48; Relays 49 through 60)
R
R
TBQA
TBQB
M 8
7
THERMOCOUPLE INPUTS
ANALOG INPUTS (PCD,VDC,Vibration)
R TBQC 9 ANALOG I/O (LVDT/R Monitoring,4/20ma-IN,4-20/200ma-OUT)
S TBQD (OPTIONAL) 7 PROXIMITOR INPUTS
S A R,S,T QTBA 6 ANALOG IN/OUT (LVDT Excitation)
Page 3
SIGNAL ABBREVIATION
(Alphanumeric Signal Abbreviations should be read in the following manner:
MAO01P = Milliamp Output, (Position 01, Positive)
Note: Signal abbreviations and terminal configurations below are offered as an should be considered representative only.
SIGNAL DESCRIPTION SIGNAL DESCRIPTION

-------- ---------------------------------------------- -------- ---------------------------------------------
BUSPT1 Running Line Voltage Input #1 MPU1H Magnetic Pickup (1) High
BUSPT2 Running Line Voltage Input #2 MPU1L Magnetic Pickup (1) Low
BUSPT3 Running Line Voltage Input #2 OSHPIH Overspeed High Pressure Shaft High
OSHPIL Overspeed High Pressure Shaft Low
CI01 Contact Input (01 on Core)
BUS_A On Bus A P15A Positive 15 Amp.
ICOMA Common
CO01SOL Contact Output (01) Solenoid N15A Negative 15 Amp.
CO01NO Contact Output (01) Normally Open
CO01C Contact Output (01) Common POS01H Position Feedback (01) High (from LVDT)
CO01NC Contact Output (01) Normally Closed POS01L Position Feedback (01) Low (from LVDT)
CPDSPP Comp. Dischg. Press. Pos. Excitation,<S> RTD01A Resistance Temperature Detector (01)
CPDSPN Comp. Dischg. Press. Neg. Excitation,<S> RTD01B Resistance Temperature Detector (01)
CPDSP Comp. Dischg. Press. Pos. In,<S> RTD01C Resistance Temperature Detector (01)
CPDSN Comp. Dischg. Press. Neg. In,<S>
SHVLTA Shaft Voltage Positive
*AC/DC Panel Power* SHVLTB Shaft Voltage Negative
DCHI Direct Current High SHCURA

E
Shaft Current Positive
DCLO Direct Current Low SHCURB Shaft Current Negative
AC1H
AC1N
AC2H
Alternating Current
Alternating Current
Alternating Current
(1)
(1)
(1)
High
Negative
High
SPARE
L
Spare Terminal (Non-Active Software Input)
AC2N Alternating Current (1) Negative SVO01 Servo Valve Output (01)
SVOX1 Servo Valve Output (X1)
FL1H
FL1L
Flame Detect (1) High
Flame Detect (1) Low
P SVOR1 Servo Valve Output (R1)
TC01P Thermocouple (01) Positive

GENPT1 Generator Line Voltage Input #1 TC01N Thermocouple (01) Negative
GENPT2 Generator Line Voltage Input #2
GENPT3
LVD01E
Generator Line Voltage Input #3
Linr. Variable Diff. Transd. (01) Excitation

M TIC_l
TRP1
Time Tic (Low)
Trip Circuit Logic Input in 

LVD01L Linr. Variable Diff. Transd. (01) Low TRP2 Trip Circuit Logic Input in 
MAI01P
MAI01N
A
Milliamp Input (01) Positive
Milliamp Input (01) Negative
TTL1H
TTL1L
Transistor
Transistor
Transistor
Transistor
Logic
Logic
Input
Input
(1)
(1)
High
Low
MAI01E Milliamp Input (01) Excitation TTL1P Transistor Transistor Logic Input (1) Positive
TTL1N Transistor Transistor Logic Input (1) Negative
MAO01P
MAO01N
S
Milliamp Output (01) Positive
Milliamp Output (01) Negative VDC1RP DC Voltage Input (1) Reference Positive
VDC1RN DC Voltage Input (1) Reference Negative
VIB01H Vibration (01) High VDC1RH DC Voltage Input (1) High
VIB01L Vibration (01) Low VDC1RL DC Voltage Input (1) Low
Page 4
HEADER INDEX
The I/O Report immediately below is offered in order to provide a synopsis of an actual document's content.
HEADER DESCRIPTION
----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Cable Also known as "J-Number". This value reveals which cable is carrying the I/O transmission. The cable may have either Pyle National plug connectors or
Num hard wire to the panel. The cables are listed in the GEPG Cable Block Diagram if used.
Eg: J17
Pnt Conductor number of cable. Reveals which wire within the cable is carrying the described I/O transmission.
Eg: 14 (conductor number 14)
Wire Numbers assigned and maintained by GEPG to relate devices to wires.

