GE Power & Water

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PAKISTAN PTA LIMITED

Investigation Report for:

C-Ring Gas Manifold Distress
Report Date: January 16, 2014
Author: Karol Kwolek

Site: PPTA KARACHI

Package Serial Number: 7232796 Engine Serial Number: 192290

Engine Model: LM6000 Fuel: Natural gas

NOx abatement: 25 ppm Power Augmentation: HPC/LPC Sprint

Operation: Base load Mid-Merit Peaker

Generator Mechanical Drive: xxxx

Event Date: June 18, 2014

Engine Hours: since new: 15319 since overhaul since repair

Engine Starts: since new: 131 since overhaul since repair

Report Content

1. EVENT DESCRIPTION ............................................................................................................................................ 2

2. FINDINGS .................................................................................................................................................................. 2
3. ROOT CAUSE ANALYSIS ...................................................................................................................................... 3
4. SUMMARY / CONCLUSIONS .............................................................................................................................. 3
5. RECOMMENDATIONS........................................................................................................................................... 4

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1. EVENT DESCRIPTION

a. Narrative
On June 18, 2014 engine ESN 192290 tripped during the shutdown sequence
at 7 MW. Fuel gas sensors installed inside the turbine enclosure showed the
presence of gas fuel. During inspection of the gas manifolds one C-ring
segment was found with a hole at 11 oclock position.

b. Subsequent Troubleshooting, start attempts not applicable

c. Observed condition(s) that led to outage

i. Hardware
1. One C-ring segment was found with a hole at 11 oclock
position.
ii. Operational symptoms, alarms
1. Gas sensors showed the presence of gas fuel inside the turbine
enclosure. The following alarm was recorded: L.E.L. TURB ROOM
HH.

d. Site Actions
i. C-ring manifold (PN: L54012G01) was replaced with a new one (PN:
L62322G01).

2. FINDINGS

a. Site Findings not applicable

i. One C-ring segment was found with a hole at 11 oclock position
(Figure 1).
ii. Oil was found inside the flexible hoses, especially at the bottom
connection of the B and EL-Bow ring (Figure 2).
iii. Rust traces were noted inside the C-ring manifolds and Fuel Nozzle
strainer retainer ring C (Figures 3 and 4).
iv. The main gas duplex filter was found with no abnormalities.

b. Hardware Findings not applicable

c. Laboratory, metallographic analysis not applicable

The distressed C-ring manifold was shipped to a GE laboratory for
metallurgical evaluation. Figure 5 shows the as-received condition. The
findings were as follows:

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i. Metallographic evaluation revealed multiple cracks initiated from the

Inner Diameter (ID) surface and propagated towards the Outer
Diameter (OD) of the tube (Figure 6).
ii. The cracking of fuel manifold was consistent with stress corrosion with
intermittent areas of High Cycle Fatigue (HCF) crack propagation
(Figure 7).
iii. Energy Dispersive Spectroscopy (EDS) analysis of the corrosion deposits
from the ID surface revealed Sulfur and Chlorine elements (Figure 8).
iv. The chemistry of the C-ring manifold met the engineering drawing
requirements.

d. Operational data assessment

i. Variable data (or RM&D) not available not requested
not received
ii. Based on the data from Remote Monitoring and Diagnostic (RM&D)
since November 2013 the engine was operated only on AB or AB9C
burner modes (Figure 9), which means that 2 C-ring segments or the
complete C-ring was not used during operation (only during startup or
shutdown).

3. ROOT CAUSE ANALYSIS

a. The cause of C-ring distress was due to stress corrosion cracking.

b. The presence of chlorides inside the manifold sections has resulted in pitting,
crevice corrosion and stress corrosion cracking initiating from the inner
diameter of the fuel manifold.
c. The source of the chloride contamination could not be determined. However
since November 2013 the engine was operated only on AB or AB9C burner
modes. There is no fuel flow through the C-ring segments while operating in
these burner modes which could potentially result is water condensation
inside the manifolds resulting in corrosion initiation.

4. SUMMARY / CONCLUSIONS
The cause of C-ring distress was due to stress corrosion cracking. The chlorides inside
the manifold resulted in pitting, crevice corrosion and stress corrosion cracking.

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5. RECOMMENDATIONS
a. Perform BSI on all on-engine gas manifolds and inspect them for corrosion-
special attention should be made to the C-ring manifolds and tubes
connecting the staging valves with the C-ring. If corrosion is found replace the
manifold with a new one.
b. Perform gas analysis to check the content of Chlorine and provide results to
GE.

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APPENDIX

Figure. 1. C-ring segment with hole. Figure. 2. Oil inside flexible hose B-Ring.

Figure. 3. C-ring manifold- view from inside. Figure. 4. Fuel Nozzle strainer retainer ring C.

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Figure. 5. C-ring manifold in as-received condition.

Figure. 6. Examples of cracks initiation from the Inner Diameter towards the Outer Diameter.

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Figure. 7. Cracks evaluation.

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Figure. 8. EDS analysis of the corrosion deposits.

Figure. 9. Operational profile based on RM&D data.

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