Num Eg: 772
Interpos'g Interposing Terminal Board location. This is a reference of the Terminal Board most immediate to, yet still outside of the Mark V control panel.
Term.Board Eg: TBQ 11
Core Core Processor designation: < R > - One of three Redundant Controllers (TMR) or
Name Single controller (Simplex)
< S > - One of three Redundant Controllers (TMR only)
E
< T > - One of three Redundant Controllers (TMR only)
< C > - Common Core
 - Protection Core,
L
<QD1> - Digital I/O for Redundant Controllers or Single controller < R >< S >< T >(<Q>) Cores
<QD2> - OPTIONAL Digital I/O for < R >< S >< T >(<Q>) Cores
<PD> - Power Distribution Core
P
<CD> - Digital I/O for Common Core <C>
<PLU> - Power Load Unbalance Core (Large Steam Turbine only)
Term. Printed wire board equipped with Phoenix connectors. (See I/O Report Indexes for description of board). Termination screws are mounted on this hardware
device.
Board Eg: DTBB
M
Screw Wire termination point on Terminal board. Terminations can handle one (1) #12 AWG or two (2) #14 AWG wires per point for control I/O, 300 volt, 10 amp,
Num designed to UL, CSA and VDE. Features: captive screws, dead front for safety, 85% copper alloy with nickel plating.
A
These points are typically called "green screws" as the wires are connected and held via a series of screws mounted in a green pre-drilled polymer bracket.
I/O wire is to have 600V insulation rating.
Eg: 039
I/O
S
Input/Output abbreviation (See Signal Abbreviation list on page 4). This alphanumeric value designates the type of I/O being sent or received.
Abbrev. Example MAI01P = Milliamp Input #1 (Positive).
Eg: CI61
Page 5
&a0R
&a0C
HEADER INDEX (cont.)
HEADER DESCRIPTION
----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Device name The Device name describes the device that is interfaced with the Mark V control panel. This nomenclature is based on American National
Institute ANSI (C37.2) and IEEE Industry Standards. Primary device nomenclature consists in general, of a 1 or 2 digit number,
plus (1 or) 2 letters. If two or more devices have similar functions and thus have the same basic name, all must have a dash number. Eg: 26FD-1
Position and limit switches may have additional notations consisting of two letters, plus a number if required. The first letter indicates contact
condition (open or closed). The second letter is used to indicate end position (where contact condition is or becomes as indicated by first letter).
See GEPG Device Summary for complete description of letters and devices.
Eg: 33FL-1/ac
Contact If the device listed is a contact, this record will provide its de-energized condition or "contact sense."
Sense Eg: NO = Normally Open,
NC = Normally Closed
C = Form C: Used in conjunction with NO and NC relay outputs.
Signal Software Signal name according to Mark V database. If the signal is not used, the signal name will be the hardware name. Hardware points which are not
Name associated with a software point appear blank. Note: A signal may have multiple screw termination points and thus may appear several times.
Eg: L59EA = Exciter Overvoltage
E
Scale Scale Type reflects the software point name's scaling used by the Operator Interface.
Type Eg: CIM
TC
= Contact Input
CIM_I = Contact Input inversion
= Thermocouple
L
LOG = Logical
MWATT = Megawatt.
P
Nomenclature Text formatted signal identification. This text describes the devices and or conditions associated with the software signal.
Eg: Torque Adjuster Drive Motor.
System Line Voltage.
A M
S
Page 6
Date: 11/26/99
Cable Wire Interpos'g Core Term Screw I/O Contact Signal Scale
Num Pnt Num Term Board Name Board Num Abbrev Device name Sense Name Type Nomenclature Rev.
----- --- ----- ------------ ----- ----- ----- ------ -------------------- ------- ------------ ------ --------------------------------------------------
5011 <C> CTBA 001 MAO01P DVAR DVAR MVAR GENERATOR VARS
5012 <C> CTBA 002 MAO01N DVAR DVAR MVAR GENERATOR VARS
5013 <C> CTBA 003 MAO02P DF_OUT DF FREQL GENERATOR FREQUENCY

5014 <C> CTBA 004 MAO02N DF_OUT DF FREQL GENERATOR FREQUENCY
5015 <C> CTBA 005 MAO03P DPF DPF PF GENERATOR POWER FACTOR
5016 <C> CTBA 006 MAO03N DPF DPF PF GENERATOR POWER FACTOR
5025 <C> CTBA 007 MAO04P DWATT DWATT MWATT GENERATOR MEGAWATTS
5026 <C> CTBA 008 MAO04N DWATT DWATT MWATT GENERATOR MEGAWATTS
5027 <C> CTBA 009 MAO05P INC_PT DV V64K GENERATOR VOLTS

5028 <C> CTBA 010 MAO05N INC_PT DV V64K GENERATOR VOLTS
<C> CTBA 011 MAO06P Q_C_MAO06

<C> CTBA 012 MAO06N Q_C_MAO06


E
<C>
<C>
CTBA
CTBA
018
019
MAO09N
MAO10P
Q_C_MAO09
Q_C_MAO10
L
<C>
<C>
CTBA
CTBA
021
022
MAO11P
MAO11N
P Q_C_MAO11
Q_C_MAO11

<C>
<C>
CTBA
CTBA
025
026
MAO13P
MAO13N
M Q_C_MAO13
Q_C_MAO13
<C>
A
CTBA 029 MAO15P Q_C_MAO15
<C>
<C>
S CTBA
CTBA
031
032
MAO16P
MAO16N
Q_C_MAO16
Q_C_MAO16
<C> CTBA 033 SPARE

<C> CTBA 034 SPARE
<C> CTBA 035 TIC_H
<C> CTBA 036 TIC_L
R05215 Page 7
Date: 11/26/99
----- --- ----- ------------ ----- ----- ----- ------ -------------------- ------- ------------ ------ -------------------------------------------------- ---
<C> CTBA 037 MAI01P C_C_MAI01
<C> CTBA 038 MAI01N C_C_MAI01
<C> CTBA 039 MAI01E C_C_MAI01
2355 <C> CTBA 040 MAI02E 96BD-1 AFPBD DPH2O Cprsr bellmouth differential press transmitter
2354 <C> CTBA 041 MAI02P 96BD-1 AFPBD DPH2O Cprsr bellmouth differential press transmitter
NA <C> CTBA 042 MAI02N 96BD-1 AFPBD DPH2O Cprsr bellmouth differential press transmitter

2330 <C> CTBA 046 MAI04E 96CS-1 AFPCS DPH2O Inlet air total press transmitter
2331 <C> CTBA 047 MAI04P 96CS-1 AFPCS DPH2O Inlet air total press transmitter
NA <C> CTBA 048 MAI04N 96CS-1 AFPCS DPH2O Inlet air total press transmitter
2379 <C> CTBA 049 MAI05P 96EP-1 AFPEP DPH2O Exhaust press transmitter
NA <C> CTBA 050 MAI05N 96EP-1 AFPEP DPH2O Exhaust press transmitter
2378 <C> CTBA 051 MAI05E 96EP-1 AFPEP DPH2O Exhaust press transmitter


E
<C>
<C>
CTBA
CTBA
057
058
MAI07E
MAI08E
C_C_MAI07
C_C_MAI08
L
<C> CTBA 061 MAI09P

P C_C_MAI09
<C>
<C>
<C>
CTBA
CTBA
CTBA
064
065
066
MAI10E
MAI10P
MAI10N
M C_C_MAI10
C_C_MAI10
C_C_MAI10

<C>
<C>
A
CTBA
CTBA
068
069
MAI11N
MAI11E
C_C_MAI11
C_C_MAI11

<C>
<C>
S CTBA
CTBA
071
072
MAI12P
MAI12N
C_C_MAI12
C_C_MAI12

R05215 Page 8 342A4576IO
Date: 11/26/99
----- --- ----- ------------ ----- ----- ----- ------ -------------------- ------- ------------ ------ -------------------------------------------------- ---
6337 <C> CTBA 079 SHVLTA 96SV-1/curr TRANSMITTER - SHAFT VOLTAGE/CURRENT

6338 <C> CTBA 080 SHVLTB 96SV-1/curr TRANSMITTER - SHAFT VOLTAGE/CURRENT
6340 <C> CTBA 081 SHCURA 96SV-1/volt TRANSMITTER - SHAFT VOLTAGE/CURRENT

6339 <C> CTBA 082 SHCURB 96SV-1/volt TRANSMITTER - SHAFT VOLTAGE/CURRENT
<C> CTBA 083 SPARE

<C> CTBA 084 SPARE
779 <C> TBCA 001 RTD01A DT-GSF-1 DTGSF1 TC Generator temp - stator coupling end
774-1 <C> TBCA 002 RTD01B DT-GSF-1 DTGSF1 TC Generator temp - stator coupling end
778 <C> TBCA 003 RTD01C DT-GSF-1 DTGSF1 TC Generator temp - stator coupling end
774-1 <C> TBCA 005 RTD02B DT-GSF-2 DTGSF2 TC Generator temp - stator coupling end
780 <C> TBCA 006 RTD02C DT-GSF-2 DTGSF2 TC Generator temp - stator coupling end
774-1
782
<C>
<C>
TBCA
TBCA
008
009
RTD03B
RTD03C
DT-GSF-3
DT-GSF-3
DTGSF3
DTGSF3
L E TC
TC
Generator temp - stator coupling end
Generator temp - stator coupling end
785 <C> TBCA 010 RTD04A DT-GSA-4 DTGSA4 TC Generator temp - stator collector end
774-1 <C> TBCA 011 RTD04B DT-GSA-4 DTGSA4 TC Generator temp - stator collector end
784 <C> TBCA 012 RTD04C DT-GSA-4 DTGSA4 TC Generator temp - stator collector end
774-1
786
<C>
<C>
TBCA
TBCA
014
015
RTD05B
RTD05C
DT-GSA-5
DT-GSA-5
P DTGSA5
DTGSA5
TC
TC
Generator temp - stator collector end
774-1 <C> TBCA 017 RTD06B DT-GSA-6 DTGSA6 TC Generator temp - stator collector end
773
795
<C>
<C>
TBCA
TBCA
018
019
RTD06C
RTD07A
M
DT-GSA-6
DT-GGC-10
DTGSA6
DTGGC10
TC
TC
Generator temp - cold gas coupling end

774-1 <C> TBCA 020 RTD07B DT-GGC-10 DTGGC10 TC Generator temp - cold gas coupling end
794 <C> TBCA 021 RTD07C DT-GGC-10 DTGGC10 TC Generator temp - cold gas coupling end
797 <C>
A
TBCA 022 RTD08A DT-GGC-11 DTGGC11 TC Generator temp - cold gas collector end
774-1 <C> TBCA 023 RTD08B DT-GGC-11 DTGGC11 TC Generator temp - cold gas collector end
796 <C> TBCA 024 RTD08C DT-GGC-11 DTGGC11 TC Generator temp - cold gas collector end
1781 <C>
S TBCA 025 RTD09A DT-GGH-18 DTGGH18 TC Generator temp - hot air coupling end
774-2 <C> TBCA 026 RTD09B DT-GGH-18 DTGGH18 TC Generator temp - hot air coupling end
1780 <C> TBCA 027 RTD09C DT-GGH-18 DTGGH18 TC Generator temp - hot air coupling end
1783 <C> TBCA 028 RTD10A DT-GGH-19 DTGGH19 TC Generator temp - hot air collector end
774-2 <C> TBCA 029 RTD10B DT-GGH-19 DTGGH19 TC Generator temp - hot air collector end
1782 <C> TBCA 030 RTD10C DT-GGH-19 DTGGH19 TC Generator temp - hot air collector end
R05215 Page 9
Date: 11/26/99
----- --- ----- ------------ ----- ----- ----- ------ -------------------- ------- ------------ ------ -------------------------------------------------- ---
6703 <C> TBCA 031 RTD11A DT-GGH-12 DTGGC12 TC GENERATOR TEMP - COLD GAS COLL END
<C> TBCA 032 RTD11B DT-GGH-12 DTGGC12 TC GENERATOR TEMP - COLD GAS COLL END
6702 <C> TBCA 033 RTD11C DT-GGH-12 DTGGC12 TC GENERATOR TEMP - COLD GAS COLL END
5736 <C> TBCA 034 RTD12A DT-GGC-13 DTGGC13 TC GENERATOR TEMP - COLD GAS COUP END
<C> TBCA 035 RTD12B DT-GGC-13 DTGGC13 TC GENERATOR TEMP - COLD GAS COUP END
5735 <C> TBCA 036 RTD12C DT-GGC-13 DTGGC13 TC GENERATOR TEMP - COLD GAS COUP END
1775 <C> TBCA 037 RTD13A DT-GGH-15 DTGGH15 TC GENERATOR TEMP - HOT GAS COLL END
<C> TBCA 038 RTD13B DT-GGH-15 DTGGH15 TC GENERATOR TEMP - HOT GAS COLL END
1774 <C> TBCA 039 RTD13C DT-GGH-15 DTGGH15 TC GENERATOR TEMP - HOT GAS COLL END
5738 <C> TBCA 040 RTD14A DT-GGH-16 DTGGH16 TC GENERATOR TEMP - HOT GAS COUP END
<C> TBCA 041 RTD14B DT-GGH-16 DTGGH16 TC GENERATOR TEMP - HOT GAS COUP END
5737 <C> TBCA 042 RTD14C DT-GGH-16 DTGGH16 TC GENERATOR TEMP - HOT GAS COUP END
<C> TBCA 043 RTD15A C_C_RTD15

<C> TBCA 044 RTD15B C_C_RTD15
<C> TBCA 045 RTD15C C_C_RTD15

E
<C>
<C>
TBCA
TBCA
050
051
RTD17B
RTD17C
C_C_RTD17
C_C_RTD17
L
<C> TBCA 054 RTD18C
P C_C_RTD18

<C>
<C>
TBCA
TBCA
058
059
RTD20A
RTD20B
M C_C_RTD20
C_C_RTD20
5726
5725
<C>
<C>
A
TBCA
TBCA
061
062
RTD21A
RTD21B
AT-1/R
AT-1/R
C_C_RTD21
C_C_RTD21
TC
TC
5724 <C> TBCA 063 RTD21C AT-1/R C_C_RTD21 TC
5729
5728
<C>
<C>
S TBCA
TBCA
064
065
RTD22A
RTD22B
AT-2/R
AT-2/R
C_C_RTD22
C_C_RTD22
TC
TC
5727 <C> TBCA 066 RTD22C AT-2/R C_C_RTD22 TC
5732 <C> TBCA 067 RTD23A AT-3/4 C_C_RTD23 TC

5731 <C> TBCA 068 RTD23B AT-3/4 C_C_RTD23 TC
R05215 Page 10 342A4576IO

Date: 11/26/99
----- --- ----- ------------ ----- ----- ----- ------ -------------------- ------- ------------ ------ -------------------------------------------------- ---





E
9690 <C> TBCA 088 RTD30A CT-IF-3/R CTIFR TC Compressor temperature-inlet flange
9691
9692
<C>
<C>
TBCA
TBCA
089
090
RTD30B
RTD30C
CT-IF-3/R
CT-IF-3/R
CTIFR
CTIFR
L TC
TC
Compressor temperature-inlet flange
Compressor temperature-inlet flange
459 <C> TBQA 001 TC01P TT-WS1FI-1 TTWS1FI1 TC Turbine temperature-wheelspace 1st stg fwd inner
460 <C> TBQA 002 TC01N TT-WS1FI-1 TTWS1FI1 TC Turbine temperature-wheelspace 1st stg fwd inner
1485 <C> TBQA 003 TC02P

P
TT-WS1FI-2 TTWS1FI2 TC Turbine temperature-wheelspace 1st stg fwd inner
1486 <C> TBQA 004 TC02N TT-WS1FI-2 TTWS1FI2 TC Turbine temperature-wheelspace 1st stg fwd inner
<C> TBQA 005 TC03P BT-GJ1-1A BTGJ1_1 TC BRG METAL TEMP-GEN BRG #1
<C>
<C>
TBQA
TBQA
006
007
TC03N
TC04P
M
BT-GJ1-1A
BT-GJ1-2A
BTGJ1_1
BTGJ1_2
TC
TC
BRG METAL TEMP-GEN BRG #1
BRG METAL TEMP-GEN BRG #1

<C> TBQA 008 TC04N BT-GJ1-2A BTGJ1_2 TC BRG METAL TEMP-GEN BRG #1
443
444
<C>
<C>
A
TBQA
TBQA
009
010
TC05P
TC05N
TT-WS1AO-1
TT-WS1AO-1
TTWS1AO1
TTWS1AO1
TC
TC
Turbine temperature-wheelspace 1st stg aft outer
Turbine temperature-wheelspace 1st stg aft outer
445 <C> TBQA 011 TC06P TT-WS1AO-2 TTWS1AO2 TC Turbine temperature-wheelspace 1st stg aft outer
446 <C>
S TBQA 012 TC06N TT-WS1AO-2 TTWS1AO2 TC Turbine temperature-wheelspace 1st stg aft outer
447 <C> TBQA 013 TC07P TT-WS2FO-1 TTWS2FO1 TC Turbine temperature-wheelspace 2nd stg fwd outer
448 <C> TBQA 014 TC07N TT-WS2FO-1 TTWS2FO1 TC Turbine temperature-wheelspace 2nd stg fwd outer
450 <C> TBQA 016 TC08N TT-WS2FO-2 TTWS2FO2 TC Turbine temperature-wheelspace 2nd stg fwd outer
R05215 Page 11 342A4576IO
Date: 11/26/99
----- --- ----- ------------ ----- ----- ----- ------ -------------------- ------- ------------ ------ -------------------------------------------------- ---
451 <C> TBQA 017 TC09P TT-WS2AO-1 TTWS2AO1 TC Turbine temperature-wheelspace 2nd stg aft outer
452 <C> TBQA 018 TC09N TT-WS2AO-1 TTWS2AO1 TC Turbine temperature-wheelspace 2nd stg aft outer
453 <C> TBQA 019 TC10P TT-WS2AO-2 TTWS2AO2 TC Turbine temperature-wheelspace 2nd stg aft outer
454 <C> TBQA 020 TC10N TT-WS2AO-2 TTWS2AO2 TC Turbine temperature-wheelspace 2nd stg aft outer
1435 <C> TBQA 021 TC11P TT-WS3FO-1 TTWS3FO1 TC Turbine temperature-wheelspace 3rd stg fwd outer
1436 <C> TBQA 022 TC11N TT-WS3FO-1 TTWS3FO1 TC Turbine temperature-wheelspace 3rd stg fwd outer
1437 <C> TBQA 023 TC12P TT-WS3FO-2 TTWS3FO2 TC Turbine temperature-wheelspace 3rd stg fwd outer
1438 <C> TBQA 024 TC12N TT-WS3FO-2 TTWS3FO2 TC Turbine temperature-wheelspace 3rd stg fwd outer
1431 <C> TBQA 025 TC13P TT-WS3AO-1 TTWS3AO1 TC Turbine temperature-wheelspace 3rd stg aft outer
1432 <C> TBQA 026 TC13N TT-WS3AO-1 TTWS3AO1 TC Turbine temperature-wheelspace 3rd stg aft outer
1433 <C> TBQA 027 TC14P TT-WS3AO-2 TTWS3AO2 TC Turbine temperature-wheelspace 3rd stg aft outer
1434 <C> TBQA 028 TC14N TT-WS3AO-2 TTWS3AO2 TC Turbine temperature-wheelspace 3rd stg a
<C> TBQA 029 TC15P BT-GJ2-1A BTGJ2_1 TC BRG METAL TEMP GEN BRG #2
<C> TBQA 030 TC15N BT-GJ2-1A BTGJ2_1 TC BRG METAL TEMP GEN BRG #2
<C> TBQA 031 TC16P BT-GJ2-2A BTGJ2_2 TC BRG METAL TEMP GEN BRG #2
<C> TBQA 032 TC16N BT-GJ2-2A BTGJ2_2
E TC BRG METAL TEMP GEN BRG #2
<C> TBQA 033 TC17P BT-RGP2-1A BTRGP2_1 TC BRG METAL TEMP RED GEAR PINION
<C>
<C>
TBQA
TBQA
034
035
TC17N
TC18P
BT-RGP2-1A
BT-RGP2-2A
BTRGP2_1
BTRGP2_2
L TC
TC
BRG METAL TEMP RED GEAR PINION
BRG METAL TEMP RED GEAR PINION

<C> TBQA 036 TC18N BT-RGP2-2A BTRGP2_2 TC BRG METAL TEMP RED GEAR PINION
<C>
<C>
TBQA
TBQA
037
038
TC19P
TC19N
P C_C_TC19
C_C_TC19
497 <C> TBQA 039 TC20P LT-TH-1A LTTH1 TC Lube oil thermocouple turbine header
498 <C> TBQA 040 TC20N LT-TH-1A LTTH1 TC Lube oil thermocouple turbine header
<C>
<C>
TBQA
TBQA
041
042
TC21P
TC21N
M C_C_TC21
C_C_TC21
<C> TBQA 043 TC22P C_C_TC22

<C>
A
TBQA 044 TC22N C_C_TC22
473 <C> TBQA 045 TC23P LT-B1D-A LTB1D TC Lube oil thermocouple #1 bearing drain
474 <C> TBQA 046 TC23N LT-B1D-A LTB1D TC Lube oil thermocouple #1 bearing drain
475 <C>
S TBQA 047 TC24P LT-B2D-A LTB2D TC Lube oil thermocouple #2 bearing drain
476 <C> TBQA 048 TC24N LT-B2D-A LTB2D TC Lube oil thermocouple #2 bearing drain
<C> TBQA 049 TC25P C_C_TC25

<C> TBQA 050 TC25N C_C_TC25
7443 <C> TBQA 051 TC26P LT-RGCD-1A LTRGCD TC LO thermocouple red gear comb brg drain
R05215 Page 12 342A4576IO

GE Gas Turbine Training Manual PDF

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Technology for Gas Turbines

Siemens Power Generation

GE Gas Turbine Training

GE GAS TURBINE CONTROLS PHILOSOPHY

Training Program Presented by

Turbine Technology Services Corporation

Siemens Power Generation GE Gas Turbine Training

TMS. All rights Reserved.

GE Gas Turbine Training Siemens Power Generation

Course Introduction.............................................................................. Section 1

GE Gas Turbine Fleet ........................................................................... Section 2

GE Control System Evolution .............................................................. Section 3

GE Control System Fundamentals ...................................................... Section 4

GE Control System Documentation .................................................... Section 5

Siemens Power Generation Table of Contents

Siemens Power Generation

GE Gas Turbine Training

Models: GE Gas Turbine

1. Identify GE Unit Types eg. MS5001

2. Identify GE SpeedtronicTM Control System eg. SpeedtronicTM Mark II

3. Understand GE Gas Turbine Design

4. Understand Gas Control Loops eg. Speed Control

Course Introduction 1.0

Introduction to GE Gas Turbine Controls Philosophy

GE Gas Turbine Fleet

GE Control System Evolution

GE Control System Fundamentals

Introduction to GE Gas Turbine Controls Philosophy - Course Outline 1.1

GE Control System Documentation

1.1 Piping and Instrumentation Drawing (PI&D)

Introduction to GE Gas Turbine Controls Philosophy - Course Outline 1.2

GE GAS TURBINE FLEET

GE Gas Turbine Fleet 2.0

GAS TURBINE AND

CC 117.7 MW 50 Hz 6,240 6,582

CC 262.6 MW 60 Hz 6,090 6,424

CC 390.8 MW 50 Hz 6,020 6,350

CC 193.2 MW 50 Hz 6,570 6,930

CC 130.2 MW 60 Hz 6,800 7,173

CC 64.3 MW 50 Hz 6,950 7,341

14 Small Heavy-Duty and Aeroderivative Gas Turbine

16 IGCC (Integrated Gasification Combined Cycle) Overview

2 Worlds Most Advanced Combined Cycle Gas Turbine Technology MS9001H/MS7001H

Closed-Loop Steam Cooling

Dry Low NOx Combustors

4 Worlds Most Experienced Advanced Technology Gas Turbines

Dry Low NOx combustor systems allow

6 Worlds Most Advanced Air-Cooled Gas Turbine

MS7001FB and MS9001FB

Output (MW) 75.9 75.9

Output (MW) 171.7

Net Plant Heat Rate Net Plant GT Number

Output (MW) 255.6

10 Fuel-Flexible 50 Hz Performer MS9001E SIMPLE CYCLE PERFORMANCE RATINGS

Time-Tested Performer for 60 Hz Applications MS7001EA SIMPLE CYCLE PERFORMANCE RATINGS 11

An MS7001EA is shown on half shell

50/60 Hz Power Generation Mechanical Drive

advanced F technology. Model Designation PG6591C

S106C 67.2 6,281 6,627 54.3% 1 x MS6001C

14 A Broad Portfolio of Packaged Power Plants

Oil & Gas

The powerful LM6000 is one of the most

SMALL HEAVY-DUTY GAS TURBINES